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INBOX ZERO IT ALL STARTED IN THE EARLY NINETIES when gracious web providers like Compuserve, Yahoo! and Hotmail all started offering free email accounts. Having the effect of making emailing affordable, everyone wanted at least one email address. Since then, the medium has been quickly adopted not by millions, but hundreds of millions of people. It was the beginning of a new era, and one that I distinctly remember joining. It was while on a trip to the US that I managed to get my first personal email address with Compuserve. I remember that I was so excited and proud of myself that, once back in Europe, I started to exchange this experience as well as my email address with relatives and friends all over the world. This was back when email was fun – a novelty. I soon started finding daily jokes in my inbox that were sent by some buoyant friends. At the same time, like many others, I understood the valuable benefits offered by this new free means of communication. Not only could I correspond at no cost, but it was also a very fast mode of communication. After many years of practice, I replaced my outdated Compuserve account with Outlook and emailing globally from wherever quickly became routine. Granted, having attended school in the Age of the Writing Slate, I sometimes needed the help of a younger secretary who had the benefit of taking computer classes, but overall I was doing OK. And then, at the beginning of this year, emailing didn’t seem so fun anymore. As I was plummeting, losing control of my inbox, I realized that emailing was no longer a convenience but a chore – and my chore had changed from running a company to responding to business messages, tracking my

Fernand M. Francois Editor and Publisher

inbox and deleting everything from messages to jokes, business promotions, social media notifications and urgent memos from Nigerian princes wishing to share a fortune with me in exchange for my bank details! In fact, my original email address shared at the beginning with some friends and business relations had somehow been shared with what seemed like millions. Nowadays you have to leave your email address almost everywhere: administration, businesses, even transportation. And we can’t forget the petitions you receive for such noble cause as protesting the use of mice by the pharmaceutical industry, followed by the invitation to forward the plea to ten of your friends. Before you know it, the only emails you receive are from everybody but the people you actually want to hear from! Trying to contain the overflow, email providers have added computerized filters, sending supposed spam and unwanted messages to different folders. The result is that to check to make sure I didn’t miss anything requires that I look in my inbox, a junk file and a clutter folder. Well, I have 3,906 unread messages and an additional 1,568 in my clutter folder. And guess what? I don’t care! I used to agonize over the idea of having ignored and unanswered messages. Although I am still doing my utmost to keep up with important messages, I have finally accepted the impossibility of reaching Inbox Zero and boy do I feel better. It may be difficult for big companies, however the principle is still the same: Old school is still the best school. Phone calls and face-to-face communication bring everyone to the correct conclusion faster than emails do.

“Email is familiar. It's comfortable. It's easy to use. But it might just be the biggest killer of time and productivity in the office today.” Ryan Holmes

CONTENTS Volume XXIX N°3 EDITOR and PUBLISHER Fernand M. Francois ASSOCIATE PUBLISHER Kathy Ann Francois ASSISTANT to the PUBLISHER Victoria Coffman EDITOR-in-CHIEF Volker K. Thomalla Managing 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 NEW YORK EDITOR Kirby J. Harrison EDITOR & COPY WRITER Nick Klenske PHOTOGRAPHER/WEB DESIGNER Johan Francois CONTRIBUTING EDITORS Louis Smyth, Giulia Mauri, Derek Bloom, Guy Visele, Richard Koe, Brian Foley, Anna Naznarova, Eugene Gerden, Javier Ortega Figuerial, Aoife O’Sullivan Email Address for all the above: ADVERTISING Kathy Ann Francois Marketing Director 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



Russia’s only Business Aviation exhibition will take place from September 7 - 9 in Moscow.


Power-by-the-hour engine maintenance care programs help to take out hassle and cost of engine related MRO work, reports Volker K. Thomalla.


Russian Business Aviation has a remarkable ability to adapt, reports Anna Nazarova.



A go-around should be a normal procedure for every pilot. Captain LeRoy Cook explicates why being mentally prepared for a missed approach reduces the stress.


Renewed growth in the Russian market requires investments in the ground infrastructure.


Dmitry Konovalov from Universal Aviation recommends to be well prepared when flying to Russia.


Latin America’s largest Business Aviation trade show, LABACE, is celebrating its 15th anniversary.


Despite the economic problems in Brazil, the Business Aviation market doesn’t seem to be taking too much of a hit, reports Javier Ortega Figueiral.


New technologies enable business jet customers to enjoy a comfortable and yet productive cabin environment.


High speed broadband on business aircraft is now a reality, reports Steve Nichols, BART’s Technology Editor.


EBACE 2017 underlined the optimism of the industry in Europe, while OEMs were exhibiting several new aircraft types.


Marc Grangier sat down with Pilatus Chairman Oscar J. Schwenk, perhaps the person with the most to smile about at EBACE.


The design of a flight attendant’s uniform can be a safety hazard, report Michael Grüninger and Capt. Carl Norgren.




OUR ADVERTISERS and their Agencies 67 11 13 17 63 35 7 19 81 25 2 59

AMSTAT BendixKing (TMP Government) CAE Duncan Aviation EBACE 2018 Flight Safety Foundation (TMP Government) FlightSafety International (GRETEMAN GROUP) Garmin GCS Safety Solution Geneva Airpark SA Gulfstream Aerospace CorpDJIoration Honeywell Primus Elite (TMP Worldwide)

9 51 43 75 49 23 15 71 84 83 31 27

Jet Aviation JetExpo 2017 JetNet LLC Jet Support Services Inc. (JSSI) Pilatus Aircraft Ltd. NBAA-BACE 2017 Rockwell Collins ARINCDirect Rolls-Royce Textron Aviation (Copp Media Services, Inc.) Universal Avionics Systems Corp. Universal Weather and Aviation, Inc. West Star Aviation Inc.

A BREAKTHROUGH IN AERONAUTICS The HondaJet Over-The-Wing Engine Mount was engineered and proven by Honda after more than 20 years of extensive research and development. This innovative technology not only breaks the conventional mold set by the aerospace industry, but also provides category-leading advancements such as a more spacious cabin and increased fuel efficiency.


Aftermarket services are accountable for roughly 50 percent of annual revenue at Rolls-Royce. The engine manufacturer’s Corporate Care program is at the center of the company’s aftermarket services. This plan was one of the first to offer a complete engine and accessory replacement service on a fixed-costper-flying-hour basis.


Agenda 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

DUBAI AIR SHOW Nov 12-16, 2017 Dubai DWC


IN SEQUENCE BRIEFING ROOM HIRING YOUR OWN SUPERVISORY AGENT AT MANY LOCATIONS around the world, particularly those not frequented by general aviation there may be issues in obtaining all required services on the ground. In certain remote locations dealing only with available local handling resources may lead to issues such as delays, confusion, issues with credit and errors in in-flight catering orders. Whenever operating to remote and infrequently visited locations it’s important to do what you can to ensure services, infrastructure, GSE and capabilities of local resources will be adequate for all anticipated needs. SUPERVISORY AGENT CONSIDERATIONS When considering supervisory agents to assist with remote location handling it’s important to confirm, in advance, that the agent has the permissions necessary to access the ramp airside, assist with the customs, immigration and quarantine (CIQ) clearance, arrange credit and has effective relationships with the airport authority. Even in cases where supervisory agents lack airside access the additional handling, language and coordination support can be invaluable. SELF-HANDLING ISSUES In cases where operators self-handle at remote locations it’s important to understand all applicable protocols and procedures at destinations. It’s also important to consider language barriers as this can cause confusion for both operators and airport staff. For example, at some domestic airports in Argentina, air traffic control (ATC) is not staffed with English speaking controllers, and you’ll need a Spanish speaker with you. SELECTING SUPERVISORY AGENTS When operating to more remote locations you’ll want a supervisory agent who speaks the native language, has experience in handling GA operations and has adequate ramp and safety/security training. It’s also important that supervisory agents

ensure operators are compliant with all airport regulations to avoid possible penalties. For example, for international arrivals to China everyone onboard needs to wait for the immigration agent before any door may be opened. If a door is opened without permission, there could be issues and potential fines. ARRANGING SUPERVISORY AGENTS It’s best to give yourself adequate lead time when sourcing supervisory agents and identifying required services. We recommend a minimum of five days’ notice, depending on the location you’re traveling to when setting up supervisory agent services. While supervisory agent services can be arranged on short notice, there may be higher costs in doing so, in terms of repositioning agents and local hotel/travel/meal charges. With advance notice your ground handler will be able to provide you with accurate estimates for the cost of such services in advance, to avoid post trip surprises later. CONCLUSION When operating to remote airports or locations not frequented by GA, there will be times you’ll want your own supervisory agent onsite to help safeguard your mission. You’ll use them to help ensure ground services are arranged and delivered as planned, as well as facilitate coordination of other services – hotels, catering, ground transportation, etc. – in advance of your arrival. And they’ll also help ensure you are being invoiced correctly by local third-parties. If you have any questions about this briefing or would like assistance, contact Samuel Dantas at UNIVERSAL WEATHER via ✈

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QUICK LANE PIPER M600 ACHIEVES EASA CERTIFICATION Piper Aircraft, Inc. has been awarded approval from the European Aviation Safety Agency (EASA) for its top-ofthe-line, single-engine turboprop, the M600. “This is the fifth certification the M600 has received in less than a year from aviation authorities around the world,” said Piper Aircraft CEO, Simon Caldecott. “The European certification is a key milestone for the aircraft, which has garnered substantial interest due to the M600’s range, payload and safety features along with its outstanding operating economics.”

KEY EUROPEAN OPERATIONS CHOOSE WORLD FUEL SERVICES FOR FUEL SUPPLY AND PROGRAMS World Fuel Services announced that three key operations in Germany, the United Kingdom and France have chosen to partner with World Fuel Services for aviation fuel supply and programs. Allgemeiner Deutcher Automobil Club (ADAC), operating throughout Germany, is now supplied bulk fuel provided by World Fuel Services. World Fuel Services recently expanded its capabilities to provide bulk fuel supply and programs throughout Europe following the company’s acquisition of 22 ExxonMobil operations in the region.



Atlas Air Service delivered another new Embraer Phenom 300 to a German client – the company Zollern GmbH und Co. KG in SigmaringendorfLaucherthal. The business jet will be operated, managed and chartered by DAS Private Jets from Mengen. The business aircraft was handed over at the Embraer Executive Jets plant in Melbourne (Florida, USA). The new Phenom 300 with Cpt. and CEO Wolfram Wächter in the cockpit landed in Bremen on 25 June 2017 after its ferry flight via Goose Bay (Canada) and Keflavik (Iceland). The aircraft went through all import formalities at Atlas Air Service and was ready to take off for its home airport Mengen (EDFM) shortly thereafter.

TAG Aviation’s Farnborough Maintenance Services (TFMS) has been approved to become the first UK-based Rolls-Royce Authorized Service Center (ASC) to support BR710 engines installed on Bombardier Global Express aircraft. TFMS recently successfully completed a second 120-Month Inspection on a Global Express and this approval is a logical addition to its already extensive suite of OEM (Original Equipment Manufacturer) dealerships and Authorized Service Centre approvals.



After two years of preliminary study, Aerion Corporation and GE Aviation have launched a formal process to define and evaluate a final engine configuration for the AS2 supersonic business jet. The two companies will continue to participate in a formal and gated process to define a potential collaboration for an AS2 engine. “We believe that working with GE Aviation will help us meet the challenging specifications needed to meet our performance objectives, as well as the high expectations of our customers,” said Aerion CEO Doug Nichols

Universal Avionics’ EGNOS experts were on hand during the 2017 EBACE to help guide operators through the 2017 CEF funding application process. Through this funding, operators could take advantage of available grant money for regional, commercial, business (corporate), general and rotorcraft aircraft to equip with EGNOS/SBAS technology.

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One Jet Aviation One Customer Experience

As president of Jet Aviation in our 50th anniversary year, I’d like to extend sincere thanks on behalf of the entire Jet Aviation team for your business and support over the years. To celebrate this milestone — which we would not be doing without your ongoing trust and loyalty — we launched our ‘One Jet Aviation’ initiative earlier this year. We are investing in One Jet Aviation to ensure consistent global standards and processes across our sites and portfolio of services for the next 50 years, and beyond. We look forward to seeing you soon!

Rob Smith I President, Jet Aviation

Many Advantages Maintenance, Refurbishment, Completions, FBO, Aircraft Management, Flight Support, Charter, Staffing.



CAE has announced its continued and growing relationship with Elit’Avia with whom it has signed an exclusive 4-year pilot training program. The customized training program features classroom software, distance learning, a tablet application for course materials and pre-study tools. CAE also extends its Business Aviation pilot training program to include the latest Upset Prevention and Recovery Training (UPRT) module.


The first TBM 930 simulator – a high-fidelity Flight Training Device (FTD) – has just been certified by the Federal Aviation Administration. This FTD reproduces the exact cockpit environment of Daher’s latest TBM 930 very fast turboprop aircraft. The device was built by Frasca International Inc. Features of the new FTD include an actual Garmin G3000 digital avionics suite in the cockpit, with touch-screen controls and incorporating a weather radar, a synthetic vision terrain awareness system and traffic advisory system.

DASSAULT FALCON 5X FIRST FLIGHT WITH “INTERIM” ENGINES Dassault Aviation’s all-new Falcon 5X has made its first flight, allowing the ultra wide body twinjet to embark on a limited number of preliminary flight tests before the commencement of the full fledged flight test campaign, scheduled to begin next year. The aircraft took off today from Dassault’s Bordeaux-Mérignac final assembly facility with test pilots Philippe Deleume and Philippe Rebourg at the controls. The 2-hour flight was performed with a preliminary version of the Safran Silvercrest engines, because design issues have delayed the power plant development four years beyond the initial timetable. Pratt & Whitney Canada’s ground-breaking Oil Analysis Technology made its debut at EBACE 2017 as a commercially available solution on PW306A engine-powered Business Aviation aircraft. One of the many examples of P&WC’s leadership in data-driven engine health, P&WC’s Oil Analysis Solution provides an innovative oil system prognostic capability. “Innovative services like our Oil Analysis Technology and FASTTM (Flight, Acquisition, Storage and Transmission) prognostics solutions are allowing us to provide deeper levels of analysis and broaden the scope of our data-driven engine health management solutions,” said Tim Swail, vice president, Customer Programs.

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Global Inflight Connectivity for All Ages

Pilots and passengers will appreciate the affordable, global inflight connectivity provided by AeroWave™ from BendixKing. Crews will now have inflight 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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MSH has announced the official signature of a launch customer contract with Tronrud Engineering AS from Norway. The Swiss made single-turbine SH09 helicopter will be based in the Eggemoen Aviation and Technology Park, 60 kilometers NorthWest of Oslo. Tronrud Engineering AS will operate the SH09 as a company helicopter and as a utility and logistics vehicle that will support the development of the industrial park.

CESSNA TURBO SKYHAWK JT-A RECEIVES CERTIFICATIONS The European Aviation Safety Agency (EASA) and the Federal Aviation Administration (FAA) have certified the Cessna Turbo Skyhawk JT-A with nextgeneration Garmin G1000 NXi avionics, paving way for deliveries to customers in Europe and the US. The company also announced the aircraft, equipped with the proven Continental CD-155 engine, has exceeded initial performance targets including improved maximum range.


DASSAULT AVIATION APPOINTS AERO-DIENST VIENNA AS ‘FALCON AUTHORIZED SERVICE CENTER’ The French aircraft manufacturer Dassault Aviation has appointed the Maintenance Line Station in Vienna as an ‘Authorized Service Center’ for the Falcon 900EX, EX EASy, DX and LX variants as well as the 2000EX EASy, DX, LX, LXS and S variants. As a result, the Line Station based at Vienna Airport takes over both scheduled and unscheduled maintenance services as well as repair services under warranty and FalconCare® programs. The workload also involves other maintenance work, retrofitting, modifications, upgrades and the 24/7-AOG service.

Jet Aviation has announced its Completions Center in Basel has redelivered a Boeing BBJ3 outfitted with a VIP cabin interior for an undisclosed customer. Designed in-house by the Jet Aviation Design Studio, the aircraft is the result of close collaboration with the client to craft a completely unique and personalized interior. The design is an integration of several elements, including floral motifs, leather wingback armchairs and a bold red and blue color scheme.

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QUICK LANE GOGO BUSINESS AVIATION AND ROCKWELL COLLINS BRING AIRSHOW MOVING MAP Moving maps are one of the most popular features of any inflight entertainment system and today Gogo Business Aviation and Rockwell Collins bring Airshow moving maps to customers in the Business Aviation market. Airshow is the aviation industry’s leading moving map application, and will now be available to Gogo’s customer base for use in Business Aviation cabins without the need for additional hardware.



Bell Helicopter, a Textron Inc. company, announced the Bell 525 Relentless program has resumed flight test activity after receiving experimental certificate renewal from the Federal Aviation Administration (FAA). "Today, we have resumed a key element of the Bell 525 program," said Mitch Snyder, president and CEO. "Bell Helicopter has worked with the National Transportation Safety Board (NTSB) and FAA since the accident and we are confident in the resumption of flight test activity."

TRU Simulation + Training announced that it is has received full program certification for its Cessna Citation Latitude and Cessna Citation Sovereign + pilot training program and is now accepting students at its TRU ProFlight Pilot Training CenterTampa. In March 2017, the Full Flight Simulator (FFS) for the Latitude/Sovereign + program successfully received Level D qualification by the Federal Aviation Administration (FAA).

TEXTRON AVIATION CELEBRATES 2,000TH DELIVERY FOR CESSNA CJ FAMILY Textron Aviation Inc. celebrated the delivery of the 2,000th aircraft from its industry-leading Cessna CJ light jet family. The milestone aircraft, a Cessna Citation CJ3+, was delivered to longtime customer Marc Dulude during a ceremony at Textron Aviation headquarters in Wichita. “The CJ3+ provides the efficiency, reliability and overall exceptional performance that the CJ aircraft are known for, and is representative of our continued leadership in the light jet segment,” said Rob Scholl, senior vice president, Sales and Marketing.

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QUICK LANE BELL 505 JET RANGER X ACHIEVES FAA CERTIFICATION Bell Helicopter’s Bell 505 Jet Ranger X has been certified by the Federal Aviation Administration (FAA). The Bell 505 continues to surpass significant milestones – achieving type certification in December 2016 from Transport Canada Civil Aviation, then gaining production certification, and recently celebrating the first customer delivery. “This is another significant milestone in our journey to market entry for the Bell 505,” said Mitch Snyder, Bell Helicopter’s president and CEO.



StandardAero continues to break new ground, achieving another Supplemental Type Certificate (STC) for the first Honeywell JetWave™ Ka band global high-speed broadband connectivity solution available today for Gulfstream G-IV Business Aviation aircraft operators. In November of last year, StandardAero received a similar STC for a JetWave system for Falcon 900/B/C/EX series aircraft. The STC, which includes a radome and installation kit, is available to the market today.

Honda Aircraft Company announced that the HondaJet, the world’s most advanced light jet, has received its type certificate from Transport Canada. The approval paves the way for the company to begin deliveries to Canadian registration customers as HondaJet production continues ramping up. “We are proud to achieve Canadian certification for the HondaJet, which signifies it meets the high safety standards governed by Transport Canada,” said Honda Aircraft Company President and CEO Michimasa Fujino.

