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PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE OUR 29th YEAR
BUSINESS AVIATION LIFTOFF FOR EUROPE Innovation at Heli-Expo 2017 Read our Report on page 96 Switzerland's Excellence 64 Flight Training Taking Pilots to New Heights page 90
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For your personal consultation, visit gulfstream.com/contacts.
SWEEPING AWAY THE TIME ZONES OF LIFE NOT SO VERY LONG AGO, A BALLOONIST landing in a field following a short flight over the countryside was apt to be attacked by a mob of angry and scared peasants armed with pitchforks. Luckily, times have changed and today flying is common place – tourists, business travelers and people going to visit family for the holidays are all taking to the sky without concern. That being said, boarding a modern airliner is not without consequence – just see the most recent mishap at United for evidence of that! And even when you’re not being dragged off an overbooked flight, flying still does a number on our bodies. The biological phases of intercontinental flights have been well known for years, but the advent of the jet era put the concern in the spotlight. I’m pretty sure the balloonist at the beginning of this story had never heard of the “Circadian Rhythms and the Effects of Long Distance Flights”, let alone the existence of time zones. The only bodily danger that concerned him was finding his torso on the business end of one of those pitchforks! Nowadays, things are different. For example, if you are located in the United States and plan to attend EBACE in Geneva, a flight departing from Chicago at 16:00 Central Standard Time will have you landing the next morning in LSGG at 10:00 when everyone else is already enjoying their first Schwip-Schwap-Cola. Of course if you fly to EBACE via a business jet, your journey will likely be a little bit shorter and a whole lot more comfy than taking the Red Eye Special. In any case, your biological clock will still have a time deficit of 7 hours to account for – not the best condition to be in for a full day of
Fernand M. Francois Editor and Publisher
networking, exhibiting, technical meetings, speeches, negotiating, and the always too late social hours (my advice here is to always remember, one glass of wine or a whisky with water is OK, five is too much!) And who knows, maybe you’re a journalist lucky enough to be invited by Gulfstream for a breakfast over the Alps with a 5:00 AM departure, or, you never know, you could find yourself needing all your zest to be ready to receive the richly deserved 2017 EBACE Man of the Year award! When the preceding remarks about the adverse effects of long-distance flights are associated with a business journey, the situation is even more critical for the pilot in command. Airline management and aviation authorities are alltoo-familiar with circadian rhythms and the effects of long-distance flights. Some airlines have even conducted studies, converging their efforts on our body’s natural timekeeper, the pineal gland, and melatonin, the hormone that is the pineal messenger. Several reports on the use of melatonin have been published by the FAA’s Office of Aerospace Medicine that, while not condemning the use of melatonin, do recommend that “because of its possible interaction with certain medications, the practitioner must exercise caution during the medical certification of airmen”. Although melatonin is available over the counter in the US, it is still obtainable only via prescription in many European countries. But be warned, the more you learn about melatonin, the more eager you will become to learn about its age reversing effect. Now let’s see what the dosage the bottle recommends to help one ‘grow’ young…
“Age is an issue of mind over matter. If you don’t mind, it doesn’t matter.” Mark Twain
CONTENTS Volume XXIX N°2 EDITOR and PUBLISHER Fernand M. Francois ASSOCIATE PUBLISHER Kathy Ann Francois ASSISTANT to the PUBLISHER Victoria Coffman EDITOR-in-CHIEF Volker K. Thomalla DEPUTY EDITOR Busra Ozturk ART DIRECTOR Tanguy Francois SENIOR EDITOR Marc Grangier SAFETY EDITOR Michael R. Grüninger INSTRUCTION EDITOR Captain LeRoy Cook TECHNOLOGY EDITOR Steve Nichols ROTORCRAFT EDITOR Mark Huber NEW YORK EDITOR Kirby J. Harrison EDITOR & COPY WRITER Nick Klenske
CONTRIBUTING EDITORS Louis Smyth, Giulia Mauri, Derek Bloom, Guy Visele, Richard Koe, Brian Foley, Anna Naznarova, Aoife O’Sullivan Email Address for all the above: Info@bartintl.com ADVERTISING Kathy Ann Francois Marketing Director firstname.lastname@example.org BART International. Premier Transatlantic Business Aviation Magazine. ISSN 0776-7596. Printed in Belgium, published by SA F&L 20 rue de l'Industrie at B1400 Nivelles, Phone +326 788 3603. Fax +326 788 3623. BART International is governed by the International copyright laws. Free Professional subscription available International distribution by ASENDIA USPS 016707 Periodical postage paid Call IMS 1 (800) 428 3003 Responsible Publisher Fernand M. Francois
EBACE OFFICIAL PUBLICATION
36 EBACE 2017 PREVIEW
Europe's largest Business Aviation event will take place for the 17th time this year.
94 MRO: COMPETITION IS HEATING UP
The MRO industry is a global industry. Competition is heating up as more and more OEMs operate factory-owned service centers relates Marc Grangier.
A review of the Business Jets by category, presented by Volker K. Thomalla: Light Jets P.38, Midsize Jets P.43, Large Cabin P.49, Long Range P.54. Mark Huber stimulates our dream about a Supersonic Business Jet on page 60.
96 HELI-EXPO SHOW REPORT
Innovation in the rotorcraft industry was the topic of the day at Heli-Expo 2017 in Dallas, Texas, reports Volker K. Thomalla.
Capt. LeRoy Cook remains optimistic about the underlying strength of the turboprop industry, proven once again by the latest GAMA report.
Resolving conflicts by alternate means like mediation is often more effective than filing a law suit says Giulia Mauri.
FOCUS ON SWITZERLAND
Senior Editor Marc Grangier gives his insights into Switzerland's well-kept secret: Business Aviation.
72 UPDATE ON MODIFICATIONS
Modifications and refurbishments are anything but boring. Innovation is key to updating aircraft to a modern standard, reports Marc Grangier.
Taxiing an aircraft isn't as easy as it seems. Capt. LeRoy Cook explains From the Cockpit. "Don't drink and fly" observe Michael Grüninger and Capt. Carl Norgren; it's a Safety Sense.
76 INTERIORS: AN INSIDE JOB
A customer-centric approach is mandatory to deliver the job the customer expects explains Nick Klenske.
82 2020 A CRITICAL STEP
Engine manufacturers are working today on technology, which will come to the market around the 2020s reports Volker K. Thomalla. ADS-B is coming and there's no escape from it. Business aircraft which are not compliant can be grounded after January 2020 says Steve Nichols P.86
90 PILOT TRAINING
The pilot training simulator industry continues to grow rapidly to keep up with advances in cockpit technology and aircraft handling, reports Kirby J. Harrison.
PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE
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Associated Air Center Atlas Air Service Avfuel Corporation Aviation Partners BendixKing TMP Worldwide Blackhawk Modifications, Inc. CAE Daher Dassault Falcon PUCK L’AGENCE Duncan Aviation FlightSafety International GRETEMAN GROUP Garmin GCS Safety Solution GDC Technics Gulfstream Aerospace Corporation HondaJet MILNER BUTCHER MEDIA GROUP Honeywell Customer Perception TMP Worldwide Honeywell Connectivity TMP Worldwide
The G650 transformed Business Aviation when it entered service in 2012 and it continues to lead the industry today. The G650 and G650ER stand alone in their class. Both aircraft have claimed more than 60 world speed records. At the time of delivery of the 200th G650/G650ER, the combined fleet has accumulated over 136,000 flight hours.
9 31 17 81 53 63 67 93 35 25 83 21 71 47 112 111 39 27
Jet Aviation JetNet LLC Jet Support Services Inc. (JSSI) Lufthansa Technik MEC GmbH Luxaviation & ExecuJet NBAA-BACE 2017 Pilatus Aircraft Ltd. Piper Aircraft Inc. Pratt & Whitney Canada Rockwell Collins ARINCDirect Rolls-Royce SmartSky Networks GRETEMAN GROUP SR Technics TAG Farnborough Airport Textron Aviation Copp Media Services, Inc. Universal Avionics Systems, Corp. Universal Weather and Aviation, Inc. West Star Aviation Inc.
A CLASS OF ITS OWN
Every crystal found in the mountains of Switzerland is entirely unique. Just as unique is the PC-24, the only aircraft combining the versatility of a turboprop with the cabin size of a medium-light jet, and the performance of a light jet. It’s a plane that simply doesn’t fit into any of the existing business jet categories.
3 EDITORIAL 6 POINTER 8 QUICK LANE 28 ON THE MOVE 30 TRANSATLANTIC UPDATE 34 BUSINESS NEWS
Agenda EBACE May 22-24, 2017 Geneva, Switzerland
AIR VENTURE July 24-30, 2017 Oshkosh, Wisconsin, USA
LABACE Aug 15-17, 2017 São Paulo, Brazil
JET EXPO Sep 7-9, 2017 Vnuokovo 3, Moscow, Russia
NBAA - BACE Oct 10-12, 2017 Las Vegas, USA
IN SEQUENCE BRIEFING ROOM POKING AROUND JET FUEL SNAGS BUSINESS AIRCRAFT OPERATORS should always ensure they’re comparing apples with apples when reviewing competing jet fuel quotes. In some parts of the world, particularly Europe, fuel taxes can double or triple the base price of fuel. Depending on your type of operation, you may be able to exempt some, or all, of these fuel taxes, and your fuel quotes should always reflect this. The following is an overview of what you need to know about taxes and related documentation when requesting a jet fuel quote. REQUIRE AHEAD Always confirm local requirements and documentation needed, in advance, with your fuel supplier. Some suppliers, for example, require Air Operator Certificate/Air Carrier Certificate (AOC/ACC) information in advance if there’s a fuel release involved. Charter (non-scheduled commercial) operators are often able to be exempted from the Value-Added Tax (VT)l Oil Tax (MOT) at the pump, so long as they present an AOC/ACC and other required documentation. CORRECTING MISTAKES If you do not provide required documentation such as an AOC, or you sign a fuel ticket which adds taxes based on incorrect information displayed on the ticket, it can be difficult to correct after the fact. Fuel suppliers often close their books very early. If a request for correction is not done before the supplier submits data to government entities, the supplier may be unable to negotiate a refund for you. This may mean that the operator must contact the appropriate government entity directly to try to retrieve tax that was collected incorrectly, and this can take months to accomplish. VAT AND MOT UPLIFT COSTS Lowest standard rate of VAT in the European Union is 10%, but VAT can range to up to 25%. MOT has the potential to double base price of fuel in countries such as Germany, France, and Switzerland.
RECOVERING VAT There are cases where operators are not able to avoid VAT at the pump due to no exemption opportunities being available but may be entitled to recover VAT at a later time. Note that if you use a 3rd-party VAT recovery service to do this, you’ll typically pay the provider 2030% of taxes recovered in service fees. FUEL TAX INCONGRUITY When you land in India, and your next leg is domestic, you’ll be charged tax on the volume of fuel remaining onboard. This can be considered a form of import tax. In Switzerland, qualified charter operators may be exempt from VAT and MOT (as long as the specific flight is connected to an actual charter flight) on fuel uplift. However, if they do not depart Switzerland within 24 hours of the fuel uplift, exempted taxes then become due and payable. ADDITIONAL ISSUE Note that fuel prices typically change –monthly, weekly, or daily – depending on the location and the supplier. Fueling hours of operation do not always mirror airport hours, and you may need to pay an overtime fee and/or provide advance notification for late-night fuel uplifts. Note that some fixed-base operators do not allow other fuel providers on their ramps. You may need to use an alternate fuel supplier or relocate to the other side of the airport in order to use your fuel provider of choice. Such restrictions have the potential to add additional time on the ground and may delay your planned schedule. CONCLUSION Use a fuel provider you trust and who knows your type of operation well enough that all applicable taxes/fees are included in your fuel quotes. If a fuel release is required, ensure that it’s forwarded in advance. QUESTIONS If you have any questions about this article or would like more information about fuel quotes, call UNIVERSAL WEATHER WORLDWIDE +1 (713) 944-1622 ext. 3300
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ADVANCED TRAINING NEW MASTER-LEVEL COURSES INCREASE SAFETY AND PROFICIENCY
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FIXED-WING PILOT COURSES Advanced Upset Prevention and Recovery Training Focuses on preventing in-flight loss of control, and recovery from upset if prevention is not possible Advanced Energy Management Teaches the physics of operating aircraft during descent Advanced Rejected Takeoff Go/No-Go Promotes best practices using 18 scenarios that require a decision to continue the takeoff or abort Advanced Crew Resource Management/ Human Factors Line Oriented Flight Training Bolsters proficiency in crew coordination and communication
Aviation professionals from around the world trust us to provide the highest quality training and outstanding service. More than 1,800 highly experienced professional instructors deliver aircraft- and mission-specific courses, using our comprehensive training systems and advanced-technology flight simulators designed to enhance safety. Trust your training to FlightSafety. You’ll see why so many aviation professionals make the same choice. And have since 1951. For more information, please contact Steve Gross, Senior Vice President, Commercial 314.785.7815 • email@example.com • flightsafety.com • A Berkshire Hathaway company
QUICK LANE HONDAJET MAKES ITS FIRST APPEARANCE IN TAIPEI Honda Aircraft Company announced the HondaJet made its first official appearance in Taipei at Taipei Songshan Airport. The debut event in Taipei was attended by Mr. Fan Chih-ku, Political Deputy Minister, Ministry of Transportation and Communications, Mr. Zheng Wen-Can, Mayor of Taoyuan City, business guests and the media. “As part of our global sales strategy, Honda Aircraft Company continues to evaluate new markets for the HondaJet. Today, we are excited to be in Taipei to showcase the HondaJet and demonstrate its capabilities for the first time,” said Mr. Michimasa Fujino, president and CEO.
UNIVERSAL AVIATION GROUND SUPPORT NETWORK EXPANDS TO MALDIVES
GLOBALPARTS.AERO NAMED DISTRIBUTOR OF LOPRESTI AVIATION LIGHTING SYSTEMS GlobalParts.aero has been named an official distributor for LoPresti Aviation’s next generation landing and taxi light systems. LoPresti’s high-intensity discharge (HID) BoomBeam lighting systems produce 500 percent more light and outperforms both older halogen lights and factory-installed LED lights. The system has Supplemental Type Certificate (STC) and Parts Manufacturing Authority (PMA) approval for every make and model of Learjet, and carries a five-year, 5,000-hour warranty.
Universal Aviation, the ground handling division of Universal Weather and Aviation, Inc., announced that it will expand its presence in the Asia-Pacific region, with the addition of Universal Aviation Maldives, a joint venture with Inner Maldives. Universal Aviation Maldives will be based at Malé International Airport (VRMM) and will begin operations in the next two months. “We identified the Maldives as a destination that can be high risk and stress for our clients,” said Charlie Mularski, regional vice president, Asia-Pacific, Universal.
BAA AND LUXAVIATION ANNOUNCE NEW STRATEGIC ALLIANCE
DUNCAN AVIATION RECEIVES ROLLS-ROYCE AUTHORIZATION
Business Aviation Asia Ltd. (BAA), one of the largest and most influential Business Aviation operators in Asia Pacific, announced a new strategic business alliance with related company, Luxaviation Group. The partnership will see BAA, which provides highlevel aircraft management services for business jet owners in the Greater China region and beyond, working in partnership with Luxaviation Group with a fleet of more than 260 aircraft and 1,600 employees worldwide.
Duncan Aviation has received a new authorization from RollsRoyce. This means that Duncan Aviation is approved for CorporateCare® and new engine warranty work on aircraft at all Duncan Aviation facilities and remote work locations. Duncan Aviation is authorized, trained and equipped to perform engine removals and installations, line level inspections, maintenance and repair, and service bulletins. Now, Duncan Aviation representatives file warranty claims directly on behalf of its customers. This saves the customer the inconvenience of making a cash outlay and waiting for a reimbursement.
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FUTURE Many Services â€“ One Jet Aviation Celebrating our 50th Anniversary and Beyond in 2017 MRO, Refurbishment, Completions, FBO, Aircraft Management, Flight Support, Charter, Staffing.
QUICK LANE BLACKHAWK MODIFICATIONS GETS TRUE BLUE POWER ENGINE/BATTERY PAIRING FAA APPROVAL Blackhawk Modifications, Inc. has received a Supplemental Type Certificate (STC) which approves the installation of the True Blue Power TB44 (46 amp-hour) lithium-ion battery on Blackhawk-powered Cessna Caravan 208/208B models. The TB44 offers the latest in lithium-ion chemistry, which gives Blackhawk operators an unmatched advantage in power, safety, life, and energy. The state-of-the-art lithium-ion technology allows for engine starts that are up to 12 seconds faster and 60°F to 80°F cooler than lead-acid batteries.
TRU SIMULATION TRAINING QUALIFIES FIRST EVER BOEING 737 MAX FFS TRU Simulation + Training, a Textron Inc. company, announced that it has completed the interim Level C qualification of the first ever Boeing 737 MAX Full Flight Simulator (FFS) at the Boeing Training Campus in Miami. The qualification of the FFS, certified on February 16, 2017, by the Federal Aviation Administration (FAA), represents a significant milestone for both Boeing and TRU and comes at an important time as Boeing announces that the 737 MAX achieved Amended Type Certification (ATC) from the FAA on March 8, 2017.
COMLUX DELIVERS THE FIRST EASA-CERTIFIED CABIN FOR A SUKHOI ‘SBJ’
AIR BP ANNOUNCES AGREEMENT WITH WINGSOVERASIA Air BP, the international aviation fuel products and service supplier, in collaboration with aviation services company RocketRoute, announced an agreement with WingsOverAsia (WOA). WOA is a Fixed Base Operator (FBO) and licenced ground handling agent based at Singapore Seletar Airport. The agreement offers benefits for the customers of all three companies. WOA will champion RocketRoute’s services including the recently launched RocketRoute Fuel App developed in conjunction with Air BP. Air BP in turn will provide technical knowledge sharing sessions on the importance of fuel quality and refueling procedures for the benefit of WOA members.
Comlux has announced that Comlux Completion, its Completion and Services center based in Indianapolis IN, has delivered the first custom VIP Cabin EASA-certified SBJ. The VIP aircraft, owned by Kazakhmys PLC Corporation in Kazakhstan, features 19 certified seats for Taxi-Take-off & Landing in a contemporary corporate interior designed and engineered by Comlux. It includes a VIP area at the front with a club-4 seating across from a side-facing sofa and an executive section with 15 First class seats in a 2 x1, 3-abreast configuration.
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ON-SITE, AT HOME OR IN THE HANGAR
Duncan Aviationâ€™s myDuncan project management system lets customers be productive wherever they happen to be. Of the 2,343 aircraft projects delivered in 2016, more than half were managed off-site, allowing the aircraft representatives to stay current on project status, item approvals and budget while keeping up on things at work and at home.
Visit us at EBACE Stand #G88. www.DuncanAviation.aero/myDuncan Experience. Unlike any other.
QUICK LANE QUEST AIRCRAFT RECEIVES EASA CERTIFICATION FOR THE KODIAK Quest Aircraft has received certification from the European Aviation Safety Agency (EASA) for the Kodiak 100, pushing the total number of countries that the Kodiak is certified in to over 50. “This is a significant milestone for the Kodiak 100 program. With its STOL capabilities the Kodiak will allow European operators with large payloads to access many more airstrips and locations that would previously have proven difficult,” said Rob Wells, CEO of Quest Aircraft. “We anticipate that Europe will play an important role in the continued growth of our company, even more so now with the recent and very welcome regulation changes in regards to single-engine turboprop commercial operations.”
RUAG AND PIAGGIO COMPLETE FIRST UPGRADE ON P.180 AVANTI
PILATUS PC-12 NG NOW APPROVED FOR COMMERCIAL OPERATIONS IN EUROPE
As a result of their excellent cooperation, RUAG Aviation and Piaggio Aerospace have successfully completed the very first installation in retrofit of a Magnaghi landing gear upgrade on a customer Piaggio P.180 Avanti II aircraft. The new upgrade replaces the aircraft’s existing landing gear with the landing gear from Magnaghi – incorporating a digitally controlled steering system. This is the same landing gear system as fitted to the Avanti EVO, the latest generation of the P.180 representing the state-of-the-art of Piaggio Aerospace in business aviation. Benefits include reduced pilot workload, improved ground handling and substantially lower maintenance costs.
Following a decision by the European Aviation Safety Agency (EASA), the PC-12 NG, the world’s best-selling single-engine turboprop aircraft, is now approved for commercial operations in Europe. The PC-12 has been in successful commercial use for years in other parts of the world, be it for business, medical transport or cargo flights. Singleengine turbine aircraft were approved for commercial operations in Europe on 1 March 2017. This important decision by EASA means that the PC-12 can now be operated commercially at night, and under instrument flight rules, across all 32 EASA member states.
DASSAULT’S ‘FALCONEYE’ COMBINED VISION SYSTEM NOW CERTIFIED ON FALCON 8X Dassault Aviation’s revolutionary Combined Vision System (CVS) has been certified by the European Aviation Safety Agency and the Federal Aviation Administration for use on the new Falcon 8X ultra-long range trijet. Known as FalconEye, the system is the first Head-Up display to blend synthetic, database-driven terrain imaging and actual thermal and low-light camera images into a single view, providing an unprecedented level of situational awareness to flight crews in challenging weather conditions in all flight conditions.
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Technical Support Anywhere You Go
Honeywell delivers responsive and dependable service for your aircraft where and when you need it. Our global network of technical experts is available 24 hours a day 7 days a week. We are committed to using the latest technology to rapidly solve our customers’ technical issues and ensure their equipment is safe and reliable. Honeywell’s technical support is everywhere you are, whenever you need us.
Connect with us US/Canada: +1-855-808-6500 International: +1-602-365-6500 Aerotechsupport@Honeywell.com MyAerospace.honeywell.com
©2017 Honeywell International
QUICK LANE JET AVIATION’S MAINTENANCE CENTER GAINS FAA REPAIR STATION APPROVAL Jet Aviation’s maintenance facility in Vienna has recently received approval from the Federal Aviation Administration (FAA) to provide line and base maintenance to N-registered aircraft. Close to 500 N-registered aircraft are currently based or operating in EMEA and Asia. With this approval, Jet Aviation’s maintenance facility in Vienna is authorized to provide line and base maintenance services to all N-registered aircraft for which it is approved to support. “As a support spoke to Jet Aviation’s major Maintenance and Completions Center in Basel, our facility in Vienna provides much-needed maintenance support to aircraft owners and operators in Eastern Europe, where approximately 10 percent of all N-registered aircraft in EMEA and Asia are based or operating,” says Hakan Tin, managing director of Jet Aviation’s MRO and FBO facility in Vienna.
EMBRAER DELIVERS THE FIRST PHENOM 100EV
DUNCAN AVIATION UPGRADES G150 FOR ADS-B
Embraer Executive Jets delivered the first Phenom 100EV to an undisclosed US customer. The new aircraft model was certified by Brazil’s ANAC and by the FAA. An evolution of the Phenom 100, which entered service in 2008, the Phenom 100EV delivers better performance with new avionics and modified engines. “The Phenom 100 set new industry standards when it arrived in 2008, raising customers’ expectations of an entry-level business jet,” said Michael Amalfitano, CEO of Embraer Executive Jets. “The evolution of our first clean-sheet-design jet reflects our commitment to listen to customers and to continue to deliver revolutionary aircraft with superior value to the market.” Duncan Aviation’s satellite avionics shop in Kansas City, Missouri, recently upgraded a G150 for ADS-B. As part of the upgrade, the shop sent the aircraft’s TDR-94D transponders to the avionics experts at Duncan Aviation’s Lincoln, Nebraska, location, to be upgraded. Duncan Aviation is the only independent service facility authorized to repair, modify and convert the TDR-94D to a -501, which is required for ADS-B certification. Technicians on Duncan Aviation’s Distance Measuring Equipment (DME) bench have 40 years of combined experience on TDR-94 repairs and modifications, and support Rockwell Collins part numbers of 622-9352-002 through -008; 108; -207; -308-311; -408-411; -500-501.
TAG FARNBOROUGH CONTRIBUTING TO AIRPORT’S GOAL OF ACHIEVING CARBON NEUTRALITY TAG Farnborough Airport joined Calthorpe Park School in Fleet on March 30 to plant 150 trees at the school site as part of the airport’s environment management program. Calthorpe Park School is one of 16 schools and wildlife reserves in the Rushmoor and nearby area, which are receiving a total of 3,500 native (broad-leaved) trees funded by TAG Farnborough Airport this spring. Miles Thomas, environment manager at TAG Farnborough Airport, commented: “This is a great opportunity for local schools and wildlife reserves to benefit from involvement in our carbon offset program.”
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POSSIBILITIES OF CONNECTIVITY. Made Easy.
From tracking to talking to texting. From mapping to movies to multi-region satellite TV. From any platform, anywhere, anytime. Connectivity is made possible with Honeywell’s suite of satcom solutions, including JetWave™ Ka-band hardware. Upgradeable software and hardware as seamless as the communications itself. Because no one has time for downtime.
Visit us at EBACE 2017 at Booth O-121. For more information, please visit aerospace.honeywell.com/satcom. © 2017 Honeywell International Inc.
QUICK LANE MOMENTUM BUILDS IN THE CESSNA CITATION LONGITUDE PROGRAM Textron Aviation Inc. announced that the third aircraft in the Cessna Citation Longitude flight test program recently completed its first flight. Test pilots Corey Eckhart and UJ Pesonen, along with flight test engineer Mike Bradfield, successfully tested various systems throughout the onehour and 40-minute flight. The aircraft will be used in the program for avionics and systems development, as well as collecting flight simulator data. In addition to the three flying test articles, the company has started assembly line flow in the company’s east campus Plant IV manufacturing facility, with the first four production Longitude aircraft currently in progress.
SMARTSKY NETWORKS SECURES $170 MILLION SERIES B FINANCING
ASSOCIATED AIR CENTER REDELIVERS 21ST AIRBUS VVIP AIRCRAFT COMPLETION
SmartSky Networks, LLC (“SmartSky”) announces the closing of over $170 million in a multi-tranche Series B financing, completing the equity funding for the deployment of its nationwide network. With this financing, the Company has raised approximately a quarter of a billion dollars in equity capital. Goldman, Sachs & Co. acted as exclusive placement agent on the transaction. SmartSky is deploying the nation’s first 4G LTE-based broadband high speed wireless air-to-ground data network dedicated to providing airborne internet connectivity. At aviation industry conferences and in private meetings, SmartSky has conducted inflight demonstrations allowing partners and flight departments to experience a level of connectivity fully comparable to the internet experience in their office or home – a first for the industry.
Associated Air Center (AAC), StandardAero’s Large Transport Category VIP Completions Center, has completed the company’s 21st Airbus completion project with the redelivery of an ACJ 320 aircraft. In addition to this milestone, this redelivery also represents the company’s 22nd total completion – including both Boeing and Airbus wide body and narrow body aircraft programs – for Head of State Customers around the globe. The recent ACJ320 program was for a Middle Eastern Head of State customer and the aircraft was redelivered from AAC’s Dallas Love Field facilities on March 9. The ACJ320 program began as a green aircraft for AAC. The VVIP interior was designed by Andrew Winch and featured a master suite, office, dining lounge, entertainment lounge and specialty seating for guests.
FLIGHTSAFETY OFFERS THE ONLY FACTORY-AUTHORIZED G650 TRAINING FlightSafety International announces the start of the only factory-authorized Gulfstream G650 training program located close to operators in Europe, the Middle East, and surrounding regions. The training is provided using the fifth Gulfstream G650 simulator built by FlightSafety. It is installed at the company’s Learning Center located at the Farnborough airport in the United Kingdom and is now qualified to Level D by the FAA and EASA. “Gulfstream and FlightSafety work closely to ensure the simulator reflects the exact flying and operating characteristics of the Gulfstream G650 aircraft now and in the future,” said David Davenport, executive vice president, Commercial.
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» If one provider covered your diverse fleet » If your maintenance program transferred across models » If your costs were stabilized and predictable At JSSI, we never stop working to make things better for you. We want our name to be synonymous with lower maintenance costs, higher residual value and superior service around the globe. We provide Tip-to-Tail® coverage for virtually any make or model of business or commercial aircraft, including turboprops and helicopters. JSSI. A better approach. VISIT US AT BOOTH #A74!
Call or email us at +1.312.644.8810 or firstname.lastname@example.org
QUICK LANE PHENOM 300 THE WORLD’S MOST DELIVERED BUSINESS JET FOR THE FOURTH YEAR IN A ROW
Embraer Executive Jets delivered 63 Phenom 300 light jets in 2016, the highest volume of any business jet model for the year, according to a report made by the General Aviation Manufacturers Association (GAMA). This is the fourth consecutive year that the Phenom 300 achieves this mark, and it has accumulated 266 deliveries since 2013. “We are elated to once again see the Phenom 300 receive such an important recognition from the market. We are very grateful to our customers for the validation of both the aircraft’s original design as well as all their input, which has made this jet the best in its class,” said Paulo Cesar Silva, Embraer CEO. “Our customers’ reaffirmation of trust in us only strengthens our resolve to deliver the best customer experience.”
BART MOURNS OVER DEATH OF CRS FOUNDER LEIGHTON We are truly saddened to announce that Armando Leighton, Jr. passed away on March 22. He was 58 years old. Leighton began his aviation career as a teenager when he was working with C-130 parts. By the time he was 21, he had taken positions with a repair station and then a fixed-base operator, where he was responsible for buying parts for Sabreliner and Learjet charter jets. He built CRS Jet Spares into a $27 million a year company that employs 62 people in five US cities and England. He is survived by his wife, Diane, and his two children, Alyssa and Aram.
RUAG RECEIVES EASA STC FOR THE GARMIN GTN 750 COCKPIT SOLUTION ON THE AVANTI 1CALL EXPANSION BRINGS LOCALIZED SUPPORT FOR TEXTRON AVIATION Textron Aviation Inc. announced it has bolstered its 1CALL offering for Cessna Citation, Beechcraft King Air and Hawker customers operating in Central and South America. The company is providing AOG support tailored to meet the unique needs of customers throughout the region, working with its regional channel partners, TAM Aviação Executiva (TAM) and Central Charter de Colombia (Central Charter), the company is providing AOG support tailored to meet the unique needs of customers throughout the region. “1CALL has been a resounding success for our customers and we continue to look for opportunities to further strengthen and expand its capabilities,” said Kriya Shortt, senior vice president, Customer Service. The European Aviation Safety Agency (EASA) has issued RUAG Aviation with a Supplemental Type Certificate (STC) for the installation of the Garmin GTN 750 advanced touchscreen solution in Piaggio P180 Avanti cockpits. This upgrade solution allows RUAG Aviation customers to significantly improve safety while modernizing aircraft avionics. “This new STC enables Piaggio P180 Avanti operators to benefit from improved safety through heightened situational awareness, as well as improved reliability and added aircraft value,” confirms Stephan Woodtli, General Manager Site Agno, RUAG Aviation. “Optimized performance is achieved by the installation of a dual Garmin GTN 750 interface, a dual Garmin GTX 33D transponder, and state-of-the-art Garmin GWX 70 weather radar.”
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QUICK LANE TRU SIMULATION + TRAINING CONTINUES TO EXPAND ITS PROFLIGHT® PILOT TRAINING CAPABILITIES TRU Simulation + Training Inc. announced that it will continue to expand its pilot training capabilities throughout 2017 to include several popular Textron Aviation business jet models including the Cessna Citation Longitude, Citation Sovereign+, Citation Latitude and Citation CJ3+. Most recently, the Citation CJ3+ training program, which is available at the TRU ProFlight Pilot Training Center–Tampa successfully received full program certification and is currently accepting customers. The Level D full flight simulator for this course is dually configured for the Citation CJ3+ and Citation M2 aircraft models and is EASA and FAA certified to serve the needs of American and European pilots.
ROCKWELL COLLINS NAMED AS A 2017 WORLD’S MOST ETHICAL COMPANY
DAHER SALUTES EUROPE’S APPROVAL OF SINGLE TURBOPROP CAT-IFR
Rockwell Collins has been recognized by the Ethisphere Institute, a global leader in defining and advancing the standards of ethical business practices, as a 2017 World’s Most Ethical Company. This marks the eleventh year that Ethisphere has honored those companies who recognize their role in society to influence and drive positive change, consider the impact of their actions on their employees, investors, customers and other key stakeholders and use their values and culture as an underpinning to the decisions they make every day. Rockwell Collins has been recognized for the last eight years and is the only company in the aerospace and defense category to receive the award this year, underscoring its commitment to leading ethical business standards and practices.
The European Union’s approval of Commercial Air Transport operations for single-engine turboprop aircraft in instrument meteorological conditions (IMC) and at night has been welcomed by Daher, whose TBM very fast turboprop family is increasingly utilized worldwide on such flights. When the new regulations become effective on March 22, operators will have expanded opportunities to deploy single-engine turboprop aircraft on charters, corporate services and in other missions – benefitting from their efficiency and speed. Based on the excellent safety record of such turboprop aircraft – including Daher’s TBM product line – approval for their commercial operation in IMC and at night has been granted progressively in North America and elsewhere around the world, except Europe.
JET AVIATION AND VistaJet JOIN FORCES FOR A SMOOTH FLYING EXPERIENCE Jet Aviation and VistaJet, two leading global Business Aviation companies, announced that Jet Aviation Flight Services will operate and manage a US-based fleet of Bombardier Challenger 350 aircraft for VistaJet’s Program customers. Jet Aviation has been a trusted partner of VistaJet since 2013, when they were selected to operate and manage the VistaJet-owned fleet of Global 5000s in the US. The alliance has now been expanded to include the US- based fleet of Challenger 350 aircraft, which began service in February 2017.
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THE FUTURE’S TAKING OFF
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QUICK LANE CONCORDE BATTERY CORPORATION CELEBRATES 40TH ANNIVERSARY Concorde Battery Corporation, established in 1977, is celebrating 40 years in business. Concorde have provided quality batteries with world renowned support to the general aviation community for four decades out of our West Covina, California facility. Concorde has developed a culture dedicated to the success and satisfaction of our employees and customers. Their commitment is to consistently bring the highest quality product to market through continuous improvement, research & development, quality assurance and employee satisfaction. Concorde’s customer service guarantee is realized through world class customer and product support.
BELL HELICOPTER AND SAFRAN CELEBRATES FIRST DELIVERY OF THE BELL 505 JET RANGER X
KEY MILESTONE ACHIEVED WITH TSO SUBMITTAL FOR UNIVERSAL AVIONICS INSIGHT Universal Avionics announced that the engineering of the InSight display system is now fulfilled, and that the company is working toward completion of the STC and TSO package in preparation for TIA. Upon approval, InSight will provide operators with a new modern, integrated flight deck solution. “We are pleased to have reached this significant milestone and look forward to introducing our latest product to the industry,” said Dan Reida, Universal Avionics V.P. of Sales and Marketing. “We recognized the challenge to get new technology into the flight deck without an entirely new upgrade, and InSight is the solution,” he added.
Bell Helicopter and Safran celebrated the first delivery of the Bell 505 Jet Ranger X. The aircraft was delivered to private operator Scott Urschel, who is based in Chandler, Arizona, and owner of Pylon Aviation. Bell Helicopter and Mr. Urschel commemorated this milestone in the Bell Helicopter booth at HeliExpo 2017. “I could not be more pleased to receive the first Bell 505 and put the aircraft into service,” said Urschel. The Bell 505 offers operators many standout advantages including the Safran Helicopter Engines Arrius 2R engine that incorporates a robust and reliable architecture coupled with a dual channel Full Authority Digital Engine Control (FADEC) that improve safety and reduces pilot workload.
BELL HELICOPTER AND DART AEROSPACE PARTNER FOR BELL 505 EMERGENCY FLOTATION SYSTEM DART Aerospace has announced its partnership with Bell Helicopter on the design and development of an emergency flotation system (EFS) Supplemental Type Certificate (STC) for the Bell 505 Jet Ranger X helicopter. This solution will be the Bell factory-offered 505 flotation system and will be co-marketed by both Bell Helicopter and DART. The Transport Canada certification of the EFS is estimated for Q1 of 2018 and, shortly thereafter, applications will be submitted for other foreign aviation authority validations such as FAA and EASA.
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RUAG MARKS 5 YEARS OF EASA DESIGN ORGANISATION APPROVAL RUAG Aviation is currently celebrating 5 years as an approved European Aviation Safety Agency (EASA) Part 21J Design Organization (DOA). The aircraft services provider and life cycle support specialist manages full in-house engineering capabilities. According to DOA terms, RUAG Aviation is authorized to classify changes as major and minor, develop major changes, major repairs and supplemental type certificates (STC), and develop and approve minor modifications and minor repairs. The company has also achieved new Terms of Approval with second scope expansion for operational suitability data, as confirmed fourth quarter last year.
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QUICK LANE JSSI LEADS HELICOPTER MARKET WITH MASSIVE PROGRAM EXPANSION Jet Support Services, Inc. (JSSI), the largest independent provider of maintenance programs to the business aviation industry, continues to invest heavily in serving the helicopter market with 18 new helicopter maintenance programs introduced in 2016. A further 10 maintenance programs are already in development for 2017, with more to follow. JSSI has continued to expand its maintenance programs in this underserved market, covering more helicopter engines and airframes than ever before.
GULFSTREAM G280 SHOWCASES PERFORMANCE WITH 58TH CITY-PAIR RECORD Gulfstream Aerospace Corp. announced that its Gulfstream G280 aircraft recently set another speed record in Africa, flying from Windhoek, Namibia, in the southern part of the continent to Dakar, Senegal, on the west coast. The flight took 7 hours and 38 minutes. The super mid-sized business jet left Windhoek Eros Airport at 8:20 a.m. local time and arrived at Dakar’s Léopold Sédar Senghor International Airport at 1:58 p.m. local time, completing the 3,248-nautical-mile/6,015-kilometer flight at an average speed of Mach 0.80.
LUFTHANSA TECHNIK AND MTU AERO ENGINES AGREE ON CONCLUDING A JOINT MAINTENANCE COMPANY
AVFUEL LAUNCHES ONLINE CUSTOMER SERVICE TRAINING FOR FBOS
Lufthansa Technik and MTU Aero Engines are planning to set up a joint venture company for the MRO of geared turbofan (GTF) engines, with each of the partners holding a 50 percent stake. An agreement to this effect was signed by the two companies in Berlin on February 20, after the feasibility of such a joint venture had been examined over the past few months. Subject to different approvals (e.g. by the relevant antitrust authorities) both parties act on the assumption of the joint venture foundation within the second half of 2017.
Avfuel Corporation has officially launched its online Avfuel Customer Service Training (ACST), offering its Network FBOs an invaluable resource to boost their level of service to a world-class level. The Avfuel Customer Service Training is designed to address issues specific to aviation-related businesses. It offers content that can be applied directly to FBOs, so operations can start putting these best methods into practice immediately.
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QUICK LANE JET AVIATION OPENS WASHINGTON DULLES FBO
Washington, D.C. eventually winds up on nearly everyone’s list of must-visit destinations, given that the seat of American federal government is home to a myriad of agencies, organizations and regulators with whom businesses must interface. For this reason, Jet Aviation, a General Dynamics company, was eager to acquire a Washington FBO facility to augment its US East Coast service providers. Now in its 50th year, Jet Aviation is growing and expanding its location list, under the strong support of the parent company, which itself is headquartered in Falls Church, Virginia, very close to Washington. On 20 April, 2017, we attended Jet Aviation’s grand opening of its new Washington Dulles FBO, which it acquired from Ross Aviation in January. With four hangars totaling nearly 7,500 square meters of space, over 4 hectares of parking and the capability to handle all aircraft types with no weight restrictions, the Jet Aviation Dulles facility already had a full ramp of business jets and executive aircraft at the time of BART’s visit. The expansive Hangar One was converted into a social gathering for the occasion, a gala evening of music, fellowship and good food and drink. “We are delighted to expand our FBO network in the US to include Washington Dulles International Airport,” said Jet Aviation Group President Rob Smith in previously-delivered remarks. “Washington Dulles is well connected to Jet Aviation’s other US locations, particularly Teterboro Airport, and with a large volume of international traffic it’s a significant expansion of our global network. Jet Aviation’s unparalleled hospitality and premium customer service makes us a great addition to Washington Dulles…” While at the grand opening event, we were pleased to spend a few minutes talking with John Langevin, Vice President of North American FBO operations for Jet Aviation, who informed us about the past 50 years of the company’s history and its plans for the future. Based at Teterboro airport, Langevin considers the new Dulles facility an important augmentation of the well-established FBO at the weight-limited Teterboro airport, yet with an identity all its own, considering the importance of business aviation access to the Federal District. With FBOs also at Bedford, Massachusetts, near Boston, and at Palm Beach, Florida, plus an MRO and completions facility at Savannah, Georgia, Jet Aviation now has well-spaced operations all along the US’s east coast.
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Langevin said: “We’re not just sticking flags up without regard to a location’s significance. It has to make sense strategically, and from a synergy and volume standpoint. We now have nine North American facilities, with partnerships at other places where we don’t compete but work with other firms, such as the FBOs of Florida-based Sheltair Aviation.” Just a few days prior to the Dulles grand opening, Jet Aviation announced that the Pazos FBO at San Juan, Puerto Rico had been rebranded Jet Aviation San Juan, as part of a management agreement. Jet Aviation Dulles is conveniently located at the north end of Dulles International airport’s center north-south runway, where it is easily accessible from both airside and landside connections. Open 24 hours daily, it is far enough from the airline terminal to avoid congestion, yet it’s easily accessible to the I-28 motorway leading to downtown Washington. Full servicing is provided for all sizes of aircraft, including fuel, storage, catering coordination, deicing, customs, and ground transport accommodations. Plentiful hotel choices are available within a small radius of Dulles. Jet Aviation’s history began in 1967 in Basel, Switzerland, when Carl W. Hirschmann saw a better way to improve the business travel experience, establishing the first business aircraft maintenance facility in Europe. Recognizing that customers might need supplemental transportation while their aircraft was in for service, Hirschmann steadily expanded into charter and aircraft management, and then into airline service and support and the various types of handling necessary to provide all-inclusive service. “Once we have an aircraft stopping at our facility,” he told employees. “There are a lot of ways to make money. We can fuel it, clean it, park it, store it, provide a limo and add food, beverages and ice.” Jet Aviation steadily grew from its European origin into a world-wide network of respected FBO facilities, now with over 20 locations in Europe, the Middle East and Asia, as well as North America. Privately owned until 2005, Jet Aviation is perhaps the oldest aircraft service organization still in existence under its original name, a recognizable trademark providing “best in class” service wherever business aircraft land. More than 4,500 employees are located at the worldwide company’s locations. As the next 50 years provide additional opportunities, we can expect more measured, planned growth from Jet Aviation. * Written by our special envoy in Washington, Capt. LeRoy Cook
WEST STAR AVIATION GRANTED APPROVAL ON FALCON 2000 BAGGAGE MODIFICATION STC
West Star Aviation have been granted approval on their Falcon 2000 baggage Modification STC. This modification will allow West Star to create usable, baggage space in the aft unpressurized area. The forward servicing compartment (FSC) panel enclosure will feature a 21.75 sq. ft. footprint, and 73.5 cu.ft. of usable baggage space. The installation weight of this modification is 115 pounds and can accommodate 185-275 pounds while still allowing access to all common service and maintenance items with no additional fire detection or suspension needed.
Experience has long been a focus at West Star Aviation. Not only the experience of our people, but your experience as our valued customer. We believe that both are critical to delivering the highest quality aircraft services available today. In 2017, we are adding to this focus of making our experience in Paint, Interior, Maintenance and Avionics services even more accessible to our customers. This means easier access to detailed capabilities, facility information and most importantly - access to the right people, at the right location, right when you need them. To learn how to Connect With Experience, visit www.weststaraviation.com
MAINTENANCE AVIONICS INTERIOR PRO STAR AVIATION GETS FAA APPROVAL FOR CITATION SBAS UPGRADES WITH UNIVERSAL AVIONICS FMS
PRO STAR AVIATION has received FAA approval for the amendment to STC ST00158BO, which adds upgraded single or dual Universal Avionics Flight Management Systems (FMS) for Satellite-Based Augmentation System (SBAS)-capability. The newly amended STC applies to Cessna Citations; 550, 550 Bravo, 560, 560XL and 560XLS series aircraft. The certified installation includes either Universal Avionics single UNS-1Espw FMS and LP/LPV Monitor, or dual UNS-1Lw FMSs; both with the company’s latest software version, SCN 1001.X.
CONNECT WITH EXPERIENCE™
ON THE MOVE PEOPLE André Ebach took over as head of the Maintenance Division at Aero-Dienst Nuremberg to succeed Viktor Peters. Since the beginning of his career in 2006, Ebach has held a variety of positions in the industry, with the past four years spent in leadership roles. Air BP announced the appointment of Irene Lores as global general aviation sales and marketing manager. Irene will be based at Air BP’s offices in Madrid, Spain. FlightSafety International had several announcements lately. Edward Koharik has been promoted to general manager, Visual Systems. Nathalie Raby has been promoted to assistant manager of the company’s Learning Center located at the Paris-Le Bourget airport in France. John Van Maren will develop and lead a new organization as vice president, Simulation Products and Services. Rachel Runner has been promoted to Assistant Manager of the company’s Cessna Learning Center in Wichita, Kansas. Finally, Scott Goodwin has been promoted to general manager, Simulation. Flying Colours Corp. has confirmed the appointment of Dave Stewart as vice president & general manager of Flying Colours KSUS, its St Louis, Missouri, facility. Dave is already working on implementing growth plans which will increase the workforce. Quest Aircraft announced the appointment of Kodiak do Brasil as the authorized sales representative for the Kodiak within Brazil, in a move to strengthen Quest’s steadily growing sales and customer support network. Led by longtime industry veteran Jim Cable, Kodiak do Brasil is headquartered in Anápolis, Brazil. George Canale and Bill Vickers have joined the ranks of the GlobalParts.aero team.
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Both have been designated sales and business development executives with responsibilities of developing the company’s helicopter-related business. Jet Aviation has appointed Hakan Tin as managing director of its Vienna operation. In his new role with the company, Tin is responsible for overseeing the company’s operations in Vienna.
provide local MX support for surrounding operators. West Star Aviation also named David Feuerhak as avionics technical sales manager. Dassault Falcon Jet recently appointed two new regional sales managers for the Eastern United States: Chris Hancock will serve as regional sales manager for the New York metropolitan area and Robert Friedlander will serve as regional sales manager for the New England territory. E m b r a e r announced the appointment of M i c h a e l Amalfitano as the President and CEO of its Executive Jets business unit. “I’m privileged to lead an amazing team of dedicated employees and leverage our highly valued portfolio of aircraft to the benefit of our customers and shareholders globally,” said the new CEO.
Jet Support Services, Inc. (JSSI) has appointed Jaslyn Chan as the new president of JSSI Asia. Chan will provide strategic leadership from JSSI’s regional headquarters in Hong Kong as part of the company’s continued growth in Asia, Australia and New Zealand. Also promoted is helicopter industry veteran, Raymond Weiser Jr. As senior director of Helicopter Services, Weiser will be responsible for the direct client relationships post sale. Universal Weather and Aviation, Inc. has hired Sarah Kalmeta to serve as the company’s regional operations director for the Asia-Pacific region. Kalmeta, who will be based in Hong Kong, will be responsible for operational management and day-to-day leadership in the region across all of the company’s business units.
Universal Avionics announced that Mr. Mike Marie has been appointed to the position of regional sales manager for Central United States. Mike is based in the Columbus, Ohio area and joins Universal Avionics with over 25 years of experience in the aviation industry. Atlas Air Service strengthens its management board: Gregor Bremer was appointed chief technical officer. Dr. Nicolas von Mende – CEO of Atlas Air Service since 2009 – will take over the chairmanship of the board.
David Best Jet Aviation also appointed David Best to head of its Global Business Development department. Best is based in Palm Beach, FL, reporting directly to Johannes Turzer, senior vice president of Strategic Global Growth. Dan Ryba, a multimedia artist specializing in 3D illustrations, recently joined the in-house aircraft interior and paint design team at Duncan Aviation’s Lincoln, Nebraska, facility. Also, David Coleman, with his 27 years of aviation experience, has joined the company’s aircraft sales & acquisitions team. Tim Barber was named as Duncan’s aircraft sales and acquisitions representative in Europe, the Middle East and Africa. Meanwhile, West Star Aviation has announced Dana Varney as satellite manager at their KCXO location. Dana will oversee AOG demands and
Global In-Flight Connectivity for All Ages Pilots and passengers will appreciate the affordable, global in-flight connectivity provided by AeroWave™ from BendixKing. Crews will now have in-flight access to global weather services, voice, text, email and their favorite connected aviation apps. Plus, passengers will enjoy the ability to send and receive emails and text messages, browse simple web pages, make and receive phone calls and more. AeroWave’s low-cost connectivity service plan is based on prepaid hours of use — not the amount of data used — so there are no billing surprises. Airtime is only $40 USD per hour, and unlike other services it works at any altitude all over the world. It’s that simple. Don’t leave your favorite apps on the ground anymore. Find out how to get globally connected today.
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TRANSATLANTIC EUROPE ON OUR RADAR THIS MONTH CELEBRATING MORE OPTIONS
From the Desk of EBAA CEO Brandon Mitchener THIS IS AN EXCITING TIME to kick off my role as CEO of the European Business Aviation Association. At EBAA, we are marking the 40th anniversary of representing the interests of this dynamic sector in Europe. We are also shortly hosting our 17th annual EBACE – promising to be one of the biggest and best yet – together with our partners NBAA, who are themselves celebrating their 70th anniversary this year. And, after facing headwinds for many years, the tell-tales are favourable for a new direction in 2017, with strong traffic figures from Q1 at 6.7 percent – levels of growth not seen for close to a decade. As we celebrate 40 years of European Business Aviation excellence, we can be proud of the achievements made by an association that has grown from a mere 12 members in 1977 to close to 700 today. We can also applaud a sector that boosts European competitiveness and productivity, connects communities and remote regions, contributes to improved environmental sustainability and leads the way in terms of operating to the highest safety and security standards. The vision that inspired the founding of EBAA – to represent business aircraft users and operators from across Europe in a common pursuit of furthering safety, recognition, proportionate regulation and access to key airports – remains as relevant today as ever. We continue to defend the 30 - BART: MAY - JUNE - 2017
interests of our industry and promote sensible regulation in areas like runway performance and flight time limitations, airport access and take-off and landing slots. We also have a powerful message to deliver about our sector. Our industry enables flexibility and freedom to choose – facilitating versatile travel options among a wide range of solutions, not to mention vital air ambulance flights. This diversity of choice is further enhanced by innovative developments, such as satellite-based navigation, LPV approaches and augmented vision technologies, which are demonstrating their effectiveness and enhancing the sector’s safety in accessing smaller airports in all weather. We are on the threshold of a new era in the industry. We are witnessing an expanding array of offerings for new and existing passengers and aircraft owners, including easier points of entry, new modes of operation and novel business approaches, to meet new market demands. We are also working with EASA to ensure that the regulatory framework accommodates these innovations. In this regard, single and twin-engine turboprop offerings are expanding choice. EASA’s recent approval of single-engine turboprop aircraft for commercial operations in Europe is a major step forward. This is indeed an exciting time for our association and for our industry!
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TRANSATLANTIC U.S.A. ON OUR RADAR THIS MONTH ENDURING ROLE OF EUROPE’S BUSINESS AVIATION COMMUNITY DISPLAYED AT EBACE2017
From the Desk of NBAA President & CEO Ed Bolen THE SIZE, SCOPE AND IMPORTANCE of Europe’s Business Aviation community will be in focus throughout the 2017 European Business Aviation Convention & Exhibition (EBACE2017), coming to Geneva’s Palexpo Convention Center from 22-24 May 2017. EBACE2017 is jointly hosted by the European Business Aviation Association (EBAA), the leading association for Business Aviation in Europe, and the National Business Aviation Association (NBAA), the industry’s most powerful voice in the United States. In addition to serving as a valuable opportunity to learn about the many roles of Business Aviation across Europe, as well as the latest products and services available throughout the industry, EBACE2017 will also celebrate an important advocacy milestone: EBAA’s 40th year of advocacy on behalf of Europe’s Business Aviation community. Of course, among the most powerful examples of this important mission is EBACE itself, which serves not only as
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an industry trade event, but also a diverse and dynamic showcase of the diverse ways that Business Aviation contributes to the European economy through the creation of jobs, improving the competitiveness of companies and industries, and increasing access for towns and cities across the region. Perhaps even more importantly, EBACE also serves as a premier venue for hosting discussions on matters of concern not only to Business Aviation operators across Europe, but also on around the globe. For example, the Opening General Session at EBACE2017 on Tuesday, 22 May will feature perspectives about the state of Europe’s Business Aviation industry from EBAA Chairman Juergen Wiese, and NBAA President and CEO Ed Bolen. Joining these two men will be Maltese Minister for Tourism Edward Zammit Lewis, who will share his perspectives on aviation in the European Union
/U.S.A. TRANSATLANTIC (EU) and the impact on air transport from BREXIT. Another highlight from the Opening General Session will be a presentation by Bertrand Piccard, chairman of the Solar Impulse project, adventurer, pioneer and the first to fly a solar-powered aircraft around the world. Piccard, along with Solar Impulse’s cofounder Andre Borschberg and a team of engineers, technicians, mathematicians, pilots and others developed the first zero-fuel airplane capable of flying day or night. EBACE is also an important educational venue, with a full slate of informative education sessions addressing the latest topics of concern to business aircraft operators. Scheduled topics include
discussions about Business Aviation security and the industry’s ongoing commitment to environmental responsibility through use of alternative fuels, air traffic management and other factors. Looming shortages of qualified aviation and aerospace workers are another concern not just for European operators, but Business Aviation stakeholders worldwide. The EBACE Careers in Business Aviation Day on 24 May will introduce students across Europe and the world to Business Aviation and to help ensure these future aviation leaders are prepared by providing the opportunity to explore and learn about our industry and its many rewarding career opportunities.
Over the past 16 years, EBACE has grown from an event featuring approximately 200 exhibitors and 30 aircraft on static display into a must-attend gathering not only for European aviation stakeholders, but also a premier venue for the international Business Aviation community to speak directly with representatives with hundreds of companies, including business aircraft manufacturers, handling organizations and fractional providers. On behalf of NBAA – which is also celebrating its 70th anniversary in 2017 – I also invite readers of BART International to Geneva to witness the enduring significance of this vital international industry at EBACE2017.
TEXTRON REPORTS FIRST QUARTER 2017 RESULTS Textron Inc. (NYSE: TXT) reported first quarter 2017 income from continuing operations of $0.37 per share or $0.46 per share of adjusted income from continuing operations, a non-GAAP measure that is defined and reconciled to GAAP in an attachment to this release, compared to $0.55 per share in the first quarter of 2016. During this year’s first quarter, the company recorded $37 million of pre-tax special charges ($0.09 per share, after-tax). Revenues in the quarter were $3.1 billion, down 3.4 percent from the first quarter of 2016. Textron segment profit in the quarter was $219 million, down $61 million from the first quarter of 2016. “Overall, revenues and profit were down in the quarter consistent with our expectations,” said Textron Chairman and CEO Scott C. Donnelly. “We are continuing to execute our restructuring plan while maintaining our focus on new product investment and the integration of acquired businesses, all of which will have a positive impact on our long term growth outlook.” Cash Flow Net cash used by operating activities of continuing operations of the manufacturing group for the first quarter totaled $143 million, compared to a use of cash of $148 million in last year’s first quarter. Manufacturing cash flow before pension contributions, a non-GAAP measure that is defined and reconciled to GAAP in an attachment to this release, reflected a use of cash of $205 million compared to a use of cash of $222 million during last year’s first quarter. Outlook As a result of the March 6, 2017 closing of the Arctic Cat acquisition, the company is adjusting its 2017 earnings guidance. The company now expects full-year 2017 GAAP earnings per share from continuing operations in a range of $2.22 to $2.45, or $2.40 to $2.60 on an adjusted basis (nonGAAP), which is reconciled to GAAP in an attachment to this release. This reflects earnings per share dilution of $0.10 per share, consis34 - BART: MAY - JUNE - 2017
tent with our expectations at the time we announced the transaction. The company also estimates that it will record 2017 fullyear Arctic Cat pretax acquisition and restructuring costs of $30 million on the special charges line, which is included in its GAAP guidance range. The company still expects net cash provided by operating activities of continuing operations of the manufacturing group of $1,045 million to $1,145 million and manufacturing cash flow before pension contributions (the nonGAAP measure) of $650 to $750 million.
PIPER ANNOUNCES 26% INCREASE IN BILLINGS FOR 2016 Piper Aircraft, Inc. announced following the
release of the General Aviation Manufacturers Association (GAMA) Annual Industry Review a 26.7% increase in aircraft billings for 2016. The year-end aircraft shipments and billings numbers were presented by Piper Aircraft President and CEO, Simon Caldecott, the 2017 Chairman of GAMA. The substantial growth was driven by the certification and delivery of the new Piper flagship M600 SETP and a 68% YOY increase of Piper Archer primary trainer aircraft which helped drive Piper total billings up by nearly $32M vs 2015. Sales of all Piper trainers were steady, showing moderate growth at .8% for 2016. Deliveries continued to be largely concentrated within the North American market with more than 80% of aircraft delivered in that region. The remaining 20% were delivered outside of North America with the majority being shipped to the countries within the Pacific Rim. “Our commitment to bring the M600 to market in 2016 as well as implementing a build to order business model has helped increase revenue while securing the health and future of Piper Aircraft. As we look towards 2017, we are excited about the recent trainer contracts that we have been awarded, which has helped develop a backlog of orders. Additionally working in concert with our full-service Dealers we look to continue to grow M-class demand and sales,” said Simon Caldecott, President and CEO of Piper Aircraft.
LOCKHEED MARTIN DECLARES 2Q 2017 DIVIDEND The Lockheed Martin Corporation (NYSE: LMT) board of directors has authorized a second quarter 2017 dividend of $1.82 per share. The dividend is payable on June 23, 2017 to holders of record as of the close of business on June 1, 2017. Headquartered in Bethesda, Maryland, Lockheed Martin is a global security and aerospace company that employs approximately 97,000 people worldwide and is principally engaged in the research, design, development, manufacture, integration and sustainment of advanced technology systems, products and services.