TEXTRON AVIATION ROLLS OUT FIRST PRODUCTION CITATION LONGITUDE Textron Aviation Inc. has rolled out the first production unit of the Cessna Citation Longitude, the company’s latest clean-sheet design, super-midsize business jet. State-of-the-art assembly and fabrication tools and techniques bring exceptional quality and superior fit and finish to this revolutionary aircraft. “The Citation Longitude sets a new standard in the super-midsize segment, not only through the aircraft’s design and performance, but also in the way we are manufacturing it,” said Ron Draper, senior vice president, Integrated Supply Chain.

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Project Management


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The nicemedia premium content service launched by SD for aircraft equipped with nice HD cabin systems is now available for all IFE/CMS platforms. Together with Lufthansa Technik, SD has expanded the types of jets which can benefit from the nicemedia SmartBox system, which delivers Hollywood blockbuster movies and contemporary TV shows to the cabin. The wide selection of movies and TV shows, available via the portable system, can be viewed on cabin monitors or can be streamed to personal electronic devices including iPhones, iPads, Android phones and tablets.


Associated Air Center (AAC) redelivered an Airbus ACJ319 VIP aircraft this month, after installing a new CTT Systems CAIR™ cabin wide humidification system via a Federal Aviation Administration (FAA) Supplemental Type Certificate (STC) developed in conjunction with StandardAero’s Organization Delegation Authority (ODA) team. In addition to the A319 installation, the new STC will apply and be available to CAIR cabin wide humidification systems on the Airbus A318-A321 family aircraft. The installation took place at AAC’s facility, located in Dallas Texas.



Air BP and RocketRoute, the European based aviation services company, underlined their commitment to the Business and General Aviation market with the launch of a new and enhanced RocketRoute app that takes the service offering beyond fuel and flight planning. The new RocketRoute app will enable pilots to connect directly with thousands of ground handlers, FBOs and aviation providers worldwide.

Industry leaders UAS International Trip Support and Honeywell Aerospace have announced a strategic alliance to expand Honeywell’s flight deck and cabin connectivity services and to offer robust, comprehensive international trip support services. UAS will begin offering worldwide ACARS (datalink) service, branded as UAS LinkEvolution. UAS customers will have unlimited access to all worldwide VHF networks, including ARINC and SITA, as well as Inmarsat and Iridium satellite networks.

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G1000® NXi for King Air 200/350 offers optional Garmin SurfaceWatch™ technology to help you confirm you’re in the right place — and even aligned with the right runway. So you have that extra measure of confidence on departures, arrivals and ground movements around the airport environment. Garmin G1000 NXi. How will you use it next? Learn more at

©2017 Garmin Ltd. or its subsidiaries



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. The nationwide network rollout is underway, with the vast majority of sites expected to be operational this fall. “We are pleased to have accomplished the threshold technical and business milestones needed to close on this major capital formation step,” said Chairman and CEO Haynes Griffin. “As a result, we are moving rapidly with the deployment of our coast-to-coast national network to bring users fast, seamless connectivity in the air.” Griffin added, “A significant number of customers joined our Early Bird waiting list to secure their spot at the head of the line. SmartSky and its partners have already begun the process of obtaining a Supplemental Type Certification (STC) needed for installation on each aircraft model type. We expect Early Bird customer installs of our patented technology to commence next quarter, immediately following completion of the first few STCs.” A veteran of the telecommunications industry and past president of the Cellular Telephone Industry Association, Griffin, who has built cellular networks in locations across the United States, commented “Cellular has built out everywhere. Now it’s time to build up.”

CAE reported revenue of $734.7 million for the fourth quarter of fiscal year 2017, representing 2% growth from the fourth quarter last year. Fourth quarter net income attributable to equity holders from continuing operations was $67.4 million ($0.25 per share) compared to $61.2 million ($0.23 per share) last year. Fourth quarter net income before specific items was $82.4 million, or $0.31 per share, representing an EPS increase of 15% over the same period last year. Annual fiscal 2017 revenue was $2.7 billion, representing 8% growth from the prior year. Annual net income attributable to equity holders from continuing operations was $252.0 million ($0.93 per share). Annual net income before specific items was $278.4 million, or $1.03 per share, representing an EPS increase of 20% over last year. All financial information is in Canadian dollars. "CAE achieved strong results overall in fiscal year 2017 and I am pleased with our progress to pursue our vision to be the recognized global training partner of choice," said Marc Parent, CAE's President and Chief Executive Officer. "We grew earnings per share by 20% this year, generated 32% higher free cash flow, and we bolstered the recurring nature of our business with a record $7.5 billion order backlog. In Civil, we grew segment operating income by 15%, on higher utilization of our training centers, and we sold 50 full-flight simulators. In Defense, we won orders and contract options worth a combined $2.3 billion, contributing to a record $4.2 billion Defense backlog. As we look to the year ahead, we expect continued good growth, and we take confidence in the strength of our competitive position, high degree of recurring business, and supportive market fundamentals." Free cash flow from continuing operations was $160.4 million for the quarter compared to $12.8 million in the fourth quarter last year. Free cash flow for the year was up 32% to $327.9 million, compared to $247.7 million in the same period last year, representing a cash conversion ratio of 118%.


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Jet Support Services, Inc. (JSSI), the world’s leading provider of maintenance support and financial services to the Business Aviation industry, has released its Business Aviation Index for the first quarter of 2017. The latest report indicates an overall increase in global business flight activity compared with the fourth quarter of 2016. Average utilization of aircraft in the first quarter of 2017 represented the highest level of flight activity for any first quarter since 2008, according to the index. “This has been one of the strongest starts to the year we have seen in almost a decade,” said Neil W. Book, JSSI’s President and Chief Executive Officer. “The significant increase in activity could be an indicator of positive sentiment among businesses concerning the overall economy. With continued strong growth in key regions such as Asia-Pacific and industries such as business services, we are optimistic 2017 will be a good year for the Business Aviation industry.” Key findings in the first-quarter 2017 report include: ❍ When broken down by industry, the largest increases were seen in the business services, healthcare, and consumer goods industries, which were up 8.2%, 7.5% and 5.3%, respectively, from the last quarter of 2016. The largest decrease was in the real estate sector, with a 17% reduction in flight activity. ❍ In regional flight activity, the two largest increases since the fourth quarter of 2016 were 13% in the Middle East and 5.7% in Asia-Pacific. The largest decrease was 6.6% in the Central American region.




StandardAero Aviation Holdings, Inc. (“StandardAero”) and Airbus SE (“Airbus”) announced that they have entered into exclusive negotiations with respect to an acquisition by StandardAero of Vector Aerospace Holding SAS (“Vector”) from Airbus. Vector is a global aerospace maintenance, repair and overhaul company, providing responsive, quality support for turbine engines, components, fixed- and rotary-wing aircraft. A truly international company, it generated revenues of US$ 704.8 million in 2016 and employs approximately 2,200 people in 22 locations across Canada, the United States, the United Kingdom, France, Kenya, South Africa, Australia and Singapore. The proposed transaction is subject to workers’ council consultation, signing of definitive agreements and customary approvals, such as regulatory clearances.



Embraer projects a steady market demand for 6,400 new jets in the 70-130+ seat capacity category (2,280 units in the 70-90 seat

segment and 4,120 units in the 90-130+ seat segment), worth USD 300 billion, by 2036. The 70-130+ seat jet world fleet-in-service will increase from 2,700 aircraft in 2016 to 6,710 by 2036, the fastest growing segment among all aircraft seat capacities. Market growth will drive 63% of total demand and the remaining 37% will be delivered to replace ageing aircraft.

70-130+ Seat Jet Deliveries by Region Region North America Asia Pacific Europe Latin America CIS Africa Middle East World (2017-2036)

Deliveries 2,020 1,710 1,150 690 390 220 220 6,400

Share 32% 27% 18% 11% 6% 3% 3%

Whilst region-specific outlooks vary considerably, the underlying drivers to sustain the projected market demand for jets in the 70-130+ seat capacity category remain intact, from feeding complex bank structures at major hubs to pioneering new markets and complement narrow-body aircraft operation. Fleet optimization is critical in the vicissitudes of business cycles, and a rationalized fleet does not necessarily signify an optimized one. Right-sized aircraft call for a new smarter approach. Greater control in matching aircraft capacity to market demand prevents the erosion of unit revenues and provides competitive cost structure. The E195-E2, for example, will provide an attractive proposition with much lower trip costs and comparable seat-mile costs to than its large narrow-body counterparts, while combining growth and higher returns with the opportunity to increase unit revenue with a right-sized aircraft. “The airline industry is notoriously known for its boom and bust cycles. Better seat inventory control allows a continuous search for higher profits and efficiency. The ability to shift back towards revenue unit growth, instead of aggressive capacity expansion, is crucial”, said John Slattery, president & CEO, Embraer Commercial Aviation. Jets in the 70-130+ seat capacity category are one of the main pillars of business sustainability. As the most efficient single-aisle family of aircraft, the E-Jets E2 is perfectly positioned to keep Embraer as the market leader in the segment and maximize profitability for both airlines and leasing companies.


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ON THE MOVE PEOPLE Dallas Aeronautical Services (DAS), has announced Eliezer (Eli) da Silva as their new vice president of Sales & Marketing. In his role, da Silva will be responsible for managing and further expanding the company’s sales efforts and capabilities in business, general and commercial aviation. His duties will include implementing a strong customer commitment base to DAS clients and increasing the company’s market reach, sales and maintaining the image as one of the foremost component repair stations in the world.

Griffin has joined the Paint and Interior Modification Sales Team at the company’s Battle Creek, Michigan, facility.

Eliezer da Silva

Kasey Harwick

Also at DAS, Rick Armstrong became director of Technical Sales. Armstrong joins the DAS team with over 30 years of aviation experience ranging from composite/sheet metal repair and manufacturing to component overhaul. At Duncan Aviation, Scott McKenzie will be taking over the administration of all OEM aftermarket warranty programs. In addition to his current responsibilities as an Avionics tech rep for Duncan Aviation Components Services, McKenzie will assume the duties as After Market Warranty Program administrator, overseeing contract sales, organization and administration of the company’s significant projects. Another announcement from Duncan Aviation is that Tiffany

“Tiffany will bring her extensive customer-service experience, her working knowledge of aircraft design and her high degree of professionalism to her new position with our Interior and Paint services,” says Sales Manager Phil Suglia. Also at the Battle Creek, Michigan, facility, Kasey Harwick will be new director of maintenance. Harwick will manage the airframe shops and oversee the engine and accessory departments in Battle Creek. Global Jet Capital, a provider of financing solutions for corporate aircraft, has announced the appointment of Christopher H. Paul as senior managing director and general counsel. Chris will be responsible for the leadership of the company’s worldwide legal organization

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Tiffany Griffin

with a mandate focused on accelerating growth through domestic and international markets. The Air Law Firm has announced two new senior hires. The Mayfair, Londonbased company has appointed Rob Mellor as senior associate and Pam Chambers as consultant at the dedicated aviation industry law firm. The Board of Directors of Marenco Swisshelicopter AG (MSH) welcomes André Borschberg as new member. André will join the Board as a non-executive director. The former Swiss Air Force jet and helicopter pilot and co-founder of the Solar Impulse project, the first ever round-the-world solar flight, will bring his passion for aviation, his pioneering spirit and managerial expertise to the MSH Board of Directors. Million Air Medford, meanwhile, has announced Ramon Ochoa is its new quality control supervisor. As quality control supervisor, Ochoa is responsible for assisting with audits and performing regular tests on the FBO’s fuel trucks and tanks on a daily, weekly, monthly and annual basis to ensure high-performance and industry standard compliance. PPG announced it has named Tim Behmlander aerospace general manager for the Americas and Reiner Stamm to succeed him as aerospace general manager for the Europe, Middle East and Africa region. In their new positions, Behmlander continues as a member of PPG’s aerospace leadership team, and Stamm joins both the company’s aerospace and EMEA-region leadership teams. Rockwell Collins announced that Adam Palmer has been appointed vice president, Investor Relations. Palmer is now responsible for developing and maintaining relationships with sell- and buy-side financial analysts, as well as for communications between Rockwell Collins and the investing public and shareowners.

Universal Weather and Aviation, Inc. announced that it has hired Sarah Kalmeta to serve as the company’s regional operations director for the AsiaPacific 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. SR Technics, a world leading MRO service provider, announced the appointments of Jean-Marc Lenz as chief operating officer and accountable manager, and Michael Sattler as chief commercial officer. Commenting on the new appointments, Jeremy Remacha,

Michael Sattler SR Technics CEO, said: “I am delighted to have Jean-Marc and Michael take their next steps with our company. Both of them have extensive experience in the aviation industry and are exceptionally customer focused.” Textron Inc. announced that Lisa Atherton has been named president & CEO of Textron Systems. She succeeds Ellen Lord, who will be nominated by President Donald J. Trump as Under Secretary of Defense for Acquisition, Technology and Logistics within the Department of Defense. Atherton most recently served as executive vice president of Military Business at Bell Helicopter where she provided strategic direction, overall management and performance for all government programs and business development efforts.

Join 27,000 industry professionals for the most important three days of business aviation, with over 1,100 exhibitors, 2 static displays of aircraft – 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.



From the Desk of EBAA CEO Brandon Mitchener TELLING OUR SECTOR’S Compelling Story Business jets and helicopters are often portrayed as a toy for the pampered and privileged. Because their users demand discretion almost as a rule, it is also a sector that tends to fly under the radar, allowing some critics to associate it with unfavourable and inaccurate images of high costs and elitism. The time has come to reclaim our narrative. In 2016, we commissioned a study on perceptions of Business Aviation, and the key finding was that the more familiar policymakers and business stakeholders were with the sector, the better they viewed it. When asked if they considered business jets, helicopters and airports as necessary, only 3 percent of policymakers responded negatively. Frankly, I think we have a compelling story to tell about the key benefits of Business Aviation, but we need to do a better job of telling it. That means more effectively communicating the differences between ‘flying private’ and flying for business, as well as such advantages as productivity gains, time efficiency, security, accessibility and our commitment to reducing the impact on the environment. We need to help policymakers and others understand that Business Aviation is a specialized travel solution and investment strategy that enables busy people to meet face-toface when time matters most and drives new opportunities, investments, jobs and regional growth. 24 - BART: JULY - AUGUST - 2017

Growth Driver Business Aviation in Europe connects 25,000 airport pairs that airlines don’t, ensuring vital links to regions that are remote or poorly served by major airports and railways. It represents 7 percent of European aviation and acts as an economic multiplier worth billions of euros. According to a 2016 Booz Allen Hamilton study on the Economic Impact of Business Aviation in Europe, Business Aviation accounts for some: ❍ EUR 100 billion in annual turnover ❍ 400,000 jobs ❍ EUR 1 billion in time saved in a year by European companies using Business Aviation for their employees ❍ EUR 2,840 in average productivity gains per passenger per trip ❍ 2 hours of time saved on average per trip over the fastest available commercial service within Europe This sector also provides vital air ambulance flights – some 1,200 medial flights every month. It serves hospitals and disaster victims and transports medical personnel. So, in addition to serving business, it saves lives and this should also be recognized as a unique selling point for Business Aviation. Value Proposition Ultimately, we aim to ensure that decision-makers at all levels see Business Aviation as a necessary, sustainable and valued transport option for some very demanding customers who otherwise might skip some travel or travel destinations altogether, to the detriment of local economies. To help our members and the wider Business Aviation community tell our common story better, we are crafting the strategy and tools to communicate the positive impact that Business Aviation has on Europe’s regional economies and local communities. You can already find a first set of these tools on the EBAA website. This will be followed by more compelling and inspirational outreach activities in the coming months and years.


IS EUROPE TURNING THE CORNER IN BUSINESS AVIATION? PRESENTING THE STATE of the European Business Aviation industry at its annual press conference, Brandon Mitchener, the new CEO of the European Business Aviation Association (EBAA), said that the sector was showing promising signs of vigor after a few years of flat figures. "We've now had six months of steady growth in traffic numbers and they're the best since 2011," said Mitchener. "This is an exciting time for Business Aviation, with innovative new aircraft, technologies and business models coming to the fore. The industry is looking dynamic as it expands its offerings for new and existing customers and aircraft owners." Mitchener underlined Business Aviation's unmatched value proposition: meeting needs that no other transport option can satisfy by helping users gain direct access to destinations while achieving huge time savings, flexibility and full control over their schedules - even if their itineraries combine multiple and remote destinations. "It's a vibrant, evolving industry and many players are developing new ways of working that further expand customers' freedom of choice," said Mitchener. This includes online booking platforms with faster response times, more transparency and better pricing. EBAA member company Stratajet pointed to the broader customer base thanks to the direct access to private jets through an online platform. "We are reaching out to new types of customers, one-third of whom are first-time private jet users, and many of whom are in the 25-34 age segment, comprising a tech-savvy new audience of fliers," said Ricardo Gato, CMO of Stratajet. Another area where customers are gaining more choice is in the use of single and twin engine turboprop offerings. Maxime Bouchard, Managing Director of JetFly Aviation, described the potential of that entry-level and versatile segment of Business Aviation following the European Aviation Safety Agency's recent approval of single-engine turboprop aircraft for commercial operations in Europe.

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This opens new possibilities for utilizing a single-engine turboprop that has the same range and capacity as some business jets, according to Bouchard. "These aircraft can land on two to three times more airfields than a jet - some 2000 airfields in Europe compared to 800 for a jet. As a user, you get more choice, avoid congested airfields and can land closer to your destination," said Bouchard. Mitchener said this was an example of how EBAA was working on behalf of its members and the industry to ensure reasonable and proportionate rules for the sector, as well as to promote new technologies that enhance safety and access to

smaller airports, including satellite-based navigation, instrument landing approaches such as LPV and augmented vision technologies. EBAA Chairman, Juergen Wiese, added: "As we mark the 40th anniversary of our association this year, we are happy to report a steady increase in our membership numbers as well as increasing levels of expertise and support that we are already able to provide our member companies. And we will continue to develop further these capabilities for our membership at this promising time for our industry."

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From the Desk of NBAA President & CEO Ed Bolen INDUSTRY EVENTS LIKE the recentlyconcluded 2017 European Business Aviation Convention & Exhibition (EBACE) not only provide a valuable opportunity for Business Aviation operators to discuss matters affecting their region, but also for stakeholders from other parts of the world to discuss their operational concerns when operating in those areas – in the case of EBACE, throughout the European Union. One of the most significant topics of discussion at EBACE2017 was an issue significant to BART International’s USbased readership concerning ramp inspections in EU member states. Europe and the US have very different processes for the paperwork to meet compliance requirements during these inspections, and this creates confusion for US operators flying to Europe. Non-EU-registered aircraft operators are subject to Safety Assessment of Foreign Aircraft (SAFA) ramp inspections when operating in EU member states, plus Iceland, Norway, Switzerland and any state with which the European Aviation Safety Administration (EASA) has a working arrangement on SAFA.