PILATUS REPORTS SUCCESSFUL BUSINESS YEAR 2016
With sales revenue of 821 million Swiss francs, performance in financial 2016 was better than expected. Operating earnings totaled 89 million Swiss francs after deduction of Research and Development investment of 101 million Swiss francs. 56 additional jobs were created across the Group as a whole. 117 aircraft were delivered to customers. The PC-24 development programme is proceeding according to plan. Notwithstanding a drop in sales revenue compared to the record years of 2014 and 2015, financial 2016 was a successful year for Pilatus and exceeded expectations. Total sales amount to 821 million Swiss francs, with operating earnings at 89 million Swiss francs. Orders in hand as of the end of the year under report are at a comfortable 1.7 billion Swiss francs – not including sales revenue from the PC-24.
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EBACE 2017 BUSINESS AVIATION LIFTOFF FOR EUROPE Europe’s largest Business Aviation event, EBACE, will take place for the 17th time this year. Although this edition will include many of the show’s usual features, organizers are also making some changes in an effort to prepare the event for the future. Volker K. Thomalla reports
his year’s EBACE will not only be Europe’s largest BusinessAviation-only event, with all major OEMs and suppliers exhibiting their newest products and services, it will also offer an ideal platform for discussions and exchanging information. The organizers – EBAA and NBAA – expect about 13,000 visitors to attend. Among the many topics on the agenda, surely the UK’s exit from the European Union and its impact on Business Aviation, the softness of the business aircraft market and such challenges as the upcoming ADS-B mandate and the implementation of CORSIA will be at the top of the list. Things kick off with the Opening General Session on May 22nd, featuring a presentation by Solar Impulse Chairman Bertrand Piccard. The Solar Impulse Project was the first to fly a solar-powered, fuel-free aircraft around the world. From here follows a packed schedule of education ses-
Bertrand Piccard circumnavigated the globe in a plane powered only by sunlight (below).
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Changes Ahead As promised, EBACE 2017 will offer some noticeable changes. First of all, the event starts a day earlier, officially opening on Monday, May 22 and not the usual Tuesday as in previous years. Another major change affects the static display, which is expected
There are also changes happening at the airport itself, as it is undergoing a major expansion of its terminal building to house more parking positions for long-haul aircraft. The terminal’s new East Wing will stretch right into the apron that was formerly home to the EBACE static display. As the construction for the building is about to start, there’s no room left for the static display, thus the need for a permanent move. Another first will be the “EBACE Careers in Business Aviation Day”, scheduled for the final day of the event. “This inaugural event is based on the annual Career Day program hosted at the National Business Aviation Association’s (NBAA) annual convention, which has shown yearover-year success,” says NBAA Operations Manager Peter Korns. “In
to host a potentially record breaking 60 business aircraft. Among the aircraft on display will be the Pilatus PC24, Dassault’s Falcon 8X, Honda Aircraft’s HondaJet, Daher’s newest version of the TBM900 and many more. However, to see these aircraft one will no longer be able to simply walk outside the exhibit hall, over a bridge and back down to the tarmac – a convenience that will surely be missed. This year the static will be located on an apron northwest of the former location, and visitors will have to use shuttle busses to get there. Organizers ensure that busses will be running frequently from Palexpo Hall 7, making the transfer to the static display nearly as convenient as it used to be. The shuttle busses will run continuously, every few minutes, from 07.00 to 19:00, on Monday, Tuesday and Wednesday. All busses are handicap accessible.
partnership with the EBAA, we want to carry this concept over to Europe, recognizing that the challenge our industry faces in terms of the future workforce is in fact a global challenge.” The Career Day includes a general session, where industry leaders will share their stories and passion about Business Aviation, and a university roundtable, where students can interact directly with industry professionals and learn about possible aviation careers. All students will also have an opportunity to tour the exhibit floor and static display. “We hope to inspire students and expose them to our great industry, especially for high school-aged students, this can help plant a seed, introducing them to what our industry is and what we do,” adds Korns. “For university students, this event is about providing career planning and guidance.”
sions. “This year we are focused on providing more time dedicated to networking opportunities and more interaction between panelists and the audience,” says EBAA’s Bianca Dorneanu. “EBACE is an opportunity for different segments of the industry – environmental specialists, security experts, communicators and the next generation of Business Aviation – to gather and debate, and this new format for the educational sessions will enhance this conversation.”
Future Proof These changes are just the tip of the iceberg, as more changes are likely to come in future editions. “In the Business Aviation sector, we take our environmental responsibilities very seriously and are committed to cutting our CO2 emissions,” says EBAA Environment Senior Manager Bruce Parry. “With this in mind, we are investigating the possibility of developing a path towards a more sustainable EBACE and other EBAA events.” Clearly, organizers are actively adapting the show to the evolving needs of attendees and exhibitors alike. But they are doing it in a reserved, sensible way. Evolution, not revolution, seems to be the way to continue the EBACE success story.
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Pilatus PC-24 (R top), Falcon 8X (R center), HondaJet (R below) and static display at EBACE 2016 (L).
LIGHT JETS APPROACH BRIGHTER FUTURE
While in 2016 the industry experienced the lowest number of business jet shipments since 2004, the year marked a notable rebound in activities for the light jet segment. Demand will be further spurred by new entrants to the market, including the Eclipse 550 Canada and the Pilatus PC-24. By Volker K. Thomalla
Embraer delivered the first Phenom 100E to Etihad Flight College (left). Phenom 300 (right).
or 2016, the General Aviation Manufacturer’s Association (GAMA) reported a decline in business jet deliveries. In 2015, the industry handed over 718 new business jets to customers. In 2016, this number dropped to 661 units – the lowest number since 2004. “As we look toward 2017 and beyond, we are optimistic about the future and encouraged by the number of companies investing in innovative research and development programs and planning to bring new products to markets,” says GAMA President and CEO Pete Bunce. While larger business jets saw lower delivery and order numbers in 2016, the light jet segment held up quite well. This segment was the most affected by the dramatic 2008 downturn in business aircraft demand, mostly because these aircraft are ordered by small companies and entrepreneurs who are highly sensitive to market uncertainty. But by 2016 the light jet was back. In fact, with 63 deliveries, the Embraer Phenom 300 delivered the highest volume of any business jet model for the year. It was the fourth consecutive year that Embraer’s light jet led GAMA’s delivery statistics. “We are elated to once again see the Phenom 300 receive such an important recognition from the market,” says
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Embraer CEO Paulo Cesar Silva. “We are very grateful to our customers for the validation of both the aircraft’s original design as well as all their input, which has made this jet the best in its class.” Since entering into service seven years ago, nearly 400 Phenom 300 have been delivered so far. The aircraft type is flying in over 30 countries and has accumulated close to half a million flight hours, and its market share is constantly above the 50 percent mark. The latest country added to the list was Australia, where Embraer delivered the first Phenom 300 in January 2017. Embraer started building the Phenom 300 in Gaviao Peixoto, Brazil, but moved the final assembly line to its newly built factory in Melbourne, Florida. The first
Phenom 300 assembled in Florida was handed over to a customer in 2013. Its smaller sibling, the Phenom 100EV, is particularly successful in the flight training market, despite overall low delivery numbers. In 2016, Embraer has only produced ten of its smallest business aircraft. The newest version of the twinjet is powered by two Pratt & Whitney Canada PW617F1-E engines and features a new avionics suite with the Prodigy Touch flight deck, which is based on the Garmin G3000. This version has seen some fleet orders from customers like Dubai-based Emirates Flight Training Academy, Abu Dhabibased Etihad Flight College and Mexico’s Across Business Aviation company.
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LIGHT JETS Expo. This year, the HondaJet is scheduled for its first appearance in China at ABACE. Powered by two GE Honda HF120 turbofans, the HondaJet is the fastest aircraft in its class. It has a maximum cruise altitude of about 43,000 ft and features a NBAA IFR range of 1,223 nautical miles. The most striking feature of the aircraft is the unique OverThe-Wing Engine Mount (OTWEM) configuration that, according to the manufacturer, improves performance and fuel efficiency by reducing aerodynamic drag.
HondaJet over the Alps (left) Cessna Citation family (right).
A Large Light Jet Portfolio Textron Aviation has by far the largest business jet portfolio of any OEM, which includes four different types in the light jet category alone: Citation Mustang, Citation M2, Citation CJ3+ and the Citation CJ4. On October 3, 2016, Cessna Aircraft Company celebrated the delivery of the 5,000th Citation light business jet, a Citation M2. Helitrip Charter LLP accepted the aircraft and immediately handed it over to charter operator Catreus Ltd, who leased it from Helitrip Charter. “We are thrilled Catreus will be operating another M2, as the M2’s excellent combination of range and efficiency will be a great addition to their fleet to help meet their growing customer base,” says Cessna Senior Vice President Sales and Marketing Kriya Shortt. “Cessna’s innovative spirit transformed the light jet segment, and we continue to demonstrate our leadership in this segment by bringing products to market that our customers want and need.” In 2016, the Citation M2 was the most popular of Textron Aviation’s light jets. According to GAMA figures, 38 units were delivered, followed by 29 CJ4, 25 CJ3+ and only 10 Citation Mustang. In its commitment to continuously update its product line, last fall Textron Aviation completed the certification for Automatic Dependent Surveillance – Broadcast (ADS-B Out) for its smallest jet, the Citation Mustang. Without ADS-B, operators would not be able to fly in some areas once the mandate is due. Operation in some regions, including Australia and other areas in Southeast Asia and the Pacific Rim,
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already require ADS-B Out capability. Europe began requiring ADS-B Out for new aircraft operating there earlier this year, with a retrofit deadline in 2020. Operations in the United States will require ADS-B Out capability as of January 17, 2020. A Milestone Year 2016 was a milestone year for Honda Aircraft. Not only has its HondaJet received EASA certification in Europe, it also received the FAA Production Certificate, which grants the company authorization to produce, flight test and issue airworthiness certificates for the HondaJet for customer deliveries. Honda Aircraft delivered the light jet to customers in Europe, Canada, Mexico and the US. The production ramp-up went according to plan, with 23 units delivered in 2016, up from two delivered the year before. Last year the company was busy introducing its jet to potential customers around the world. The company participated in all major Business Aviation trade shows, including EBACE, NBAA, MEBAA and Jet
Learjet in Trouble? Bombardier’s light jet offerings, the Learjet 70 and Learjet 75, are both experiencing a weakness in demand. Certified in 2013, they were quite popular in 2014 and 2015 with 33 and 32 deliveries respectively. But the numbers declined in 2016, with only 24 units handed over to customers, representing a drop of about 25 percent and putting pressure on Bombardier. Some analysts are even questioning if the Learjet brand has a future with the Canadian manufacturer at all. In an effort to reverse this trend, at EBACE last year the company announced a new forward pocket door for the Learjet 75, which divides the cabin from the cockpit and galley area and reduces the noise level in the cabin by up to eight decibels. “The pocket door option adds an extra dimension of comfort previously found only on larger jets and allows customers to take full advantage of the Learjet 75’s impressive speed and range in even greater comfort than before,” says Bombardier Business Aircraft President David Coleal. “Bombardier remains strongly committed to the success of the Learjet family.”
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LIGHT JETS The Final Two At the lower end of the light jet spectrum there are only two competitors left over from the once frantic start-up atmosphere, with nearly a dozen new designs for very light and personal jets. One Aviation is delivering Eclipse twinjets again, with only eight units of its Eclipse 550 model handed over in 2016. But One Aviation CEO Alan Klapmeier announced an improved version of the Eclipse 550 at EAA AirVenture last summer. The project, called Eclipse 550 Canada, will have a Newcomers on the Way The number of certified aircraft types in the light jet segment is expected to rise in the next few months, with new entrants like the Pilatus PC-24 and the Eclipse 550 Canada. The Pilatus PC-24 is about to enter the home stretch of its flight test and certification program. On March 6, 2017, the third and final prototype of the Swiss jet completed its maiden flight, taking-off from Buochs airfield. Piloted by test pilots Stefan Geub and Matthew Hartkop, the aircraft flew for two hours and five minutes before touching down in Buochs again. Called P03, registration HB-VSA, this aircraft represents the series aircraft standard and joins the test fleet of two other prototypes. The fleet has accumulated over 800 flights and over 1,350 test flight hours so far. “The PC-24 test flight program is proceeding as planned and the results are very encouraging,” says Pilatus Chairman Oscar J. Schwenk. “The data we have so far indicate that our Swiss business jet exceeds published performance figures, and I am confident that certification will be achieved in the fourth quarter.” In cooperation with Designworks, part of the BMW AG, Pilatus has designed six different interiors, each of which are named after famous ski resorts: St. Moritz, Zermatt, Aspen, Telluride, Vail and Davos. At EBACE, visitors will have the chance to see a Zermatt outfitted aircraft in person. The company has already taken orders for 84 aircraft. COMPETITORS
Bombardier’s light jet offering Learjet 75 (left) and the newcomer Pilatus PC-24 (right).
Remember Me? Another aircraft type that could join the light jet segment (again) is the Syberjet SJ30i. The Cedar City, Utah, based company SyberJet Aircraft is in
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the process of certifying a new avionics suite on the SJ30, which started its life as Swearingen SJ30 some 20 years ago. The revived aircraft will get a new avionics suite called SyberVision, which is based on the Honeywell Primus Apex avionics. As the 2,500 nm aircraft is already certified, the new avionics suite requires only an amended certification. In August last year, SyberJet Aircraft announced it had ramped up its wire harness shop to manufacture wire harnesses for the flight test aircraft, for High Intensity Radiated Fields laboratory testing and production aircraft. The wire harness design was completed in SyberJet’s engineering center in San Antonio, Texas. “As we prepare to deliver SJ30i aircraft as early as the end of next year, we are developing the necessary infrastructure to begin production,” says SyberJet Director of Sales and Service Mark Fairchild. “We are committed to having a solid foundation of business jet manufacturing capability in Southern Utah, not only in aerospace structures, but in every facet of aircraft production.”
slightly larger wing span and wing area to take on more fuel (321 gal. compared to 251 gal. of today’s 550). The aircraft will need 47 percent less time to climb to FL410 and requires 24 percent less runway length at sea level. The range will increase to 1,400 nm with 100 nm NBAA IFR range up from 1,125 nm of the current 550. A prototype should be flying this year, with certification expected in 2018. Cirrus Aircraft, on the other hand, reached this program milestone with its single-engine personal jet SF50 Vision already last year. The aircraft is – unique for a jet – equipped with a parachute system that supports the whole aircraft. The system proved itself on the piston-powered Cirrus SR aircraft where it is standard equipment. On October 31, the FAA handed over the type certificate for the aircraft model. Deliveries of the aircraft started shortly thereafter with three Cirrus Vision delivered by the end of 2016. The company’s focus now lies in ramping up production.
MIDSIZE JETS The midsize to super-midsize categories offer potential customers a lot of choices. Not only is it the market segment with the most
MID IN SIZE BUT BIG IN BUSINESS
aircraft models – and more to come – last year nearly a third of all business jets delivered came from this category. By Volker K. Thomalla
ccording to the General Aviation Manufacturers Association (GAMA), last year nearly 30 percent of all business jet shipments were in the midsize and super-midsize. The segment is well served, with ten different models from all major OEMs. On top of what’s already here, a slew of new designs are coming to market soon, offering even better performance, more range and more comfort. That being said, the segment does have its share of problems, mostly stemming from the current market situation. A large installed base and the availability of relatively young pre-owned aircraft has put tremendous pressure on the prices of new aircraft – something the midsize category has in common with its sister segments.
Textron in the Middle Textron Aviation is the undisputed leader in the midsize and super midsize business jet segment. With its inproduction Citation XLS+, Citation Sovereign+, Citation Latitude and Citation X+, it already offers half of all available models. Now, the Citation Longitude will expand Textron’s portfolio by another model. The company is targeting year-end 2017 for certification. The aircraft is currently in flight testing, with the third and final prototype of the jet having taken to the air for the first time on March 20th. Piloted by test pilots Coley Eckhart and UJ Pesonen, the Longitude performed a flawless onehour and 40-minute maiden flight. Data monitoring on board the aircraft was done by flight test engineer Mike
Bradfield. The third prototype’s role is avionics and systems development, as well as collecting data for flight simulators (to achieve FAA Level D certification, a flight simulator has to use real flight data). With the third prototype flying, Textron can now speed up its flight test program. Since the Longitude prototype’s first flight in October 2016, the first two test aircraft have logged more than 250 hours on 125 flights. “The speed at which our team is achieving these milestones is an important indication to our customers of the maturity of the aircraft’s systems and the proficiency of our processes,” says Textron Senior Vice President of Engineering Brad Thress. “We continue to build momentum in the program, and the team is dedicated to getting this world-class aircraft in the hands of our customers.” The designers of the Longitude started their work with a clean sheet. Powered by two Honeywell HTF7700L turbofans, the Longitude will set the benchmark for efficiency in its class. Engineers initially were targeting a range of 3,400 nautical miles and a speed of 476 knots, but in October 2016, the company announced a range increase of 100 nautical miles, to 3,500 nautical miles. The Longitude offers room for up to 12 passengers who can enjoy a standup cabin with a flat floor and the largest legroom in this class of jets. With a maximum cabin altitude of 5,950 feet, the Longitude has the lowest cabin altitude in its class.
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Third Citation Longitude takes flight (right). Citation Latitude interiors (left).
MIDSIZE JETS cabin height, and its cabin altitude doesn’t exceed 5,950 feet at the aircraft’s maximum operating altitude of 45,000 feet. The cabin can seat up to nine passengers. The Latitude can cover distances of 2,850 nautical miles nonstop at long-range cruise and distances of 2,700 nautical miles at high-speed cruise. The Citation Sovereign+ offers its users a maximum range of 3,200 nautical miles and the longest cabin in its class. The aircraft’s maximum seating is 12 passengers. End of the Line 2017 marks the end of a 10-year production run for the Gulfstream G150, as the company has decided to stop marketing and selling the type. The last G150 was sold in September 2016 and will be delivered to the customer sometime mid this year. Gulfstream built nearly 120 G150, which have been delivered to operators in the US, Canada, Central America, Europe and
Third Citation Longitude and Citation Latitude (top). Gulfstream G150 (below).
As connectivity on board of business aircraft is a must, the Longitude will be equipped with the latest technology to connect the passenger’s mobile devices and laptops with high-speed internet. Longitude crews will enjoy a reduced pilot workload due to the Garmin G5000 avionics suite, which comes fully equipped and includes integrated auto-throttles. Parallel to flight test and certification, Textron Aviation is starting lowrate initial production of the aircraft type in its East Campus plant IV, one of the former Beechcraft facilities. Production of the first four units was underway as we went to press. In early March, the company announced that it has added new capabilities to two of its midsize jets. Both the FAA and EASA have granted the steep approach certification for the Cessna Citation Sovereign+ and the Citation Latitude. This opens the door for both aircraft types to fly to demanding airports like London City Airport (LCY) and Switzerland’s Lugano Airport (LUG). “This steep approach certification for the Sovereign+ and Latitude further enhances the advanced capability of these industry-leading aircraft, particularly for customers flying in Europe where terrain and environmental regulations often require this
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increased capability,” says Textron Aviation Senior Vice President Sales and Marketing Rob Scholl. “This certification illustrates our commitment to ensuring our customers have the performance and flexibility they need to maximize their total ownership experience.” Steep approach capability will come standard for both aircraft, adding to the popularity they already enjoy. In 2016, the Citation Latitude was the most delivered Business Jet in Textron’s portfolio, with 42 Latitudes handed over to customers. The Citation Latitude features a six-foot
Asia. The aircraft achieves a dispatch reliability rate of 99.83%. “Our long-range plan calls for us to focus on the super mid-size and largecabin markets,” says Gulfstream Aerospace President Mark Burns. “We have an excellent mid-cabin offering in the G280 and, since it entered service in late 2012, we have delivered nearly 100 of these aircraft, demonstrating the appeal of incorporating large-cabin-type capabilities into a super mid-size aircraft.” The Gulfstream G280 has proven its performance by setting more than 50 speed records since its November
It’s easy to see which Falcon owners have long-range plans.
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MIDSIZE JETS With a full passenger load, the Challenger 350’s range is 3,200 nautical miles, and ity pairs like New York – Dublin, Paris – Dubai or Hong Kong – Mumbai are feasible nonstop. In the standard interior configuration, the Challenger 350’s main cabin is equipped with a double-club seating for eight passengers. The baggage compartment is accessible in flight, a feature typically not seen in aircraft in this category. Like several competitors, the engine of choice is manufactured by Honeywell Aerospace. The jet’s two HTF7350 turbofans offer 7,323 lbs take-off thrust each. Customers of the Bombardier Challenger 350 include Business Aviation heavyweights NetJets and Vista Jets. 2012 entry-into-service. The latest speed record was set between Carlsbad, California, and Kalaoa, Hawaii, covering 2,257 nautical miles in 4 hours and 47 minutes. “Flying from California to Hawaii involves crossing one of the longest isolated overwater stretches in the world, and the G280 can do that with ease, even after departing the short runway at Carlsbad,” says Gulfstream Senior
Gulfstream G280 Aerial (left top). Challenger 350 (right) and 350 interiors.
Vice President Worldwide Sales Scott Neal. “The class-leading performance of the G280 means this aircraft can connect cities other aircraft in the class just can’t, including flying reliably from London to New York.” Maximum range of the G280 is 3,600 nautical miles at Mach 0.80 and with four passengers, two crew and NBAA IFR reserves. High speed cruise is Mach 0.84. The G280 is powered by two Honeywell HTF7250G turbofans with a rated takeoff thrust of 7,624 lbs each.
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Super Deliveries After Bombardier decided to stop the Learjet 85 program in 2015, the company has only one aircraft type left in the super midsize category: the Bombardier Challenger 350 – an aircraft that did very well last year. Bombardier handed over 62 Challenger 300/350 to customers in 2016, making it the most delivered super midsize jet last year. The Canadian manufacturer has only delivered more Challenger 300/350 in 2015, when it produced 68 of the type.
A Legacy in the Making Embraer’s Legacy 500 is the only business jet in the midsize category equipped with a fly-by-wire system. Engines of choice for the Brazilian aircraft manufacturer are Honeywell’s HTF7500E turbofans, producing a take-off thrust of 7,036 lbs each. Other features that make operators’ lives easier are single point refueling, a Head-up Display and an Enhanced Vision System. The aircraft can be refueled by a single person without the need for a crew member in the cockpit. The lavatory is serviced externally, which is not a common feature in the aircraft category. Since its entry into service in 2014, the production numbers of the Embraer Legacy 500 have risen steadily: three in 2014, 20 in 2015 and 21 last year. Among these is actor Jackie Chan, who took possession of his new aircraft in June of 2016 and uses it as flying office to support his professional and humanitarian activities. Despite being a new aircraft type, Embraer is looking at ways to
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MIDSIZE JETS produce up to 72 aircraft (Legacy 500 and Legacy 450) per year. The first Melbourne-assembled Legacy 450 was delivered to an undisclosed customer in December 2016. Assembly of the larger Legacy 500 midsize jet will begin in the spring of this year, soon after the arrival of its fuselage from Embraer’s plant in Botucatu, Brazil and its wings from Évora, Portugal, home to Embraer’s materials excellence center. To prove the Legacy 500’s capabilities, Embraer is pursuing several improve the aircraft and to enhance its performance. In October last year, the Brazilian aviation authority ANAC certified the Head-up-display and the Enhanced Vision System for both the Legacy 500 and its smaller sibling, the Legacy 450. The OEM combined these two systems into the Embraer Enhanced Vision System (E2VS) to raise situational awareness in all phases of flight and enable more missions to be safely completed in inclement weather and low visibility. “The Legacy 450 and Legacy 500 are the first aircraft to set this new standard of operational performance in the mid-light and midsize segments,” says Embraer Executive Jets President and CEO Marco Tulio
Legacy 450 (top), Legacy 500 interiors (center) and Legacy 500.
Pellegrini. “Combined with these aircraft’s full Fly-By-Wire Technology, the Embraer Enhanced Vison System delivers innovation previously only available in much larger business aircraft, at a fraction of the price.”
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Embraer relocated most of the production of its Legacy 500 and Legacy 450 from São José dos Campos in Brazil to Melbourne, Florida, where it has expanded a dedicated facility with a capacity to
speed records. The newest records for the Legacy 500 were for “Speed over a Recognized Course,” of which four were set by Embraer pilots Casey Davis and Sam Bennett. The first flight occurred on June 27, 2016, from Houston, Texas to Melbourne, Florida, with six passengers onboard, achieving an average speed of 435.52 mph in 2 h 02 m. The second flight happened on June 30, from Bradley, Connecticut to Scottsdale, Arizona, reaching an average speed of 460.26 mph in 4 h 47 m. The third flight took place on July 5, from Scottsdale, Arizona to Calgary, Canada, and the aircraft attained an average speed of 475.04 mph in 2 h 32 m. The fourth flight was from Calgary, Canada to Reno, Nevada on July 8, registering an average speed of 435.51 mph in 1 h 57 m. All flights were completed with NBAA IFR fuel reserves.
LARGE CABIN JETS
THE WORKHORSES OF BUSINESS AVIATION Large cabin jets are very flexible tools for owners and passengers. With the range to go transatlantic, yet being light enough to fly to small and demanding airfields, these jets bring their passengers as close to their destination as possible. Volker K. Thomalla reports
he large cabin market has experienced some pressure of late, with softening market conditions leading to disappointing delivery numbers in 2016. A slight increase in the used aircraft inventory last year didn’t help either. These external factors were felt across the OEMs. For example, Embraer delivered only nine of its Embraer 600/650 business jets last year, the lowest annual num-
ber in the program’s history. Meanwhile, Dassault Aviation, which is very well established in the large cabin segment of the market with its Falcon 900LX and Falcon 2000LXS, saw another drop in deliveries and orders. The company delivered 49 Falcons in 2016, which was in line with the targeted number of 50. But in 2015, the number of deliveries stood at 55. Furthermore, the backlog dropped from 91 business jets at the end of 2015, to 63 at the end of 2016. Regardless of these numbers, there’s no denying that the Falcon 900LX comes with a rich heritage. It is the most advanced member of the Falcon 900 family, clearly distinguished from its predecessors by the large blended winglets that reduce
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The Legacy 650 enjoys a reputation for extreme durability and a high dispatch rating.
LARGE CABIN JETS The Falcon 900LXâ€™s twinjet sibling, the Falcon 2000LXS, is designed for a range of 4,000 nautical miles (7,410 kilometers). Powered by two PW308 turbofans, it reaches a high-speed cruise of Mach 0.862. Dassault had hoped to have another aircraft type in the large-cabin segment by now, namely the Falcon 5X. The large-cabin, long-range twinjet was scheduled to be certified in the late 2017/early 2018. However, due to problems with the Safran Silvercrest engines, Dassault had to halt production and reschedule the timeline for development flight testing, certification flight testing and first deliveries. First flight is now expected later this year, with deliveries starting in 2020. The 5X boast Business Aviationâ€™s
The Falcon 900LX (top, center) and its twinjet sibling 2000LXS (bottom) offer a spacious cabin with all the latest state of the art technology.
drag and give the trijet more range and a slightly better climb performance. Due to its versatility, the Falcon 900 is a global Business Aviation workhorse. Its take-off distance of only 1,633 meters and landing distance of less than 800 meters allows the aircraft to access small airfields that are often off limits to other large cabin business jets. Its range of 4,750 nautical miles gives owners the option to travel either long-range flights or multi-hop flights without the need to refuel at every stop along the way. The cockpit is equipped with the latest EASy II flight deck, which is based on Honeywell Primus avionics suite.
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widest cabin. It can be equipped with up to 19 passenger seats, but 14 passenger seats will be the more common layout of most 5X. In the aftermath of the program delay, Dassault had received some cancellations from customers who needed their aircraft earlier. Gulfstream Modernizes its Portfolio Gulfstream Aerospace is in the process of building the last G450 and modernizing its product portfolio. The last G450 is scheduled to be handed over to its customer in 2018. The G450 will be replaced by the brand new G500, which was launched together with the G600 long-range business jet. The G500 program is replenished with fresh air every two minutes – undoubtedly having a positive influence in the passenger experience. Fractional ownership operator Flexjet and Qatar Executive are the launch customers for the new aircraft, having signed orders in October 2014.
well ahead of schedule and will enterinto-service in early 2018. Powered by two Pratt & Whitney PurePower PW814GA turbofans, the aircraft’s flight test campaign is progressing well. So far, the test fleet of five aircraft has logged over 600 flights and well above 2,600 flight hours. The latest G500 test aircraft is equipped with a full cabin interior. “Development testing is complete, company testing is well under way, and FAA certification has started, putting us right on track for certification and customer deliveries later this year,” says Gulfstream President Mark Burns. Recently, Gulfstream invited some members of its Advanced Technology Customer Advisory Team to fly for an hour on board the fully equipped G500. “The feedback during and after
these flights was extremely positive,” says Burns. “Our customers tell us that the added flexibility of the cabin, the comfort of our newly designed seats and the enhanced satellite communications will ensure that the G500 customer experience is second to none.” Maximum range of the G500 is 5,000 nautical miles (9,260 kilometers) at Mach 0.85 and with eight passengers on board. The max take-off weight is at about 34,850 kilograms, depending on configuration. The G500 can cruise at altitudes up to 51,000 feet. Even with a double payload, the G500 is capable of covering a distance of 4,600 nautical miles /8,519 kilometers) at Mach 0.85. Cabin altitude is pressurized to no more than 4,850 feet (1,478 meters), and the cabin air is 100 percent
Continuing to Meet the Challenge Bombardier Business Aircraft has constantly upgraded its first wide body business jet, the Challenger 600. Over 1,000 Challengers of all versions have been handed over to customers so far. The latest model is the Challenger 650, launched in 2014 with major input from fractional ownership company NetJets, who firmly ordered 25 units and took options for 50 further aircraft. It features more powerful CF34 turbofans from GE Aviation, a quieter, completely redesigned cabin and upgraded avionics. Boasting the Bombardier Vision flight deck and state-of-the-art Synthetic Vision System, MultiScan weather radar and available head-up display with Enhanced Vision System, the 650’s avionics provides increased situational awareness and reduced pilot workload. The avionics suite is based on Rockwell Collins’ proven Pro Line 21 avionics. The aircraft is capable of flying 4,000 nautical miles nonstop, linking cities like New York and London or Dubai and Singapore. It is certified for steep approaches, allowing it to fly
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In service since 2015, the Challenger 650 jet builds on the heritage of the Bombardier Challenger series.
LARGE CABIN JETS
in and out of airports like London City, Aspen and Lugano. According to the latest statistics provided by GAMA, in 2016, Bombardier delivered 26 Challenger 605/650 to customers. Due to its roomy cabin, the Challenger 650 has also proven itself in some special mission roles. Swiss Air Ambulance operator REGA, for example, will exchange its fleet of three Challenger 604 with three Challenger 650 in 2018, helping it in its task of repatriating patients from all over the world. It’s an investment of about 130 million Swiss Francs. WELL-BUILT
The Hemisphere will be the largest in the Citation subfamily of standup-cabin bizjets.
Cessna Joins the Club The large cabin segment of the business jet market is nevertheless attractive for manufacturers, with Textron Aviation’s Cessna Aircraft Company being the latest company
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to join the club. Before 2008, Cessna made an attempt to enter this market with its proposed Citation Columbus, but that project was canceled in 2009. Today, the company is making its entrance via the Citation Hemisphere, the largest Citation ever built. At NBAA-BACE last year in Orlando, the manufacturer had a cabin mock-up of the $35 million twinjet on display, giving attendees a good impression of what a 102 inches (2.59 meters) diameter wide cabin will feel like. With a targeted range of 4,500 nautical miles (8,334 kilometers), the jet’s MMO is Mach 0.90 and the maximum cabin altitude should not exceed 5,000 feet. The Citation Hemisphere will feature a full fly-by-wire flight control system with optimized handling characteristics and active control side-
sticks. Thales was chosen as supplier for the fly-by-wire system. Another French manufacturer, Safran Aircraft Engines, has also been named as a supplier. For the first time, a new Citation will be powered by two Safran turbofans, namely the Safran Silvercrest. The competition for the Hemisphere’s power plant was an especially tough one, with RollsRoyce, Pratt & Whitney Canada and GE Aviation fighting to provide their solutions. “For the first time in more than 20 years, the large-cabin segment will see a clean-sheet design aircraft with the Citation Hemisphere,” says Textron Aviation President and CEO Scott Ernest. “As a demonstration of our commitment to invest in new and differentiated products, we’re showcasing a fullscale cabin just one year after announcing the Hemisphere.” The cockpit will be equipped with an advanced Primus Epic avionics suite from Honeywell Aerospace. It will provide pilots with a conformal 3D view of the outside world in challenging weather conditions such as fog, rain and snow, thus improving situational awareness and safety. Connectivity of the Hemisphere is guaranteed with Honeywell’s connected aircraft solutions in the cockpit and the cabin. Textron will be integrating its own LinxUs maintenance and diagnostics reporting system. Cessna is expecting first flight of its Hemisphere in 2019.
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LONG RANGE JETS
TOP-PERFORMANCE COMES WITH DEMAND Ultra-long-range jets weathered the economic storm quite well. In fact, while other categories were hit hard, demand for the high-end category of business jets seemed not to be affected at all. By Volker K. Thomalla
The G650ER offers multiple zone cabins, high-class amenities and ultra-long range feature.
hile the industry as a whole has been hit hard by the financial plague that started in 2008, one class of business jets has emerged immune: the long-range/ultra-longrange jets. The reason for their success was that both offered unprecedented performance in terms of range, speed and productivity. But with today’s rising pre-owned inventory of relatively young business jets, even this sacred segment is starting to feel the pressure on pricing. So how do the manufacturers react? From Gulfstream Aerospace to Bombardier Business Aircraft and Dassault Aviation, all have invested in new models with even more range, more speed and more comfort. This will definitely help to spur demand.
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Gulfstream as a Pioneer Gulfstream Aerospace is one of the pioneers of long-range business jets, having enjoyed remarkable success with its top-of-the-line models Gulfstream G650 and G650ER when they entered into service in 2012 and 2014 respectively. The G650ER is currently the world’s longest-range business jet, offering its operators a range of 7,500 nautical miles at Mach 0.85 with eight passengers. But Gulfstream’s flagship is a fast ship too, with a maximum operating speed of Mach 0.925, enabling it to fly city pairs like London-Cape Town and London-Singapore with a high-speed cruise of Mach 0.90. It is powered by two Rolls-Royce BR725 turbofans.
In October 2016, Gulfstream announced that it had recently delivered the 200th Gulfstream G650 to a customer in the Middle East. “The delivery of the 200th G650 is a reflection of this aircraft’s unmatched capabilities and the continued growing demand for the finest aviation experience,” says Gulfstream President Mark Burns. “The G650 transformed Business Aviation when it entered service in 2012, and it continues to lead the industry today. The G650 and G650ER stand alone in their class.” Both aircraft have claimed more than 60 world speed records. At the time of delivery of the 200 th G650/G650ER, the combined fleet has accumulated over 136,000 flight hours. With well over 500 deliveries, today the Gulfstream G550 is the world’s most delivered ultra-longrange business jet. The fleet has surpassed well over a million flight hours, and operators can count on a legendary dispatch reliability of 99.9 percent. The G550 has a cruise range of 6,750 nautical miles (12,501 kilometers) with eight passengers at a cruise speed of Mach 0.80. With a maximum take-off weight of 91,000 lbs, it is not affected by weight restrictions on certain important business airports like Teterboro, New Jersey. It is still a modern aircraft and enjoys a steady order
LONG RANGE JETS right now, and we are on track for entry into service in 2018. The Global 7000 Flight Test Vehicle 1 (FTV1) was transferred to the Bombardier Flight Testing Center in Wichita ahead of schedule and, to date, has achieved approximately 200 flight hours.” FTV2, named, ‘The Powerhouse’, is designed to test aircraft systems, including propulsion, electrical and mechanical systems. Data from this aircraft’s flight tests will be used for qualifying simulators for that type to Level D. The initial flight of the second Global 7000 also tested the aircraft’s performance at high altitude, with FTV2 climbing to 43,000 feet (13,106.4 meters).
The Global 7000 sets the standard for a new category of large business jets with the first true four-zone cabin.
income, including an order for a pair of jets by the Polish government in November 2016. Even with all this success, the manufacturer is not sitting still. In 2018, Gulfstream will add yet another aircraft type to its long-range line-up, the Gulfstream G600. Launched together with the smaller G500, the G600 will be capable of covering distances of over 6,200 nautical miles (11,482 kilometers) nonstop at Mach 0.85. It has a 2016 list price of US$ 54.5 million and is powered by two PurePower PW815GA turbofans from Pratt & Whitney Canada, which were certified by the FAA in February this year. It’s the first time that Gulfstream has chosen the Canadian manufacturer as its engine supplier. Building on the progress of the rigorous flight testing of the G500, Gulfstream announced late last year that the certification and entry-intoservice of both types – the G500 and G600 – could be accelerated. Certification of the G600 was originally planned for 2019, but is now scheduled for 2018. On February 24th 2017, the second G600 test aircraft took to the air from Savannah’s airport, officially joining the flight-test campaign, which commenced on December 17, 2016, when the first G600 prototype flew for the first time. Bombardier Expands Bombardier Business Aircraft is also expanding its long-range product line. The Bombardier Global 7000 and Global 8000 will complement the Global 5000 and Global
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6000 long-range jets, which are currently in production. In 2016, the manufacturer delivered a combined 51 Global 5000/6000 aircraft. Upon entry-into-service, the new types will become the manufacturer’s flagships (the Global 7000 has a planned entryinto-service date of 2018, while there is no announced certification or entry-into-service date for the Global 8000). The first Global 7000 test aircraft flew for the first time from Toronto in November 2016, followed in March this year by the second Flight Test Vehicle (FTV2). “Our flight test vehicles continue to show a high degree of maturity in testing, dispatching twice daily in many cases,” says Bombardier Senior Vice President of the Global 7000 and Global 8000 program Michel Ouellette. “We have strong momentum in the program
The Global 7000 will fly eight passengers at Mach 0.85 over a distance of up to 7,400 nautical miles (13,705 kilometers). Bombardier’s flight test crew has successfully demonstrated FTV1’s performance capabilities by opening the aircraft’s flight test envelope to Mach 0.995. Not only is the Global 7000 the largest business jet to reach this high speed, it achieved it only five months after the start of the flight test program – marking an unprecedented milestone. The aircraft can seat up the 17 passengers in four different cabin zones. The span of the new, advanced transonic wing is 31.70 meters. The Canadian manufacturer will qualify the aircraft for steep approaches to fly to demanding airports like London City Airport. Bombardier targets certification of the Global 7000 for next year with deliveries beginning shortly thereafter.
Bombardier chose GE Aviation’s newest turbofan, the Passport, to power both the Global 7000 and 8000. The engine was FAA-certified in May 2016. When the Global 7000 is handed over to its first customer, GE Aviation will have accumulated the equivalent of 10 years flying for a Global 7000 operator with more than 4,000 hours and 8,000 cycles. GE Aviation delivers the Passport engine as an integrated propulsion system, including the nacelle and thrust reverser. Dassaut Targets Long-Range Market Dassault Aviation is targeting the long-range market with its flagship Dassault Falcon 8X. Based on the successful Dassault Falcon 7X, the Falcon 8X features an increased overall length, a strengthened wing
and 500 nautical miles more range. It offers customers a range of more than 30 different configurations for the cabin layout. Both types will be produced in parallel as they complement each other in Dassault’s product line. The $58 million Falcon 8X was certified by EASA and the FAA in June 2016, and entered into service with Greek operator Amjet Executive in October 2016. “To see our new flagship Falcon handed over right on time in perfect operating order gives us immense pride,” says Dassault Aviation Chairman and CEO Eric Trappier. “We are very pleased to deliver the first example of this great new aircraft to Amjet, a long time Falcon operator.” Since then, Dassault has delivered a handful of its 6,450 nm/11,945 km Falcon 8X to cus-
tomers in the Middle East, UK, US, India, Brazil and Germany. The Falcon 8X is the longest-range aircraft in Dassault’s portfolio and the only trijet in the long-range market. It is powered by three Pratt & Whitney Canada PW307D turbofans with a take-off thrust of 6,722 lbs thrust each. They offer 5 percent more thrust than the PW307A on the Falcon 7X, but use less fuel and emit less NOx. The aircraft is assembled at Dassault’s facility in Bordeaux-Mérignac, France and flown as a ‘green’ aircraft to Little Rock, Arkansas, for completion. At the end of March this year, Dassault received both FAA and EASA certification for its new Combined Vision System for use on the Falcon 8X. The system, called FalconEye, is the first Head-Up display (HUD) to blend synthetic, database-driven terrain imaging and actual thermal and low-light camera images into a single view, offering a whole new level of situational awareness to the flight crew in all weather conditions. According to Dassault, almost all Falcon 8X customers have selected the FalconEye system. “Not only will FalconEye provide an unprecedented level of pilot situational awareness and flight safety, it will also greatly enhance the efficiency and cost effectiveness of customers’ fleets,” says Dassault Aviation Project Test Pilot Philippe Rebourg.
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The Falcon 8X has ascended to its place as flagship of the Dassault Falcon fleet.
RESURGENCE OF THE TURBOPROP
Capt. LeRoy Cook remains optimistic about the underlying strength of the turboprop industry, proven once again by the latest GAMA report miles and it now can be ordered in a 350HW heavy weight version, boosting maximum takeoff weight from 16,500 pounds to 17,500 pounds. Both the King Air 350ER and 350HW use the up-rated Pratt & Whitney Canada PT6A-67A engines, while the corporate-targeted King Air 350i is powered by PT6A-60A engines. The Piaggio Aerospace Avanti EVO places the advantages of twin turboprop operation squarely against light jet competition, with a maximum cruise speed of 402 knots and an operational ceiling of 41,000 feet, where its cabin altitude is only 6,600 feet. With an extended-range option, it can fly as far as 1,720 nautical miles.
Avanti EVO (left). The King Air C90GTx features Rockwell Collins Pro Line Fusion avionics (right).
he General Aviation Manufacturers Association (GAMA) recently announced its 2016 shipments numbers of new general aviation aircraft and, for the most part, the figures are not pretty. Total shipments were down almost 4 percent from the already-dismal 2015 showing. Even worse was the monetary amount of billings, off by over 14 percent from 2015, owing to an 8 percent decline in business jet numbers. The one bright spot in 2016’s sales figures was the upsurge of interest in adding new turboprop aircraft to the fleet. Turboprop airplane shipments advanced by 3.4 percent over 2015, bucking the trends shown by all other aircraft types. Some 576 new turboprops were shipped in 2016, against 557 in 2015. Why the return of buyers to a sector once considered on its way out? Some of it stems from pure economics; in last year’s difficult, uncertain times, it made sense to opt for an aircraft that was cheaper to buy, operate and support. Turboprops are also more flexible, with fewer regulatory hurdles to clear and with more airports open to their operation. And there have been recent innovations to the market’s offerings that have encouraged buyers to take another look.
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Upgrades and Introductions Textron Aviation’s fleet of Beechcraft King Airs has long dominated the twin-turboprop business airplane sector. Since last year’s EBACE show, Textron has completed the certification of the Rockwell Collins Pro Line Fusion touch-screen avionics suite throughout its line-up, the latest model receiving Fusion being the King Air C90GTx. Textron’s largest and most-versatile King Air, the King Air 350ER, is equipped with extra fuel tankage to enable a range of up to 2,678 nautical
Given the Avanti EVO’s noise reduction over previous models, along with improved braking and nosegear steering, it is enjoying renewed interest from buyers. When One is Enough Daher’s Airplane Business Unit announced the delivery of 54 TBM pressurized single-engine turboprops in 2016, split 2:1 between the latest TBM 930, which features a Garmin G3000 flight deck, and the well-established TBM 900, using the Garmin G1000 suite. The TBM 900
will soon be certified with the muchimproved G1000Nxi system, making it a very attractive alternative to the TBM 930. Pilatus Aircraft Ltd. delivered some 90 PC-12 NG single-engine turboprops in 2016, a 20 percent increase over the 2015 deliveries, and by midyear it expects to deliver the 1,500th PC-12. Pilatus had long enjoyed the top-selling turbine-powered business aircraft title, even as it prepares to certify the PC-24 versatile jet in 2017. Piper Aircraft announced a 26.7 percent increase in its billings for 2016, including both its piston-engine and turboprop airplanes. Piper President and CEO Simon Caldecott takes over the Chairmanship of GAMA for the 2017 year. The M600 single-engine turboprop, introduced at mid-year, provided much of the year’s impetus, with its 274-knot maximum cruise speed, 1,484 nautical-mile maximum range and G3000 avionics. The M500 remains in the line, offering slightly less speed and 700 pounds less pay-
350, another all-composite pressurized turboprop single, remains under development, using a Honeywell TPE331 engine.
load, but with 100 fewer horsepower to feed. In the under-development turboprop segment, Textron is moving forward with its GE-powered Denali pressurized single, with its first flight anticipated in 2018. The large-cabin Denali will compete with the Pilatus PC-12 NG, using the Garmin G3000 flight deck. Epic Aircraft’s E1000 all-composite single-engine turboprop is expected to be certified “in 2017”, using the PT6A-67A engine, similar to the powerplant in the King Air 350ER/HW. One Aviation’s Kestrel
placed in service since 2007, Quest reported 36 Kodiaks delivered in 2016; a 25 percent expansion of its production facility was completed in September, 2016. In speaking with turboprop sales persons about the renewed interest in their market segment, they cited various reasons for its timing, but shared enthusiasm for 2017’s prospects. The attraction, they said, stemmed from a turboprop airplane’s ability to go just about anywhere, including airports of 1,000 meters in runway length; this helps open up alternates when weath-
The Utilitarian Turboprop Singles Textron Aviation’s Cessna Caravan, now in its 32nd year of production, is available in two sizes, the 675-shp standard Caravan and the 867-shp Grand Caravan EX, both using singleexhaust versions of the Pratt & Whitney Canada PT6A. Interiors can be pedestrian or plush, depending on the mission. The versatility of the Caravan extends to a belly-mounted cargo pod, amphibious floats, skydiving and cargo-hauling kits, and highdensity seating for up to 14. Quest Aircraft’s Kodiak utility single is powered by the 750-shp PT6A-34A engine, filling roles similar to the Caravan with large loading doors. It also offers adaptability for bush flying, missionary aviation, cargo and combination carriage, and corporate commuter functions. With 200 aircraft
er is tight, compared to light jets that are more runway-limited and short on range. Companies are also turning to turboprop airplanes to supplement their company jet on trips of 500 nautical miles or less, where there’s only 20 to 25 minutes of difference in overall flight time between the jet and turboprop. It just makes more sense to
have a lower-cost option for the shorter trips. Some owner pilots had been known to trade down from a light jet in the past year, opting for a singleengine turboprop to regain flexibility and range. With EASA preparing new regulations to allow increased use of singleengine turbine powered aircraft in commercial air transport, the sales of turboprop singles into the European market will no doubt rise. Overall, the market sector is poised for continued growth.
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Grand Caravan EX (top), PC-12 NG (right) and TBM 900, 930 (left).
CAN YOU HEAR ME NOW?
The Lockheed SR-71 Blackbird (top). NASA's Supersonic Wind Tunnel project (below).
lmost 30 years ago, Gulfstream teamed with Russia’s Sukhoi to develop a supersonic business jet. The project looked promising, but there were demons lived out there in the air: economic reality and political opposition. The project never made it much past the concept phase. Supersonic flight overland by civil aircraft remains illegal in the United States and much of the rest of the civilian world – that has been stuck at 600 mph since 1959. The reasons are largely emotional, not scientific, hangovers from the anti-SST (supersonic transport) environmentalism histrionics of the 1960s and 1970s. Inveighing against aircraft noise in all its forms – including imagined – remains votegetting gold for American politicians at all levels of government. However, there are indications things could be about to change, thanks to new US National Aeronautics and Space Administration (NASA) funding for a “quiet” supersonic demonstrator and the ongoing efforts of several private companies developing supersonic business aircraft. But first, some context. More than 50 years of research from NASA has demonstrably shown that low boom and even no boom aircraft can be designed. The research dates back to
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New ‘quiet’ supersonic demonstrators prepare for flight. But is it enough to change the law? Mark Huber reports
at least 1964, when F. Edward McLean theorized that changing an airframe’s shape could minimize its boom signature. In 1972, NASA validated the Seebass-George algorithm, a mathematical model used to predict the boom signature of any particular aircraft shape at a given Mach number, altitude, shape, length, and weight. The theories were validated on actual aircraft – a highly modified F-5 – as part of a DARPA/US Defense Department research project in 2003, but decades before that the Air Force began accumulating sonic boom data from actual aircraft following the filing of nearly 39,000 damage-related claims between 1956 and 1968. A good portion of these were caused by aircraft conducting low aircraft operations. The point was painfully punctuated by the Air Force itself on May 31, 1968 when a formation of F-105s accidentally went supersonic during a graduation ceremony pass at its own academy in Colorado, shattering more than 300 windows. However, in the main, research concluded that supersonic aircraft operating at normal operating altitudes produced overpressures of between 1 and 2 pounds, far less than the amount required to cause any damage and barely enough to even be
noticed. It has sounds softer than a normal tone of conversation and pressure less than that of a normal car door closing. To put numbers to real aircraft, according to NASA, typical aircraft overpressures are 0.9 lb for an SR-71 at Mach 3 at 80,000 feet; 1.94 lb for the Concorde at Mach 2 at 52,0000 feet; 0.8 lb for an F-104 at Mach 1.93 at 48,000 feet, and 1.25 lb for the Space Shuttle at Mach 1.5 descending through 60,000 feet. Interest in supersonic business aircraft began its resurgence in earnest shortly after the turn of the century as numerous individual companies, both in the US and in Europe, individual and in concert with various levels of government backing; in the US this took the form of the Supersonic Cruise Industry Alliance (SCIA) and in Europe the High-Speed Aircraft Industrial Project (HISAC). Individual companies also set out on their own; however, to date for most of them, supersonic programs have been confined to limited research. Some have gone a step further; filing for patents, issuing press releases, renderings, models and even accepting deposits. Although its alliance with Sukhoi was short-lived, Gulfstream’s supersonic ambitions never really died. On the record, a company spokesman will only say: “We have a small team dedicated to researching sonic-boom mitigation and working with other organizations to remove the ban on flying supersonically over land.” Its small team appears to be very productive. In recent years, Gulfstream has filed for numerous patents related to supersonic designs covering everything from methods of boom mitigation, supersonic powerplant installation, engine inlet design, and automatic fuel loading and redistribution. Some patent applications actually contain aircraft renderings that suggest designs Gulfstream may be considering including employing a swing wing design reminiscent of the Navy’s now retired F-14 Tomcat mated to its “Quiet Spike” telescoping nose. The “spike” is a retractable 24-foot lance Gulfstream first flew mounted to the nose of a NASA F-15B in 2006. It is designed to turn the “sharp crack” of a sonic boom into a “quiet whisper” by created three small shock waves that travel parallel to the ground
instead of the typical shock wave pattern that forms at the nose of an aircraft; the pressure waves are smoother and more rounded and thus the sound is demonstrably “softer.” When all this research translates into an actual flying aircraft at Gulfstream – even a prototype – has been the subject of speculation for years, but Gulfstream senior executives have been remarkably consistent in their message on this for more than a decade: They do not regard a supersonic business jet viable until the law banning civil supersonic overland overflight is changed – period. Aerion disagrees. The privately-held company has fielded a trijet design, the AS2, that incorporates a supersonic natural laminar flow wing that it claims is efficient at near supersonic and supersonic speeds. Aerion says that supersonic natural laminar flow reduces wing friction drag by as much as 80 percent and overall airframe drag by as much as 20 percent. The idea is you fly supersonic transoceanic and once you get near land, you power back. It also maintains that the sonic boom its design produces at low Mach numbers, 1.0 to 1.2 – never reaches the ground; a phenomenon it calls “boomless cruise.” Like Gulfstream, Aerion has been keeping the Patent Office busy, with most of its patents having to do with things that are laminar flow or power plant related. Aerion has been at it since 2002 and has been publicly touting its design (initially a twinjet) since 2004. The $120 million aircraft is designed to carry 8-9 passengers 4,750 nm at a fast cruise speed of Mach 1.4 and be able to takeoff from airports with 7,500-foot runways at an MTOW of 121,000 lbs. However, it is
170 feet long – only nine feet shorter than a Boeing 757-200. Aerion has yet to select an engine, but the company says a prototype could be flying in 4-5 years. The program gained considerable traction over the last several years: In 2014 it signed a technology sharing agreement with the Airbus Group and in 2015 fractional provider Flexjet signed a letter of intent for 20 aircraft. Colorado-based Boom Supersonic announced that it had raised $41 million through this March to fund construction of a one-third scale XB-1 demonstration aircraft that could fly as early as next year. While Boom’s ultimate aim is to produce a threeengine, $200 million, Mach 2.2 supersonic jetliner, it is a small one with dimensions more in line with that of a business jet in anticipation of its limited market and rarefied clientele and it will be offered in private jet configurations. The airline configuration offers a single aisle set-up with first-class single seats and individual windows on either side. The delta wing design uses proven technologies and materials including carbon fiber. The overall design features the wing, chine, and area-ruled fuselage. Balanced field length for a typical transatlantic mission (3,400 nm) is less than 6,000 feet and runway required at MTOW is estimated at 8,500 feet. Boom says that operating seat mile costs are in line with subsonic business class. Boom already has conducted extensive research on the demonstration aircraft including wind tunnel testing and is developing hardware in conjunction with Honeywell, Tencate, and Blue Force. The XB-1 will be used to evaluate the efficacy of the larger aircraft’s design and to conduct
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Aerion's AS2 Supersonic Business Jet is getting closer to reality through a partnership with Airbus.
Lockheed Martin's Xplane (left). HyperMach Aerospace's HyperStar (center). The Spike S-512 (right).
sonic boom research, the results of which could be an important component in building the case for any potential change in the law. Last year Boom announced that Richard Branson’s Spaceship Company will provide engineering, manufacturing and flight test support to Boom and he also said his company has an option on Boom’s first 10 airframes. Boston-based Spike Aerospace isn’t waiting on a law change before it flies a subsonic, subscale demonstrator, perhaps as early as this summer. CEO Vik Kachoria says the aircraft already is being fabricated. “Things are moving along very fast,” he told BART. The full-scale supersonic Spike 512 business jet could fly by the end of 2018. Spike is relying on proven technologies and design to cut development time and costs; carbon fiber construction, a cranked delta wing design and no horizontal stabilizer, and a “no window cabin” to cut weight and add structural strength. Passengers will view specially constructed LCD screens that will run the full length of the 35-foot cabin walls and be linked to external cameras to provide a high-definition, panoramic view of the outside world. The standard cabin will seat 18. Spike has signed a memorandum of understanding with Seattle-based Greenpoint Technologies to develop the cabin interior. The $100 million 512 is designed to cruise at Mach 1.6 at 50,000 feet with a range of 6,200 nm or six hours in the air enabling city pairs including New York-Dubai and London-Hong Kong. Kachoria says Mach 1.6 is the “sweet spot” for conventional technologies to yield a low boom design. “Much higher than that the sonic boom is significantly
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louder and there are temperature considerations (with carbon fiber) and aerodynamic considerations (with the design). The full-scale aircraft will measure 125 feet long, weigh just over 100,000 pounds at MTOW, and have a balanced field length of about 7,000 feet fully loaded. Plans call for fly-by-wire flight controls with sidesticks and “incredible” avionics Kachoria declined to define.” “There’s already a tremendous amount of technology out there, we’re just trying to apply it and do the engineering necessary to bring it together to create a supersonic aircraft,” he said. “Supersonic is going to happen in the next 5-10 years and it is really going to change aviation and Business Aviation and have a tremendous impact.” At least one firm is already thinking beyond supersonic – to hypersonic – or more precisely Mach 5. That’s the targeted top speed for the HyperMach Aerospace HyperStar Supersonic Business Jet (SSBJ), powered by a pair of hybrid turbofan ramjet engines. This aircraft will be designed to cruise at 80,000 feet and have a range of 7,000 nm with an unshy price tag of around $220 million. Like Boom, HyperMach is thinking big, with a projected passenger capacity of 36. Wind tunnel tests on the sleek delta wing design were scheduled to begin this month. The HyperStar uses technology that seems straight out of Star Wars including the ability to generate a plasma ion field around parts of the aircraft to both mitigate its boom signature and minimize skin friction. To test the concept, HyperMach plans to fly an unmanned scale model late next year; first flight of an actual manned aircraft is not expected until at least 2025. Like
some other supersonic entries, HyperMach and its Sonic Blue engine affiliate, have been busy at the patent office. HyperMach is counting on its unmanned scale model attracting military interest – and funding – as a means of continuing work on the HyperStar. It is also enlisting airframe partners. All of this brings the ongoing efforts to repeal the regulatory ban on supersonic overland back to NASA. Back in 2006, Pres Henne, then senior vice president for engineering and test at Gulfstream, was adamant when he told me that NASA was the proper agency to demonstrate no boom/low boom with an aircraft and until it did where was little chance of the law being changed. Ten years later, the agency is moving forward with efforts to build a new low-boom demonstration aircraft that may once and for all open the door for viable supersonic development. In February 2016, NASA awarded Lockheed Martin and its heralded “Skunk Works” a $20 million preliminary design contract for a supersonic “X-plane” demonstrator that could fly by 2020 if more funding is made available. Right now a scale model is undergoing wind tunnel evaluations at NASA Glenn Research Center in Cleveland, Ohio. A Lockheed Martin engineer working on the program said the proposed design of the “Quiet Supersonic Transport” (QueSST) reduces the associated sonic boom to the sound akin to a “heartbeat.” Business jets that routinely cruise beyond the speed of sound should make everyone’s hearts beat just a little faster; but the question remains, when?
Join 27,000 industry professionals for the most important three days of business aviation, with over 1,100 exhibitors, 2 static displays of aircraft â€“ one inside the exhibit hall and the other outside at Henderson Executive Airport, and over 50 education sessions. Visit the NBAA-BACE website to learn more and register today.