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/U.S.A. TRANSATLANTIC These ramp inspections can be challenging for some USregistered aircraft operators, particularly if they are unprepared and approach the ramp check from the wrong perspective. That said, a little homework before flying to states utilizing EASA SAFA inspections can help ensure a successful check that should only take 15 to 30 minutes. Above all, US-based pilots should review guidelines published by the International Civil Aviation Organization (ICAO) and followed by EASA, rather than those from the US Federal Aviation Administration (FAA). Some key differences include demonstration of qualification and currency and flight planning activities For example, EASA does not apply end-of-month “grace periods” for medical and training certifications. Fuel planning is another potential stumbling block, with EASA requirements that 45 minutes’ worth of fuel be added to the fuel needed for the most likely route to an alternate airport, not the most direct route as in the US. Flight crews should also be prepared to show accurate weight-and-balance calculations, even for Part 91 operations. Part 91 operators may also request FAA authorization to use an MMEL as an operator MEL to defer repairs of, and consequently fly with, certain inoperative equipment. While the MMEL is a perfectly legal method of deferring maintenance for domestic operations, using an MMEL could make it difficult to complete a SAFA ramp inspection. Pilots should also be prepared to prove their qualifications, not just by providing their airman certificate with related ratings, but also by providing proof of current training and checking, if required. Another common difference is that pilots requiring eyeglasses or contact lenses must have a spare pair available in the cockpit, unlike in the US. It’s also important to understand the different categories of “actions” that result from an EASA ramp inspection. All SAFA ramp inspections result in a Class 1 action, even those with no findings. A Class 2 action is information to the aircraft operator and to the aviation authority under which the aircraft is registered, and will typically require the operator to follow-up with their respective oversight authority. Most severe is a Class 3 action, as EASA considers these findings to have a potential major effect on safety, and an inspector may require remedial action be taken before an aircraft can depart. A very serious Class 3 action may even result in the aircraft being detained by the aviation authority or the operator or aircraft being banned from operating in EASA airspace. As NBAA works with our international stakeholders and in coordination with European Business Aviation Association (EBAA) to find a reasonable middle ground on these requirements that does not overly burden US-registered operators, pilots are encouraged to take the time to be prepared so that a SAFA ramp inspection is a non-event.

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HEALTH CHECK ON THE RUSSIAN MARKET Anna Nazarova believes the Russian Business Aviation market will continue to dig itself out of the hole it found itself in recent years. According to her, this is why JetExpo is more critical than ever this year



G500 (top) and Legacy 450 (center) will be present at this year’s JetExpo. Heliports of Russia stand (below).

eptember is a special time for the Russian Business Aviation. From September 7 – 9, both domestic and international players will land at Vnukovo-3 for JetExpo: Russia’s one and only Business Aviation exhibition. This year’s edition, the 12th annual, coincides with a welcomed period of market recovery following the economic downturn of 2014 and economic sanctions. In fact, the period between last year’s show and now is the first stable period since 2014. This growth has been led by charter flights, who are once again seeing signs of life during the traditional high seasons. According to WingX Advance data, the first half of this year saw a 3% increase in outbound flights to Europe (leaving primarily from Moscow). This data is further corroborated by Russian data, so m e o f w hi c h sho w s t he charter market as having grown by as mu c h a s 5 % i n t he f i r st si x months of 2017. “These numbers give us confidence that the Russian Business Aviation market has overcome the negatie consequences of the previous years and has entered a new period of growth,” says Irakly Litanishvily, owner at Aim of Emperor, a Russian data firm.

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Needless to say, these numbers have caught the industry’s attention, and once again all the key players will be present at JetExpo. For example, Gulfstream’s G500 will be making its JetExpo debut this year. The company is excited about this aircraft’s potential in Russia – and with good reason too, c onsi dering th e re a r e 1 5 0 Gulfstream aircraft already on the Russian market. Embraer, the latest entrant on the Russian market, quickly won over buyers with their relatively low prices. But times have changed and this year all eyes will be on the Legacy 450, which goes for $16.5 million. The jet will be making its JetExpo debut too. Likewise, Cessna will also be bringing something new to the show, namely its Citation Longitude. The company hopes that it can add a few more jets to the seven Citations currently sporting the RAprefix.

Excitement in the Air – and on the Ground New jets and a growing market have combined to create quite the buzz around this year’s show. Many people we talked to noted that they are seeing signs of a revival first hand. For example, A-Group has seen flights from European operators into Sheremetyevo double. According to A-Group Marketing Director Nadezhda Turovskaya, the upcoming 2018 World Cup should only add to this revival. “Sheremetyevo, which is our base airport, is one of the Cup’s official hubs, and we are expecting to wel-

come visitors from all over the world,” says Turovskaya. “In a year or two, we also expect to see traffic grow in St. Petersburg, following the city’s growth in popularity as a tourist destination.”

Even with a political and economic situation that remains unstable, expect to see the bizav market here continue to grow in the coming years. My personal prediction is that we’ll first see growth coming from the

Litanishvily adds to this that he sees evidence for a continued trend towards substituting aging long-range aircraft with newer models. In addition, he also sees increased competition in the ground handling market. “All this points to a revival of the Russian Business Aviation market that will only continue to strengthen in the near future,” he says.

domestic market, mostly via small and medium sized jets. We can also expect to see new aircraft deliveries slow down somewhat overall, although I expect that sales in this small to mid-size range will remain strong. The pre-owned market will also grow, albeit only moderately. Despite all this good news, needless to say there are still challenges. Chief among them remain a lack of proper infrastructure and an imperfect regulatory system – along with the ongoing political and economic uncertainty. But, as I’m sure we will see at JetExpo, things are only getting better!

Good Signs in Russia Add to this the fact that commercial traffic is growing, the pre-owned market is waking up and increased interest in foreign operators, and things are definitely looking up in Russia.

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More than 30 aircraft will be on static display at JetExpo. Russia is preparing to host the FIFA World Cup in 2018 (right below).



Over the course of the past year, Russian Business Aviation has shown a remarkable ability to adapt to new economic challenges and fierce competition. Anna Nazarova reports


lmost three years after the Russian economy collapsed, the country’s Business Aviation industry is well on the road to a full recovery. This regeneration is being led by the charter sector, which has historically been the driver for market development. When summarizing 2016, several trends are worth mentioning, including the partial redistribution of traffic in the country’s largest region – the Moscow Air Cluster. According to experts, the number of Business Aviation passengers (charter flights and business jet owners) was at about 128,000. This number is based on the largest ground handling companies (Vnukovo-3, A-Group Sheremetyevo, JetPort SPB, A-Group Pulkovo), brokers and business jet operators. The flight redistribution was registered mainly between two terminals: Vnukovo-3 and A-Group (Sheremetyevo). In 2015, Vnukovo-3 served 17,015 flights and 110,258 passengers, while in 2016 these numbers were 15,426 flights and 98,077 passengers. In parallel to this, the number of flights served by A-Group (Sheremetyevo) grew by 10% for the same period last year, with the number of passengers growing by 15% to reach 26,000 in 2016. Business jet brokers and operators are unanimous in their opinion that last year the Business Aviation charter market stabilized – and even managed to show a moderate growth of about 5%. This data is provided by Aim of Emperor group analysts, who deal with charter flights, business jet management and aircraft ground handling. The distribu-


Teamline stewardesses represent around a quarter of the Russian Business Aviation crew.

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BUSINESS AVIATION IN RUSSIA Russia. In fact, the share of domestic flights (depending upon the season) can reach 25%. Notably, 80% of passengers flying to Russian regions other than Moscow are business travelers. This in turn means new cities are starting to appear on the Russian Business Aviation map. This trend is supported by the import substitution policy, which stipulated additional development of some economic sectors. For example, Belgorod (meat industry), Nizhnekamsk (automotive) and Krasnodar (agriculture) all enjoyed increasing demand. In terms of aircraft type, according to Aim of Emperor figures, the most popular business jets in the charter market are Heavy Jets (Embraer tion of this charter activity remained relatively unchanged, with Nice, Geneva, London, Chambery, Samedan, Karlovy Vary, Pisa and Paris being the most popular destinations. These figures are confirmed by statistics provided by Vnukovo-3, which show Nice (10.11% of the total international traffic), London (7.27%), Geneva (2.91%), Riga (2.90%) and Paris (2.53%) as the top destinations for private aircraft. However, this does not mean that the Russian Business Aviation sector only serves European destinations. According to business jet ground handling provider Capital AviaNeft, more and more business jets are flying to other regions in Legacy 600, Bombardier Challenger 605/850) and Midsize Jets (Cessna Citation XLS, Bombardier Challenger 300). As to the types of business behind Business Aviation in Russia, according to Aim of Emperor, the main drivers remain unchanged, with the commodities, development and banking leading the way. Agriculture and IT have recently been added to this list. Despite the different state of these drivers, the diversification has helped balance demand for Business Aviation services. For example, dropping oil prices, which lowers flight activity from the commodities sector, is compensated by the growth in the iron and steel industries. Another


Belgorod Airport (top). Vnukovo3 pictured by Papas Dos (center). A-Group FBO hangar at Sheremetyevo Airport (below).

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important balancing factor is that the number of HNWI has also been growing steadily. According to the new Forbes list, in Russia the number of dollar billionaires increased from 77 to 96. Of course there’s always a ‘but’ to any good news. In Russia, growing demand for charter flights means increasing competition among the brokers and operators, which drives prices down through lower agent fees. Even though these lower prices could potentially open the market up to Russia’s middle class, the vast majority do not know that they can now afford private charter flights. Anyway, there is hardly a better time to get acquainted with Business Aviation in Russia than now. A char-

ter flight from St. Petersburg to Moscow on a light Cessna CJ2 jet varies from EUR 5000 to 9000. Flights through Europe cost EUR 20 000-40 000 depending on the aircraft type. Empty legs are becoming increasingly popular in Russia, with many passengers intentionally waiting for the hot offers to save 30-75% of the flight price. Caution, Private Property The Russian Business Aviation market is influenced by another factor: business jet fleet volume. This is one of the most stable and monumental industry indicators which has remained almost unchanged. Judging by the number of private aircraft, it is possible to estimate not only the sta-

tus of Business Aviation in Russia, but to get a sense of the country’s economy as a whole. As with the charter flights, in Russia there are no official reports on the number of private aircraft. That being said, according to the best estimates, as of mid-2017, the total fleet of business aircraft stayed almost the same at about 450-500 units. A more precise figure is difficult to obtain as there are no such statistics in the country. In fact, only about 70 business jets are registered in Russia, with the remain 400 registered in Europe and offshore countries. However, this doesn’t mean that new jets aren’t being bought – the deals are just more often aimed at fleet renewal, not expansion.

According to Emperor Aviation, the substitution demand is clearly seen in the long-range business jet segment. This segment has recently seen several newcomers as owners put aging aircraft for sale before purchasing a new Bombardier Global 6000, Gulfstream G650 or Falcon 8X. Unofficial data suggest that by summer 2017, at least three new longrange business jets will be delivered to Russian owners, with a total book value from $177 million. These include a Global 6000 and two Falcon 8X, one of which, according to unofficial sources, will be operated under the president of Tatarstan. We are also seeing a remarkable trend in where Russian owners are registering their business jets. It’s no secret that, considering external circumstances, the vast majority of all aircraft are registered outside Russia – in neighboring Europe (Austria, Switzerland, Malta, San Marino) or offshore countries (Bermuda, Aruba, Cayman Islands). However, last year we saw a notable number of small business jets registered in Russia – from light Premier and Cessna aircraft to medium Legacy 500 and Challenger 350. According to the Capital AviaNeft, it is estimated that between five and seven light and medium business jets are on the RA registry. This fact provides further evidence that the demand for domestic flights is gradually increasing. Russia has not yet adopted the eighth freedom of the air – cabotage, which is why only

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Global 5000 from the Emperor Aviation fleet (right). Dassault Falcon at Capital AviaNeft handling (left).


Russian-registered aircraft or those enlisted into the Russian Air Operator Certificate can serve local routes. Moreover, Russian registration allows operators to cut prohibitive airport costs, which are at least EUR 1000 higher for foreign aircraft.


Pulkovo Airport (right top), A-Group’s bizav terminal at Sheremetyevo Airport (left top), Sochi Airport (center), GazpromneftAero jet fuel business operator (below).

Ground Handling The infrastructure conditions and ground handling services in Russia also give us insight into the status of Business Aviation in the country. Anyone familiar with the sector knows that the country has a significant shortage of Business Aviationoriented terminals. Moscow, St. Petersburg, Sochi, Yekaterinburg one can count them on just one hand. This of course is the result of the fact that infrastructure follows demand, and these are the cities where the majority of business travelers go. However, this limitation has created a ground handling services monopoly, with prices being greatly overvalued. In Europe, this monopoly is eliminated by having at least two or three alternative ground handling service providers active at bizav terminals. In Russia, however, there’s only one. That being said, monopolist pricing (Vipport in Russia) is higher than the market. For example, at Sochi International Airport there is a “rush charge” that is 25% of the total ground handling bill. The charge comes into effect if a flight is requested less than 12 hours for an aircraft registered outside Russia.

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Anyways, despite these many obstacles, the situation with business jets handling is slowly but steadily improving. The domestic demand is growing in parallel with demand for new terminals, alternative re-fueling options and handling service providers.

We are already seeing change with A-Group and its two terminals (Moscow Sheremetyevo and SaintPetersburg Pulkovo airports) becoming a strong player that managed to break Vipport structures monopoly in the capital regions. The alternative ground handling provider in the regional market is Capital AviaNeft, which has signed more than 60 direct agreements with the airports and opened its own FBO in Sochi. The hope is that these efforts will manage to stir up the ground handling monopoly and create the long-awaited development that the sector needs. After all, better quality and a loyal pricing policy are the inherent traits of a healthy and competitive environment.

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RUSSIAN BUSINESS AVIATION INDUSTRY ON VERGE OF BIG CHANGES The ongoing recovery of the Russian bizav market is already resulting in new growth for the industry and related infrastructure projects. Eugene Gerden remains upbeat about future in Russia


s the industry moves out of the financial crisis and towards large scale investment projects, the Russian Business Aviation market is on the verge of big changes. Last year the Russian bizav market fell by 15 percent which, although still a big drop, was half the level of 2015’s 30 percent fall. However, despite these negative numbers, there is still a strong possibility that the market will resume growth this year. According to Nikolai Yakubenko, executive director of Sirius-Aero, one of Russia’s leading Business Aviation, the demand for Business Aviation ser-


Sirius-Aero Hawker 850XP (top). Russian Minister of Transport Maxim Sokolov (center). Domodedovo International Airport (below). 36 - BART: JULY - AUGUST - 2017

vices in Russia directly depends on the rate of business activities in the country, which has been steadily recovering since the middle of 2016. He says the financial crisis in Russia, which was mainly caused by Western sanctions, resulted in a change in the market structure and a decline in demand for international Business Aviation trips, with a simultaneous increase of flights on domestic routes. “There is an ever growing interest to the Business Aviation flights on such routes as Moscow-Sochi, MoscowSimferopol, Altai, Crimea, as well as to other domestic cities with populations over a million,” he says. “At the same time, the biggest decline is observed in those directions where common airlines can offer regular flights, along with good business or first class.” Still, despite Western sanctions and financial uncertainty, the demand for business flights by Russia’s rich to such favorite destinations as Alps, the French Riviera, Paris and London remains high. Last year, even with the

massive selling of business jets by Russian owners. Instead, owners tended to purchase a more economical option. “Due to the consequences of the financial crisis in Russia, the local rich have started to choose less expensive business jets, such as an Embraer Executive Jet, which are cheaper to operate compared to Gulfstream and some other models,” says Sokolov.

prefer to rent business aircraft, whereas local businessmen from the latest Forbes list, as a rule, have their own aircraft, which are operated by their management companies. The majority of large Russian corporations often operate a small of fleet of their own business jets, most of which are registered abroad and intended for transporting top-managers.

Development of Infrastructure

overall decline of the market, the number of flights on private aircraft on the majority of these routes grew by 10-12 percent over 2015 – and there is a possibility that this growth will continue this year. In the case of domestic routes, last year’s growth was equivalent to 25 percent. In contrast to the beginning of 2000s, many Russian businessmen currently prefer not to purchase a business jet, but instead to charter it for certain period of time. In the meantime, according to Russian Minister of Transport Maxim Sokolov, the crisis did not result in a

Sokolov also notes that, in general, vacation flights was the area hardest hit by the crisis. However, Russian business tourists continue to use private aircraft with the same periodicity as before the crisis. “It is obvious that business jets remain an effective method for doing business, which provides an opportunity to hold several meetings in different cities in one day,” he says. Furthermore, according to analysis of figures from the Russian Ministry of Transport, top-managers of various corporations currently

According to the Russian Ministry of Transport, Russia’s Business Aviation sector is concentrated in Moscow. Moscow also remains one of Europe’s largest Business Aviation hubs, being the fourth largest city in Europe in terms of Business Aviation activities after London, Paris and Geneva. For this reason, the majority of new infrastructure developments are happening in the Moscow Region. The ongoing market recovery has already resulted in the resumption of previously suspended industry projects and, in particular, those that involve building infrastructure for the needs of Russian Business Aviation. One such project involves building Russia’s first dedicated bizav airport, which should take place in the city of Volokolamsk, located in the Moscow region, over the next 1-2 years. This has already been confirmed by recent statements coming from the Moscow Department of Transport. The idea for the airport was for the first time put forward in 2013. However, due to the sanctions and associated economic crisis, implementation was suspended. According to the latest reports, work will resume in the coming months.

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Jet Aviation Moscow (right). The Vnukovo-3 stand at ABACE 2017 (left).



Russia needs radical changes in its taxation and regulatory system to improve its bizav industry.

The new airport will be built in close proximity to Moscow and will be linked with the city by the Novorizhskoe highway, one of the longest highways in the Moscow region. The new airport is designed to accommodate at least 100 flights a day, while its fleet will be about 120 aircraft. The airport will also include 60-80 sites for aircraft storage. It will be located in a forested area of 500 hectares in the Moscow Region’s green zone. The volume of investments in the project is estimated at RUB 20 billion ($330 million). Part of the funds is expected to be allocated by some European investment funds, while the remaining will be provided by Russian business. Among potential investors are some well-known Russian businessmen, including Roman Abramovich and Syleyman Kerimov. In addition to Russian investors, interest is also coming from some leading Western business jet producers and air carriers, who plan to use it as a base for their flights to Moscow. The project has already received the support of the Russian government. According to Sokolov, building an airport that meets the needs of Russian Business Aviation is very important, as existing terminals and airports have a shortage of sufficient landing, air spaces and frequencies for radio communication. In addition, he says many Russian airports still give a priority to regular flights with large passenger loads instead of looking to develop Business Aviation. Despite this strong level of support, the new airport isn’t without its critics, most notably from environmen-

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talists. According to Olga Balabanova, a coordinator at the Moscow Region Nature Conservation Society, building the new airport may result in a further deterioration of the Moscow Region’s forests. “The so-called compensatory planting, which is proposed by investors, will turn into a full-fledged forest only after 20 years,” she says. “At the same time, the absolute majority of residents of the Moscow Region cannot afford to use the services of this VIP airport. In other words, the domestic business elite are reshaping our habitat for its own commercial interests.” That being said, leading bizav analysts were less critical. Anton Filatov, a senior engineer of the Aviation Center of the Moscow Region, says the new airport will provide an impetus for the development of Business Aviation in Moscow and Russia. “There are currently serious delays in the departure of business aircraft from Russian airports, which usually reach 1-1.5 hours,” he says. “In addition, ground handling services are so expensive that it is more economically-viable for domestic business jet owners to fly to the neighboring Finland, stay there, and then return to Moscow just before the flight. The new airport will be in high demand only if the issue with delays in departure is resolved within a maximum of half an hour.” Future flights from Volokolamsk will be carried out on business jets of various capacities, ranging from five to 30 passengers. ROI is expected to be achieved in 16 years. Volokolamsk is not the only bizavfocused airport planned. A similar facility is set to be built in the city of

Kubinka, also in the Moscow Region, on the premises of the local “Kubinka” military airport. Initial investments for the project are estimated at RUB 10 billion ($150 million). First flights are planned for the end of 2018, while by 2020 the capacity of the airport will be increased up to 60 people per hour, or the equivalent to 500,000 passengers per year. The runway, which has the length of 2.5 km and in good technical condition, will remain in the state property. The new airport will be locate 60 km away from Moscow. Looking at existing players in the Russian Business Aviation market, there are no notable plans for expansion. In the case of Vnukovo3, a center of Russia’s Business Aviation world that post a traffic rate of 120 passengers per hour, the airport has no plans for a significant increase of its carrying capacity by building of new terminals or runways in the coming years. One notable development was the official launch of a new helipad that serves the needs of domestic Business Aviation. The airport plans to focus on the increase of its capacities in the middle term. In addition to this, Vnukovo-3 is investing in the development of ground infrastructure. According to a Vnukovo-3 representative, these investments will focus on increasing the area of local hangars and helipad. This follows the infrastructure expansion that happened several years ago, which saw the incorporation of hangars from the former Vnukovo Aircraft Repair Plant (VARZ) into the airport and are currently used for aircraft storage and MRO operations.