REGISTER TODAY www.nbaa.org/2017
FOCUS ON SWITZERLAND
SWITZERLAND: CUCKOO CLOCKS, ARMY KNIVES AND … BUSINESS AVIATION Switzerland’s reputation for quality is reflected by its bizav service providers and the industry is poised for further growth. Marc Grangier provides an in-depth overview
Switzerland has built a reputation for quality goods (top). PC-24 (center). TAG Aviation CEO Daniel Christe (below).
n spite of its relatively small size, Switzerland has the second busiest Business Aviation airport in Europe. With 32,680 movements per year, Geneva-Cointrin arrives just after Paris-Le Bourget (49,260 movements per year). Whereas traffic at both of these airports is down significantly following the conflict in the Ukraine and the subsequent sanctions against Russia, Geneva has been heavily penalized by the sudden rise of the Swiss Franc starting in January 2015. “Overnight, we were suddenly 20 percent more
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expensive in an extremely open market,” says TAG Aviation CEO Daniel Christe. “We had no choice but to align ourselves and adapt our tariffs and, in order to avoid any redundancy of staff, increase our productivity.” Two years after the fact, one must admit that the economic consequences of the Swiss National Bank’s decision to stop sustaining a floor rate for the Franc were certainly negative, but not as bad as expected. This, in part, is the result the strong appeal of Brand Swiss and its reputation for quality products and services – a reputation that extends into Business Aviation. According to the most recent Booz Allen Hamilton Inc. report on the economic impact of Business Aviation in Europe, Switzerland, which accounts for only 8.2 million people (about 1.5 percent of Europe’s population), is indeed a major player in this market, accounting for 4.8 percent of the gross value added and € 3,746,706 bn (3.8 percent) of its total output. Last year, its 6,442 employees collected € 320,107 in (direct) wages and salaries, this being split between aircraft operations and maintenance,
repair and overhaul activities. 2,867 employees are in aircraft operations; 116 at FBOs; 1,650 at MROs and 1,800 at OEMs. The direct employment in the industry is the fourth highest in Europe and the total employment effects, including indirect and induced effects, amount to 17,301 jobs – the fifth highest value in Europe. With 254 aircraft and 326 helicopters, Switzerland is home to Europe’s fourth largest Business Aviation fleet. On top of this are the
many foreign aircraft that come to the country for business or leisure. In fact, the Paris-Geneva connection is one of the most traveled ones year-round, with peaks of up to 100 movements on certain days. In terms of MRO, four main companies share the market: Jet Aviation, TAG Aviation, RUAG Aviation and AMAC Aerospace. The first two were created 50 years ago, while the third one, initially a military MRO company, has 30-years of experience in Business Aviation. AMAC Aerospace, the newcomer to the Swiss MRO club, was founded in 2007. As to Swiss OEMs, Pilatus Aircraft, founded in 1939, unquestionably leads the way, with a production ranging from the PC-6 to the PC-12 and now the PC-24. RUAG is also involved in aircraft production, with its Dornier 228NG. The latest contender is Marenco Swisshelicopter, which is currently developing its new SKYe SH09 helicopter for business and utility purposes. With EBACE once again landing in Geneva, what better time to take an in-depth look at this important bizav market.
The Swiss OEMs Though the development of the new PC-24 has been stealing the spotlight lately, Pilatus Aircraft nonetheless successfully continues to market its popular PC-12 NG. Pilatus Vice President of General Aviation Ignaz Gretener told BART that even as the overall market has contracted, demand for the single-turboprop remains strong. Last year, the company delivered 90 new PC-12 NG – an over 20 percent increase over 2015 – making the aircraft the top-selling model of turbinepowered business aircraft in the world for the year. This year, the aircraft benefits from new features that increases cruise speed to 285 KTAS, reduces cabin noise levels and updates interior design options. On top of this, more than a dozen drag reduction changes to the airframe have increased both range and speed. Pilatus expects to deliver the 1,500th PC-12 in mid-2017, helping the worldwide fleet of PC-12 aircraft to surpass the 6 million hour milestone mark. Regarding safety, the most recent business aircraft accident data compiled by Robert E. Breiling Associates, Inc. indicates that the PC-
12’s safety record continues to be outstanding, on par with twin engine business jets – a feature which likely spur demand now that CAT-SET IMC has entered into service in Europe. Despite an industry trend towards lower used aircraft valuations, the pre-owned PC-12 market remains very strong. The last edition of Aircraft Bluebook indicates that a 10year-old 2006 model PC-12 is still valued at 80 percent of its original Factory New Average Equipped List Price. Furthermore, a study conducted by Rolland Vincent Associates, LLC determined that the 10-year average annual depreciation rate for a Pilatus PC-12 was only 1.6 percent – far lower than any other category of business jet or turboprop. Regarding the recently announced designs on the drawing boards that closely mimic the PC-12 (ed. the new Cessna Denali), Pilatus Aircraft Ltd CEO Markus Bucher remains confident: “We will continue to invest in the PC-12 platform and customer service efforts to ensure that today’s segment and market leader is also the future segment and market leader.” Turning to the PC-24, all that we could get from the company is confirmation that its development program is proceeding as planned and that we should expect updated performance data at EBACE 2017. What we do know is that the third and final prototype P03 – the first series aircraft – joined the test flight program last March, at which time the first two prototypes had flown a total of 1,350 hours. P03 will be exhibited at EBACE with a blue livery and a “Zermatt” executive interior. Certification is planned in the 4th quarter of 2017 and initial deliveries of the 84 pre-ordered aircraft will go ahead
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Switzerland has an increasingly high emphasis on PC-12 (top) and Marenco Swisshelicopter (below).
FOCUS ON SWITZERLAND sidiary of General Dynamics since 2005, the company remains very active in Switzerland, with facilities in Basel, Zurich and Geneva. Last winter, Jet Aviation’s maintenance center in Geneva completed its first 192-month, ultra-heavy maintenance check on a Gulfstream V. It was performed together with a number of service bulletins (SBs) and a Water Line Ribbon Heater Upgrade. Extensive overhauls of all major aircraft systems and structures were performed during the inspection, including complete removal of the
Jet Aviation’s Geneva facility (left). Jet Aviation Basel recently completed Cchecks on Falcon 7X (right).
thereafter – to Planesense, provider of fractional ownership programs in the USA, and to the Royal Flying Doctor Service of Australia. We also know that significant progress has been achieved in terms of training and customer support. Pilatus has developed all its pilot and maintenance training units, including a PC-24 full-motion level D simulator, in partnership with FlightSafety International. The company has finalized its worldwide PC-24 support network, ensuring that it is ready to provide the sort of first-class ‘round-theclock’ service that customers have come to expect from the very moment the first delivery goes ahead. The Swiss manufacturer has also developed its new CrystalCareTM Support Program, a comprehensive coverage for scheduled and unscheduled maintenance, offering operators additional peace of mind by completely eliminating the uncertainty of maintenance cost variations. Marenco Swisshelicopter, based at Mollis, near Zurich, was founded in 2007. Within its first decade, the company has developed the SKYe SH09 single-turbine helicopter, designed to compete with the Bell 407, Finmeccanica Leonardo AW119 and Airbus Helicopters’ H125 and H130. The new helicopter incorporates an all-composite airframe, a full glass cockpit suite, a dual hydraulic system and a dual electrical circuit. Its Maximum Take-Off Weight is 2,650 kg (5,842 lbs). Incorporating a shrouded tail-rotor, it has a modular cabin that makes the most of its flat floor and high ceiling concept, offering multiple seating arrangements of one pilot and up to seven passengers – all with individual crashworthy
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seats. Large clamshell doors facilitate rear access to the cabin. Powered by a 1,020 shp Honeywell HTS900 turboshaft, the SKYe SH09 will have a fast cruise speed of 260 km/h (140 knots) and will offer a very long range – in excess of 800 km (430 nautical miles) with standard fuel tanks. Three prototypes now participate in an aggressive certification-test program, as EASA certification is planned by the end of this year and deliveries starting immediately after. The launch customer will be Air Zermatt. More than 100 letters of intent have been received to date, around 50 percent of them originating from North America and 20 percent from Europe. To the FBOs and MROs Founded in Switzerland in 1967 as a small, family-owned private aircraft maintenance operation, Jet Aviation now has a team of nearly 4,500 aviation professionals deployed at more than 20 facilities throughout Europe, the Middle East, Asia and North and South America. A wholly-owned sub-
cabin and cargo compartments, removal of both engines and the APU, opening of the floor for fuselage skin and floor structure inspection, testing of the landing gear and structural inspection of the wing panels. To help reduce downtime, the MRO facility established a special team of sheet metal engineers to work three shifts throughout the day. To meet the customer’s needs and expectations, special arrangements were made to reinforce the company’s normal weekend availability. Jet Aviation’s Maintenance Center in Basel recently signed an agreement with an undisclosed customer that will have the company perform its 10th C-check on a Dassault Falcon F7X. Jet Aviation completed its first C-check on this aircraft type in 2015. As a Dassault Falcon Authorized Service Center, Jet Aviation’s Maintenance Center in Basel is quickly gaining experience with the largest maintenance event for the Dassault Falcon 7X aircraft. The company recently completed two C-checks on two of these aircraft, delivering them
THE ORIGINAL Many claim originality, but there is always only one true pioneer. In designing the PC-12 our objective was to create the world’s most versatile, high performance, efficient and safe aircraft and back it up with the highest level of service. Today, with over 1,400 aircraft in operation, our commitment is just as strong as when the first PC-12 was delivered. At Pilatus, we succeed by helping our customers succeed. How’s that for an original idea? Step up to the “Pilatus Class” now. Pilatus Aircraft Ltd • Switzerland • Phone +41 41 619 61 11 • www.pilatus-aircraft.com
FOCUS ON SWITZERLAND with GE Capital Aviation Services, Airbus and Emirates. In 1998, the TAG Group acquired Aeroleasing Geneva (established in 1966), along with a number of other aviation companies, to form TAG Aviation, headquartered in Geneva. That same year, it set up its UK operation and, in 1999, TAG Aviation won the tender to refurbish and operate Farnborough Airport. In 2010, the company opened its new, purposebuilt headquarters in Geneva, which now provides 7,500 square meters of office space for the 460 employees who work there. In addition, the company’s two maintenance hangars were completely reconstructed. As a result,
AMAC Aerospace and TAG Aviation are among the world-class maintenance facilities.
to their respective operators following seamless test flights. To optimize the downtime, the 10th C-check will be performed in conjunction with an extensive list of SBs. In addition, the interior will be refurbished and a new exterior paint applied. Regarding the two recent deliveries, Basel’s Maintenance Director for Dassault Aircraft Fabien Fuster confirmed that both Falcon 7X operators went operational with their aircraft on the same days as their test flights. “We’ve had the opportunity to complete nine Cchecks on the Falcon 7X in the past year and a half, which has really helped us hone our skills,” he says. Claiming to be the largest privately owned facility in the world to offer narrow and wide body VIP completion and maintenance for the corporate/private aviation market, AMAC Aerospace is optimistic about the future. It started the first quarter of 2017 with several new maintenance programs on corporate Boeing BBJs and Airbus A319s. At the beginning of this year, CEO Bernd Schramm announced the signing of several maintenance agreements that extend the company’s partnership with existing and new aircraft owners and operators. One of these contracts is to perform a heavy C-check package in conjunction with cabin works and a landing gear overhaul on an Airbus A320. Another contract involves replacing a liquid-based cabin oxygen system with a chemical system as part of an annual maintenance check on a BBJ 1 aircraft. Another annual maintenance check, which includes A, B1 and B2
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checks, was performed on a BBJ 2 aircraft in January 2017. AMAC has also been awarded contracts by an existing customer to carry out C1, C2 and C4 checks, along with a landing gear overhaul on a privately-owned BBJ 2 aircraft. In addition, a new customer recently brought his BBJ 3 to undergo a C1 check to the company’s Basel facility. In order to expand its completion, maintenance, engineering and production services, last year AMAC Aerospace acquired JCB Aero SAS, a French company located near Toulouse, France, on a private airport with 5,000 m2 of hangar space and 6,127 m2 of workshop and office space. It had been collaborating with companies like Dassault Aviation for the manufacturing of the F7X cabins and with AMAC in regard to composite production, Airbus Helicopters, AgustaWestland and private owners of BBJs and ACJs. The company is also in the airliner market, working
today a massive 6,000 square meters of space is dedicated to aircraft servicing and maintenance, allowing for 14 aircraft to undergo service at the same time. TAG Aviation’s FBOs are repeatedly voted as one of Europe’s best private jet facilities. Recently, its Geneva and Sion facilities were awarded the International Standard for Business Aircraft Handling (IS-BAH) Stage 1 certificate of registration from the International Business Aviation Council (IBAC) for their rigorous safety and quality ground handling operations. TAG Madrid’s FBO and handling station is currently working towards implementing IS-BAH accreditation to harmonize all TAG’s FBOs. At the end of last year, TAG Aviation Maintenance Services Europe completed its first 120-month inspection on a Global Express aircraft. Though the 120-month inspection project was completed in August and was carried
out at TAG Farnborough’s Maintenance Services Center, a full strip and repaint of the aircraft’s livery, a SwiftBroadband upgrade and a cabin refurbishment were done at TAG’s Maintenance Services Center in Geneva. TAG Aviation also offers comprehensive maintenance services in Sion, Paris, Clermont-Ferrand, Madrid, Lisbon (network), Hong Kong and Lomé in Togo. Finally, let’s mention that TAG Aviation Geneva is the authorized HondaJet dealer for the UK, Scandinavia and the Benelux countries, along with the Swiss cantons of Vaud and Geneva. Headquartered in Emmen, near Lucerne, Switzerland-based RUAG
Aviation has a number of facilities at various locations in Switzerland, Germany, Australia, Malaysia, Brazil and the US, and employs around 2,000 employees worldwide. It is an authorized service center for a number of OEMs, including Airbus Helicopters, Bell, Bombardier, Cirrus, Cessna, Diamond, Dassault Aviation, Embraer, Leonardo-Finmeccanica, Piaggio, Sikorsky, Piper and Mooney, as well as a service centre for Dornier 328, Hawker Beechcraft, Viking und MD Helicopters. Most recently, the company announced it had earned EASA STC for the Automatic Dependent Surveillance Broadcast Out update as mandated by both EASA and the FAA. RUAG now owns the STC for ADS-B Out compliance, making it available at its Geneva and Lugano locations. Intent on supporting their Dassault Falcon 2000 and 2000EX customers in their efforts to comply with the update by 2020, RUAG has
solutions for making the modification both straightforward and affordable. The STC is available for upgrades to Dassault Falcon 2000 and 2000EX platforms working on Rockwell Collins’ GPS 4000S and ProLine 21 or ProLine 4. The upgrade is DO260B certified. “This STC does not require any invasive modifications, it is economically responsible and can be implemented within a very fast downtime,” says RUAG Lugano General Manager Stephan Woodtli. “In fact, we recommend introducing the required upgrade during the aircraft’s next C check in order to shorten the downtime even further.” This spring, Bell Helicopter named RUAG Aviation as its newest Customer Service Facility. The creation of a new Customer Service Facility (CSF) Center in Sion, Switzerland, enables the company to perform MRO services, system upgrades and painting on Bell 429 helicopters.
Located at St.Gallen Airport, Altenrhein Aviation is an EASA Part-145 MRO facility that supports a wide range of business and general aviation aircraft. The company performs approximately 60,000 man hours per year of line, base and heavy aircraft-maintenance. It is an authorized service center for Pilatus, Embraer, Cessna, Daher and Gulfstream aircraft. Concerning Gulfstream, in 2011 the company opened a line maintenance station in Kiev to support G150 and G200s. Headquartered in Zürich, ExecuJet offers a wide range of services, including aircraft management, charter, maintenance, MRO and FBO services. It has operations in six regions Africa, Asia, Australasia, Europe, Latin America and the Middle East, embracing a workforce of over 950. Now part of the Luxaviation Group, Execujet MRO facilities are certified for a wide range of business jets, including Bombardier, Textron, Dassault, Embraer, Gulfstream, Hawker and turboprops. The group also offers maintenance services in Beijing, Berlin (LBAS), Cape Town, Dubai, Johannesburg, Kuala Lumpur, Lagos, Melbourne, Perth, Sydney, Tianjin and Wellington. Based in Geneva and with offices in Dusseldorf, Germany and Lisbon, Portugal, PrivatAir operates a wide range of aircraft, ranging from Boeing B767, B757, and BBJs to Airbus A319 and business jets. The company has three divisions: scheduled services, Business Aviation (aircraft charter, sales and sourcing, aircraft management) and PrivatTraining. In addition,
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ON THE GO
Execujet MRO facilities are certified for a wide range of business jets (top). RUAG wins three Cchecks events on Dassault Falcon (below).
FOCUS ON SWITZERLAND ed traffic, with seasonal surges during events like the Jazz Festival in Montreux and Art Basel Fair, where some 120 daily movements can be registered at Basel-Mulhouse airport. Swiss airports are indeed a European hub for Business Aviation. According to EBAA statistics, on a weekly basis, 50 flights per day are going to France, 26 to Germany, 26 to the UK, 20 to Italy, 12 to the Benelux, 10 to Spain and six to Russia. Gateway to some of the main Swiss ski resorts, Sion and Samedan-St Moritz see a lot of movements during the winter season. Concerning Sion, it’s the only Swiss airport that has together with Swissport, it operates PrivatPort, a ground services company. At the end of last year, SilverArrow Capital, a UK-based group of private investment firms focusing on industrial growth sectors, real estate and infrastructure projects, acquired a majority stake (51 percent) of PrivatAir SA. SilverArrow, together with Asyad Aviation, intend to lead PrivatAir towards launching a new business-class-only airline services with international airlines, especially in the Gulf area.
PrivatAir service on board (left). Swiss AirRescue REGA has 13 helicopter bases (right).
To the Rescue As home to nearly 20 percent of the Alps, including nearly 100 peaks close to or higher than 4,000 meters (13,125 feet), mountain rescue has always been very active part of Swiss aviation. Several companies are very active in this field, one of the largest being Swiss Air-Rescue REGA, a non-profit foundation totally dependent on the financial support of its patrons (now above 3-million). In 1971, the company took delivery of its first helicopter, an Alouette III SA 316. In 1973, it purchased the world’s first civilian ambulance jet, a Learjet 24 D. Ten years later it took delivery of a Challenger CL-600. In 2015, it ordered three new Challenger 650 that will go into operation in 2018. Today, the company operates 18 helicopters – six Airbus Helicopters EC 145, 11 AgustaWestland Da Vinci and one Airbus Helicopters H125 (used for training) – and three Challenger CL-604. Last December, the company signed a contract to purchase six new Airbus Helicopters H145, which will replace the current
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EC 145 lowland fleet and will go into operation in 2018. Furthermore, in 2021, Rega will take delivery of three new all-weather rescue Leonardo Helicopters AW169-FIPS. These helicopters will extend Rega’s scope of operation even further as they will be able to fly missions in known icing conditions. Last year, Rega’s Operations Center organized a total of 15,053 missions. Swiss Airports for Business Aviation With a total of 56,000 movements per year, Switzerland’s Business Aviation ranks fourth in Europe, after France, Germany and the UK. With an average of 89 flights per day, Geneva Cointrin is the second busiest Business Aviation airport in Europe. Zurich Kloten comes fifth, with an average of 66 movements per day. Concerning the other airports open to Business Aviation, like Bern Belpmos, Altenrhein, Lugano and Basel Mulhouse, all have more limit-
seen its traffic increase over the last five years. Its weekly movements now exceed 50. The World Economic Forum’s (WEF) annual meeting, which takes place every year in January in DavosKlosters, attracts an impressive number of business jets. This year some 1,700 aircraft brought more than 3,000 Heads of State and VVIPs from over 100 countries to the forum. Zurich airport handled most of the incoming aircraft, but a new landing zone was opened up via the Duebendorf military base, near Zurich, which has room for 40 private jets and is a one-hour helicopter ride from Davos. Jet Aviation supported a large part of the surge of VIP customers that arrived at its FBO facility in Zurich. There, the company handled 592 movements, 1,320 passengers and 296 aircraft, further supporting fuel sales of 1.120 million liters.
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AIRCRAFT MODIFICATIONS KEEPING UP WITH NEW TECHNOLOGIES The modifications industry is busy. But exactly how busy?
What are the latest innovations and ongoing projects?
Marc Grangier examines
Around the Industry To satisfy this demand, Jet Aviation has been busy adding many new capabilities to its Basel site. “Our new Honeywell APU Overhaul system went live last year, and our Refurbishment, Modifications and Upgrades (RMU) division has also been very active, particularly in regard to new avionics upgrades and connectivity developments,” explains Jet Aviation Large Aircraft Maintenance Director Estelle Thorin. Since 1977, Jet Aviation Basel has delivered no fewer than 200 aircraft with custom interiors, including
Jet Aviation’s first ATG-8000 ever installed in Lineage (left). Blackhawk Modifications’ King Air 350 with MT 5-blade propeller (right).
henever we start thinking about aircraft modifications there’s always one question that’s sure to come up: Who is the best choice for performing the modifications – the OEM or a third party? Although similar to deciding whether to take your car to the local mechanic or back to the dealer for repair, with business aircraft, the issue is a little more complex. However, just as Ford Motors works with Caroll Shelby on the Mustang and Mercedes works with AMG in creating superior-performing models, aircraft OEMs often partner seamlessly with other industry innovators to ensure their modifications optimize performance. “Speed, quality, maintenance expertise, a proven on-time redelivery record, flexibility, the refurbishment option and, in the end, a perfect product redelivered on time are just some of the reasons why customers keep coming back,” says SR Technics VIP Sales Director Michael Gringmuth. Providing customized VIP modifications and refurbishments based on the client’s request and special needs is the basic order of the day for
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today’s large completion centers. Whether the work involves single cabinets, seat or divan designs, installations or full cabin refurbishments, avionics modifications or engine changes, customers want world-class quality standards and minimum downtime – and all at a reasonable cost. To see how companies are doing to satisfy this demand, BART International checks in with some of the industry’s modification powerhouses.
everything from business jets to full VVIP bespoke cabins. Last February, it was awarded EN9100 certification, which encompasses a series of standards developed by the International Aerospace Quality Group (IAQG) on the basis of ISO 9001 and acts as a clear indication of a company’s demonstrated ability to meet the requirements of both OEMs and customers in design, development, production, installation and servicing. On top of this, in early March, the Basel location also concluded its first retro-
fit installation of Split Scimitar Winglets (SSWs) on a BBJ1. The SSW retrofit was completed with EASA-approved STC. On the US side, earlier this year Jet Aviation St. Louis completed the first installation of the new ATG-8000 high-speed internet system in an Embraer Lineage. The ATG-8000 is part of Gogo Business Aviation’s airto-ground (ATG) connectivity system – a package that includes multiple modems, routers and external directional antennae.
At the end of January, Duncan Aviation announced the upgrade and installation of ADS-B Out avionics equipment on the Challenger 850 SE – an industry first in the United States. The Duncan Aviation Satellite Avionics Shop in Las Vegas, Nevada, upgraded the cockpit’s displays, GPS sensors and software before upgrading the Rockwell Collins TDR-94D transponder. The result is an aircraft that is fully compliant with the FAA’s ADS-B Out mandate. Concerning the market for engine upgrades for used turboprop aircraft, Donnie Holder, VP Marketing, Blackhawk Modifications, told BART International that it is stronger than ever because of the numerous aftermarket STCs that can be used to revitalize them. New engines are a major differentiator in the decision to purchase a brand-new aircraft or refurbish an older one. Blackhawk’s XP engine program produces faster speeds while lowering operating and maintenance costs to a much lower overall price point, which will fuel the value of upgrading well into the future. Blackhawk celebrated this
month the close of its 17th year with 669 total engine upgrades – this number is comprised of 73% King Air series aircraft, 12% Caravan, 9% Conquest, and 6% Cheyenne aircraft. Currently the company has 79 authorized dealers worldwide; 49 domestic and 30 international. Blackhawk’s new King Air 350 XP67A engine upgrade will receive an FAA STC late June 2017 with EASA approval to follow. This STC allows the installation and operation of the Pratt & Whitney Canada PT6A-67A 1200 SHP engine
to replace the factory standard PT6A60A 1050 SHP engines on the King Air 350 model. In hot climate conditions, the XP67A will climb from sea level to its service ceiling of FL350 in as little as 18 minutes, whereas stock engines will take 45 minutes to make the same climb. Typical cruise speeds are increased by up to 37 KTAS. For the last 35 years, Raisbeck Engineering has been delivering advanced technologies to improve the performance, utility, comfort and safety of business and commercial aircraft. Raisbeck offers Performance Systems for the entire King Air family. For 90 and 200 Series King Air operators wanting FAA-certified improvements including shorter takeoff and landing distances along with better climb and cruise performance, Raisbeck provides its EPIC Performance Packages; and, most recently, made this package available for operators of new King Air 250 aircraft. Always innovating, Raisbeck brought Swept Wing Technology to Business Aviation with its 4-blade aluminum Swept Blade Turbofan Propellers for King Air 90, 200 and
350 aircraft. Last year, the company was acquired by Acorn Growth Companies which intends to broaden future performance system offerings by expanding into additional aircraft platforms. Comlux launched a new Forward Auxiliary Center Tank System for the Airbus A321. The new system allows VIP operators to realize a range increase of up to 500nm (25 pax). In collaboration with Airbus specialists, Comlux engineers developed the new design to complement the two existing Airbus Additional Center Tanks (ACTs). The system is scheduled to be completed and ready for installation on the first ACJ321 just 15 months after program initiation, or in Q3 2017. Associated Air Center (AAC) completed the company’s first installation of Aviation Partners’ Boeing Split Scimitar Winglets for a US-based BBJ customer. The installation was completed after a scheduled yearly inspection at AAC’s Dallas Love Field facility. The project included a wing trailing edge wedge installation and an outboard wing ballast installation. The winglets were modified at Aviation Partners’ Boeing facility in Wichita, Kansas. Subsequently, AAC reinstalled the winglets on the BBJ with the new ventral strake, completing the split scimitar design. The installation is the first of several proposed winglet installations that AAC will be offering its BBJ customers. Last January, Tamarack Aerospace received FAA Parts Manufacturer Approval (PMA) for its Active Winglet system for the Cessna CJ. This PMA follows the STC validation granted in December 2016. The company previously received approval for the installation of its
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Raisbeck Propeller (right). Duncan Aviation installs ADS-B Out on Challenger 850 SE (left).
Lufthansa Technik is developing its own radome with TIOS 2.0 (top). Associated Air Center’s Split Scimitar Winglets (below).
Active Winglets on the Cessna Citation CJ, CJ1, CJ1+ & M2 in the US and Europe. The PMA means a reduction of about a month in the time between the completion of an Active Winglet kit and the time it can be installed on an aircraft. According to Tamarack Aerospace, its Active Winglets allow 12-18 percent fuel savings, a range increase, higher initial altitudes, faster climbs, a 400lb MZFW increase, 12-15 percent higher single engine climb gradients, better high-hot performance and a significant increase in stability. The first installation of Active Winglets on a Citation M2 took place last February at the Textron Aviation Service Center in Wichita, and Tamarack is currently working closely with Cessna to add these winglets directly onto the production line. Gulfstream Aerospace now offers Jet ConneX, the global high-speed satellite communications network, for its G650ER, G650, G550 and G450 operators. The network is available as both a completions option and retrofit. “Jet ConneX provides a high-speed WiFi service that is up to 34 times faster
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than what some of our operators currently have,” says Gulfstream President Mark Burns. Jet ConneX operates on the Ka-band radio frequency. Using Inmarsat’s three-satellite I-5 Ka-band network, Gulfstream operators will have access to real-time television, audio and video streaming virtually anywhere in the world. Jet ConneX, which has been certified by the FAA and EASA, is transmitted at speeds up to 15 megabits per second. Its coverage is worldwide (except for the Polar Regions) and is reliable over land and water and across all phases of flight. GDC Technics has developed an STC for the installation of Honeywell’s Ka-Band JetWave hardware on different Boeing and Airbus aircraft. The first batch of STCs, completed in the 1st quarter of 2017, covers Boeing B747-300/400, Boeing 777-200/300, Boeing Business Jet I, II and III and Airbus 320/319 (Airbus Corporate Jets). The second batch of STCs will cover the Airbus A330/340 and will be completed by the third quarter of 2017. Lufthansa Technik developed its first radome for the Ka-band. The innovative material layer structure of the TIOS (Two-In-One Solution) radome makes it possible to install Ka-band antennas, providing optimal high-speed internet and TV connections for all Boeing Business Jets 1 and 2. This makes Lufthansa Technik one of just a few manufacturers of such radomes worldwide. In December 2016, Lufthansa Technik received EASA STC and FAA validation for the Two-In-One Solution. Lufthansa Technik has already registered a patent to protect the new radome housing design. The innovative approach of installing TIOS on the vertical stabilizer makes it the ideal platform for Satcom and satellite TV antennas, as well as an HD camera. In
combination with the installation of the antenna system in the rear fuselage of the aircraft, this solution saves space and reduces the weight by up to 100 kilograms. SR Technics recently announced the redelivery of an Airbus wide-body aircraft with a full VVIP cabin. The aircraft underwent a maintenance check, which required the removal and reinstallation of the VVIP cabin. “The challenge was to get the cabin removed and then reinstalled in record time,” says SR Technics Head of Interior Competence Center Gregor Müller. “In the end, we removed the cabin in five days and reinstalled it in 15, completing the job in even less time than planned.” Royal Jet has chosen Honeywell’s JetWave Ka-band satellite connectivity hardware and GoDirect Cabin Connectivity services for its new 34seat BBJ. It is the first aircraft of its kind to be installed with JetWave hardware, giving access to high-speed and consistent in-flight Wi-Fi and enabling its passengers to stay connected in flight even when flying over the ocean. Honeywell’s JetWave hardware was fitted on Royal Jet’s BBJ by Lufthansa Technik, which recently received a supplementary type certificate to install the Ka-band hardware on BBJ platforms. The JetWave installation enables Royal Jet’s BBJ aircraft to connect to Inmarsat’s Global Xpress Kaband satellite network, allowing passengers to stream video, download large files and more all through the Jet ConneX service. Last but not least, Pratt & Whitney Canada (P&WC) and Turbine Conversions Ltd. signed a long-term contract for the sale of PT6A-21 engines (which already power the King Air C90 and the Turbine Air Bonanza) to power the recently announced Cessna 206 turbine conversion. With a power of 550 shp, this engine will increase performance to what Cessna describes as its “sportutility vehicle of the air”. “Our PT6A-21 engines will replace 300hp piston engines so operators of the converted aircraft will benefit from a considerable increase in power, better hot and high performance and a TBO (time between overhaul) of 3,600 hours,” says P&WC Vice President of General Aviation Denis Parisien.