Tax Break In addition to the focus on infrastructure, the Russian government also plans to create more favorable conditions further developing domestic Business Aviation. This will come via a package of measures aimed at supporting the industry, the most important of which will involve lifting duties on the importing of business jets from abroad, as well as abolishing VAT. According to state plans, the provision of tax benefits will allow business jets that are owned by Russians to return to their domestic jurisdiction.

Currently, the majority of Russianowned private aircraft are registered abroad. However, there is a possibility that the situation will change this year as the new proposal already has the support of Russia’s President Vladimir Putin. Cyril Stepanov, deputy minister for the development of the Russian Far East, said the current rate of duties on the import of business jets to the country varies within the range of 16.8-22%, which is significantly higher than those in the EU. This prevents them being imported and registered within the country. According to Stepanov, as a result, many domestic bizjet owners use the procedure of temporary imports to the territory of Russia, which provides just a partial exemption from duties and taxes. According to Stepanov, being on the Russian registry does come with some advantages and benefits, especially on domestic flights. However,

navigation abroad becomes more difficult as obtaining permits to some foreign destinations may take between 24-48 hours. At the same time, many local businessmen refuse to register their jets within Russia due to the lack of confidentiality, high bureaucratic cost, and imperfect domestic legislation. The Russian government believes that removing duties and VAT will lead to an increase in the country’s domestic fleet and provide an impetus for the development of domestic infrastructure. Valery Okulov, Russia’s Deputy Transport Minister, also believes this will result in the creation of new jobs and an increase in budget revenues. The current fleet of business jets, owned by Russians is estimated at about 500 units, of which only 72 are registered within the country. Among the most popular business jets in Russia are large, heavy aircraft (weighing more than 15 tons and

costing up to $60 million), including the Bombardier Challenger and Bombardier Global, Gulfstream, Embraer and Falcon, to name a few. This number is likely to grow, thanks not only to the infrastructure developments and regulatory reductions, but also due to the Russian government’s plans to stimulate the production of business jets in Russia. According to recent statements of Russia’s Prime Minister Dmitry Medvedev, the government will restrict purchases of business jets for state needs after the expansion of the domestic production of business aircraft, which is scheduled for the next several years.

Eugene Gerden is an international freelance writer, who specializes on covering of Global Aviation and Business Aviation industries. He has worked for several industry titles and can be reached at

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Russia's President Vladimir Putin (top) and Prime Minister Dmitry Medvedev (left) both support plans to stimulate the production of Russian business jets


BE PREPARED FOR MOSCOW AIRPORTS BART: Overall, how has operating to Russia improved in recent years for Business Aviation? KONOVALOV: Operations to Russia have normalized over the last few years with authorities making changes to processes such as permits that have streamlined things and made it more straightforward for Business Aviation operators. Aircraft traveling to large international airports can find a full range of services. However, one will see more limited options at smaller airports, so it’s best to check in advance. Russia has hosted many large events over the last few years that have brought


Dmitry Konovalov, general manager, Universal Aviation Eastern Russia (top).

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With the 12th International Business Aviation Exhibition Jet Expo 2017 set to start in Moscow later this month, and the 2018 World Cup to be held throughout Russia in 2018, we interviewed Dmitry Konovalov, general director, Universal Aviation Eastern Russia for the latest tips and operational information on operating to Moscow

in increased traffic to cities such as Moscow, St. Petersburg, and Sochi. There are also upcoming events, such as the World Cup, that will place high traffic to the region next year. BART: Moscow continues to be the busiest destination within Russia. What do operators need to know about the various airports available? KONOVALOV: Moscow has many airports from which to choose from. The primary options to consider are Vnukovo (UUWW), Domodedovo plete an application. The process can take a couple of hours to obtain, but with large events such as the World Cup you may see this process take as long as six hours to obtain. For this reason, we always recommend that crew obtain their visas prior to arrival. BART: What are the risks of operating to Russia without obtaining a visa in advance? KONOVALOV: When traveling to Russia and visas haven’t been obtained in advance, those persons (UUDD), and Sheremetyevo (UUEE). There are other airports further out, but they don’t offer the full range of services that you will find at these primary fields. These are all 24-hour fields that all handle private aircraft. UUWW is more geared to general aviation aircraft and deals with many VIP and government flights. All of these airports do require airport slots when traveling into and out of the field. Additionally, when traveling to UUWW, a prior permission required (PPR) is needed for parking purposes. For any travel to Moscow airports, it’s recommended that at least 24 hours lead time is provided to obtain slots and needed PPR. Though shortnotice requests can be accommodated, you will likely not be able to obtain the exact times that you may seek. BART: Can operators obtain visas on arrival? KONOVALOV: I recommend that operators always have their visas in advance. Over the past few years we have found authorities to become even more stringent as it pertains to visas. In the past, you had the oppor-

tunity to obtain visas in more than one destination, but that has become limited over the years. Current regulations stipulate that passengers may not obtain visas on arrival. It’s imperative that passengers obtain their visas in advance. Crew may obtain visas on arrival, but only at UUDD, UUWW, and UUEE. In these instances, requests need to be sent in advance to your ground handler. Upon arrival, crew need to ensure they have passport style pictures and will need to com-

will not be allowed to enter the country and a penalty in the amount of 400K RUR (7K USD) applied. BART: What tips would you give our readers on selecting a handler in Moscow? KONOVALOV: Selecting a handler is critical. It’s imperative to ensure that operators pick the right ground handler when traveling to Russia, including Moscow airports. In many cases it’s recommended that operators use supervisors to ensure the

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Sheremetyevo Airport (top), Vnukovo Airport (center) and Moscow Domodedovo Airport (below).

ACCESS TO MOSCOW ed that the information be submitted along with the permit and slot requests in order to obtain the needed parking. Note that slots will be required for all host cities and should be requested in advance. Authorities have advised that approvals for permits and slots will likely not be known until a few days prior to operation of the particular flight. Hotels and transportation for this event will be in high demand and many will likely be blocked by the Organizational Committee. quality of services and that any requests that the crew or passengers might have are delivered on time. There are additional costs for these services, but it allows the operator to ensure that any unexpected requests or events are handled immediately. We recommend that operators speak to their trip support provider to determine the best services for their flight. BART: What can operators expect in regard to hotels and transportation in Moscow? KONOVALOV:Larger metropolitan cities such as Moscow have many different hotel options, including large international chains. In general, prices are elevated compared to other parts of the world. However, for large events, the popular options fill up fast, thus limiting options. For the World Cup, many hotels will be blocked, so it’s recommended that requests for such services are done in advance. There are ample transportation options when traveling to Moscow. It’s always recommended that operators look for pre-paid transportation through vetted sources. With security situations changing continually, it’s important to ensure that this is a vetted service that both crew and passengers can rely upon.


Moscow is one of the host cities for 2018 FIFA World Cup Russia (left). Advance hotel reservations are recommended.

BART: Are there any specific security concerns in Moscow operators should be aware of? KONOVALOV: Security is generally very good at the Moscow airports, especially UUWW which handles many government and VIP flights. As with any international travel, it’s recommended that operators obtain a security brief in advance for both the city and the hotel you will be

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staying at. Over the past few years, we have seen incidents taking place at locations generally considered safe. BART: What information do you currently have regarding operating to Russia for the 2018 World Cup? KONOVALOV: Russia will be hosting the 2018 World Cup that will take place June 14 through July 15. This event will attract heavy traffic at multiple locations. There will be 11 host cities that include Moscow. For this month long event, operators need to consider that the opening ceremony and the final will take place in Moscow placing additional stress on to the airports. Russian authorities advised that NOTAMs will be issued for this event placing restrictions on airports. We are currently expecting that the maximum time on the ground at UUWW, UUDD, and UUEE will be two hours unless passengers onboard are head of state, official delegations, or have an invitation letter from the International Olympic Committee or FIFA. If you have a passenger that will meet one of the above stipulations, it’s recommend-

BART: What other thoughts or insight would you like to share with our readers on operating to Moscow? KONOVALOV: Although Russia CAA has streamlined many processes in recent years, it’s important to preplan and review all requirements for both the country and for the particular destination to keep up with the latest rules and regulations. As with any location, regulations can change at a moment’s notice, so it’s best to be prepared in advance. We were lucky enough to be able to get in touch with Dmitry Konovalov, an expert on operations, permits and ground support for Business Aviation in Russia. Dmitry, who has more than 13 years’ experience in Business Aviation, currently serves as general director, Universal Aviation Russia. Based in Khabarovsk, Dmitry is fluent in Russian and English. An active member of the Russian Business Aviation Association, Dmitry has a degree from Pacific State University. For more information on operating to Moscow, Russia and hundreds of other destinations around the world, you can reach Dmitry at




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LABACE 2017 SET TO BOOST INDUSTRY Latin American Business Aviation gets the spotlight at LABACE 2017. Javier Ortega Figueiral picks out some of the highlights to expect from the show

the static area has seen 603 aircraft on d is play. T he 2017 edi t i on expects to s ee e v en mor e exhibitors, aircraft and visitors. Already, several months before its opening, 90 percent of the exhibition space is already sold. Last year, more than 9,000 people passed through the aisles and stands of LABACE. Although the majority hailed from Brazil, these numbers also included Argentinians, Chileans, Colombians and anyone interested in acquiring an aircraft or aviation-related products and services. The event had 136 brands and 41 aircraft on site. According to ABAG, over the threeday event in 2016, at least five aircraft were sold. At press time, 50 exhibitors have already confirmed their attendance for the 2017 fair, many of whom are repeat exhibitors. Eleven are aircraft manufacturers, including three heli-



Another packed static display is expected at Congonhas Airport (top). Phenom 300 (below).

lthough the world of aviation is global, there are some dates and times when the difference between the Northern and Southern hemispheres is evident. In Europe and North America, the month of August is a rare quiet month without tradeshows, business meetings, conferences or even sales: It is the peak holiday season of the year, especially in its central weeks. However, the southern hemisphere’s rhythms are different. Here, August represents the heart of winter for countries like Australia and New Zealand in Oceania, South Africa or Kenya in Africa or Argentina, Chile and Brazil in Latin America. It is precisely in the middle of winter that, from August 15 to 17, LABACE will once again land in São Paulo, the economic capital of Brazil. According to figures, this show is considered the largest in Latin America and the second largest in the world. This year it celebrates its 15th anniversary and, to commemorate the event, the Brazilian postal service has issued a special stamp.

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Looking Back, Looking Ahead The show is organized by ABAG, the Braz ilian G en eral Aviation Association, which has its headquarters in São Paulo. Over the course of its 15 year history, the show has welcomed 134,313 visitors and 1,719 exhibitors. Meanwhile,

copters OEMs (Helibras (for Airbus helicopters), Leonardo and Bell Helicopters) Rounding out the OEMs Bombardier Business Aircraft, Textron/Cessna, Honda Aircraft, Pilatus, Gulfstream, Dassault, Cirrus and, of course, home-town favorites, Embraer.

A Helicopter Show within an Aviation Show LABACE is unique in that it features a large presence by the helicopter sector, almost to the point of being a ‘show within a show’. This of course makes sense, considering that helicopters are a key means of executive transportation in places like São Paulo, a city that even has its own specific air controllers for this type of aircraft. Brazil’s helicopter sector is so large it is responsible for much of the economic development and job creation happening in the city, region and even the country. Almost 40 years ago, the growth of the helicopter sector in Brazil led the aerospatiale to create a subsidiary called Helibras – today part of Airbus Helicopters. Helibras is bringing its range of civil helicopters to LABACE, including the small H120 Colibri and the powerful H225, developed from the Puma. However, according to company representatives, the focus will be on the H160 this year. Bell helicopters still maintains a good market share in the Latin American, although Airbus Helicopters is quickly catching up. Currently, Bell offers seven different models. At LABACE, the star models will include the Bell

407, a highly demanded aircraft for flights over South America’s big capital cities. There will also be much interest in the possibilities offered by the heir of the legendary JetRanger, the new Bell 505. In the case of Leonardo Helicopters, its star products at LABACE will be its

three medium weight models: AW139, AW169 and AW189, which in VIP and executive configurations are seeing great sales success. Also, the latest modernized models of the classic A109 will be on exhibit, and in the field of single/mono turbines, the AW119 Koala is becoming an interesting option for passenger transportation. Turning towards the Aircraft – and More Honda Aircraft will be at LABACE via its Brazilian commercial delegation Lider Aviaçao, partners of Bristow. In

Latin America, there is growing interest in the new Honda jet, suitable for private owners of aircraft that use small runways. The Cirrus Vision will also at the show as it looks to grow its market share in the region. Expect the Pilatus PC-24 to get a lot of attention, as opens the Super Versatile Jet category to a

region needing jets capable of operating in very short and unprepared runways - like a turboprop - but with speed, range and comfort of a jet. Pilatus is represented at LABACE by Synerjet Brasil as the exclusive distributor of the executive aircraft for all Latin America. Last but not least, the OEMs that have a direct representation in Brazil: Gulfstream, Bombardier, Dassault and Embraer, which will all have a significant commercial delegation and aircraft presence at the show. Rounding out the LABACE list of exhibitors are fuel companies like World Fuel Services, Air BP and the aeronautical branch of local company Petrobras. Service providers of all sorts will also be on hand, including Bose, JSSI, Universal Weather and Aviation, Jetex, Goodyear and CAE. There is no doubt that LABACE will be a success, supported enthusiastically by the organization and the Brazilian government itself, which officially considers aviation to be part of the country’s national heritage.

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HondaJet will be on stage with Lider Aviaçao (center). Helibras will bring its range of helicopters (below).

Despite the economic and political drawbacks in the country, the Business Aviation market in Brazil doesn’t seem to be taking too much of a hit as of yet. Javier Ortega Figueiral examines the reasons and current trends



razil is still struggling with the worst recession seen in decades – its already depleted economy contracted again for the third consecutive year. According to the Institute of Geography and Statistics, Brazil’s GDP fell 3.6% in 2016, a decline similar to that of 2015, when it fell by 3.8%. The fall has been widespread, with agricultural falling 6.6%, industry 3.8% and services 2.7%. On top of this unemployment is up and consumption is down. But let’s talk about aviation. Like all sectors in Brazil, aviation has also been effected by the economic struggles. Demand for commercial aviation travel continues to decline, putting commercial companies in some difficult situations. This in turn has had a significant impact on the Business Aviation sector.

these regions,” says Sators Executive Director Paula Faria. “Business Aviation is functioning as the main facilitator for regional economic development and as a precursor of entrepreneurship, bringing income for the whole country.” “The expansion of air services means the reduction of distances and the promotion of economic growth in the most diverse corners and communities of the country,” adds ANAC General Manager Ricardo Fenelon. “From our side as public servants and members of the administration, we

A Big Reality The Brazilian Business Aviation fleet is the third largest in the world, with about 1,650 aircraft flying, putting them behind only Mexico and the United have the responsibility to simplify the processes without this implying any decrease in the level of quality and safety of services.” Many Regions, One Huge Country According to ANAC, two groups dominate the Brazilian Business Aviation market: those with piston engines (which represent 66% of the entire fleet) and jets and turboprops (which make up about 25% of the fleet). But this ratio changes greatly from region to region. For example, the central-west and southeast regions, together, account for 44% of States. This means that between 5 and almost 6% of the global executive fleet is based and registered in Brazil. And why is this? Easy – Brazil is a big country and executive aviation allows access to more than 4,000 aerodromes scattered throughout the country and serving up to 5,650 municipalities, cities and areas of industrial exploitation. Commercial aviation, on the other hand, serves only 124 municipalities, or less than 2% of Brazil. “Business Aviation provides a connection to distant and hard-to-reach regions in Brazil, stimulating investment and business development in


Sators’ Paula Faria (top). ANAC’s Ricardo Fenelon (2nd from top). Short landing in hacienda (left). Embraer EMB 202 Ipanema (bottom). BART: JULY - AUGUST - 2017 - 47



Santos Dumont Int’l Airport handles 3.2 million pax/year (top). Azul Aereas provides affordable air service in Brazil (center).

all piston aircraft, while the southeast claims 17% of the business jet fleet. The reason for this disparity comes down to the differing needs of each region. For instance, the huge centralwest region has a large number of haciendas and private runways to serve its agriculture industry. As they require less runway extension than jets, piston powered airplanes are better or even the only option for the region. The same goes for turboprops, like Beechcraft and others that represent an option for operators and an opportunity for manufacturers. The southeast, in turn, is the country’s financial center and requires fast and direct transportation for technicians and executives. Needless to say, the region boasts the largest number of aircraft, with plenty of Citations, Bombardier and of course Embraers. Southeastern Brazil has the largest number of aircraft in operation: 2.742, representing a total of 49% of the entire Brazilian Business Aviation fleet. This figure includes about 800 helicopters (29% of the fleet between aircraft and southeast helicopters). In the rotary market, the state of São Paulo itself has 378 helicopters (47% of the helicopter fleet in the Southeast), which are used extensively for transporting executives over São Paulo’s traffic jams. The number of aircraft belonging to private owners and intended for their exclusive use (called TPP - for Private Property) is much higher in all regions of the country in relation to the number of aircraft destined for non-scheduled air transport (called in TPX for Taxi-Aereo) or specialized services (known as SAE - Specialized Air Service -Serviços aéreos especializados), as, for instance, inspection of wire lines or aerial photo.

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An Outdated Fleet? The average age of Brazil’s Business Aviation fleet has some peculiarities. By establishing (as a matter of segregation) the type of engine with which the aircraft is equipped, it is clear that the piston models possess the most advanced age of the fleet. Once 34% of the piston aircraft in operation in the country were manufactured between 1971 and 1980, corresponding to 22% of the national fleet. On the other hand, jet/turboprop aircraft are the newest in the fleet. The models with date of manufacture between 2001 and 2015 correspond to 74% of all bizav jets in Brazil, and 18% of the total national fleet. The Brazilian fleet has an average age of 22 years, with 28% of aircraft manufactured between 2001 and 2010 and 24% of aircraft manufactured between 1971 and 1980.

Airports, Aerodromes, Airfields or Just Dusty Runways Despite its vast size, Brazil only has 2,446 airports. This deficit forced the private sector to step up in order to meet its own demand, covering areas previously devoid of such infrastructure and quantitatively exceeding the public aerodromes. As a result, 72% (1,773) of the aerodromes in Brazil are privately operated, while the number of public aerodromes is only 28% (673). Of these public aerodromes, only an average of 22% (151 aerodromes) are commercially exploited by national air carriers like Gol, Latam and those regional carriers with scheduled flights using small Embraer or ATRs. These numbers leave thousands of municipalities without scheduled services, and this situation forced many to develop private and Business Aviation services. In other words, for many, Business

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Helicopters are commonly used in Brazil for executive transportation (top). 7,218 ft long runway at Tefé, Amazonas (below).

Aviation is not a way to fly, but the only way. The northeast was always the cradle of the Brazilian economy, originally with rubber and sugar cane, then latter through cocoa, soy, tobacco, cashew, mango, melon, Acerola and Beans. During the financial crisis, the region has consolidated and now is out performing other region. The area stands out for the industrial centers of Ilhéus, Suape, Maracanaú, in addition to the digital hub of Recife – considered the greatest technological cluster in the country. The northeast is also relevant in such areas as tourism, goat farming and shrimping. With so many productive factors, it is true that the region will need a considerable increase in number of airports and aircraft in the coming years, as the number of private aerodromes already exceeds that of public, albeit in a smaller margin compared to other regions.

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In the smaller south, cattle rule. This is due to the geographical conditions, which are favorable to the breeding of cattle and sheep. The south boast 60% of the country’s sheep and 18% of its cattle. It is also the second region of Brazil showing greater value and productivity volume. But back to aviation, airports and similar stuff: the southern region has 98 private aerodromes (representing more than the number of public airfields in the Midwest) and 118 public aerodromes, almost the same number of public aerodromes in the north. Although these figures are considerable compared to larger regions, it is worth remembering that the south has a strategic position for Brazil due to its coast and borders with Uruguay, Argentina and Paraguay. Runway lengths also explain some of the aerial particularities of each region, giving us an idea of the types

of aircraft that use the aerodrome and its relation with local economic activity. Among the private aerodromes, 76% of them have a runway ranging from 600 to 1,200 meters, especially in the Midwest and southeast. This type of track is ideal for aircraft operations ranging from small piston models to light jets. In the case of Brazil, 69% of them have an extension between 600 and 1,200 meters, being 80% of the aerodromes private and 20% public, located mainly in the country’s centerwest. And now, a curiosity about airstrips: by segregating aerodromes by type of pavement, there is a huge difference between public and private aerodromes. Among public aerodromes, 67% of them have an asphalt runway. But within private aerodromes, runways are quite diverse: 28% are made of gravel, 27% natural terrain, 24% grass and just the 16% asphalt. These figures confirm one of the main characteristics of the Brazil’s Business Aviation fleet: it massively favors piston aircraft. Of a total of 3,690 aircraft with this type of engine, according to ANAC, 71% are single engine, of which 46% have a capacity of one to four seats and 25% have a capacity of five to 10 seats. Down but Not Out The data from Oswaldo Gomes consultancy reveals a strong Business Aviation sector in Brazil. What we can conclude is that although today the economy is down, but like everything, it will bounce back. And when it does, rest assured, Business Aviation will be a driving force.

CABIN MANAGEMENT SYSTEM The cabins of business aircraft are becoming a nexus for the latest developments in the electronics market. Marc Grangier looks


into the available technologies for entertainment, comfort and productivity “Customers want all the same bells and whistles in their aircraft that they’re accustomed to at home, and we have to work closely with all vendors to ensure they receive the best and latest solutions on the market.” Estelle Thorin, Director of Large Aircraft Maintenance, Jet Aviation Basel.



Rockwell Collins’ Venue cabin management system features award-winning design details and fine craftsmanship.

began flying business jets in the middle of the 60s, immediately after the first Mystère/Falcon 20s and Learjet 23s had arrived on the market. At that time, cabin management systems (CMS) were limited to a call button for the hostess and light switches that would let you turn the reading lamps above the seats on and off. The only in-flight entertainment “systems” available in the cabin were a deck of cards, several newspapers and magazines and the occasional cassette player that you could only hear when the engines were off! To pass the hours we would often get creative, such as using the vomit bag to play Hangman with your neighbor. Needless to say, after take-off, there was no possibility to connect with the outside world, and if you did have an extremely urgent need to communicate, the last resort was through the pilots’ HF or VHF analog voice systems. Today, as Sergio Aguirre, senior vice president and general manager of Gogo Business Aviation told me, business jet travelers expect their aircraft cabin to feel like home and to be a place where they can simply turn on their devices and do whatever they

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want – from seeing a moving map to watching a movie, browsing the web, checking the news or making a phone call. For many passengers, it’s pertinent that their connection with the ground doesn’t end when they’re preparing to board their aircraft. “In a data-driven world, staying connected is now a necessity,” insists Aguirre. “Gone are the days when these services were considered perks. Today’s passengers expect connection speeds to be as fast as those they have at home or in their offices, which puts pressure on operators to make sure their onboard connectivity systems are capable of meeting their demands.” For Jet Aviation Key Account Manager MRO Sales Eckhard Schwanzer: “Owners are increasingly trying to comply with various mandates set by authorities, such as ADSB out, PM-CPDLC and FANS/CPDLC, which has led to a corresponding increase in flight deck modifications, upgrades and replacements (e.g. GPS receivers, FMS, Satcom).” For example, Honeywell’s JetWave satellite communication terminals that utilize Inmarsat’s Global Xpress

Ka-Band Service, Jet ConneX, to offer high-speed broadband services are also generating high interest as a retrofit option, and Jet Aviation is currently developing a Ka-Band STC for B747-400 and B767-300 aircraft. “As customers move towards HD compliant IFE systems, they require partial upgrades for monitors and source equipment, but often need to replace the whole IFE system if the Audio/Video switchers and the backbone are not compatible with the new HD signals,” adds Schwanzer. Duncan Aviation Duncan Aviation works hard to help make complicated issues a bit more understandable for the Business Aviation community. Towards that end, a team of the company’s avionics experts has updated its CMS Straight Talk Book, which helps clarify the latest technologies available for wirelessly controlling cabin audio/visual systems, temperature and lighting. “Obsolescence and new advancements in cabin management are driving the demand for upgrades now more than ever,” says Duncan Aviation Senior Avionics Service Sales Representative Steve Elofson.

“Due to the complex nature of CMS upgrades, where there are seemingly endless options to consider, lead times are long, and integration is extensive, making informed decisions well in advance of a maintenance or refurbishment event so important.” Over the last five years, Duncan Aviation has installed a number of CMS packages, like Rockwell Collins Venue and Honeywell Ovation Select, on such aircraft as the Falcon 900/EX, 2000 and 50, Global Express, Challenger 604 and Gulfstream G550.

Gogo Business Aviation Gogo Business Aviation, which has now equipped over 4,000 business aircraft with its air-to-ground (ATG) solutions, has been around since 1991 (under a different incarnation, Aircell). Likewise, ViaSat’s highspeed Yonder solution was installed way before Exede In the Air debuted on JetBlue Airways. Inmarsat and Iridium L-band connections, meanwhile, have accounted for the bulk of the market for some time now. Gogo recently achieved a critical milestone as it received an STC approval from the FAA for its Gogo Biz 4G system. Gogo’s Bombardier Challenger aircraft was utilized for certification testing. The new service will also offer Gogo Vision (providing the latest movies and television shows via the Gogo Vision product) flight tracker, real time weather reports, Gogo Text & Talk (allowing passengers to call and text with their personal smart phones and mobile numbers), streaming video and audio, live face-to-face conversations through a user’s favorite application, email with attachments, and web browsing – for the time being on a proven network in the continental US and large portions of Alaska and Canada.

BendixKing AeroWave For pilots and operators looking for an affordable global in-flght connectivity, Bendix King comes with AeroWave, a realistic solution to general aviation aircraft including twins, turboprops and light jets. This easy to install system utilizes reasonable service plans based on hours of use. Aerowave is a SwiftBroadband satellite based system providing background IP services up to 104Kbps using the standard AeroWave data plan. Passengers of AeroWaveequipped aircraft have the ability to stay connected wherever they are. Rockwell Collins For those passengers expecting a life of no compromises, Rockwell Collins has developed its Venue cabin management system. Venue offers high-clarity touch screen displays with intuitive control, as well as wireless options that let content flow freely throughout the cabin. Passengers can call or text in flight with the ARINCDirect Wi-Fi application while moving through the cabin with wireless technology – Bluetooth headsets, speakers, Wi-Fi streaming. Each passenger can also indepen-

dently explore the world beyond the cabin with the Airshow Mobile moving maps application. Meanwhile, Rockwell Collins has introduced the Jet ConneX service as part of its ARINCDirectSM offering. It provides some of the fastest broadband connectivity speeds available with usage plans that are similar to what one typically sees with their home cable provider. Rockwell Collins also says it’s the first highspeed Ka-band network supporting global service with consistent high quality and speeds. En route, the system will select the best pipeline to receive a signal. Rockwell Collins and Dassault Falcon On its new Falcons, Dassault Aviation is installing the second-generation Rockwell Collins CMS which, according to the French aircraft manufacturer, places more controls and convenience in the hands of passengers, thus making the transition from the office to aircraft as seamless as possible. The installed systems feature a dual Blu-ray player that lets the passengers view on-demand HD media on wide-screen, touch-screen monitors (up to 19”) placed to give an excellent view throughout the cabin. All functions can be controlled from anywhere in the aircraft via an iPod Touch or iPhone. These include video playback, moving maps, electronic window shades and adjustments to lights and temperature. The company selected Honeywell’s JetWave Ka-band system as a highspeed in-flight connectivity option for its new Falcons. Initial installations were underway at the time of writing and first deliveries were due during the summer. The option allows

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BendixKing’s AeroWave (right) and Gogo Business Aviation provide in-flight connectivity solutions for business jets.

CABIN MANAGEMENT SYSTEM sengers use their own device in flight, but allows them to readily access their contact list, too. The application is available for the Falcon 2000 and 900 EASy series, Falcon 7X and 8X. Jet ConneX and Gulfstream Aerospace On its side, Gulfstream is offering a Cabin Management System incorporating touch-screen technology and allowing passengers to adjust lighting, window shades and entertainment. This can be done using most hand-held Apple devices and select


Jet ConneX provide customers with the fastest global satellite data rates in bizav (left). Jet Aviation completion (right).

JetWave Ka-band antennas to be installed on all in-production Falcon models, including the new 8X, 7X, 900LX and 5X. JetWave will also be available as a retrofit on in-service Falcons and as an upgrade option on aircraft that are already equipped with other SATCOM solutions. The system includes a control unit, modem and router and a tail-mounted radome antenna that can connect business aircraft to Jet ConneX. The French business aircraft manufacturer recently introduced a new inflight phone application allowing passengers to use their smart phones on board Falcon aircraft. Available through the Apple and Google Stores and compatible with all Falcons equipped with Voice Over IP Protocol (VoIP), the new app, known as FalconTalk, is simple to configure and operates independently of SIM cards, using the aircraft phone number. The first of a series of new solutions intended to simplify life on board for Falcon passengers, the new phone application features an easy-to-use interface that seamlessly delivers high quality airborne voice calls. It not only lets pas-

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Google Android devices. By downloading a free Gulfstream Cabin Control application to a personal smart phone or tablet, passengers can store cabin preferences on their device, making those preferences readily available for their next flight onboard a Gulfstream aircraft. “This works through Jet ConneX, which provides high-speed Wi-Fi service up to 34 times faster than what some of our operators currently have,” says Gulfstream President Mark Burns. “Passengers will be able to stream videos, make and receive phone calls on their personal smart phones and watch live television almost anywhere.” This CMS is now available to G650ER, G650, G550 and G450 operators as a completions option and retrofit. Jet Aviation Jet Aviation has recently developed and introduced a new proprietary decentralized backbone system architecture for IFE/CMS and power distribution that saves cabin space while reducing weight. “The backbone sys-

tem as designed dramatically increases a customer’s ability to adjust the peripheral devices and connections later in their aircraft’s lifecycle,” says Jet Aviation Basel Senior Sales Engineer Ettore Scari. According to Scari, the system substitutes standard pin-to-pin centralized distribution systems with the creation of nodes along the aircraft. Each node is in turn composed of a “Fully Equipped Electrical Module” that comprises an Audio and Video Distribution System, Cabin Control System, Electrical Power Distribution and Electrical Power Conversion. A networked electrical and fiber optic ring, or “backbone”, connects the modules together, relying on a CMS master to manage the transfer of Audio & Video. The network creates a built-in redundancy with numerous channels and no single point of failure. Capacity of the units is sufficient to meet interface requirements defined for the most stringent of completion specifications, and the technology is fully capable of supporting the latest developments in IFE and media formats (4K, 3D HD), providing the highest quality audio/video with outmost reliability. The simplicity and repeatability of the architecture result in a significant reduction to aircraft downtime. Each node can be tested independently before installation on the aircraft to enable early trouble-shooting and reduce the risk of amendments during the integration phase. Jet Aviation has already installed this decentralized backbone system architecture on three aircraft that have been redelivered, and the company is currently working on a fourth aircraft. Lufthansa Technik Dave Crossett, Head of Sales, PD Original Equipment, Lufthansa Technik, is enthusiastic about the company’s CMS “nice” system. He told BART that the modular Ethernet (IP) based system offers passengers an easy and simple way to control such cabin functions as lighting, entertain themselves with audio and/or video, and remain productive with internet connectivity. The standard IP protocol network can support many options from Live TV and on demand Audio/Video and

up to moving map systems like Lufthansa Technik niceview or external and/or internal camera systems. Certified in 2003, the nice system has since been installed on over 300 large VIP and smaller business jets around the world. Since it is based on the Ethernet standard, it is highly configurable. The open architecture allows for system changes and upgrades to be made without expensive rewiring. Moreover, according to Crossett, nice is the only system on the market that has been installed on aircraft as large as a 747 and as small as a Challenger 300. In fact, the improved version, nice HD, was recently selected by Bombardier as the baseline CMS for its Learjet 70, 75 and 85 programs. It was also chosen to equip the Challenger 650. So far, Lufthansa Technik has delivered more than 400 shipsets of the first generation nice and its successor, nice HD, to Bombardier. Last Spring, Satcom Direct/SD and Lufthansa Technik announced they were partnering to provide business jet operators with a wide selection of movies and TV shows. Initially available on aircraft equipped with nice HD, nicemedia content is delivered via an easy-to-use portable memory device that connects directly to the CMS. No onboard internet connection is required to view the content, and new movies and shows will be added on a monthly basis. The system will be available by mid-2017 for all IFE/CMS platforms via the nicemedia Smartbox, powered by SD. Concerning Bombardier, the manufacturer recently began offering its Ka-band technology on its new Challenger 650. It is also being offered as a retrofit on in-service Challenger 604, Challenger 605 and Challenger 650 aircraft. Bombardier claims to be the first company to have introduced Ka-band technology on a business aircraft. Flight Display Systems Flight Display Systems recently announced do 360, a subscriptionbased entertainment solution for private air travel. do 360 is part of the do CAPSULE, allowing VIP passengers to do it all in-flight. do 360 includes movies, television, music, e-books,

magazines and games. All content is digital rights managed and provided in cooperation with major studios and content publishers. FDS’ goal is to provide a full spectrum of entertainment options to VIP passengers, and do 360 gives passengers an extensive selection of in-flight movies, allowing them to enjoy the latest Hollywood blockbusters, classic titles and independent films. Relationships with all major Hollywood studios and distributors ensure that the in-flight movie lineup is always DRM compliant, current, diverse, and interesting. do 360 also provides passengers with a wide-ranging selection of TV shows in all genres from around the world. True Blue Power Power connections inside the aircraft are also an important consideration. Nowadays, passengers expect to have USB power connections at their seat so their smart phones, tablets and other devices are fully charged when they land. True Blue Power, a division of MidContinent Instrument Co., offers a line of aircraft inverters and power supplies, as well as small USB chargers that fit in the passenger seat armrest, seat back or seat frame. The company also makes an inverter that converts the 28 volts of power from the aircraft into 115 VAC. SmartSky Frustrated by the lack of an officelike Internet for airborne passengers, SmartSky started in 2009 to develop an advanced air-to-ground network. It took an entirely new network approach to high bandwidth aircraft connectivity. Based on aviation-specific modifications to the emerging 4G wireless communications standard, its SmartSky 4G LTE with proprietary beamforming is now, according to the company, the only in-flight network capable of offering services with realtime bidirectional connectivity without the latency of satellite-based solutions. SmartSky 4G LTE provides multi-megabit connections both "to" the aircraft and "from" the aircraft. This means getting data off the aircraft in an affordable manner with a return link nearly as fast as the forward link.

For flights outside the US, SmartSky considers that having both Satellite and ATG installed on the aircraft is an excellent way to provide connectivity with optimal service and substantially reduce connectivity operating costs. Last year, SmartSky signed a strategic partnership with Avidyne that will provide and support its airborne products. SmartSky and Avidyne work together to provide products and services with price/ performance points targeted for the light general aviation aircraft up through the low end of the business aviation market, which are not currently served. Under the terms of their agreement, Avidyne gets Parts Manufacturing Authorization (PMA) for the new hardware, provide ground- and flight-test services, and develop the initial STC for installation. Over the last 20 years, aviation has gone through one of its most important technological revolutions. Digital in-flight communication has come a long way, but the changes seen so far will pale compared to those that high-speed in-flight broadband makes possible – and Business Aviation will benefit most. Furthermore, fiber optics backbones will continue to change the architecture of the on-board systems. As the aircraft cabin continues to evolve, it’s easy to lose sight on what the future may hold. So let’s keep in mind the words of Horace Mann spoken two centuries ago: “Let us not be content to wait and see what will happen, but give us the determination to make the right things happen.”

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SmartSky 4G LTE brings bidirectional, high bandwidth and extremely low latency to inflight connectivity.


HIGH-SPEED INFLIGHT CONNECTIVITY IS FINALLY HERE High-speed broadband is now a reality for business aircraft. A number of landmark

achievements were unveiled at EBACE 2017. Steve Nichols reports

Kurt Weidemeyer, Inmarsat’s vice president, Business Aviation, said it now has all four of the major business aircraft manufacturers under contract, which is a major milestone for them, and interest levels are high. Jet ConneX was already the preferred line-fit option on Gulfstream and Bombardier aircraft, and Inmarsat announced at EBACE that it is also now available as line-fit on Dassault Falcon business jets. It will also be line-fit on Embraer Lineage 1000E executive jets from early 2018. “Bombardier have been installing Jet ConneX for some time and



Passenger using Inmarsat’s Jet ConneX (left). Kurt Weidemeyer, Inmarsat’s VP, Business Aviation (right)

f you have been waiting to install high-speed inflight connectivity on your business aircraft, now’s the right time. We’ve been talking about new technologies being just around the corner for a while. But guess what; they are finally here. It is now possible to have an internet connection at 30,000 feet that feels pretty much just the same as it does on the ground, thanks to the latest Ka- and Ku-band satellite systems. The main news this year has been the launch of Inmarsat’s Jet ConneX inflight connectivity system for business aircraft, which runs on the company’s GX Aviation satellite backbone. Launched at NBAA last year, Jet ConneX promises up to 15Mbps to a small tail-mounted parabolic antenna, or for larger aircraft a fuselage-mounted array, both manufactured by Honeywell Aerospace. Both antennas are capable of delivering even more in terms of bandwidth, but 15Mbps is currently the limit set on the data packages available from Inmarsat. The company has hinted that faster packages, perhaps up 30Mbps, might be available once the system has been in service for a while and it knows what the global demand is.