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AN INSIDE LOOK AT AN INSIDE JOB
Whether it’s keeping up with the latest technology or creating a unique interior design, today’s bizav interiors sector is all about finding innovative solutions for meeting the customers’ increasingly great expectations. Nick Klenske provides a glimpse into the market
Falcon 2000LXS interior (below) is designed for a sleek refresh of 2000LX's cabin and cockpit.
he interiors sector has become the standard-bearer for innovation in our industry – coming up with new solutions and designs to make better use of available cabin space and to provide the passengers with a comfortable, optimized flying experience. As a case in point, I remember visiting the then-recently opened Dassault Falcon showroom at Paris-Le Bourget several years back and being wowed by the innovative approach the company took to interior design. Essentially a combination of a traditional and virtual showroom, the facility uses state-of-the-art, interactive technology that lets the customer design the interior of their aircraft on the spot. Your interior journey begins in a central room, known as the specification area, where you are surrounded by high-definition screens and advanced 3D tools that interface directly with Dassault’s very own digital modeling software – which allows you and your team of designers to design the cabin with swipes of a screen. From here you move to the showrooms, each of which is dedicated to a specific cabin feature: seats, in-flight entertainment, galley appliances, lighting, paneling, etc. I remember thinking that not only was this an innovative approach to interiors, it was also an innovative approach to customer engagement. “These facilities enhance and streamline the total spec and design
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experience and bring it to a level that is unlike anything available in Business Aviation today,” said Dassault Chairman and CEO Eric Trappier, speaking at the time. “Our customers now have a very accurate vision of the aircraft interior they are designing, several months before the first part is even manufactured.” All of this from an OEM and not even an interiors specialists! You can only imagine the level of innovation that the specialists are up to. For those who are lacking in such an imagination, no worries, here BART International gives you an inside look at an inside business.
Designing Luxury, Catering to Needs For Comlux Aviation, innovation is about using the time and resources available to create something luxury and technologically cutting-edge. “Every day we have to find innovative ways to balance the customer’s need for luxury with their technological needs,” says Comlux Executive Vice President of Operations and Chairman Comlux America Arnaud Martin. “On the one hand they want an aircraft that is one-of-a-kind, but on the other this same aircraft must have all the latest technological features.” According to Martin, this means making the best use of available
INTERIORS Although the timeline differs for every project – spanning from less than a month to half a year – the process is generally always the same. It starts with an initial meeting with the customer and subsequent discussions. These discussions in turn result in computer designs, which are then discussed with the client and approved or modified. Next comes a review of available materials, followed by the engineering team bringing in the drawings for discussion, review and, depending on the outcome here, to be sent to production.
Comlux's ACJ319 (above) and AERIA's BBJ (below) interiors completion.
space and making more room for other features – as was the case with the company’s design of specific pocket doors it recently installed on an ACJ 330. At the same time, it also means having the very best in interior designers at your disposal, thus guaranteeing your customers the one-of-akind design that they so desire. For this, Comlux has brought in the big guns: Alberto Pinto Design, DesignQ, Unique Aircraft and Winch Design. Earlier this year the company announced that it had teamed up with these industry designers to develop multiple interior design and floorplan concepts for the next generation narrow body interiors and, specifically, the Airbus ACJ neo and the BBJ MAX 8. To qualify, each designer had to develop unique rendering concepts for the two aircraft, including materials, styles and concepts. “This is something that has never been done before in our industry,” says Martin. “Comlux recognizes that every client has different tastes and styles, and by partnering with these design companies we can help foster innovation for all our clientele.” Another company that keeps design close to heart is AERIA Luxury Interiors. The company is known for creating aerial spaces suited for heads of state, titans of industry, corporations and individuals who expect and appreciate impeccable taste, luxurious comfort and richly appointed accommodations. “Our designers work with a deep understanding of the form and function of VIP aircraft interiors, composing works that range from airborne palaces to sleek executive environments,” says a company representative. “For us, a successful interiors involves the orchestration of the high-
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est caliber materials and components, assembled with exquisite attention to detail and flawless craftsmanship – resulting in an environment that delights the senses as it surrounds its occupants with unabashed luxury.” A Customer-Centric Approach This idea of providing the customer with a one-of-a-kind design is a theme echoed at StandardAero. Here, successful innovation is the result of attention to detail, good communications and having a customer relationship built on trust. “The starting point is always to establish trust with the customer,” explains StandardAero Director of Sales, Avionics, Modifications, Paint & Interior Don Milum. “Every customer comes with an idea of what they want in their head. Our job is to work with them to understand what it is they want and to find solutions for making it a reality – and none of this can happen without that initial foundation in trust.”
Another similarity across all projects is a trend for details. “With today’s customer, the devil really is in the details,” says Milum. “Instead of the in-your-face flashiness of yesterday’s gold plated interiors, today’s customer’s lean towards the subtle and simple – clean lines and stainless steel to provide a sharp, sleek cabin interior.” Milum also notes a shift away from multi-system interiors and instead towards providing the infrastructure needed for the passenger to utilize his or her own devices. “Our team is always looking for innovative solutions that allow the passenger to interact with the aircraft from their own device,” he says. “That and finding ways to fit the latest, largest, highdefinition monitors possible!” This customer-centric approach to interiors can also be found on the VIP and Head of State completion side. “The interiors of Head of State and VIP aircraft are a reflection of the
owner’s personality, priorities and brand,” adds Associated Air Center Vice President of Business Development Chip Fitchner. According to Fitchner, an interior isn’t a choice between being more productive or having a luxurious interior, but finding the right balance of both. “A successful interior encompasses both productivity and ultimate comfort,” he says. Likewise, RUAG Aviation also puts a focus on designing interiors reflective of customer demands. “Ensuring our customer is able to realize their vision topic, some interior companies are taking a proactive approach. For example, GDC Technics’ Learning Center – an independent subsidiary housed in its facilities – offers custom courses aimed at fulfilling specific client needs, along with a full roster of standard technical and qualification classes. Three newly built classrooms accommodate up to 20 students per class, and a six-station professionalgrade lab facility provides hands-on training. GDC Technics offers fully inhouse design, engineering, manufacturing, installation and certification of major modifications on aircraft structures, systems and cabins.
of the ideal cabin interior is our passion,” says RUAG Aviation Munich Head of Business Jet Sales MarkAndré Mann. In late March, the company completed an upgrade and restyling of a recently purchased Bombardier Global 5000 registered in India. The upgrade involved installing a custom configuration featuring an additional divan. In order to optimize the aircraft’s downtime, RUAG also performed IFE upgrades and a restyling of additional interior elements. “Cabin interior modifications on newly delivered aircraft happen quite often, as some customers change their mind on certain elements of the interior design shortly before or during factory delivery,” adds RUAG Aviation Director of Cabin Interior Services & Design Robin Freigang. “As customer expectations are very high during a factory delivery, we work closely with the OEM and the client during this phase.”
At AMAC Aerospace, its new stateof-the-art workshops are manned with the best craftsmen in the industry and outfitted with modern cabinet, upholstery, sheet metal, composite and avionic workshops. “We’re authorized to upholster, inspect, install TSO tags and ship completed seats directly to end users, or install them in the aircraft as part of the completion or refurbishment project,” says a company spokesperson. The company’s hangars at Switzerland’s EuroAirport Basel-Mulhouse can accommodate multiple narrow and wide-body aircraft – including a Boeing B747, B777, B787 and the Airbus A340, A330 and A380 – along with select small business jets. The tactical interlinking of hangars and workshops ensures superior time management and manpower allocation for all inhouse projects. Unfortunately, having this ‘manpower’ or talent, is becoming an increasing challenge for the sector. On this
Makeovers for Aging Aircraft Like much of the market, the interiors sector has taken a hit during the economic downturn. Although sales of new aircraft remain down, interior companies have benefited from a pick up in the pre-owned market. “Many customers don’t want to buy a new aircraft, but at the same time they want to keep their older aircraft looking new,” says Flying Colours Executive Vice President Sean Gillespie. “Needless to say, this is good news for interiors companies.” Here, according to Gillespie, the trend is to update an aircraft’s connectivity capabilities, part of what seems like a never ending quest for the latest, fastest and most cost effective solutions. Similar to what StandardAero sees, Gillespie agrees that the trend is towards the subdued. “Customers want to invest in top end materials to give their cabins a similar design to their homes and their offices,” he says. Speaking of retrofits, Flying Colours just announced the signing of its
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Associated Air Center's latest ACJ320 program (top). RUAG has opened a new showroom at its Munich facility (below).
Jet Aviation Basel facility (left). Lufthansa Technik's virtual cabin presentation (right).
launch customer for the innovative INAIRVATION pre-engineered retrofit cabin solution for Bombardier Global aircraft types. INAIRVATION, a joint venture between Lufthansa Technik and F/LIST, is the first provider to offer completely integrated business jet cabin solutions with interior design company DesignQ and cabin lighting specialists SCHOTT AG. According to Flying Colours, the initial retrofit will incorporate the nice HD Cabin Management and Inflight Entertaining system (IFE/CMS) from Lufthansa Technik, which will be integrated into new ergonomic sideledges. The Global Express will also see near complete reconfiguration of its interior, from replacing its seats with Global 6000 frames covered in a variety of exotic leathers to a lighting system incorporating a rainbow spectrum of options. A stone granite floor will be installed in the galley entrance area and carbon fiber veneers will be laid on the cabinetry to enhance the new interior’s contemporary style. “Having worked with this customer before, he trusts our engineering design experience and knows we will effectively realize his cabin vision,” says Gillespie. “Although we explored
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a number of options with him, he chose the INAIRVATION concept knowing that, combined with our interior capabilities, it was the most cost and time efficient solution.” On the topic of Lufthansa Technik, the customer has recently quadrupled its investment in innovation – from EUR 50 million over the past five years to EUR 200 million for the period up to 2018. “Innovation offers more than just tremendous potential for differentiating ourselves from the competition, it’s also a source of profitable cost savings for both Lufthansa Technik and its customers,” says a company representative. One outcome of this investment is the company’s Virtual Cabin Visit, a system of ultra-modern 3D technology and virtual reality that allows customers to ‘see’ the complete cabin – and provide input – well before the final product. The system is the culmination of several R&D initiatives. The Cabin Connectivity Sector? We’ve mentioned the importance of connectivity in the cabins, but how much of today’s interior work is devoted to cabin avionics as opposed to traditional interior design? Has technology disrupted the sector to the point that we should start referring to it as the Cabin Connectivity sector? According to Jet Aviation, the shift isn’t necessarily an increase in interest for avionics and connectivity projects in relation to general interior refurbishment and modifications, but that there is generally more demand for such upgrades. Put another way, a chair design tends to have a longer shelf-life than the latest technology – which seems to evolve daily. As a result, there’s a non-stop demand to
upgrade a cabin’s connectivity to the latest offerings. “Our Refurbishment, Modifications and Upgrades (RMU) division has been very active, particularly in regard to new avionics upgrades and connectivity developments,” says Jet Aviation Basel Supervisor Maintenance Interior Design Simon Koenig. “But the reason behind this differential interest has more to do with parts becoming obsolete as technology moves forward and increasing market demand for HD technology, internet communication and the next generation of Apple, for example – that and the fact that owners generally want and expect the same service they get at home in their aircraft or yachts.” That isn’t to say customers aren’t also upgrading their interior designs – to the contrary. It’s more of an issue of customers being practical about when they do these upgrades. “Soft materials require a longer ground time, so such modifications are typically combined with a heavy maintenance check,” adds Koenig. “With more of a budget dedicated to cabin accessibility, a soft interior modification is really budget sensitive. When they do opt for one, carpet is one of the items that an owner is more likely to change more frequently.” Innovating Answers to Great Expectations Whether it’s keeping up with the latest technology or creating a unique interior design, today’s Business Aviation interiors sector is all about finding innovative solutions for meeting the customers’ increasingly great expectations. “All completion projects have one thing in common, the focus is on providing premium quality above all else,” says Jet Aviation Basel Senior Sales Engineer Ettore Scari. “As industry standards and system capabilities have risen, so too have customer expectations.” So how does one meet such great expectations? Based on what we’ve heard here, whether regarding aesthetics, comfort, quality of manufacturing or materials, design and use of cabin space, cabin noise levels, maintainability and system performance, the answer is always to look towards the details and innovate.
Visit us at EBACE, from May 22â€“24, 2017, booth J79.
Lufthansa Technikâ€™s A350 VIP design enables you to set personal standards in the way you fly. A masterpiece from front to back, the cabin provides luxuriant space for you to enjoy quality time with family and friends. Expect to arrive more relaxed than when you started your trip. And just as you embrace every moment on board of your A350, we welcome your precious plane in our world of uncompromising and meticulous support. Lufthansa Technik AG, firstname.lastname@example.org Call us: +49-40-5070-5553
POWERING THE NEXT GENERATION OF BUSINESS AIRCRAFT
Competition in the upper end of the business jet engine market is reviving up, with three new entrants competing for a share of the pie. Volker K. Thomalla reports will be built with new, lightweight materials and the low pressure turbine (LPT) will be optimized for low noise. The high pressure compressor (HPC) will feature 10 stages, each equipped with blisks, while the shroudless high pressure turbine (HPT) will have two. Add to all this an advanced Engine Health Monitoring System (EHM), a new ultra-low emissions combustor and the use of new, temperature resistant materials and the engine manufacturer should have no problems reaching its goals.
Rolls-Royce is the leading provider of jet engines to the Business Aviation industry.
n terms of value, Rolls-Royce is the leading provider of jet engines to the Business Aviation industry. With the BR710, BR725, AE3007 and the nearly out-of-production Tay 611 engines, the company has gained a market share of about 43 percent. “The top-end was pretty much owned by us for the last 20 years,” says RollsRoyce Business Aviation Senior Vice President of Customers and Services Scott Shannon. Not wanting to give up its leadership position, the company is busy preparing its next generation of business jet engines. Behind this effort is a 2014 strategy to explore new technologies and to demonstrate their maturity for the next engine generation. By 2020, RollsRoyce aims to achieve readiness for a number of technologies that enable the manufacturer to quickly bring a new engine to market. Out of this innovative pipeline came the technology demonstrator for the Advance2, the new engine family in the 10,000-20,000 lbs thrust range that is in the making and should be running soon. Based on the proven BR725 heritage, it offers an improved fan and core technology. But Advance2 does not represent a single engine or a future product. Instead, it represents several new technologies, including a new engine architecture
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that could be used for the company’s next generation engines. The goals for the Advance2 program are ambitious: ❍ Reduce specific fuel consumption by 10 percent ❍ Achieve 99.995 percent reliability ❍ Have a bypass ratio of 6.5:1 ❍ Margins to the latest emission standards should reach or exceed 50 percent Although the fan will be made of titanium, it will be a blisk fan, meaning its blades and the disk are a single part – a feature that is sure to reduce maintenance cost. The containment system
Some of the Advance2 components have already been tested, or are currently in testing. The composite fan case has proven itself on a test rig and has survived the mandatory and extremely demanding fan blade off testing. As Rolls-Royce is working in parallel on an Advance3 demonstrator for future air transport engines, technologies and materials developed there could find their way into a new business jet engine too. ”We keep pushing the boundaries on all requirements,” says Rolls-Royce Business Aviation Product Strategy Executive Frank Moesta.
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ENGINES The PW800 fan is a titanium blisk fan, meaning it is produced as one part. The engine is equipped with a TALON (Technology for Advanced Low NOx) combustor, allowing the engine to exceed ICAO standards for emissions by double-digit margins. The PW800 is controlled by a dual channel full authority digital engine control (FADEC), which includes engine diagnostics, prognostics and health monitoring. The maintenance intervals are, at least according to the company, the best in the industry, with 20 percent fewer inspections and 40 percent less scheduled maintenance. Maintainability was incorporated into Having a mature technology is one thing. Have a manufacturing process ready when it’s needed is another. Therefore, Rolls-Royce is working on testing and qualifying new manufacturing techniques like additive layer manufacturing. One area where this technology could be used in engine manufacturing could be the combustion chamber. With this strategic approach to developing and demonstrating different technologies, Rolls-Royce is well positioned to bring the right engine to market, right when it’s needed.
The PurePower PW800 engine incorporates the latest generation of technologies in every aspect.
Tough Competition Rolls-Royce is no longer the only manufacturer to offer engines for the upper end of the market. With Pratt & Whitney Canada, GE Aviation and Safran Aircraft Engines entering this engine category, the competition is tough. Pratt & Whitney Canada (P&WC) has incorporated numerous innovations from other engines into its PurePower PW800 turbofan. Part of the engine family in the 10,000-20,000 lbs thrust class, the engine had a bit of a rough start, originally being chosen by Cessna Aircraft to power the Citation Columbus. The aircraft project was canceled in 2009, leaving the engine manufacturer without a launch customer for its new turbofan. But Pratt & Whitney Canada kept on developing and certifying the PW800. The certification program included 470 flight hours on P&WC’s flying testbed, a Boeing 747. The PW800 is the largest and most powerful turbofan built so far by Pratt & Whitney Canada.
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The company’s persistence paid off. In late 2014, Gulfstream Aerospace announced that it selected the PW800 to power the new large cabin, longrange Gulfstream G500 and G600, both of which are currently in flight test. It was the first time ever that Gulfstream chose Pratt & Whitney Canada as engine supplier for its products. In February 2015, Pratt & Whitney Canada received certification of its new engine family by Transport Canada, followed by FAA validation in February this year. The PW814GA for the G500 is thrust rated at 15,144 lbs, while its larger sibling, the PW815GA for the G600, is rated at 15,680 lbs take-off thrust. The core of the PW800 is based on the core of the geared turbofan PW1000G PurePower, which powers air transport aircraft like the Airbus A320neo and the Embraer E-Jet E2 family. The PW800 fan, however, is built from the experience PW&C gained with the PW500 and PW600.
the engine design right from the beginning. There are, for example, large access panels in the engine’s bypass duct to improve accessibility for technicians, while the engine cowlings are designed in a way that they can support the weight of two mechanics and their toolboxes. The PW800 is also built with the environment in mind, as can be seen found in its choice of materials – all of which can be recycled after the engine’s life. GE Aviation created its Passport turbofan with the long-range and ultralong-range business aircraft in mind. The company invested over a billion US dollars to develop and test the engine, which culminated in the Passport’s FAA certification on April 29, 2016. The first aircraft to be powered by the GE Aviation Passport are Bombardier’s Global 7000 and Global 8000 ultra-long-range jets. The Global 7000 is designed for a range of 7,400 nautical miles (13,705 kilometers) and for a high speed of about Mach 0.925. The first prototype of the Global 7000
Silvercrest offers 15 percent better fuel efficiency than any other powerplant in the 12,000+ lbs thrust category. It has integrated the ForeVision health monitoring system to provide insight into the condition of the powerplant. The system uses advanced analytics to give recommendations to operators to be able to proactively manage maintenance actions ensuring the availability of the engine. To end on a high note, in October last year, Cessna chose the Silvercrest for the new Cessna Citation Hemisphere. “Cessna’s decision to select the Silvercrest is a was flown in November 2016, followed by the second prototype in early March 2017. Bombardier’s flight test crews have successfully demonstrated the type’s performance capabilities by opening the aircraft’s flight test envelope to Mach 0.995. Not only is the Global 7000 aircraft the largest business jet to reach this speed, it achieved it only five months after the start of the flight test program – making it an even more remarkable milestone. Bombardier expects to have the Global 7000 certified in the second half of 2018. French engine manufacturer Safran Aircraft Engines had a great start for its Silvercrest turbofan engine family. It was the engine of choice for Dassault Aviation’s new wide body Falcon 5X. But things changed during the flight test campaign, when the engine encountered some serious problems that delayed the certification target by nearly three years. Needless to say, launch customer Dassault Aviation was more than unhappy with these results.
The delay in the Silvercrest program pushed the start of the flight test campaign for the Falcon 5X back by nearly three years, too. As a result, Safran had to send the engineers back to the drawing boards. “The technical issues are now behind us,” says Safran CEO Olivier Andries. “We are still offering the best product in terms of weight and performance.” According to the company, the
strong vote of confidence and confirms our strategy of developing a brand-new engine, purpose-designed for premium business jets,” says Andries. Tests of the modified Silvercrest should be concluded early next year. Engine certification is targeted for spring of 2018, in-sync with Cessna’s program schedule for the Citation Hemisphere.
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Global 7000 is the first aircraft to be powered by the GE Aviation Passport (top). Silvercrest is the engine of choice for Falcon 5X (center, below).
ADS-B – WHERE ARE WE NOW?
One of the greatest benefits of ADSB is its ability to provide the same realtime information to both pilots in aircraft cockpits and ground controllers; so that, for the first time, ADS-B equipped aircraft can both “see” the same data, as long as all aircraft in the vicinity are similarly equipped. To ensure that the system is as compatible as possible with both older and newer technologies ADS-B can be used over several different data link technologies, including Mode-S and 1090MHz data link (in Europe). The great thing about ADS-B is its automatic nature – the pilot concentrates on flying the aircraft and the system merrily transmits his position without any mechanical intervention. It also benefits from its relative low cost when compared to other surveillance systems, such as radar, its high accuracy, and the fact that it can also
At heart, ADS-B is the new way to manage air traffic. But how does it exactly work? Where does the legislation stand? Steve Nichols reports
BendixKing’s ADS-B equipment overcomes limitations associated with the air traffic environment.
t has been a couple of years since we had a detailed look at ADS-B. So what is the current legislation and where are we now? But first, what exactly is ADS-B? The acronym ADS-B stands for Automatic Dependent Surveillance – Broadcast, which on its own is pretty meaningless. ADS-B is “automatic”, because requires neither pilot nor other inputs. It is “dependent” because it depends on data from the aircraft’s navigation system. Pioneered originally in the USA, an ADS-B-equipped aircraft finds its own position using a global navigation satellite system (GNSS), typically GPS, and periodically broadcasts this position and other information to ground stations and other aircraft equipped with ADS-B. ADS-B-equipped aircraft broadcast their precise position in space via a digital datalink (the global interoperable frequency is 1090MHz) along with other data, including ground-
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speed, altitude, and whether the aircraft is climbing or descending. This broadcast capability is sometimes known as a “squitter”. ADS-B receivers that are integrated into the air traffic control system or installed aboard other aircraft provide users with an accurate depiction of real-time aviation traffic, both in the air and on the ground – although this does require additional equipment to be installed on the aircraft. Unlike conventional radar, ADS-B works at low altitudes and on the ground, so that it can be used to monitor traffic on the taxiways and runways of an airport. It’s also effective in remote areas or in mountainous terrain where there is no radar coverage or where coverage is limited.
support other airborne surveillance applications, which will enable many future updates. The safety benefits of ADS-B are huge and include improved visual acquisition, especially for general aviation under visual flight rules (VFR) and reduced runway incursions. While ADS-B therefore offers air traffic controllers useful information about aircraft in their area, some ATC providers were not convinced that it is currently suitable for use in high traffic volume areas, such as in UK and Northern European airspace. In the US, ADS-B equipment can also support Traffic Information Services Broadcast (TIS-B), whereby details of all traffic known to an ATC system can be transmitted back to suitably-equipped aircraft.
There are two commonly recognized types of Automatic Dependent Surveillance for aircraft applications. ADS-B Out transmits GPS-based position and other aircraft or vehicle information and implementation is now mandated in 2020 (more of that later). ADS-B In allows transmitted signals to be received by other aircraft as well as ground stations, but this is not part of the 2020 mandate. There is no mandate for ADS-B “In.” However, this optional “In” capability – which receives the tracking data for display in the cockpit – should be a popular upgrade, since it can clearly enhance situational awareness by giving pilots a view of the same basic traffic data that ground controllers are monitoring on their scopes. Additionally, in the US, FAA inducements for adding ADS-B “In” include free datalink weather and various other flight information services. But while ADS-B is quite well established in the USA, over here in Europe pilots might be forgiven for being confused. The European Commission issued a notice of proposed rulemaking (NPRM) announcing its intent to mandate carriage of ADS-B transponders by 2015. This was to apply to all aircraft, both European and nonEuropean, but those weighing less than 12,500 pounds and with cruise speeds below 250 knots was to be exempted. But the EC then delayed the mandate for ADS-B out in its airspace, with the new dates being June 8, 2016, for new aircraft and June 7, 2020, for retrofit. This applies to aircraft with a civilian registration operating IFR/GAT in Europe and with a maximum certified take-off mass exceeding 5 700 kg or having a maximum cruising true airspeed capability greater than 250 knots. These are required to carry and operate Mode S Level 2s transponder(s) with Mode S Elementary Surveillance (ELS), Enhanced Surveillance (EHS) (for fixed wing aircraft) and ADS-B 1090MHZ Extended Squitter (ES) capabilities. The revised date for retrofits is more closely aligned with the U.S. ADS-B out mandate that requires the equipment to be operational in air-
craft that fly where transponders are currently required after midnight on Dec. 31, 2019. Not surprisingly, there is a big push by manufacturers to get ADS-B equipment retrofitted. Rockwell Collins says it doesn’t expect the mandates to be delayed and is urging owners to move head now, saying ADS-B is a cornerstone of future airspace modernization programmes. Aaron Child, Principal Marketing Manager, EuMEA for Rockwell Collins, said: “We’ve seen the pace of ADS-B Out upgrades increasing. However, thousands of business aircraft remain to be equipped so while we’re encouraged with what we are hearing from the market we still have lots of work ahead of us to get everyone equipped by 2020. “For in-service aircraft, we are focusing on ADS-B Out equipage at this time. Operators will not see benefits of ADS-B In until a critical mass of aircraft are equipped for ADS-B Out.” “Customers in Europe will be limited to traffic only applications as FIS-B broadcasts providing weather and airport information are only available in the United States on 978MHz UAT. Furthermore, ADS-B In traffic applications are not all fully defined nor implemented in both Europe and the USA.” Rockwell Collins says it has developed airspace modernization packages for Pro Line 21-equipped King Air and Hawker aircraft. The company says the packages are attractively priced compared with buying each upgrade individually. Child concluded: “Start discussing upgrade options, costs and aircraft downtime with your maintenance providers today. Procrastination will put you in long queues for the upgrade, higher costs, and risk of non-compliance when the mandate takes effect; effectively grounding their aircraft.” Honeywell Aerospace is also engaged in a big ADS-B marketing push. While the 2020 mandate does not include ADS-B In, it says there are significant benefits for aircraft that are equipped with it. At present, aircraft crossing the ocean at altitudes commonly used by most airlines are required to stay in a track at a given flight level with defined time-based separation “in-
trail,” an approximately 80 nautical mile buffer, between aircraft. It says ADS-B In reduces that buffer to less than 15 nautical miles, allowing pilots to utilize In-Trail Procedures (ITP), enabling an aircraft to safely move to a more optimum altitude thus reducing fuel costs, improving ride quality or both. In this way, more aircraft will be able to fly at the most optimum altitudes for overall fuel savings. Honeywell says it has ADS-B Out solutions for the 23+ aircraft types equipped with Honeywell cockpits, but since each aircraft type has a different cockpit configurations, there is no-one-size-fits-all solution. It encourages operators to contact their local service center. Garmin says it has ADS-B options for any budget or aircraft. The solution may be as simple as upgrading your Garmin GTX-330 transponder for $1,300 MSRP and/or installing an entry-level ADS-B in/out solution starting at $3,995 MSRP. Garmin says there are a lot of things to take into account when planning your ADS-B installation – like your current aircraft configuration and what ADS-B benefits you’d like to take advantage of. It has a planning tool on its web site to get a detailed hardware recommendation based on your specific needs. Jessica Koss, Garmin Aviation Media Relations Specialist, said: “From our perspective, aircraft owners are realizing the benefits and value-add of an ADS-B solution and the demand is steadily on the rise. This increase has caused a backlog in avionics and ADS-B installation quotes – sometimes several months out. Going forward, we expect the
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Garmin ADS-B solutions wirelessly display weather, traffic and more on select mobile devices.