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The Jet ConneX service is delivered by three (and soon to be four) Ka-band geostationary satellites that circle the Earth. Three are in their final positions, and the fourth I-5 satellite, which launched in May, is currently being maneuvered into an orbit to cover Europe, the Middle East and Asia. Inmarsat said: “The fourth satellite adds further capacity to the GX network, as well as in-orbit redundancy that further upgrades the reliability and resilience of Inmarsat’s service offerings.” After a successful entry to service, Inmarsat says it has had to upgrade its forecasts for the take-up of the Jet ConneX inflight connectivity service.

Gulfstream is moving to production now,” said Weidemeyer. “Gulfstream conducted an in-service evaluation with customers for a couple of months and it went really well. Jet ConneX has achieved close to 100 percent uptake with Gulfstream G650 private jet customers – it has already been installed on 15 G650 aircraft, months after achieving installation approval for the aircraft, with more than 50 additional installs expected on G650s this year alone. “And now we have Embraer and Dassault on board – our power of four,” he said. And it isn’t just owners of smaller business aircraft that are queuing up

for Jet ConneX. VVIP and head of state owners are very keen to get onboard too. Stefan Egli, SITAONAIR’s VP for EMEA, said it has a lot of high-end clients with twin-aisle and other longrange aircraft, like the Airbus A320 and Boeing 787-800, that want to move up from Inmarsat’s SwiftBroadband (SBB) service. “SwiftBroadband has served them well, but the lure of the faster speeds offered by Inmarsat Jet ConneX is compelling,” he said. While SwiftBroadband typically tops out at 200-432kbps, internet access with Jet ConneX can be 35-75 times faster. The hardware for Jet ConneX has been developed by Honeywell under its JetWave brand name. It says interest in JetWave has been “fantastic”. Speaking at EBACE in Geneva, Jim MacDougal, Honeywell Aerospace’s Product Line Director, Cabin Satcom Hardware, said its equipment was in high demand now that the GX Aviation service is up and running. As Inmarsat said, four of the Business Aviation industry’s major private jet manufacturers now offer Jet ConneX as a line-fit option. Honeywell’s JetWave hardware is now available as an option for installation aboard new Falcon 900LX, Falcon 7X, Falcon 8X, Falcon 5X business jets with initial delivery in mid-2017. For existing Dassault customers, Honeywell’s JetWave hardware is available for current installation on the Falcon 7X and Falcon 900 Series aircraft. Olivier Villa, executive vice president, Civil Aircraft, Dassault Aviation, said: “We believe that the future of Business Aviation lies in global connectivity. Demand from our customers and operators for reliable, high-speed, global Wi-Fi is growing exponentially. “Honeywell’s JetWave hardware, combined with the Jet ConneX service from Inmarsat, is just the right solution to meet this need. It is one of the best offerings on the market and ensures our customers the ultimate in onboard comfort and productivity.” Honeywell’s JetWave system will also receive initial aircraft installation certification on Embraer’s Lineage 1000E platform at the beginning of 2018. The JetWave hardware is avail-

able as both a forward-fit and retrofit option. Honeywell said its first line-fit qualification programme for JetWave should finish this year. It already has 12 STCs completed for business jets and VVIP applications; plus there are more in the pipeline. Inmarsat also says Jet ConneX is also now available to Boeing Business Jet customers worldwide using the advanced Lufthansa Technik Two-InOne Solution (TIOS) radome. The TIOS radome was recently type approved for the Boeing Business Jet 3 (based on the Boeing 737-900ER aircraft). In addition, it has already been approved for Boeing Business Jets 1 and 2, which are based on Boeing’s 737-700 and 737-800 aircraft respectively. Curt Gray, Honeywell’s senior director of Connectivity Support, said Honeywell is now looking at potential developments for its next generation of JetWave hardware. “We are working with Inmarsat on a modem card that will offer compatibility with its next-generation of Kaband satellites. The I-6 satellites, the first of which is scheduled for launch in 2020, will be dual L- and Ka-band, but the higher Ka-band frequency range will use a wider allocation,” Gray said. “We are looking at making product improvements and adding new features at the same time,” Gray said. At EBACE, Honeywell said that it now has 150 JetWave installations in the field and is learning a lot about the system and how it performs. “The feedback on JetWave and GX Aviation has been very good and end users like the fact they have a single network, with a single operator and get consistent results. And being available globally, they can fly anywhere in the world and it still works,” Gray said. With all the noise around the Inmarsat Jet ConneX launch you could be forgiven for thinking there are no alternatives, but you’d be wrong. ViaSat recently launched a second Ka-band satellite that will enhance its coverage. The ViaSat-2 satellite was launched aboard an Ariane 5 ECA from the Kourou spaceport in French Guiana.

Ultimately, ViaSat-2 will be located at the 69.9° West longitude orbital slot and is expected to significantly improve speeds, reduce costs and expand the footprint of broadband services across North America, Central America, the Caribbean and a portion of northern South America, as well as the primary aeronautical and maritime routes across the Atlantic Ocean between North America and Europe. Compared with ViaSat-1, ViaSat-2 is expected to double the bandwidth, with more than 300 Gigabits per second (Gbps) of total network capacity, as well as providing seven times the broadband coverage. ViaSat’s Ka-band coverage over Europe is handled via a deal with Eutelsat and its KA-SAT satellite. At EBACE, ViaSat announced an updated in-flight connectivity service plan for large cabin business jet users and an upgrade path to faster Ka-band connectivity. The company’s advanced migration plan for business jet customers allows customers to upgrade their current Ku-band system to the more advanced Ka-band broadband service, based on

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SITAONAIR’s Stefan Egli (top). Honeywell’s Kurt Gray and Jim MacDougal with the smaller tail-mount JetWave antenna (below).



Astronics Aerosat’s Senior Director of Sales & Marketing Ed Popek and his Ku-band antenna.

ViaSat’s latest generation ViaSat-2 technology and satellite system. The new in-flight connectivity service plan will support more users, more devices and more applications in-flight. While ViaSat’s current service plan (offering two Mbps download speeds) supports full internet streaming, web browsing, email and more, the new plan recently announced doubles download speeds to four Mbps. This enables even more devices to simultaneously access the ViaSat network and provides a better quality of service for streaming content in high definition as compared to standard definition. ViaSat has made strong progress on the development of its next-generation Ka-band in-flight connectivity equipment for the large cabin business jet market. The company has successfully demonstrated its Global Aero Terminal 5510 shipset (Ka-band antenna and modem). The new terminal operates over ViaSat’s Ka-band connectivity satellite system, which means the shipset gives Business Aviation customers access to the fastest industry speeds. Expected to be certified in the second half of 2017, ViaSat’s equipment will enable the industry’s best data plans with peak rates of 16 Mbps on all plans and access to both Ka- and Kudata included in one low monthly service fee. Ken Peterman, president, Government Systems, ViaSat, said: “If there’s one trend that’s constant, it’s that business jet passengers and crew members want to use more internetbased applications across more devices simultaneous when in-flight.

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We are ensuring a future-proofed system for Business Aviation that will tap into current and future ViaSat Ka-band satellites to enable a best-in-class inflight connectivity service. “Before transitioning customers to our more advanced Ka-band service, we are putting new Ku-band service plans in place that double in-flight connectivity speeds and give even greater support for more reliable streaming onboard. “Then, when our equipment is available at the end of this year, we plan to easily enable large cabin business jet passengers to join the millions of people using our high-speed, high-quality service.” Certified units of the Global Aero Terminal 5510 shipset will be available for early access partners and customers in the second half of 2017, with volume production units available in early 2018. But Ka-band is not the only satellite fruit as Ku-band systems can also offer multi-megabit bandwidths. Panasonic Avionics might be better known for its inflight entertainment and connectivity products for the commercial air transport sector, but it is also now promoting its Ku-band Business Aviation offering, developed with Astronics. The partnership combines Astronics’ tail-mounted satcom solutions with Panasonic’s Global Communications Services to offer high-speed, dedicated broadband data internet services; four channels of global television services and regional DBS-TV programming, all from a single antenna. These products are Astronics’ FliteStream T-210 and T-220 Ku-band antennas.

With prioritized traffic and bandwidth optimized for the Business Aviation market, Panasonic says it offers a superior customer experience, plus its open architecture network means it can easily scale their worldwide satellite network to meet growing bandwidth needs of the Business Aviation market. In March Satcom Direct (SD) announced an agreement with Astronics AeroSat to sell the FliteStream T-Series tail-mount connectivity system through SD’s global dealer network. “Early recognition of the pent-up demand for comprehensive inflight connectivity was the impetus behind our FliteStream T-Series tail mount solution,” added Matt Harrah, Astronics AeroSat president. “Our collaboration with Satcom Direct expands our channel for providing FliteStream solutions to the global business aviation market. We’re pleased to enter into agreement with SD, a global leader in delivering smart connectivity solutions for business jets.” The single antenna results in weight and fuel savings, and improves system efficiency. Astronics AeroSat’s patented Rexolite lens technology increases efficiency and signal sensitivity by eliminating the need for a signal blocking feed horn. Gogo Business Aviation's 2Ku solution is also available, delivering speeds up to 100Mbps per aircraft. 2Ku is now installed on more than 200 aircraft with a backlog of more than 1,500 across its commercial airlines partners. In the Business Aviation space, many VVIP and HoS customers fly aircraft large enough to accommodate the Gogo 2Ku fuselage-mount antenna. So 2Ku is a viable option for them if they want the latest technology, providing high-speed connectivity to their aircraft. So there are now a multitude of options available for true megabit internet access on business aircraft. It is just a case of finding the right option for your aircraft and your pocket.

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BUSINESS AVIATION IN EUROPE REGAINS STRENGTH EBACE 2017 reinforced its reputation as Europe’s most important Business Aviation event. Both attendance figures and the number of exhibitors clearly underline the industry’s optimism, as Marc Grangier and Volker K. Thomalla report

CEO in April. “This show was full of energy and excitement for the future, with amazing technology on display, in-depth policy discussions and more than a few deals closed.” This optimism was most likely helped by two factors: that Business Aviation traffic figures in Europe have gone up for the six months leading up to EBACE and the number of new aircraft making their first-ever EBACE appearance. However, despite these positives, it’s not all clear skies ahead. One of the challenged discussed most during the show was Brexit, the UK’s exit from the European Union. How will it affect intra-European business aircraft operations? What stand should Business Aviation take? In terms of Business Aircraft movements, the UK


2017 in Geneva, Switzerland, attracted 13,000 visitors, on par with last year’s number. The number of exhibitors stood at 413, which represents a slight increase over 2016. The static display of aircraft, which had to be moved to the exhibition hall due to construction at Geneva’s International airport, was filled with 56 aircraft plus three rotorcraft. But what was most noticeable this year was that the overall mood was more positive than in previous years. “Anyone who spent the last week at EBACE can see the passion and professionalism that define this industry,” said EBAA CEO Brandon Mitchener, who took over as EBAA’s is one of the most important countries in Europe. If there would be a disruption of services due to Brexit, it would most certainly affect EU Member States. Other challenges discussed included the consolidation of the industry in Europe and the threat of a looming skill shortage. The EBACE Marketplace But perhaps above all else, EBACE is a marketplace. Textron Aviation brought the largest product line of all aircraft manufacturers to Geneva. Its line-up included the fourth prototype of its new super midsize jet, the Cessna Citation Longitude, which made its EBACE debut. According to Textron


This year’s EBACE marked an optimism as attendance appeared on the upswing and the exhibit floor exceeded expectations.

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Aviation President and CEO, the Longitude has amassed a combined 400+ flight hours in flight test so far, in which it has shown that it has the quietest cabin in the industry, not just in its class. According to Senior Vice President Engineering Brad Thress icing trials were completed prior to EBACE. He also confirmed the performance numbers of the aircraft: a range of 3,500 nautical miles, cruise speed at Mach 0.84 and a full fuel payload of 1,600 lb. Parallel to the certification efforts, Textron has already started May 2017. “We couldn’t be happier with the feedback we’re getting with the Latitude,” said Ernest. Gulfstream Aerospace brought its all-new G500 to EBACE. “This aircraft flew for the first time two years ago, and we have worked methodically since then to expand the test fleet and move the aircraft toward certification later this year,” said Gulfstream President Mark Burns. A G500 recently logged it longest test flight - 4,808 NM covered in 10h six minutes - while the third prototype of the G600 completed its maiden flight early May. Initial deliveries of the G500 are anticipated before the end of the year, while the Longitude’s production line, with aircraft number 9 currently on the line. “The largest Citation yet is on track for certification and entry-intoservice before the end of this year,” he says. Meanwhile, the second-largest Citation, the Citation Latitude, gained FAA-approval in June 2015 – and EASA-certification seven months later. Since then, Cessna has handed over 68 Latitudes to customers. The aircraft have flown 28,000 hours as of the G600 should enter service next year. Gulfstream also indicated that just before EBACE, a G280 had demonstrated its high-performance capabilities at several of Europe’s most challenging airports, requiring extremely steep approaches and an angle of descent significantly above the industry standard. The flights were to and from airports like Lugano, Samedan/St. Moritz, Sion and

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The G650 ER (right below) and Citation Longitude (left below) were shining at the static display.

EBACE 2017 REPORT to be available by year end in order to start the 5X flight test program shortly after, says Trappier.” Bombardier unveiled the new Premier cabin for its Global 5000 and Global 6000s during the show. The new cabin has a new contemporary interior that draws inspiration from the high-end craftsmanship found in luxury automotive interiors. Among the cabin’s new highlights are stylish seats and sleek side ledges. The galley has been streamlined and modernized to a contemporary form, and visually stunning hardwood and stone floor coverings are available for both the galley and lavatories. The new


The Falcon 8X (top), Nextant 400XT (left) and Bombardier Global 6000.

Saanen-Gstaad, each located in a mountainous region of Switzerland. Gulfstream also announced it will position a Field and Airborne Support Team (FAST) at Paris-Le Bourget Airport, considered as Europe’s busiest Business Aviation airport. The FAST unit comprises of EASA-trained technicians and a 33-foot/10.1-meterlong custom truck outfitted with a range of specialty equipment. Since forming in 2011, Europe-based Gulfstream FAST teams have completed more than 2,400 missions to assist customers. The company currently supports a fleet of more than 230 aircraft in Europe. Dassault Aviation’s Falcon family of business jets continues to hit bumps in the road. Last year, the French manufacturer had to accept 12 cancellations for its Falcon 5X model, leading the number of Falcon jets handed over to customers to fall to 49 units, down from 55 in the previous year. “We have an excellent line of products, with more on the drawing board, and a quality of aftermar-

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ket service that is among the best in the industry,” says Dassault Aviation Chairman and CEO Eric Trappier. “We are also reorganizing and reinventing the way we work so we can continue to lead and innovate once the business jet market rebounds, as it surely will.” In the meantime, Trappier says the company can rely on sales of its Rafale fighter jet to help compensate for sluggish business jet sales. He also expects the ultra long-range trijet Falcon 8X to be a sales driver, with the company having delivered the aircraft to customers in all major business jet markets. “Deliveries are ramping up at a steady pace,” adds Trappier. As for the new Falcon 5X twinjet, which will feature the widest cabin in the Business Aviation market, development continues to move forward in accordance with the revised Silvercrest (engine) development schedule, put in place to resolve the technical issues that Safran had identified. “We expect certifiable engines

Premier cabin will be standard on all new Global 5000 and 6000s. For the time being, there are no plans for retrofit older aircraft. In cooperation with Rockwell Collins, Bombardier announced a new Pro Line Fusion integrated avionics upgrade for its Challenger 604. As the only all-in-one solution to comply with aviation regulatory mandates, the Pro Line Fusion upgrade is set to be available throughout Bombardier’s network of service centers. The Challenger 604 will be the third aircraft platform to have the Pro Line Fusion aftermarket upgrade option. With a total of 350 Challenger 604 still in operation, the potential market is quite substantial. On its side, Nextant Aerospace, which is already remanufacturing the 400XTi and G90XT, disclosed the launch of a new cockpit avionics program in conjunction with Rockwell Collins that will bring Pro Line Fusion to the Challenger 604 and allow this aircraft to meet the pending 2020 regulatory requirements. The Pro Line

GROW YOUR BUSINESS IN EUROPE The European Business Aviation Convention & Exhibition (EBACE2018) will feature 13,000 attendees, 500 exhibitors and 60 aircraft on static display. Don’t miss this important opportunity to gain brand recognition and be seen as an industry leader at Europe’s premier business aviation event.


EBACE 2017 REPORT the company presented the launch customer for the newest version, the Embraer Legacy 650E. Air Hamburg of Germany expects to accept delivery of the new aircraft in the third quarter of this year. Michimasa Fujino, president and CEO of Honda Aircraft, reported that in March the 50th HondaJet was assembled at the company’s production line in Greensboro, North Carolina. The company is in the process of further ramping up production of the light jet, having delivered 15 aircraft in the first quarter of 2017 alone. The overall fleet has amassed 5,000 flight hours. Fusion upgrade is expected to be certified by fall of 2018, with an introductory price point for the standard system fixed at US$599,950. Brazilian aircraft manufacturer Embraer Executive Jets gave an update on its product line. Even if the company recently delivered its 1,100 th Business Jet, Embraer Executive Jets President Michael Amalfitano remains cautious. “It’s a flat market as it has been for the last five years,” he says. But he also sees light at the end of the tunnel in that small and medium cabin jets are gaining market share. “The discussions are shifting from price to


Attendees had a chance to see Legacy 650 (top), HondaJet (right) and TBM 910 up close.

value,” he explains. The company forecasts a demand of 8,400 jets within the next ten years. The company is well positioned to serve the needs of different customers. Over 350 Phenom 100 are flying, and over 400 of its larger sibling, the Phenom 300, are in service today.

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Both aircraft are now assembled in Embraer’s Melbourne, Florida facility. The company serves the midsize market with its Legacy 450 and 500, of which 15 and 45 respectively have been delivered. Embraer’s first Business Aircraft, the Legacy 600 and 650, are still doing well. At EBACE,

From April 2017 to March 2018, Fujino foresees between 55 to 60 HondaJet deliveries. Speaking at EBACE, he emphasized two companies that recently received their aircraft. Privateways, a newly formed charter operator from Germany, started flying the HondaJet in April and is the first European charter operator of a HondaJet. FlyHonda, another new company with a hybrid fractional business model, is independent from Honda Aircraft and has its main operating base on the Isle of Man. They intend to serve the UK and the European market with their HondaJets from there. Daher exhibited its new TBM 910, which incorporates a Garmin G1000 NXi flight deck. The TBM 910 is sold at $3.9 million, while the TBM 930 is priced $4.2 million. Last year, the company delivered 54 TBM 900 series, claiming 23% of the singleengine turboprop market. Approximately the same number of

aircraft should be delivered in 2017. Concerning the TBM 910, four have already been delivered to date, with the fourth one being handed over at the end of May to a UK customer. Daher also indicated that its first TBM 930 simulator had just been certified by the FAA, enabling its service entry in June at Florida-based SIMCOM Aviation Training. Meanwhile, P i p e r A i r c r a f t announced that its M600 singleengine turboprop just received EASA certification – a certification that coincided with a European demo tour undertaken in May. The aircraft flew 55 demos and nearly 100 flight fastest civil aircraft, flying at speeds of up to Mach 1.5 over water. According to Aerion, boom-less cruise flight should be feasible at speeds of up to Mach 1.2. Jet Aviation celebrated its 50 th anniversary at EBACE. The company, which was founded in 1967 by Carl Hirschmann in Basel, Switzerland to maintain three Learjets for a US charter operator in Europe, has since become one of the leading full-service Business Aviation providers. It operates facilities in 30 locations worldwide and has grown to 4,500 employees. Since 2008, Jet Aviation has been owned by General Dynamics, who hours in six different European countries. The tour is expected to continue through the month of June. The first M600 that will be delivered under European registry was due to enter into service this summer and will be operated by a Czech customer. Since Business Aviation is all about saving time, flying faster than the speed of sound is still a vision – and one that came a step closer to becoming a reality at EBACE. Engine manufacturer GE Aviation and the Aerion Corporation surprised show attendees with the announcement that they’ve launched a formal process to define a final engine configuration for the AS2 supersonic business jet. The two companies have been working together for two years now, during which time Aerion has evaluated over two dozen civil and military engines. “We believe that working with GE Aviation will help us meet

the challenging specifications that our performance objectives require,” says Aerion CEO Doug Nichols. No engine choice has been made so far. Aerion is targeting the first flight of the AS2 in 2023, followed by certification and entry-into-service by 2025. When in service, the AS2 will be the

continues to invest in the company. Jet Aviation recently opened a new FBO at Washington, DC’s Dulles Airport and announced plans to build a new maintenance hangar in Basel that will increase available hangar space for VVIP Jet maintenance and completions.

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Piper M600 (top), Aerion AS2 (left) and the Jet Aviation booth



TAG Aviation Farnborough Maintenance Services (left). Marenco SKYe SH09 (right).

Three days before the opening of EBACE, Marenco Swisshelicopter, which develops the SKYe SH09 single-turbine helicopter, signed a launch customer contract with Tronrud Engineering AS, a Norwegian company based 60 km North of Oslo. More than 100 orders have been received to date. EASA certification is expected before year-end, with deliveries starting immediately after. During EBACE, GDC Technics disclosed that it was the first ever company to complete a KA-Band installation on a VIP Boeing 787. In addition to completing this industry’s first installation, the company has a second installation currently underway for another B787, and a third was recently started on an A319. At present, GDC Technics has capabilities for KA-Band installations on four types of aircraft: the B747-300/400, B777-200/300, B737-600/700/900 and A319/A320. “With KA-Band technology, passengers can stream live television, use advanced In-Flight Entertainment (IFE), host video conferences, use high-speed internet, as well as social media and any other internet applications that are only available with this technology,” says GDC Technics General Partner Mohammed Alzeer. He adds that an Iridium antenna will also be installed on each aircraft that allows for connectivity over the North and South poles. TAG Aviation Farnborough Maintenance Services (TFMS) announced it had completed its second 120-month inspection on a Global Express aircraft. The on time and on

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budget delivery of this significant project reinforces TFMS as one of the two TAG ‘Centers of Excellence’ for undertaking heavy base maintenance work on Bombardier. Since December 2016, TFMS has been hiring and training several type rated aircraft engineers to increase its current capacity by 20% in order to provide a greater number of maintenance slots and support services to its customers. In other TAG-related news, Bombardier mentioned the addition of a new Challenger 350 aircraft to TAG Aviation Europe’s charter fleet. Based in Geneva, this aircraft is the first to be delivered in Switzerland and has already began commercial charter flight operations. Garmin announced EASA approval of its next generation integrated flight deck, the G1000 NXi, in the King Air 200/300/350s. Visual approaches integrated within the system offer pilots safety-enhancing guidance in visual flight conditions based on a three-degree glideslope from the threshold of the runway. Pilots can select the runway for which they have been cleared to land, set customized minimums, select vectors or straightin for the final approach intercept and fly a visual approach coupled with the autopilot. Jeppesen and ForeFlight announced that they are working together on several products. Starting in summer 2017, Jeppesen charts will be available in ForeFlight Mobile, giving customers access to global Jeppesen NavData, terrain, and obstacle data, along with the option to add Jeppesen’s library of terminal, enroute, SID and STAR charts on the

ForeFlight Mobile app. Early in 2018, a next- generation FliteDeck Pro offering will be built upon the functionality of the recently released FliteDeck Pro v 3.0/9.0, which brought to market such innovations as Smart Notes, Airport Moving Map and tailored en-route charts. After a busy schedule last year with not only multiple VIP completions (1 ACJ330, 1 BBJ and 1 SBJ), but also a steady stream of maintenance clients (3 BBJ, 1 ACJ), Comlux announced it was growing its backlog with the signature of two new projects, one Global 6000 and one BBJ, with repeat customers based in Asia. Both projects are for major refurbishments and will be performed in its Indianapolis facility. The scope of the BBJ work consists of various cabin reconfigurations, including adding a one-of-a-kind custom side ledge pull out bed that allows more sleeping positions on the aircraft for more comfort. On the Global 6000, Comlux will perform a completely new and luxurious cabin interior design that includes all new soft goods, seat designs, metallic treatments, fixtures, wood, stone counter tops and decorative trim. Last but certainly not least, StandardAero’s European Service Center (ESC), located in Tilburg, the Netherlands, just received EASA and FAA certifications for Honeywell HTF7000 turbofan MRO services and is now authorized to support Business Aviation operators within the EMEA region. StandardAero also manages a rental pool of HTF7000 engines.


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ENGINE MAINTENANCE? DON’T WORRY, BE HAPPY Engines are an aircraft’s most costly systems. To make maintenance cost of these assets more predictable, engine manufacturers and independent suppliers offer engine care programs with hourly fees. Penned by Volker K. Thomalla


Rolls-Royce’s BR725 combines proven features from the BR 700 and Trent families.

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ustomer service is a vital virtue for manufacturers looking to maintain or expand their market share. In addition to having the most technologically competitive products available, aftermarket services are the key to keeping customers happy. At engine manufacturer Rolls-Royce, for example, aftermarket services are responsible for roughly 50 percent of its annual revenue. At the center of the company’s afterm ark et s ervices i s i t s CorporateCare progr a m. It wa s originally introduced in 1962 as the ‘Power by the hour’ maintenance program and was part of a service concept for Hawker Siddely HS125 operators. “This program was one of the firs t to offer a c ompl et e engine and accessory replacement service on a fixed-cost-per-flyinghour basis, enabling the operator to forecast such costs with great accuracy, mitigate maintenance cost risk and avoid having to purchase stocks of engines and accessories,”

says Rolls-Royce Vice President of Sal es a nd M arke ting S t e p he n Friedrich. The program proved to be very successful. In 2002, it was modified and renamed CorporateCare, and by 2005, 500 customers had signed up for the program. This number grew to 1,000 in 2010, and today there are more than 2,000 with over 4,000 engine customers enrolled. CorporateCare is applicable for new and in-service Rolls-Royce Tay, BR710, BR725 and AE 3007 engines. The average enrollment rate stands at 70 percent of all new aircraft, although some engine types have an even higher enrollment rate. According to Friedrich, CorporateCare enhances asset value and mitigates maintenance: “CorporateCare makes even more business sense for our customers by reducing risk and improving aircraft availability through superlative ser-

set up a number of strategic parts distribution locations around the globe. There is even a dedicated CorporateCare spare parts center. In total, there are 71 Authorized Service Centers (ASC) located around the world ready to take care of any engine need. As technology evolves, more and more data is being used to enhance the customer experience. Here, RollsRoyce has introduced automatic Engine Health Monitoring (EHM) data downloads with the BR725 on the Gulfstream G650. This allows the company to do more proactive maintenance and allocate parts to places where they are needed more quickly. In fact, Friedrich says they are regularly able to recognize a developing engine problem way before it occurs and take preventive actions. “The bottom line is that with CorporateCare, aircraft owners keep the aircraft’s value higher – as the

vice delivery,” he says. “Our dedicated Operational Service Desk enhanced its 24/7 coverage with new policies, procedures and protocols to improve our responsiveness and increase operational availability.” Friedrich says the company is already seeing the benefit to these efforts, having significantly improved averted missed trips to over 97 percent and achieving an average aircraft on ground (AOG) response resolution time of 18 hours. “Our goal was to get under 24 hours,” adds Friedrich. To be able to react to incidents as quickly as possible, Rolls-Royce has

Blue Book shows,” says Friedrich. “If the airplane owner decide to sell their aircraft, it takes less time to sell a CorporateCare aircraft than one which has no engine care maintenance program.” Avoiding those Unplanned Costs “Honeywell is committed to avoiding unplanned costs, unnecessary downtime and stress for its customers,” says Honeywell Aerospace Program Management Office Leader Arnaud Renard. “Our objective is to protect our customer’s investment in Honeywell products.” To achieve this objective, Honeywell offers its Maintenance

Service Plan (MSP) for aircraft engines. MSP was introduced to the industry by Garrett in the mid-70s. When Garrett was later bought by Honeywell, they kept and expanded the maintenance care program. Today, MSPs are available for engines, avionics, APUs and pressure systems. According to Renard, the idea behind the MSP is to serve as an extended warranty for the engines at a fixed price per hour. The program is available for owners/operators of such Honeywell engines as the TFE731, CFE, ALF502, the HTF family and, not to be forgotten, the TPE331. Of course no two engines are the same, meaning every engine family has different maintenance requirements. For example, the HTF engine family is an on-conditionmaintenance engine, while other engines have strict time limits and schedules. “We have a very strong portfolio of about 150,000 turbine engines, including APUs with millions of flight hours 0 – we have a massive installed base,” says Renard. The MSP program’s benefits include not only predictable longrange financial planning for the engine owner, but it eliminates the cost impact of unscheduled repairs, too. “Corporate flight departments are sensitive to cost spikes and aircraft downtime,” notes Renard. Costs that are covered by MSP include: scheduled major maintenance like the Major Periodic Inspections (MPI) or Compressor Zone Inspection (CZI). Honeywell does the work either at its factory engine shop in Phoenix, Arizona, or at one of its many ASCs. All of the maintenance work performed under the MSP banner is done by a Honeywell-owned maintenance shop or at one of its ASC’s. “We serve our customers by working together only with the best in the industry, like Jet Aviation, TAG Aviation or Standard Aero, just to name a few,” says Renard. “Our ASCs use only authorized tools, technicians and processes.” Even unscheduled maintenance events like a bird strike or an FOD incident are covered. “As we manage the engine rental point, we can offer our MSP customers a rental

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Rolls Royce’s VP for Sales and Marketing Stephen Friedrich.

ENGINE CARE PROGRAM The Eagle has Landed At Pratt & Whitney Canada (P&WC), engine maintenance services go by the name of the Eagle Service Plan (ESP). ESP covers all of the company’s turbine engines, from the legendary PT6A turboprop up to the newest PurePower PW800 turbofan. With ESP, operators pay a fixed monthly fee based on engine hours flown. For all ESP programs, plan members must select the level of coverage that best fits their operation. All coverage levels include engine overhaul/refurbishment, Hot Section Inspection (HSI)/refurbishment, basic unscheduled engine maintenance, basic unscheduled accessories repair, recommended product support improvements at engine shop visits and rental engine support. engine during their engine maintenance,” says Renard. “This avoids downtime for them and they can continue to operate their aircraft, which creates value for them.” The MSP enrollment rate for the HTF family at about 75 percent. Although there is no minimum annual flight hour number to enroll, to sign up a candidate must fill out an extensive application survey. The MSP contract is transferable to the next owner when an owner sells its aircraft. “Blue book values confirm that you can recover the investment in MSP,” confirms Renard. P&WC has constantly worked to enhance ESP for its customers. With more than 10,000 engines already enrolled in its pay-per-hour maintenance plans, the engine OEM raised the bar in October 2016 with the introduction of an ESP maintenance program tailored to PT6A customers, as well as a major enhancement to its current ESP plan offering. ESP ensures a planned and preventative approach to maintenance. Launched at NBAA were “ESPecially for Your PT6 engine”, which provides the first 400 hours of coverage for free to customers of new PT6A engine-powered aircraft, and an enhancement to P&WC’s current ESP plan offering, which enables customers to apply their ESP plan investment toward a new engine of the same model or a new engine conversion at time of overhaul.


Honeywell maintenance service (top). The Honeywell ALF 502 (center). PW800 Eagle Service Plan (below).

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CorporateCare® Relax, we’ve got you covered. CorporateCare delivers comprehensive worldwide support adding value and liquidity to your aircraft - so relax, Rolls-Royce has you covered. For more information, contact Steve Friedrich at +1(703)834-1700 or email

Trusted to deliver excellence.

ENGINE CARE PROGRAM In three months since the company launched the ESPecially for Your PT6 engine plan, enrollment has been outstanding. “With the PT6A engine, we’re delivering innovative hardware and responsive care,” says Kumarasingam. For customers already enrolled in an ESP plan and contributing on a per-flying-hour basis, P&WC has enhanced the plan to allow them to select a new engine of the same model or a new engine conversion upgrade at time of overhaul for an additional cost. “Exceptionally sim“We continue to push ourselves to think outside of the box – about how we best serve our customers as well as how we deliver the greatest value and return on investment,” says P&WC Vice President of Commercial Services Satheeshkumar Kumarasingam. “We’ve proven the bottom-line value of the ESP plan to thousands of customers as a unique solution that delivers a planned approach to OEMbacked engine maintenance, and we continue to innovate our maintenance coverage options with the launch of new and enhanced programs. Our announcement at NBAA is a testament to the program’s ongoing evolution in delivering comprehensive pay-perhour coverage.” ple and flexible, this ESP plan enhancement is applicable on all active P&WC engine programs and gives our customers the ability to choose how their investment in ESP pay-per-hour plan coverage is applied at the time of overhaul,” adds Kumarasingam. “In addition to a higher residual value and/or a performance upgrade, customers will have all of the advantages that come with a new engine – from first run warranty and a parts service policy in full, to improved aircraft resale value.” Right on Point In recent years, GE Aviation has placed a stronger focus on Business Aviation. Part of this effort includes providing solutions for new and used aircraft engines made by GE Aviation. Its engine maintenance care program, OnPoint, is offered for the whole range of turbofan engines like the CF34, CFM56, LEAP and Passport.


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As GE Aviation likes to point out, OnPoint benefits operators in three areas: engine management, aircraft availability and off-aircraft support. The program provides expert personnel to manage each customer’s engines and review their configuration for Airworthiness Directives (AD) and critical Service Bulletins (SB). The specialists also monitor the health of the enrolled engines and issue alerts and trend monitoring reports. Also covered by OnPoint are technical publications, OEM customer engine training, and Aviation segment. In 2013, the company launched its enhanced engine maintenance program, TAP Blue (with TAP standing for Total Assurance Program). TAP Blue includes virtually every natural and unnatural event that might occur over the life of its family of Williams FJ33 and FJ44 engines. “Our engine operators tell us what they wish for in a maintenance program,” says Williams International Vice President of Product Support Steve Shettler. Before TAP Blue, the cost to repair engine damage caused by hail, birds, lightning or man-made objects accidentally ingested had to be borne by the owner or the owner’s insurance the GE Beacon app, a free mobile app with one-touch service and support. Engine maintenance work can be done in one of the company’s ASCs. GE Aviation is constantly expanding its service network for business and general aviation engines, growing from 10 ASCs in 2010 to 38 last year. This network enables customers to have access to OEM-quality service and support around the world. GE supports aircraft availability for its customers by offering engine change and transportation, rental engine and transportation, line maintenance coverage, LRUs and FOD coverage. What customers like is that OnPoint makes engine maintenance cost predictable. Another differentiator is that it isn’t limited to customers who buy a new aircraft, but is also available to customers with used aircraft. At OnPoint, there are no buy-in, transfer or exit fees.


No Surprises Here In terms of units delivered, Williams International is one of the largest aircraft engine manufacturers. Its engines power most of the small and light jets types within the Business

company. Since the launch of TAP Blue, these costs are now covered. And while the cost to incorporate mandatory service bulletins has always been covered by Williams’ previous program, even optional bul-

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The Williams FJ44 (top). Textron’s PowerAdvantage engine support program (center) and its mobile response team (below).


letins are covered under TAP Blue. “Owners enrolled in TAP Blue save substantially compared to owners who choose commercial and selffunded maintenance,” says Shettler. “TAP Blue provides accurate forecasts of operating costs and avoids unbudgeted payments – with no surprises.”


Senior Vice President, Business Development and Strategic Planning for JSSI, Kevin Thomas (left).

Power Play Textron Aviation has a range of engine support programs that are offered in conjunction with engine manufacturers Pratt & Whitney Canada and Williams International. Branded as PowerAdvantage and PowerAdvantage+ for its Citation Business Jets, the company recently expanded the program to include Beechcraft King Air and Cessna Caravan turboprop platforms. Part of the company’s ProAdvantage suite of support programs, PowerAdvantage offers owners and operators comprehensive PT6A engine coverage with predictable costs for both routine and most unscheduled engine maintenance events. Customers enrolled in PowerAdvantage pay an hourly rate per engine operating hour and receive coverage for line maintenance parts, scheduled and most unscheduled engine events, all parts and shop labor for Hot Section Inspection and overhaul, and can include coverage for life limited components and repairs by Textron Aviation’s mobile response teams. The program also provides rental engines for overhauls. Excluded from the program are engine maintenance costs caused by

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FOD, abuse, accident, corrosion, erosion, deposition or failure to follow prescribed maintenance actions. Discretionary removals and parts supplied by entities other than Textron Aviation authorized sources also mean being excluded from the program. An Alternative Option It’s not only the engine manufacturers that provide engine maintenance programs. Jet Support Services, Inc. (JSSI) was founded with the purpose of providing its customers an engine maintenance program. Today, JSSI is the largest independent provider of power-by-the-hour maintenance programs. The company covers all types of engines and aircraft, from the turbine powered light helicopter Robinson R66 up to bizliners like the BBJ. “If JSSI wouldn’t be in the market, there wouldn’t be any competitor to the engine OEM’s,” says, JSSI Vice President of Strategic Planning and Business Development Kevin Thomas. “We got our start by protecting the groups the OEM’s didn’t want, and as a result, we’re good for the Business Aviation eco-system.” The company’s programs deliver budget stability through a highly competitive cost-per-flight-hour service. Customers can choose the level of coverage – from only engines up to the so-called tip-to-tail coverage. When operators sell a JSSI-covered aircraft, they have the option of transferring that coverage to the purchaser or maintaining their rights to accrued maintenance reserves and applying

them to a subsequently enrolled aircraft of any make and model available on the JSSI program. All of this is backed by 24/7 access to the largest independent, highly experienced, technical and client services teams around the world. JSSI is headquartered in Chicago, Illinois, with a major presence in Farnborough and regional offices in Dubai, UAE; Hong Kong, China and Sao Paulo, Brazil. JSSI has about 900 customers with nearly 2,000 aircraft enrolled in their programs, allowing them to negotiate volume discounts with maintenance shops and/or vendors. “We’re doing 250 to 300 engine overhauls a year,” says Thomas. “We treat every customer as if it would be our biggest client. We understand that a Business Aviation customer is not a commercial operator. We offer more coverage at lower prices.” JSSI’s engine maintenance programs include: scheduled maintenance like Hot Section Inspection/Mid-Life/MPI, Overhaul/Compressor Zone Inspections, as well as unscheduled maintenance events like FOD Gap Coverage, rental engine costs, supplemental lift, and needless to say, 24/7 global support. “What we’re offering are risk aversion programs,” continues Thomas. “With the most comprehensive engine programs on the market, the service JSSI delivers is second to none. Depending on your engine make and model, there is a program that is right for you. We don’t have any age restrictions.”

wouldn’t it


» 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. Call or email us at +1.312.644.8810 or

FROM THE COCKPIT The expected outcome from every approach is to land. But pilots should always be ready to accept the alternative. Capt. LeRoy Cook takes a look at the alternatives


ne of the most perilous conditions confronting a pilot is making the transition from landing to climbing out. The aircraft starts in a low-power, high-drag configuration, flying with a limited amount of airspeed, near the ground or possibly already on it. The desired successful conclusion is to be in climb power and drag configuration, accelerating and rising in obstacle-free airspace. This is a handful of changes for the pilot to handle; there’s no wonder it sometimes turns out badly. The situation can be planned, or unplanned. It can involve a certain amount of runway acceleration (a touch-and-go) or begin a few hundred feet above the terrain (a missed approach). In any case, the workload is high, and controlled flight into terrain (CFIT) or loss of control inflight (LOC-I) are very present dangers. Technique and adherence to procedures are important if we’re to pull it off. As with any critical flight condition, the go-around needs to be planned and practiced. The airplane will act and feel decidedly differently than in most other realms of flight. If you haven’t been there and haven’t experienced it, you may not understand what’s taking place, particularly with poor or non-existent visual references. This is not a time for vacillation and too-late reactions; you must be ahead of the airplane. ABORT

Knowing when to abandon an approach and go around for another try is an important decision pilots need to train for.