AVIONICS SMARTSKY PREPARES TO LAUNCH NEW US ATG CONNECTIVITY SERVICE IN THIRD QUARTER SMARTSKY NETWORKS is gearing up for the launch of its SmartSky 4G system for inflight connectivity in the third quarter of this year. The system will give Business Aviation users access to 4G inflight connectivity using a network of transmitting towers on the ground. SmartSky says its system allows increased bandwidth, lower latency and "mean data speeds more than 10X faster than current airborne internet solutions". It hasn’t specified exactly what speeds will be available, but Alan Goodnight SmartSky’s VP, Business Aviation, said users will have a good experience. “No one really asks what their connection speed is in their office. All they know is that it provides them with a good experience,” Goodnight said. “It will be the same with SmartSky - users will get a true 4G-like experience, just like they are used to with their mobile phone or other device.” Goodnight said that the network will initially cover 98 percent of the most popular Business Aviation routes in the United States. Aircraft hardware will retail at an introductory $93,000 and three different data packages will be available for 5, 15 and 25 Gigabytes, costing from $2,500 - $4,500 a month. An air-to-ground (ATG) connectivity system automatically brings lower latency as the radio signals don't have to do the full round trip of more than 70,000km to a geostationary satellite and back. SmartSky says its 4G beam-forming technology will also be able to deliver a signal that locks onto the aircraft and use up to 60 MHz of spectrum from its ATG platform. The SmartSky system promises users will be able to do everything in the air that they can do on the ground. This is includes sending and receiving emails with large spreadsheet and presentation files, or file transfers through the security of a corporate VPN, and making phone calls, and sending text messages using their own devices and own phone numbers. The system will also support video and audio, allowing passengers to conduct Facetime conversations, stream a movie or listen to internet radio. Satcom Direct will be the exclusive provider of SmartSky services for the Business Aviation community. Its Satcom Direct Router (SDR) is also approved for use with SmartSky for clients who want the added features and benefits available with the device. The SDR allows passengers to manage all of the cabin communications systems onboard the aircraft including use of their own smartphones to talk and text during flight. It also provides multiple Wi-Fi access points (SSID) for passengers. Bombardier says it will offer SmartSky 4G on in-service Learjet, Challenger and Global business aircraft over the continental United States, and we can expect other suppliers to follow suit. SmartSky passed a major milestone in September 2016 when the system received its FCC certification. This cleared the way for deployment of the ultra-fast SmartSky 4G air-to-ground network, with nationwide US service launching in Q3 2017. The company says the FCC certification was the culmination of work to develop and patent multiple technologies that enable SmartSky to make use of unlicensed 2.4 GHz spectrum, without causing harmful interference to or receiving interference from the ground.
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demand and installation backlog to continue to increase as we near the deadline.” But are people opting for ADS-B “In” as well as “Out”? “Many customers are electing to go beyond ADS-B Out and upgrade to receive the benefits of ADS-B In because the benefits are realized immediately,” Koss said. “Subscription-free FIS-B weather in the US alongside traffic on a moving map with reference to flight plan information, significantly increases situational awareness in-flight and on the ground. With these tools, equipping to receive the benefits of ADS-B In is a simple and straightforward decision.” Garmin says don’t wait and plan ahead. As demand and avionics shop backlogs continue to increase, aircraft owners may find it difficult to complete the installation in the timeframe they prefer. Universal Avionics has joined forces with Rockwell Collins to bring an affordable ADS-B “Out” solution to aircraft operators. The incentive package program is designed to allow operators to combine the Rockwell Collins TDR-94(D) Mode S Transponder with Universal Avionics SBAS-FMS. Universal is also a strong advocate for ADS-B “In” technology. It has prepared a white paper called “Understanding Compliance with ADS-B Out” that explains the mandates in detail. Robert Randall, Universal Avionics’ Senior Sales Manager, United States, said: “There has been a significant increase in operators upgrading to ADS-B Out as they are realizing that there are a large number of aircraft that must comply, and suppliers and install facilities may become very busy as time moves closer to the deadlines. ”Some MRO facilities are taking reserved slot orders with low deposits in place to hold these slots for upgrades. “To help our customers economically perform the required SBAS upgrade, Universal has several incentive programmes with our FMS, including a package programme with the Rockwell Collins TDR-94D transponders. These seem to be helping customers bud-
get the upgrades more cost effectively.” Universal Avionics advises customers to really study and understand their aircraft operating requirements, not only for ADS-B, but also for RNP and CPDLC operations that are also on the FAA’s NextGen roadmap. “For some of these future operational and current operational requirements a ‘stand-alone GPS and transponder system’ may seem enticing and cost-effective, but may lead to additional costs later on,” Randall said. Universal said it would also encourage operators to evaluate the incentives the FAA is offering for ADS-B upgrades as well as the continued tax incentives approved by the US congress for “Bonus Depreciation Expensing Allowances” that could allow a business to take credit for up to 50 percent of the cost of any aircraft modifications including labor. The FAA has a $500 ADS-B incentive, but it applies to single engine piston aircraft. Companies are also offering deals on ADS-B upgrades. ADS-B will soon no longer be restricted to line of sight. Aireon is deploying a global, space-based air traffic surveillance system for ADS-B equipped aircraft over the entire globe. In 2018, Aireon says it will provide the first global air traffic surveillance system using a space-based ADS-B network that makes it possible to extend visibility across the entire planet. Aireon is working with Iridium to place ADS-B receivers on 66 of its Iridium NEXT satellites, with six in-orbit spares and nine ground spares. Iridium Communications announced the successful launch of its first 10 Iridium NEXT satellites, with Aireon ADS-B receivers, into low-Earth orbit in January. Aireon told me its receivers can pick up any aircraft with a top-mount ADS-B Out antenna that’s transmitting on 1090MHz, so that can include business aircraft. It added it is starting to run flight trials on 125 Watt systems in March 2017 and will have better data once those are completed.
TAKEOFF APPROVED. NO DELAY.
It’s official. The Garmin G5000™ Integrated Flight Deck upgrade for the Beechjet 400A/Hawker 400XP is now available at select Garmin authorized dealers. Modernize your cockpit, increase your aircraft’s utility and get significant weight savings and lower operating costs — all while outfitting for global NextGen airspace initiatives. For more information, contact Dave Brown, Integrated Flight Deck Retrofit Programs Sales Manager at Dave.Brown@Garmin.com or 913-440-1714. Or visit Garmin.com/aviation.
©2017 Garmin Ltd. or its subsidiaries
SIMULATORS TAKE PILOT TRAINING TO NEW HEIGHTS The pilot training simulator industry continues to grow rapidly to keep up with advances in cockpit technology and aircraft handling. Kirby J. Harrison reports
TRU (right) and CAE (left) among the leading manufacturers of flight simulators and training solutions.
he evolution of the pilot training simulator has reached a point where there is little to distinguish simulated flight from the real thing. From upset prevention and recovery to a fully immersive training concept, you can do it all without ever leaving the ground. Today’s full-flight Level D flight simulator has come a long way in the 88 years since the first Link Trainer, then referred to simply as ‘the blue box’ – an obvious reference to its color and resemblance to nothing so much as a slightly misshapen box. Created by Edwin Albert Link in 1929, the Link Trainer was born out of a need to teach new pilots how to
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fly on instruments, using radio ranging to determine position during instrument flight conditions. With the US entry into World War II, the need became urgent, and it is estimated that some 500,000 US pilots were subsequently trained on Link simulators during war time. Needless to say, today’s sophisticated business aircraft require sophisticated training simulators. In fact, advances in today’s simulators is primarily driven by the new technology that continues to show up in the business aircraft cockpit. One company that has been at the forefront of the evolution in flight training pretty much since the end of
the war is CAE. Taking advantage of a war-trained team that was extremely innovative and very technology-intensive, the Canadian company launched in 1947 and has been pushing the boundaries of flight simulators ever since. In 2016, CAE announced the launch of the validation phase of the Next Generation Training System (NGTS), which provides better pilot training by leveraging the power of data. “The validation phase allows us to review, refine and optimize the training system in order to get ready to train the next generation of commercial and Business Aviation pilots,” says CAE Group President of Civil Aviation Training Solutions Nick Leontidis. With loss of control in flight being the leading cause of fatalities in commercial operations, upset prevention and recovery training (UPRT) is a key element in CAE’s expanding training curriculum. According to Leontidis, multiple European operators have recently signed training agreements with CAE, and Dassault Aviation has gone so far as to formally endorse its UPRT program. As a result of its focus on innovation and providing training solutions for real problems, CAE ended the past fiscal year having signed a series of
aviation training contracts valued at more than $187.48 million with airlines and business aircraft operators worldwide. These contracts included the sale of 12 full-flight simulators (FFS), bringing the total FFS simulator sales for the first three quarters of the fiscal year to 38. CAE is also a leader in providing training for rotorcraft operations. In March, the company announced a joint venture with Lider Aviaçao of Brazil and Leonardo Helicopters to designate CAE-Lider as the recognized flight simulation center for delivering OEM quality AW139 flight simulator hours in support of training in South America. The AW139 fullflight simulator has been certified by Brazilian aviation authorities to Level D and is available in support of initial, recurrent and offshore oil and gas training. The First Factory Authorized G650 Simulator Although innovation is a driving force behind the evolution of flight simulators, at the end of the day new flight simulators always follow the launch of a new business jet – as is the case for FlightSafety International’s launch of its most advanced and most sophisticated system to date – and the only factoryauthorized simulator for the Gulfstream G650. “This simulator reflects the exact flying and operating characteristics of the G650 now and in the future,” says FlightSafety International Executive Vice President David Davenport. The simulator meets Gulfstream’s highest standards and includes the latest aircraft configuration, updates and operating guidance. It is being installed at FlightSafety’s learning center at Farnborough Airport in the United Kingdom and is already certified to Level D by the FAA and EASA. Also new is the Gulfstream G500 training program, which will include the first business jet simulator equipped with a CrewView collimated glass mirror display. According to FlightSafety, CrewView provides far superior, distortion-free optical performance with greater clarity, sharpness and brightness for unprecedented simulation training fidelity. The simulator includes the VITAL 1100 visual system, electric motion cueing
and new instructor operating station, along with tightly integrated computer hardware and software across subsystems. According to Davenport, this feature allows for more accurate and higher fidelity simulation than found in other current and previous generation simulators. Tru Training Tru Simulation + Training was launched by Textron Aviation in 2013. Barely a year later, the company acquired Cessna Citation CJ series training center ProFlight, and in January, Tru Simulation +Training and Bell Helicopter launched the Bell Helicopter Training Academy in Valencia, Spain. Although the academy was created to serve the training needs of global customers, it is particularly well-positioned for European and Middle Eastern clients. Now fully operational, BTA-Valencia offers EASA initial type rating and recurrent courses, as well as regular factory initial and refresher training. Located in Valencia is the Bell 429 full flight simulator. Built on Tru’s Odyssey H platform, the Bell 429 simulator includes an immersive, ten-projector, 41 megapixel, out-the-window visual system consisting of a 240degree horizontal by 80-degree vertical display field. It also includes six-
degree-of-freedom primary and secondary motion systems, as well as a roll-on/roll-off capability, allowing the simulator to be reconfigurable for other helicopters. “We’ve had wonderful pilot feedback so far,” says Tru Vice President of Technology Troy Fey. “This, above all objective measures, really validates our design and delivers exactly the type of immersive training experience we had expected.” In mid-March, Tru announced it will continue to expand its pilot training capabilities throughout 2017 to include the Cessna Citation Longitude, Citation Sovereign+, Citation Latitude and Citation CJ3+. Most recently, the CJ3+ program, available at the Tru ProFlight Pilot Training Center in Tampa Bay, Florida, received full program certification and is now accepting customers. The Level D full-flight simulator for this course is dual-configured for the CJ3+ and Citation M2 aircraft models and is EASA and FAA certified to serve the needs of both European and US pilots. “We’re also excited to bring our customers a new level of individualized training with game-changing technology that we’ll be introducing later this year,” adds Tru Vice President of Training Centers David Smith.
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FlightSafety International has launched the only factoryauthorized simulator for the Gulfstream G650.
TRAINING Another Orlando-based company is Elite Simulation Solutions, which has earned numerous approvals worldwide, including EASA, FAA, Joint Aviation Authorities (JAA), Civil Aviation Safety Authority of Australia (CASA) and Transport Canada. Optional add-ons are designed to revitalize and improve its trainers, including enhanced scenery, additional aircraft models, hardware and new avionics. Last summer, Elite debuted its new single-seat, motion-based piston helicopter training, the TH22SM. Based
Redbird (left) and Simcom (right) simulators provide utmost level of sophistication and replication.
More than Equal to the Task Not all flight simulators are of the full-flight variety. Among these are Redbird Flight Simulations, which provide a level of sophistication and replication well beyond the antiquated PC and rear-projection technology. The training facility and aircraft model-specific technology provides knob-for-knob replication, increased safety, lowers costs and offers a more accessible and available realism. “For example, you can practice an emergency descent in our simulators, something almost never done in the actual aircraft to avoid shock-cooling of the engine,” says Redbird Director of Marketing Brittney Miculka. Redbird simulators allow for the avionics panels to be changed out, something extremely useful now that business aircraft are being offered with a variety of avionics packages, autopilots and equipment. Most recently, the company released its M600 AMS unit, which will provide the actual Garmin avionics rather than a replication. The VTO full-motion helicopter simulator is the latest addition to company’s sim fleet. “We believe the VTO is easily the most capable and affordable helicopter training device of its kind, at a base price of $149,800,” says Miculka. Redbird, which opened its doors just 10 years ago, has designed 20 different simulator models and delivered more than 1,800 training devices for customers in 53 countries. To keep the momentum going, this summer the company plans to release its Guided Independent Flight Training (GIFT) software private pilot program. The program will include a set of in-sim training
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videos, maneuver training and scoring. It is expected to continue to bring down the cost of flight training and make the process more efficient. Miculka notes that there are plans to build this type of software for advanced ratings as well. Meanwhile, Simcom Aviation Training is taking the concept of realism to a higher level with its jet, turboprop and piston simulators that are configured identically to a pilot’s own aircraft. The simulators feature widescreen visual system technology, effective for different airport environments and for performing circling approaches, along with advanced motion simulation technology and the latest computer animation. Simcom specializes in King Air training, boasting a substantial training fleet for every model of the venerable Hawker/Beechcraft line of turboprop twins. These include all King Air models in the 90, 200, 300 and 350 series, with initial type ratings available for the 300 and 350 series. The company is headquartered in Orlando, Florida, with training centers in Orlando, Dallas, Glendale and Scottsdale.
on the Robinson R22 and R44 models, it features pitch, roll and heave motion. It also offers motion cues that make it perfect for autorotation training – from negative and positive G forces on entry, flare and initial, touchdown ground effects and contact. Elite will also be offering the motion option on its full line of turbine helicopter training devices. Most recently, the company announced its entrance into a formal distribution and partnership agreement with Aeroservicio in Chile, who will offer Elite’s entire product line of aviation training devices in Chile, Argentina, Bolivia, Paraguay, Peru and Uruguay. Continuing to Advance The simulator industry continues to grow rapidly in order to keep up with advances in cockpit technology and aircraft handling. “Advances in such areas as 3D printing are really helping us take new products to market much faster,” concludes Redbird’s Miculka. “New technologies help us continue to keep the industry on its toes and make anything possible.”
Experience the M600 at SD12.
THE QUEST FOR THE ONE-STOP-SHOP
shoulders. “Not only does it save valuable time, but it also allows the partnership to be more flexible in terms of contract conditions,” he added. “Most importantly, it allows us to save resources while maintaining the quality of maintenance works.”
The MRO market is substantial. The competition in the last several years has become more and more fierce among US, European and now Asian MRO companies, Marc Grangier writes
Jet Aviation Hong Kong facility (top). TAG Aviation’s first C-check on Falcon 7X (left). Dassault Falcon service in Mérignac (right).
ne may wonder why customers choose one MRO facility over another. When BART recently visited Jet Aviation Geneva, we had the opportunity to ask this very question to Jean-Charles Rami, maintenance manager for AKDN Logistics, who had just taken delivery of a Global Express XRS after a 120-month heavy check. According to Rami, his company chose Jet Aviation Geneva as a result of its reputation for quality workmanship. “The facility truly demonstrated its full range of capabilities and the customer service was excellent,” he said. “Issues were dealt with promptly and the staff was friendly and highly competent.” Rami went on to say that for operational reasons, AKDN required an earlier delivery than initially planned. “The
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Geneva team was very cooperative in shifting priorities and actually delivered our aircraft ahead of schedule,” he added. We were also able to talk to Konstantin Maligin, CCO of Blue Square Aviation Group, which operates a Challenger 850 out of Malta and brings it to Jet Maintenance Solutions in Vilnius/Lithuania for maintenance. According to him, the main criteria for picking an MRO is that they have a wide range of services under one roof. “After all, no company wants to rush about different service providers,” he noted. According to him, having a single partner to take care of your spare parts, maintenance needs and logistics lifts considerable weight off his
Over the course of the next five years, the MRO market is predicted to grow at an annual rate of approximately 3 percent, more or less the same growth rate as the turbine fleet. Estimated at US$ 10.8 billion this year, MRO expenditures could reach US$15 billion by 2022. Considering that the worldwide business aircraft fleet stood at 36,674 on January 1st 2017, this could arbitrarily mean that this year the owner of each aircraft will spend an average of US$ 300,000 for its maintenance and repair, though some operators will spend less and others much more. That being said, continuous growth in the global aviation fleet does not necessarily entail significant developments in the MRO market. This is because over time, maintenance requirements per aircraft tend to decline as each generation of aircraft is engineered to require less maintenance than the preceding one. With new aircraft entering the market, there will be even more pressure on improving cost and performance indicators. Nonetheless, the market is indeed substantial, and one can easily understand why competition has become more and more fierce among US, European and now Asian MRO companies. There hasn’t been any new contenders lately, instead the trend has been seeing the larger companies creating new subsidiaries to be closer to
the emerging Asian market and in a better position to compete with local companies like Ameco Beijing (now owned at 25 percent by Lufthansa Techniks) and China Aircraft Maintenance and Engineering Co. The MRO Roundup As we look towards EBACE, here’s your roundup of the latest from the MRO sector: Jet Aviation has followed its customers from Europe to the US, and more recently to Dubai, Hong Kong and Singapore. Its Singapore facility recently received repair station ratings from the FAA for Airbus ACJ 318/319/320/321 series aircraft. With these approvals, it is now authorized to provide full line and base maintenance services. Last February, the company received EASA Part-145 approval for its MRO facility in Hong Kong, permitting the company to provide line maintenance to Gulfstream G650s. “We already manage 14 G650s in EMEA and Asia, and the trend towards larger aircraft in the region is clear,” says Jet Aviation Hong Kong Managing Director Nigel Parker. To meet growing demand in the region, this year Jet Aviation will expand its capacity with a new 4,000 square-meter MRO facility in Macau and a third 3,850 squaremeter hangar in Singapore. TAG Aviation has also expanded from its original Geneva facility. Apart from its other heavy maintenance center in Farnborough, it offers comprehensive maintenance services in Sion, Paris, Clermont-Ferrand, Madrid, Lisbon (network), Hong Kong and Lomé/Togo. At its Geneva facility, the company recently finished its fourth scheduled C-check inspection on a Falcon 7X aircraft (C-checks on the Falcon 7X are due every eight years or every 4,000 cycles, whichever comes first). TAG’s first C-check project on this aircraft type was completed last summer and was undertaken in conjunction with a major cabin and cockpit refurbishment. Basel-based AMAC Aerospace received a contract from a Chinese operator for a maintenance program, along with minor cabin modifications, on a Boeing BBJ 1. The company also signed a maintenance contract on a BBJ 1 belonging to a European operator. The contract includes a C-Check package with some major aircraft sys-
tem rectifications. Following a heavy maintenance check on a B737, AMAC will also perform, in close partnership with Boeing, structural repair work on its fuselage. At the end of last year, Dassault Falcon Service inaugurated its new maintenance facility in BordeauxMérignac. The facility is intended to meet the increase in repair and overhaul services for the Falcon 7X and other new Falcon models. Adjacent to the Dassault Aviation assembly plant, the new complex will add 49,000 sq. meters of additional MRO space, including a 7,200 sq. meter hangar, and will be capable of accommodating up to six Falcon 7X, 8X or 5X at a time. It will complement DFS’s existing installations, which have been located at ParisLe Bourget airport since 1967. In early March, Bombardier Business Aircraft announced the establishment of five new line maintenance stations across Europe. The facilities are located in Linz, Austria; Nice and Cannes, France; and Milan and Olbia, Italy and provide scheduled line maintenance along with unscheduled and AOG maintenance support for Bombardier Learjet, Challenger and Global aircraft in the European region. The five stations are connected to Bombardier Business Aircraft’s 24/7 Customer Response Centre, as well as Bombardier Business Aircraft’s Customer Support Team. Textron Aviation launched a new technical publications platform, called 1 View, where Beechcraft, Cessna and Hawker customers can access all maintenance manuals, flight documents and service information for their aircraft. Designed with accessibility and ease-ofuse in mind, the all-in-one platform includes such advanced features as single sign-on, the ability to add annotations, e-commerce integration to generate part order lists, enhanced search features, history tracking and bookmarking. Concerning ADS-B and FANS-1/A avionics upgrades, Jet Support Services, Inc. (JSSI) and Constant Aviation have teamed up to offer aircraft owners and operators a new upgrade program. The collaboration will help JSSI clients meet the FAA’s January 1, 2020 deadline for equipping aircraft with ADS-B avionics. JSSI will work closely with clients and Constant Aviation to schedule the appropriate
ADS-B and FANS-1/A upgrades and, in an effort to maximize efficiency, will also schedule any upcoming maintenance inspections that may be due at the time. RUAG Aviation has extended its EASA Part 145 Maintenance Organization and FAA approvals to include line maintenance for Bombardier Challenger CL604 and CL605 at its facilities in Geneva. The location is an Authorized Service Centre for Dassault Falcon customers. It also recently added Malaysian registered aircraft to a comprehensive list of certification rights, which means that in addition to EASA approvals, the company holds rights for aircraft with USA FAA, Saudi Arabia, Russia, UAE Dubai, TCCA Canada, Aruba, Bermuda, Equatorial Guinea, Malaysia and Cayman registrations. Since the beginning of this year, Atlas Air Service AG has been an FAA Approved Repair Station, which complements its approvals from the European, Russian, Ukrainian and Georgian aviation authorities. “With this extension of approval coverage, we can offer the entire service package for N-registered aircraft as full-repair station: maintenance, repairs, regular inspections in accordance with FAR 91.409 (f) (3), pitot-static and transponder checks for Citations, Embraers, King Airs And EASA Form One Dual Release,” says Atlas Air Service AG Quality Manager Bernd Dummer. The company, which has four business locations in Germany (Bremen, Ganderkesee, Paderborn and Augsburg), is an MRO center for Cessna Citation Jets and Hawker Beechcraft aircraft. Last year, it also became an Authorized Service Center for Embraer executive jets.
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RUAG Aviation has redesigned an entire Bombardier Global 5000 exterior in a unique design.
INNOVATIONS OFFER A GLIMPSE INTO THE FUTURE
Innovation was the topic of the day at Heli-Expo 2017 in Dallas, Texas. Although Bell Helicopter took the lead with the unveiling of its futuristic FCX-001 technology platform, it was not the only company giving attendees a glimpse into the future. Volker K. Thomalla reports. Pictures by Norton Cooper
Bell Helicopter’s CEO and President Mitch Snyder (center). Bell FCX-001 (below).
ell Helicopter President and CEO Mitch Snyder had a wellplanned surprise up his sleeve when he took the Heli-Expo stage. We can challenge ourselves and push much further,” he said as he unveiled a full mock-up on the company’s new FCX-001 technology platform. The drive behind the platform was a desire to explore how the company could disrupt the helicopter industry with new innovations. To get here, Snyder put together a team of engineers and designers who came up with the revolutionary mock-up that shows where technological progress can take rotorcraft in the coming years. The FCX-001 mock-up is only slightly larger than a Bell 412, but it looks
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like it came straight from the future. Although the FCX-001 will never fly in its current configuration, it does show how using a compilation of technologies can transform the helicopter world. Innovative features include a new anti-torque system and a lack of a tail rotor, which should decrease noise levels. To optimize the performance of the rotor blades in all phases of flight, Bell is working on morphing them to include blade tips that can be slightly folded, thus changing the aerodynamics of each blade individually. But morphing isn’t restricted to the blades, it can also be used in other aerodynamic surfaces and inlets to optimize airflow. According to Snyder, Bell is also looking to incorporate more advanced sustainable materials into future helicopter designs. These new materials will not only provide enhanced visibility for pilots and passengers alike, but will also allow designers to optimize the geometry of the aircraft’s structure. Although all of these features are nothing short of groundbreaking, the real revolution is taking place in the cockpit. Bell expects that the helicopter of the future will be piloted by only one person – or in some cases by no one at all. Thus, the FCX-001 mockup was equipped with a single pilot
seat. “We see future pilots controlling the aircraft with the aid of augmented reality and an artificial intelligence computer assistance system,” explained Snyder. “This takes us from computer augmented piloting, much like we have today with Fly-By-Wire systems, to optionally piloted vehicles where the pilot assumes the role of safety and mission officer aboard the aircraft while the computer flies with them.” Snyder added that he expects some of the technologies incorporated in the FCX-001 to be ready within five years. Back here in the present, several of Bell’s current models also made headlines during the show. Bell delivered its very first Bell 505 Jet Ranger X to Scott Urschel of Chandler, Arizona, who will use the aircraft for aerial work and sightseeing flights with his company Pylon Aviation. “I could not be more pleased to receive the first Bell 505 and put the aircraft into service,” he said. “I have been part of the Bell 505 program from the very beginning and have been anticipating this moment. After experiencing the aircraft first hand, I could not believe the power and performance capabilities for an aircraft in this class.” Although Transport Canada certified the rotorcraft on March 1, FAA certification is still pending. Therefore, Pylon Aviation will operate the helicopter with a Canadian registration until FAA certification is achieved. The Bell 505 Jet Ranger X is powered by the 457 shp Safran Arrius 2R turboshaft engine. It is the first Bell helicopter with a Safran engine.
Bell has over 400 letters of intent (LOI) for the Bell 505, which the company is now working to convert into firm orders. During Heli-Expo, Chinese company Reignwood Aviation Group ordered 50 additional Bell 505, expanding its orders from 10 to 60. This year, Bell intends to rampup production to 75 units and, by the end of 2018, reach 150 units per year.
Heli-Expo has shown that 2017 is already off to a good start for our best-selling products,” said Airbus Helicopters CEO Guillaume Faury. One highlight at the company’s stand was a H135 equipped with the Helionix digital avionics suite, which was certified in November of last year. Right after the show, the H135 set off for its North American demo tour.
2017 Off to a Good Start for Airbus Airbus Helicopters was more focused on existing and soon-to-becertified models. Despite soft market conditions, the European manufacturer delivered 418 helicopters in 2016 and took orders 388. In Dallas, Airbus took no less than 60 orders, including one worth $211.5 million from helicopter leasing company Milestone Aviation Group. The aircraft (3 H175, 6 H135 and 17 H145) will be delivered between now and 2021. “This year’s
MD Helicopters Introduces the MD6XX MD Helicopters CEO Lynn Tilton used Heli-Expo to introduce the MD6XX, a clean-sheet design singleengine helicopter. The company had a mock-up of the 5,500 lbs helicopter on hand. Originally designed for a foreign military customer, the rotorcraft clearly cannot deny its design origins. The MD6XX will be powered by a Rolls-Royce M250 C47 turboshaft engine and its main rotor consists of five S411 bonded rotor blades with a
3-section airfoil from HTC. The flight deck will be equipped with a Genesys Aerosystems IDU-680s avionics suite and Macro-Blue tactical displays. The mission management system will be delivered by Tek Fusion Global, Inc. The helicopter will feature a three-axis digital autopilot and boosted flight controls to reduce the pilot’s workload. The MD6XX is expected to fly before the end of the year, with certification to follow by the end of next year. Although the company continues work on its single engine helicopter family, it has turned its attention to its twin-engine flagship, the MD 902. At Heli-Expo, Tilton announced that the MD 902, equipped with a Genesys
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The helipad in downtown Dallas was a busy place during the Heli-Expo.
HELI-EXPO REPORT facility in Philadelphia, with a fourth unit in final assembly. The company is targeting a 2018 certification and entry-into-service. The company also noted the success of its other types, too. It has more than 1,000 orders for the AW139 and over 850 deliveries. During Heli-Expo, Pratt & Whitney Canada recognized Leonardo Helicopters for taking delivery of the 2,000 th PT6C engine for the AW139 program. In Dallas, Leonardo received orders from Milestone Aviation Aerosystems glass cockpit, will be available in the third quarter of 2017. “We are thrilled to partner with Genesys Aerosystems on our twinengine glass cockpit initiative,” said Tilton. “I have worked with my MD team for years to deliver a highly capable and customizable next generation glass cockpit solution for our MD 902 operators, and now this goal has finally been met.” Tilton also said that, in a commitment to bring down costs, MD Helicopters is bringing back production of parts and subassemblies to its Group, too, who ordered six AW139 and three AW169. The Italian OEM also signed an agreement with Elbit Systems to jointly install an enhanced flight vision system (EFVS) on their commercial rotorcraft. It is the first application of Elbit’s Heli-ClearVision system that enables helicopter crews to fly during the day and night, regardless of the visibility. The system combines an infrared Enhanced Vision System (EVS) with a Synthetic Vision System (SVS) and puts the combined pictures of both systems right
P&WC’s Maria Della Posta handing over a plaque to Leonardo Helicopters’ Daniele Romiti (top).
facility in Mesa, Arizona. “Each part we build on our own is about 35 percent cheaper,” she said. No wonder all fuselage production has been brought back in-house! MD Helicopters plans to build and deliver 50 helicopters this year. The Italian Job Leonardo Helicopters (formerly AgustaWestland) reported on the progress of its civil tiltrotor AW609. A third prototype has started flight testing from Leonardo’s
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on the SkyLens wearable head-up display. Both companies expect certification in 2018. Sikorsky had several reasons to be happy with its Heli-Expo showing. First, the company celebrated Sikorsky’s first year as part of the Lockheed Martin family. According to Sikorsky President Dan Schultz, the integration has better gone as expected. Although there are no ties with UTC anymore, there are a lot of synergies with Lockheed Martin. During the last 12 months, the Sikorsky S-76 fleet surpassed the
mark of seven million flight hours. Over 800 S-76 have been built so far, including 50 S-76D, which have logged over 10,000 flight hours. Meanwhile, the S-92 fleet has accumulated over 1.1 million flight hours. Despite these positives, there is always room for improvement and, according to Schultz, this means improving the company’s service provision. One common customer complaint is that the response time is too long. To remedy this, Schultz installed a 24/7 AOG team and established four new forward stocking locations for spare parts in Scotland, Norway, Brazil and Australia. “We’re now putting parts in stock before a customer requests it,” he said. As a result, AOG occurrences have dropped by 72 percent and AOG turnaround time has been reduced by 62 percent. In the third quarter of 2016, the new spare parts depot shipped only 12 parts. In the fourth quarter, the number of shipments reached 250, a number that was already surpassed in midFebruary this year.
Marenco Moves Forward For Marenco Swisshelicopter, its new CEO Andreas Löwenstein presented a second launch customer for its SKYe SH09 helicopter. Swiss operator Alpinlift Helikopter AG will help Marenco mature the helicopter once it’s in service. Marenco has built two prototypes so far, but only one is currently flying. Although together they have logged only 25 hours, a third prototype should join them in the second quarter of 2017. The company plans to achieve certification of its single engine helicopter at the end of 2018 and start deliveries in early 2019. Think Outside the OEM Even if the OEMs are the most prominent exhibitors at every HeliExpo, the majority of the exhibitors are service providers and suppliers, such as the Concorde Battery Corporation, which celebrated its 40th anniversary at the show. The West Covina, California company has expanded to the East Coast by establishing a production facility in Austell, Georgia. Concorde supplies over 100
models of batteries for fixed wing, rotorcraft and unmanned aircraft. FlightSafety International introduced a new graphical flight-deck simulator specifically designed for the Sikorsky S-76. “This complementary device significantly enhances the fullspectrum learning experience,” said Sikorsky’s Dana Fiatarone. “It enables pilots to familiarize themselves with the cockpit, aircraft systems and the avionics suite prior to flying the full flight simulator, and allows pilots to fully focus on in-depth flight training in the Level-D qualified simulator.” TRU Simulation + Training, a Textron company, announced that its Bell Helicopter Training Academy in Valencia, Spain, along with its Bell 429 full flight simulator, have been EASA certified. The Bell 429 simulator is level D qualified. “We are extremely pleased with the certification achievements for our training academy in Valencia,” said Bell Helicopter General Manager Global Customer Training Ray Lamas. “TRU is excited to bring a worldclass training experience closer to Bell Helicopter’s customers,” added TRU Vice President of Training Centers David Smith. “We are particularly thrilled to feature the world’s first Level D Bell 429 full flight simulator as part of the Bell Training Academy – Valencia’s training program.” The facility in Valencia offers EASA initial type rating and recurrent courses, regular factory initial and refresher training. The instructors each have more than 5,000 hours of helicopter experience across multiple platforms.
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Marenco Swisshelicopter announced a second launch customer for its SKYe SH09 (top).
HOW TO OVERCOME DISPUTES CONTINUING DOING BUSINESS TOGETHER Giulia Mauri and Frédérique Jos look into alternative dispute resolution mechanisms and offer advice on the method particularly suitable to solve Business Aviation related matters
If negotiations have failed, alternate dispute resolutions can serve as a last ditch effort before going to litigation.
n the course of their daily activities companies active in the Business Aviation sector (operators, airports, FBOs, MRO facilities, brokers, clients, companies providing services such as catering etc.) are confronted to potential disputes. Some of these disputes will be solved through the course of normal business practice. But some of them will go through an escalation process that may lead to litigation. Even if litigation is sometimes unavoidable, the draw-backs of litigation are numerous: the costs, the duration of the procedures and the divertion of valuble resources from more productive activities. Moreover, the final aim of litigation is to identify a winner and a loser and the commercial relationship between two parties are often definitely broken after litgation: Trust is lost and resentment will be long lasting. Since the 1990’s practicioners from one side and the other of the Atlantic have considering systems of dispute resolution alternative to litigation. Two main systems are nowadays considered as the most relevant alternative dispute resolution (ADR) mechanisms: mediation and arbitration.
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Arbitration v. Mediation Arbitration and mediation are often referred to together when people talk about ADR systems since they they are both alternatives to traditional litigation and employ a neutral third party to oversee the process. The main difference between mediation and arbitration is that arbitration is very similar to a court process. The disputing parties are given an opportunity to present their case to a third party called the arbitrator who is appointed by the parties and who hears both parties’ arguments and then issues a final ‘judgment’ (the arbitral decision). During arbitration, there are usually little if any out-ofcourt negotiations between parties. The arbitrator has the power to render a legally binding decision which could then be enforced in most courts. As for the arbitration, also in the mediation procedure a neutral third party is chosen by the parties. However, the role of this third-party, called the mediator, is to listen to the parties’ arguments and points of view and to actively facilitate (or try to reinstall) negotiations between the disputing parties in order to help them find-
ing a settlement. The mediator is a facilitator and an enabler which, by using conflict resolutions’ techniques, helps the parties in finding their own solution to the conflict opposing them. The mediator does not issue orders, find fault or makes determinations. Instead, the mediator helps parties to reach a settlement by assisting them in their communications and in the elaboration of possible solutions. Mediation procedures vary and they are greatly linked to the personality and methods of each mediator. However, the mediator will generally start the procedure by meeting the parties and ask them to explain their respective point of view in relation to the dispute opposing them. Should the mediator feel that the situation is particularly tense and that a joint meeting would be counterproductive, the mediator may opt to meet each party separately so that the party may freely explain its views in relation with the dispute. The mediator discusses the dispute with the parties and explores with each party possible ways to resolve it. It is common for the mediator to go back and forth between sides a number of times. The
main focus remains on the parties as they work towards a mutually beneficial solution. Most disputes are successfully resolved and often the parties will then enter formalize the solution found by concluding a settlement agreement. The disputing parties can decide to go to mediation at any time. Either as a “last ditch effort” before going to litigation or even if litigation is already underway, mediation can be used to settle the lawsuit and avoid the cost, time and aggravation of prolonged litigation. An example of how mediation may help solving very complex disputes is a case recently closed before the court of Courtrai in Belgium. The case is related to a dispute between several parties (buyer and seller and various subcontractors) in relation to damages to an equipment produced by one of the parties and installed at the premises of the other. The case had been lasting for several years. Various expertises had been carried out and the case was pending in appeal. The parties agreed to appoint a mediator and the case was solved in a few hours. The settlement reached between the parties was then acknowledged by the court and the case was closed. Business Aviation and Mediation Mediation proves to be particularly successful in sectors of the industry where parties value confidentiality and wish to avoid disrupting relationships in a niche sector where the safeguard of economic relationships amongst companies is considered important. Mediation is also quite successful in sectors of the industry where small and medium size companies operate. SMIs do not have the same funds and resources of large corporations to be able to launch long and costly litigation procedures. An example is the use of mediation in the diamond sector in Antwerp. Most disputes between diamond traders who are members of one of the four diamond exchanges are submitted to a “reconciliation council”. The reconciliation council is a mediation body that settles disputes arising between diamond traders who are members of one of the diamond exchange. Non-members may also be involved in the reconciliation pro-
cedure if the respective Diamond Exchange agrees thereto beforehand. If the reconciliation procedure fails to provide a positive outcome, the Diamond Exchange also offers an arbitration procedure. We believe that, based on the above considerations, mediation would be particularly suitable to solve several Business Aviation related disputes. Indeed, the Business Aviation sector is composed mainly of SMIs, it is a niche sector where economic operators do not usually wish to break
working relationships with one another and it is a sector that values confidentiality. The benefits for the Business Aviation sector of solving disputes through mediation may be summarized as follows: ❍ Time savings: Mediation typically takes a few days or weeks (in certain cases, it may last just a few hours) and if parties wish to invest their (human and financial resources) in more productive activities, mediation allows for a more reasonable timetable to solving disputes. ❍ Costs savings: Mediation is usually far less costly than a court or arbitration proceeding. ❍ Confidentiality: This is an element that could be of great importance for Business Aviation companies, especially if the dispute involves a client and an operator. In a mediation procedure, all the discussions and agreements reached are confidential. If desired by the parties, the entire case remains completely confidential. Any observation, evidence or admissions made during mediation cannot be used in any subsequent litigation or arbitration. And indeed, mediation is a completely voluntary
procedure which does not usurp the right of the parties to proceed with litigation if mediation fails. ❍ Maintaining commercial relationships: Mediation is a non-adversarial procedure. The collaborative nature of mediation is of great importance in those situations where a continued or future relationship between the parties is desired. Indeed mediation can help preserve business and personal relationship that would be otherwise destroyed through years of continued litigation. ❍ Creative commercial solutions not limited to strict legal remedies: Because mediation is not driven by legal considerations, but by commercial ones, parties may come to very creative solutions that fit their businesses and their business relations. ❍ Parties in control of the process and solution: Parties usually report a higher degree of satisfaction with mediation than with arbitration or other court processes because they can control the result and they are the creators of the final solution. ❍ Greater compliance: This is an aspect that should not be forgotten. Since the final result of mediation is an agreed solution between the par-
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Mediation facilitates parties to reach their own resolution, while arbitration is a simplified version of a trial.
MEDIATION mediator but should have an extensive background in Business Aviation. Another positive aspect of mediation could also be to mitigate disputes in the Business Aviation sector. As a matter of fact, mediators faced with recurring issues leading to disputes in the industry could have for mission to alert the professional bodies and incite them to put in place anticipatory measures such as best practices and standards. This would have for indirect effect the decrease of volume of the most common disputes.
The realm of Business Aviation is gravitating toward mediation in business-related disputes.
ties, voluntary compliance with the final settlement is higher than compliance with court decisions imposed on the parties. For all the reasons described hereabove, we believe that mediation would be a valid solution to solve disputes that could occur in a Business Aviation context as this industry; ❍ requires a high degree of confidentiality ❍ is by its nature a cross-border activity which requires flexibility and creative commercial solutions which are rarely available in national laws ❍ is a “niche” sector where business partners cannot afford to destroy long-term relationship through long litigation cases (e.g. an operator and a maintenance facility) ❍ has many active SMEs focused on offering the best possible services and trying to avoid potential disputes in an amicable manner (and not in complex and costly litigation before court or in expensive arbitration processes) ❍ suffers from a lack of experts (judges or arbitrators) with a thorough technical and commercial understanding of the industry and thus truly qualified to examine issues leading to dispute in this sector (such as for example, aircraft transactions, maintenance problems, etc). The key to a successful outcome of mediation is in the selection of the mediator who should be not only a trained
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Legal Aspects The European Union has acknowledged the importance that mediation may have in disputes resolution. On 21 May 2008, the European Parliament and the Council approved Directive 2008/52/EC on certain aspects of mediation in civil and commercial matters (the Mediation Directive). The application of the Directive was limited to cross-border civil and commercial disputes and disputes in which at least one of the parties is domiciled in a Member State other than that of any other party. The main goal of the Directive was to encourage the use of mediation by “ensuring a balanced relationship between mediation and judicial proceedings”. For this the directive contains five substantive rules: ❍ It obliges each Member State to encourage the training of mediators and to ensure high quality of mediation. ❍ It gives every judge the right to invite the parties to a dispute to try mediation first if she/he considers it appropriate given the circumstances of the case, ❍ It provides that agreements resulting from mediation can be rendered enforceable if both parties so request. This can be achieved, for example, by way of approval by a court or certification by a public notary. ❍ It ensures that mediation takes place in an atmosphere of confidentiality. It provides that the mediator cannot be obliged to give evidence in court about what took place during mediation in a future dispute between the parties to that mediation ❍ It guarantees that the parties will not lose their possibility to go to court as a result of the time spent in
mediation: the time limits for bringing an action before the court are suspended during mediation. All Member States transposed the Directive into national laws by 21 May 2011. Although the Directive contains few compulsory rules, which all Member States complied with, many took further actions to promote mediation. Conclusion The legal framework introduced by the Directive of 2008 has contributed in the professionalization of mediation services. Various organisations in different Member States now offer high level trainings aimed at teaching future mediators conflict resolution techniques as well as mediation methodology. We have first hand experience in solving disputes through mediation and we strongly believe that this should be a method of conflict resolution that should be strongly encouraged by the industry and its representative bodies.
Giulia Mauri Giulia has more than 20 years’ experience in advising national and international clients on all aspects of aviation and transport related transactions, including asset-finance and leasing, regulatory issues, carrier’s liability and litigation matters. Giulia has already intervened as a mediator and an arbitrator in several disputes. Together with Mrs Jos, she chairs the Aviation Lawyers Committee of the European Business Aviation Association and an active member of the Industry Affairs Group of the European Regions Airline Association. Frédérique Jos Frédérique is an attorney qualified in France and Belgium and has an extensive practice of business aviation law . As a trained mediator she is also qualified to intervene in the resolution of legal disputes under the process of alternative dispute resolution. Together with Mrs Mauri, she chairs the Aviation Lawyers Committee of the European Business Aviation Association
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FROM THE COCKPIT
REINING IT IN GETTING STOPPED PAINLESSLY, IN TIME
Runway safety is a significant challenge and a top priority for everyone in aviation.
ringing an aircraft safely to taxi and turnoff speed after making an approach to the runway is a necessary exercise, one important enough that we must take extensive pains to make sure we’re not involved in a “runway overshoot” or “runway end excursion”. Leaving the runway surface is almost guaranteed to cause expensive damage to the aircraft, and our career, insurance coverage notwithstanding. We should assure that the airplane can be safely landed on a chosen runway, and that we’re up to the task on a given day. Begin the process of safely landing the aircraft by properly planning; know how much runway you need, factoring in weight, temperature and wind conditions, runway surface and obstructions. Landing distances from the FMS or ops manual charts are a basis, but they should be regarded as minimums, not as absolute sufficiency. If you have any doubt, there is no doubt – go to a longer runway. Once it is determined that the destination runway is adequate, make sure you are flying a profile that will place
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the airplane’s wheels on the surface within a normal touchdown zone, with speed managed so as to begin the rollout with an acceptable amount of energy to be dissipated. This task begins with a stabilized approach, despite ATC’s traffic separation requirements, meaning you don’t want to be trying to slow down at the last second, flying at Vref plus 20 knots while the VASI lights are stubbornly white in the lower part of your windshield. Get the airplane on target by three miles out and 500 feet AGL, or start planning a go-around. Runway overshoot accidents generally result from a hasty unstabilized approach or a contaminated runway that wasn’t considered when the flight was planned. We can’t always expect a dry, level runway, free of snow and ice, but it shouldn’t come as a surprise when we find a slick surface; check ASOS or ATIS for reports of precipitation, seek runway condition reports from ATC and watch out for pilot reports that are being altered to “good” or “mostly dry” to cover an operator’s requirements.
Taxiing an aircraft safely presents many unique challenges to a pilot. Capt. LeRoy Cook lists these challenges and offer advice to bring an airplane down to a walk
When asked to provide a runway condition report, go beyond a oneword response; if areas of standing water or patchy snow are present, report their location as “touchdown zone” or “rollout” or “departure end” if appropriate. Other pilots need to know if the runway isn’t clean overall. Braking action reports are fairly subjective, depending on aircraft type and pilot observation, but be honest about what you found. Stabilizing the approach becomes even more important when the runway is contaminated. Fly the speed appropriate for your aircraft’s configuration; if you’re light, you should expect to use a Vref slower than when at max landing weight, avoiding extra float in the flare. Similarly, your target spot on the runway must be in the sacred first 1,000 feet, or at least the first third. Combining approach speed and glideslope target should produce a good touchdown with adequate runway remaining. Remember, you always have the option of going around if the approach isn’t working out.
That said, going around becomes a riskier option as the landing progresses. It’s relatively easy to pull up out of the hole while still at Vref, a few hundred feet above the ground; it’s quite another to power-up and reconfigure after the tires are on the runway, already slowing down with flaps and spoilers deployed. In general, once the flare is begun and the airplane is no longer at approach speed, it’s best to consider the landing made. Go around while rolling only if there’s a clear reason to do so, because an accident is likely if you don’t act immediately. Such a case might be an aircraft or vehicle entering your runway, wildlife hazard or unexpected wind shift. Whoa, Big Fella So, if you planned properly, flew the approach in a stable, slow manner and touched down in the correct zone, a normal rollout and exit should be assured. Braking technique is important, however; the landing isn’t over, said my old instructor, until the chocks are under the wheels. Deceleration takes more than standing on the pedals. Use everything appropriate to the aircraft’s recommended procedures. When it comes to achieving the handbook stopping distances, it’s best to stick with the methods recommended by the aircraft manufacturer. Company testing found what works most consistently, using average, but aggressive, piloting technique. Use other methods only if you want to act as a test pilot. One of the first requirements is to immediately apply full brakes and hold the pressure, especially if anti-skid equipped. Pumping brakes or delaying application is simply adding unwanted stopping distance. Should the runway be wet, hydroplaning is a definite hazard, but it can be managed by letting the ABS cycle or cycling brake pressure if you feel a lack of deceleration, caused by locked-up wheels. If you see a slick, shiny runway, make your touchdown firm, rather than trying for a soft, rollon landing. That doesn’t mean pushing the airplane on the ground at excessive speed, which only encouraging hydroplaning, but rather allowing the tires to sink onto the wet surface with enough force to break through the layer of water.
You’re Down, Now What? Some aircraft handbooks encourage raising the flaps after touchdown to increase the weight on the wheels, which improves brake effectiveness by removing lift. Most of our airplanes have enough weight to preclude this requirement, which carries the risk of inadvertent gear retraction. If you’re equipped with armed ground spoilers and lift-dump systems, verify they’ve functioned and slowing is normal.
Reverse thrust is a comforting adjunct to wheel brakes, but it must be used appropriately. If in a turboprop, select propeller condition to proper idle setting, move briskly into Beta and increase power as recommended, remembering to come out of reverse before decelerating to a speed that might generate FOD or prop erosion. Steer a g g r e ssi v e l y t o g u ard ag ain s t swerving or sliding. Jets with reverse thrust are also much better equipped to handle a slick runway, but also have limitations to be observed. Excessive reverse on a contaminated surface can create unwanted yaw motion, most particularly with fuselage-mounted engines. Again, be prepared to use aggressive steering and come out of reverse at the first sign of loss of directional control. Crosswind operation has an effect on stopping distances, in that the benefit of an all-headwind component is lost and braking is slightly compromised if good controls application is not maintained. In most cases, the
effect is minor but pilots may be tempted to use extra speed for their approach because they think the crosswind requires added control. Do not pad Vref numbers excessively, just because the crosswind is present. More importantly, factor the tailwind or headwind effect into your base leg planning, which can cause you to wind up higher or lower than you might normally be when you roll out onto final. As you progress down the runway, you should have plenty of stopping distance ahead, because you planned your touchdown for the first portion of the runway and you maintained an approach speed that was no more than appropriate to avoid a stall and provide control. Keep braking; it’s more efficient to use heavy braking right after touching down than to jam on brakes in a panic as the runway end approaches. Air traffic controllers seem to be ever-more prone to issue commands to exit at specific taxiways or seek a response about parking while we are still in the early stages of a landing rollout. If you aren’t able to comply, respond with “Unable” right away and deal with control of the aircraft first. If you were issued a “Land and Hold Short” landing clearance, you are expected to carry it out because you accepted it as issued. The time to refuse LAHSO is when it’s first brought up, not after you’re on the rollout. As the rollout continues, you may, in the absence of ATC instructions, spare the brakes and reverse thrust to roll out to the end. A longer taxi may better suit your brake and engine cooling concerns. However, we often try for that mid-field turnoff in order to reach a favorite FBO or terminal. Don’t abuse the aircraft and passengers with rough stopping technique, just to show off your prowess as a STOL pilot. Bringing an airplane down to a walk is another example of proper energy management, begun early in the process so there are no surprises as the runway distance-to-go markers flash past. Done correctly, there should never be a reason for the tower controller to quip “speed permitting, exit at the end.”
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Clear, concise and effective pilot/controller communication is paramount to safe landing.
PIPER M600 A (M)CLASS OF ITS OWN With EASA certification of Piper’s turboproppowered M600 being imminent, Volker K. Thomalla took the opportunity to fly it during the aircraft’s European demo tour
Fastest horse in the Piper stable is equipped with a Garmin GFC700 autopilot loaded with various essential safety features.
he M600 is Piper’s top-of-the-line aircraft. The single engine turboprop is powered by a Pratt & Whitney Canada PT6A-42A, providing 600 shp to drive its five-blade Hartzell propeller. Compared to its less powerful sister, the Piper M500, the M600 features some significant changes. For instance, the M600 has a newly designed wing that is larger and thicker, allowing the aircraft to take up to 260 gallons of fuel and giving it a range of 1,484 nm – nearly 50 percent more than the M500. The M600’s winglets minimize drag and help the aircraft achieve its impressive range. However, with larger wings and more fuel, the MTOW of the six-seater rose to 6,000 lb., meaning some structural reinforcements in the front were necessary. But these are just numbers. The best way to really get to know a new aircraft of course is to ‘take it for a spin’ – which is exactly what BART did. Joining Piper Germany’s HeinzAlbert Türling we got to see the M600’s features in action.
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Flight Testing the M600 We departed Kassel-Calden Airport in cloudy and sometimes bumpy weather. But thanks to cockpit’s integrated touchscreen Garmin G3000 avionics, it was smooth sailing. The G3000 features two 12 inch Primary Flight Displays (PFD) and one Multifunction Display (MFD), as well as two GTC570 touchscreen controllers. An Aspen EFD1000 Standby
Flight instrument on the pilot’s side complements the panel. Quickly cleared to FL240, Türling demonstrates the aircraft’s handling qualities. “You immediately recognize that it is a heavier airplane, as it wants to be flown with pitch and power,” he says. “And it lands like an airliner.” To adjust power, you need to move the power lever sensitively. The M600 is equipped with a Garmin GFC 700 autopilot, which comes with such safety features as over-speed/under-speed protection, Electronic Stability Protection (ESP) and a Hypoxia Recognition System with an Emergency Descent Mode that is active above 14,900 ft. The ESP works whenever pilots fly the aircraft manually, helping them keep the aircraft within the flight envelope. The system works by gradually increasing the loads on the yoke if the pilot banks near the limits. While Türling having a turn in flight, I could verify that he was not surprised by the ESP, which supported him. Above the right-hand corner of the pilot’s PFD sits a blue button for the Level Mode. With a push of the button, the autopilot returns the M600 to a wings-level attitude with zero vertical speed. If a pilot gets disorientated, this feature could save his life. Our Verdict The M600 is the fastest horse in the Piper stable. In FL240, we accelerated to 260 ktas at 65% power. Although the announced 274 ktas max cruise is clearly achievable, as it is common at max cruise, the fuel consumption will increase and range decrease accordingly. Before landing in Kassel, Türling demonstrated a coupled go-around, which is literally a non-event that greatly reduces a pilot’s workload. Our verdict: The M600 offers an attractive combination of performance, price and safety – not to mention that it’s fun to fly, too!
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ALCOHOL MAKES IT NOT SIMPLE Despite being a rarity, pilots’ alcohol consumption is an issue that has received extra attention after a series of high profile incidents. Here is one analyzed by Michael R. Grüninger and Capt. Carl C. Norgren
intermediate power settings to achieve the same thrust on both engines. At night and in IMC, he disconnected the autopilot and manually flew the intercept of the ILS for runway 21. He established the aircraft on the localizer, but failed to establish the aircraft on the glideslope. ATC ordered AFL 821 to discontinue the approach. The commander disagreed with ATC’s decision and kept on pressing ATC to clear him to attempt a landing from a non-normal position. Trying to get a simple way out? During the vectoring for a second approach, the co-pilot struggled to manually fly the aircraft and abruptly handed control to the commander. The commander continued flying manually following vectors for another ILS for runway 21. After the base turn, the commander made a number of abrupt roll inputs and rolled the air-
The pilot rolled the plane 360 degrees until the impact.
oscow, Sheremetyevo Airport, 14th of September 2008: Simple meteorological conditions prevail. According to Russian regulations, meteorological conditions not worse than 2000 m visibility and 200 m ceiling are considered to be simple ones. As before every flight, the pilots of flight Aeroflot-Nord Line AFL 821 presented themselves to a doctor for medical check. The doctor was satisfied and released the crew for flight duty. The pilots then proceeded with their briefing and checked the flight planning documentation. The commander decided that the flight to Bolshoye Savino Airport in Perm could take place. Thereafter, the crew positioned to the aircraft and prepared the flight. Everything seemed as simple as the weather in Moscow. During the flight preparation, the crew made a mistake while initializing the Inertial Reference System (IRS). When the commander welcomed the passengers on board, a passenger on the flight sent an SMS back home stating that the voice of the commander sounded ‘like he is totally drunk’. According to the message, the passengers were worried, but the flight attendants said everything was all right. A simple solution for a tricky issue. The power setting during take-off roll and initial climb out was not performed in accordance with the SOPs.
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The flight then proceeded without particular problems. It was 5 o’clock in the morning. That September night was dark and cloudy as the B737 aircraft descended towards their destination in Perm at the end of the two-hour night flight from Moscow. ATC had not yet cleared the flight for the approach and the pilots were yet unclear about which runway will be used. The co-pilot was the pilot flying. He had 236 hours of experience on that type. During the approach, the copilot struggled with the auto-pilot modes. In addition, he struggled with the power setting as there was a big split between the thrust levers at
craft 360 degrees until it impacted the ground. All 82 passengers and 6 crew members perished. The accident investigation revealed that the commander ‘had ethyl alcohol in his body before death’. The accident report concludes that the commander lost spatial orientation. Problematic Use of Psychoactive Substances Compared to the population at large, aircrew are very unlikely to be under the influence of psychoactive substance when reporting for duty. A FAA study suggests that the likelihood of problematic use of psychoactive substances among pilots is 0.6 percent.
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SAFETY SENSE Multiple Layers of Defense Breached In the case of flight AFL 821, many layers of defense were breached. When the flight crew reported for duty at Moscow airport they were required to visit a medical professional to clear them for flight duty. ‘All the crew members passed medical check at the medical office of the airline on the evening before the flight and got permissions to fly.’ How could the condition be overlooked by a medical professional? At destination, the weather was not simple and the operational chal-
Investigation revealed the presence of alcohol in the pilot's body before death.
Psychoactive substances include alcohol, opioids, cannabinoids, sedatives and hypnotics, cocaine, other psychostimulants, hallucinogens and volatile solvents. They can produce mood changes or distorted perceptions in humans. Coffee and tobacco are excluded. Whenever psychoactive substances adversely affect reaction times and judgment, their use is incompatible with flight safety. Alcohol is a ‘stressor’ which affects a person’s decisionmaking skills. Cognitive processes are degraded to the extent that the safety of flight is impaired. The investigation of flight AFL 821 uncovered multiple symptoms of impaired performance of the commander. The accident investigation analyzed the main tone frequency of the crew’s speech. During the last 30 minutes of the flight, the commander displayed a high level of stress. Such a state inevitably affects the airmanship in a destructive way. The high stress level observed in the commander was probably due to a lack of knowledge of the aircraft systems. The type transition from a Russian Tu-134 with a flight deck crew of four to the B737 with a flight deck crew of two as well as a recent upgrading to commander had been a challenge. With all aircraft manuals written in English, his limited language proficiency had proven a barrier to understanding. Lack of Aircraft System Knowledge The flight crew’s handling of aircraft systems during the flight showed a lack of understanding of the systems as well as a disregard of standard
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operating procedures. The initialization of the IRSs was mishandled and an automatic position update at the start of the take-off run was prevented by premature application of take-off thrust. The work-split between pilot flying and pilot monitoring was not adhered to on several occasions. The commander on numerous occasions intervened in the control of the aircraft by selecting autopilot modes. Poor Adherence to Standard Operating Practices The distribution of duties between pilot flying and pilot monitoring was repeatedly violated and at times seemed unclear. The programming of the FMC for the approach was not performed properly. Standard Operating Practices (SOP) and not properly checked. Checklists were not performed at all. The crew did not complete the Descent Preparation and skipped the Landing Briefing and the Before Descent Checklist. The Approach Checklist was also not performed. Cross-checks were omitted and Crew Resource Management was poor.
lenges for the crew were definitely not simple. The operating crew did not object to go flying with a captain who showed symptoms of impairment from psychoactive substances. Even one of the passengers noticed and included this information in an SMS to a friend. The tolerance of such behavior cost the crew and passengers of flight AFL 821 dearly. Flying is no simple business; it needs a clear head at all times.
Michael R. Grüninger is Managing Director of Great Circle Services (GCS) Safety Solutions and Capt. Carl C. Norgren is a freelance contributor to Safety Sense. GCS assists in the whole range of planning and management issues, offering customized solutions to strengthen the position of a business in the aviation market. Its services include training and auditing (ISBAO, IOSA), consultancy, manual development and process engineering. GCS can be reached at www.gcs-safety.com and +41-41 460 46 60. The column Safety Sense appears regularly in BART International since 2007.
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