Flying the Miss Let’s consider the missed approach segment of an instrument approach, seldom actually used but vital when it’s needed. You should have at least an inkling that it might have to be flown, particularly if still in IMC close to the ground. In low weather, I prefer to think in terms of the miss

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being the likely outcome, with landing only an option. In that mindset, I’m ready to execute. If flying level at MDA, perhaps with less than the landing flaps setting, you’re in a pretty good position to start the wave-off. You’re already carrying quite a bit of power, so all you need to do is to add climb power, set flaps to takeoff and retract the gear—and fly the airplane. There will be trim changes as the thrust builds, drag reduces and speed increases; your job is to fly the appropriate pitch attitude and follow the MAP. You should have it loaded in your mental and electronic memories; this is no time to be glancing down at the approach plate. In lieu of other guidance, climb straight ahead until you’ve stabilized things, getting away from the ground. If following vertical guidance during the approach, you are likely to be closer to the surface, with landing flaps out and powered down for the descent. In this case, the changes required to execute the missed approach are more radical. While power is building, you’ll need to establish the initial go-around attitude and begin the clean-up; there may be a little sag below DH while the descent rate is reversing, but you’re not landing, so retract the gear and most of the flaps. Expect more extreme trim shifting; stay sharp on the attitude indicator. There’s less margin for error while escaping the clutches of the terrain. Focus on flying the aircraft, rather than communicating with ATC and figuring out the next move. The controller needs to know your status and intentions, but not at the cost of abandoning attention to the flight path. As with all flying, you should have the miss planned, and fly your plan.


Going Around A little further into the landing scenario is the possibility of having to fly a go-around below MDA or DH. At this point, you may have already committed to the landing, powered back in a landing configuration, with speed bleeding off as sink rate is being arrested. This is dangerous territory, requiring prompt, correct handling to escape with a whole airplane. Your first priority is to hold altitude and accelerate. Apply full takeoff power, not just an approximation of lever movement, roll in some trim and keep the aircraft straight. Bring up flaps carefully, reducing their drag but not surrendering all the benefits of their lift. Leave the gear down until you’ve established a positive rate of climb, just in case you hit wind shear or energy is slow to build. If the airplane touches down while going around, make sure the wheels are aligned and you’re tracking straight.

Again, your target is to move away from a ready-to-land condition into a climb out state. Maintain control, trim to oppose shifting forces, pitch up as energy builds into the aircraft, and get away from the dangers associated with the ground. Join the climb profile with gear retracted and climb power after you’ve escaped the low-level environment. Gain altitude, not excessive airspeed. Remember AFTA; always fly the airplane. Touching and Going Finally, there’s the challenge of bringing the aircraft back into the air after it has touched down on the runway. In the majority of touch-andgoes, the maneuver is planned as a time-saving alternative to a full-stop rollout, but it involves some risk. Most of the time, once the airplane has settled onto the surface it’s better to keep it there. Initiating a go-around from a completed landing takes much more runway than you think, and any obstacle clearance calculations are probably bogus. Only if you act quickly and have considerable pavement ahead should you attempt the touchand-go as an escape maneuver. It’s better go off the departure end at 25 knots and slowing than to hit the fence at 100 knots while attempting to fly under full power. That said, there’s a right way to conduct the touch and go. Position the flap lever (not the gear handle!) to the takeoff setting, then immediately add takeoff power; if power is applied with full flaps extended while still rolling with near-flying speed, there is a chance of initially lifting off, then settling back as the flaps retract. Acceleration is the goal, so reducing drag and maximizing power is primary. As in all major configuration changes, the aircraft will require trim and control pressure adjustment; don’t swerve off the runway while looking at the pitch trim indicator, just make an initial resetting and finetune it later. Rotate the nose up on schedule and fly the normal climb out attitude, bearing in mind that you may be closer to the trees or noise-abatement profile than you would have been during a normal takeoff. If required, establish an obstacle-clearance airspeed to steepen the climb out path.

Reasons to Go Around Why would one initiate a go-around? Losing sight of the runway environment due to visibility restrictions obviously calls for abandoning the attempt at landing, and sighting a hazard on the runway or in the approach path certainly demands a go-around. Most commonly, a go-around is needed when the approach is unstabilized; airspeed is too fast or is deteriorating rapidly, or the sink rate is excessive, perhaps because wind shear has entered the picture. Adding an extra 10 knots to the normal reference speed increases the landing roll by a huge margin. It’s no mark of skillful airmanship to be able to turn a fast, long landing into a smoking-brakes turnoff at the departure end of the runway. Good piloting means determining that the approach is not falling within normal parameters and should be re-done. Air traffic control may instruct you to perform a go-around, even after landing clearance has been received, most typically because there’s a risk of losing required separation. The preceding traffic might not have cleared the runway as quickly as expected, or dissimilar speeds were a greater factor than the controller foresaw. Even the best of airspace managers have to move an airplane out of the string once in a while. Separation is an “at least” requirement; your actual mileage will have to be greater, to give a cushion for contingencies. If ordered to go-around for a clearly visible reason, move to comply instantly and acknowledge as you do so. If you institute your own go-around, make sure you tell ATC what you’re doing. An off-site control facility assumes you are conducting a landing, particularly in VMC, and your return to the vacated airspace requires accommodation. Therefore, an immediate check-in is needed. Hopefully, you have retained the last-used frequency after switching to the local communications link, so you can return to it at a touch. Remember, you are now rogue traffic, popping up into the stream of other aircraft. State your intentions, whether it’s to return for another attempt, fly the missed approach and hold or go elsewhere. If in uncontrolled airspace, make an advisory call and conform to the circuit if returning for another landing attempt

in visual conditions. I often see hurried traffic patterns after a wave-off, when a too-eager pilot climbs only a few hundred feet and tries to get back into the queue like he’s flying an attack aircraft laying down suppression fire. Safety first is the rule, with minimizing noise impact a close second. Pulling up to 1,500 feet above field level to avoid lowand-slow traffic is the wisest procedure. Common wisdom is to conduct the go-around to one side of the runway, so the pilot-flying has a clear view of any traffic on the runway below. Do not make an extreme deviation to do this; climbing out on the runway heading until assigned otherwise is the expected procedure. Once completing the balked-landing checklist, your immediate task is to remain clear of obstructions, both laterally and vertically. Remain spatially oriented, pay attention to the terrain warnings and verify that ATC’s vectors are in a safe direction. The time and fuel invested in another landing attempt should not be wasted by doing the exact same thing— expecting, somehow to achieve different results. If a go-around was needed, change whatever was its cause, so that the next outcome will be different. That may require switching to another runway, an earlier flap extension and most probably a wider visual approach. Learn from the previous experience and don’t repeat the mistakes. Call up the “before landing” checklist and adhere to it with diligence; this is a perfect time to overlook something important while rushing to finish the nowextended flight. The important point is to make a decision, early rather than late. The expected outcome from every approach is to land. But always be ready to accept the alternative, going around if the aircraft is not in a good position to touch down on target and stop within the confines of the runway. Sitting there passively, while pavement is burning up and runway lights are streaking past you, is not piloting; at that point, you’ve become a passenger, hoping the airplane will stop. Any reconfiguring of the airplane from a landing to a takeoff will take careful flying, whether it’s an aborted approach or a last-second pull-up. If tasked with this challenge, be ready with planning and prior practice.

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BART: At EBACE, you are unveiling to the general public the PC-24 P03, the third prototype of your new Super Versatile Jet, which is the first series-conform PC-24. What is the situation of this program? Schwenk: Following the P03’s maiden flight on 6 March 2017, the PC-24 test fleet is now complete. The three prototypes have accumulated a total of more than 950 flights and 1,650 hours in the air to date. Further certification flights are currently in progress. Certification is still on target for the 4th quarter of 2017 and initial customer deliveries are scheduled immediately thereafter – probably within two to three weeks. Meanwhile, back at the headquarters in Stans, work has already begun in earnest on the first

BART talked to during EBACE 2017, perhaps the person with the most to smile about was Pilatus Chairman Oscar J. Schwenk. Marc Grangier sat down with Oscar to find out what’s behind all of this happiness


Pilatus Chairman Oscar J. Schwenk (top). The PC-24 versatile jet (below).

BART: Before addressing the PC-24 program, which is one of the newest aircraft on the show, could you tell us how is the Pilatus company going? Schwenk: With sales revenue of 821 million Swiss francs, performance in financial 2016 was better than expected. Operating earnings totaled to 89 million Swiss francs after deduction of R&D investment of 101 million Swiss francs. 56 Additional jobs were created across the group as a whole and 117 aircraft were delivered to customers. The PC-24 development program 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 our company and exceeded expectations. Total sales amounted to 821 million Swiss francs, with operating earnings at 89 million Swiss francs. Orders in hand as of the end of last year were at a comfortable 1.7 billion Swiss francs – not including sales revenue from the PC-24! In 2016, our General Aviation operations contributed to 56 percent of total sales. This was the first time this business unit accounted for the largest share since 2012. Sales of the PC-12 NG were up 30 percent in the previous year, with 91 aircraft compared to 70 in

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2015 – in an environment in which all the major business aircraft manufacturers had to contend with stagnating or declining sales figures. Last year, the French Air Force opted for the PC-21. The 17 aircraft on order will be used for pilot training in preparation for stepping up to the Rafale fighter. The Royal Jordanian Air Force also ordered a further two PC-21s, as did QinetiQ, the British firm behind the “Empire Test Pilots’ School”. These three orders for Government Aviation, another business pillar of ours, represent a total value of over 300 million Swiss francs.

aircraft for delivery to customers. The production status of these first few PC24s is already well advanced: Number one has already received its final livery and series production is underway – in fact, it started more than a year ago and the process is now accelerating. First customer delivery will be to PlaneSense, the US fractional provider that currently operates more than 35 PC-12 and has ordered six PC-24. In 2014, as you remember, Pilatus sold 84 PC-24s in just 36 hours. The order book is currently closed, but we plan to re-open it in 2018 after

have invested some US$500 million, plus US$300 million in production facilities, all funded internally.

receipt of the first positive reports from PC-24 operators. I am confident of being able to convince even more potential customers of the exceptional performance of our “made-inSwitzerland” business jet. Final PC-24 performance data will be published after certification. However, flight data gathered thus far indicate that the PC-24’s performance will most likely exceed preliminary estimated performance concerning cruise speed (415 kt), range (1,800 nm) and runway performance. Next year, we have planned to deliver some 30 aircraft and by the end of 2019, all PC-24 ordered in 2014 will have been delivered. Apart from business aircraft operations, we believe there is a big future on the government side, including international organizations, which see a potential use for this aircraft concerning special missions. And Medevac operations could also be of importance. Incidentally, the Australia’s Royal Flying Doctors will receive their first “ambulance” aircraft mid-2018.

BART: Where is series production of the PC-24 taking place? Schwenk: We continue to expand at our headquarters in Switzerland and at our site in the US. In Stans, we have built a new assembly hall with a surface area of 10,000 square meters, plus a new surface treatment center, representing some 60 million Swiss francs. We have also invested in new milling machines. Worth around 40 million Swiss francs, this investment will pave the way for new innovative production processes allowing us to keep production in Switzerland in

BART: What about the PC-12 program? Schwenk: As I mentioned it earlier, we sold 91 PC-12 NG in 2016 and the order book for 2017 is already nearly full. Undoubtedly, the fact that singleengine turbine aircraft were approved for commercial operations in Europe on March 1st 2017 means that the PC12 can now be operated commercially at night and under instrument flight rules across all 32 EASA member states. This will indeed develop new routes in Europe and provide an incentive for aircraft operators to replace older aircraft with new, safer, more environmentally friendly single-engine turbine aircraft such as the PC-12.

spite of high labor costs. In the US – one of the most important markets for Pilatus – we have invested in a new plant in order to bring final assembly and administration together at Pilatus Business Aircraft Ltd, our subsidiary in Broomfield, Colorado. The interior design will be discussed with the PC24 customers on site before implementation. On a worldwide basis, we continue to hire new employees. At the end of 2016, our group employed 1961 persons and a further 150 are expected to join the company in 2017. Concerning the PC-24 program, we

BART: A US manufacturer is now developing a new single-engine turboprop aircraft very similar to the PC-12 NG. What is your opinion concerning this new program? Schwenk: Obviously I am surprised that it took them 23 years to start competing with the PC-12! But we like competition and don’t worry for us. We shall have an answer when their new aircraft arrives on the market, as we are now working hard on major improvements on our PC-12 NG. Our competitor is still a paper airplane and testing a brandnew engine and a brand-new airframe at the same time might create some problems. As a matter of fact, we will very soon deliver our 1,500 PC-12 to the Royal Flying Doctors – and believe me, experience is something of the utmost importance in aviation. So I am pretty confident that the PC-12 program will continue for another twenty years We left a happy man who has fully demonstrated that he could face the hardest competition. Mr. Schwenk is considered to be a stubborn man who knows what he wants and no doubt that he will make the necessary decisions to reach his goals. That said, we are definitely optimist about the future of Pilatus – especially since the recent EU approval of commercial operations for singleengine turboprop aircraft in IMC and at night will certainly open a wider market for the PC-12 NG and its successor.

BART: JULY - AUGUST - 2017 - 79


The PC-12 NG is now approved for IMC commercial ops in Europe.


THE DEVIL WEARS PRADA When we talk about safety on board, cabin crew uniforms might not be an obvious concern; but in fact, it is an extremely important issue. Michael R. Grüninger and Capt. Carl C. Norgren point out the relevance


Today’s cabin crew uniforms are designed by some of the world’s top fashion minds.

Receiving Passengers in Beauty When beautiful, elegantly dressed female cabin crew members welcome the passengers on board so many times a day, they make people wonder whether their stylish uniforms were designed by Prada. Beauty procures pleasure. Great attention is often given by airlines and business aircraft operators to the outfit of cabin crew. Although Prada might not be the prime supplier of aviation uniforms, there is a link between the well-known movie title “The Devil Wears Prada” and aviation safety. What happens when beauty meets danger?

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Push Back The story unfolds on 4 October 2014. At 1405 UTC the commander of Emirates flight EK609 is notified by the Purser (SCCM) that the cabin of the Airbus 330 with registration A6EAQ is ready and secured. The Copilot completes the necessary clearances with air traffic control while the Commander prepares for start-up on stand in Karachi’s Jinnah International Airport (JIAP). At 14:06, ATC clears flight EK609 for an engine start on stand. After a successful start of engine 1, the ground crew pushes the A330. By the time engine 2 is started, the aircraft reaches the pushback stop position.

At 14:11, taxi clearance is received and they read back correctly to ATC. The fluctuating yellow system hydraulic pressure starts fluctuating and the master caution chime indicates low pressure of the yellow system hydraulic system on the Electronic Centralized Aircraft Monitoring (ECAM). The flight crew discusses the problem. At 14:13, 1 minute 12 seconds after the first chime, the commander and co-pilot notice “terrible smoke” on the flight deck. The co-pilot suggests going back to the stand. At the same time, the ground engineer calls the flight crew informing them that the pushback is completed. The commander sets the brakes and informs the ground engineer that the cockpit experienced some smoke. The ground engineer informs the commander that he did not notice anything from outside. Asked by the commander the Senior Cabin Crew Member (SCCM) confirms that the cabin is “smoky and smelly”. The co-pilot suggests again going back to the stand. While the flight crew tries to sort out the mist problem, cabin crew reports that the cabin is in “very thick smoke and the passengers are agitated”. A chime alerts the commander that there is smoke in the lavatory. Now the commander requests the aircraft to be pulled back to the stand. The SCCM reports that the situation in the cabin is “very, very bad”. A minute later, she reports that the occupants of the cabin cannot breathe. At 14:17 the commander orders to keep the Auxiliary Power Unit (APU) running and to shut down the engines. Evacuation Events now unfold quickly. The commander turns the APU bleed off in order to stop air circulation. The cabin crewmember at L4 door calls the cockpit and reports that the situation in the cabin was “really, really bad”. She could see only up to four rows. The commander asks whether she thinks an evacuation is necessary.

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She replies “yes”. Flight crew informs ATC and ground crew. At 14:19, the commander receives a report from the cabin that there is a fire at the L3 door coming from the protective breathing equipment (PBE). The PBE had ignited after the cabin crew member had donned it and activated it by pulling sharply on the adjustment straps, as per the procedure. The cabin crew member immediately removed the burning PBE and dropped it on the floor adjacent to the L3 door. Four Halon fire extinguishers were used without success in an attempt to extinguish the fire. At 14:20, the commander decides to evacuate the aircraft. At 14:21 the commander orders the evacuation. Cabin crew members scramble to open the doors from the inside. The slides are deployed. Cabin crew members guide passengers to the next door and down the slides. Passengers and crew evacuate the aircraft. 8 People of the 82 onboard suffered minor injuries.


An Emirates Airbus A330-200 was evacuated when the flight crew sensed a smoke in the cabin.

The Relevance of Beauty for Survival One survivability aspect stands out in this case. In their interviews, the female cabin crewmembers stated that they were reluctant to slide down the escape chutes. They provided two reasons for this: The first was that they were wearing skirts and so sliding down the chute could place them in an embarrassing situation. Secondly, they were required to remove their medium-heel shoes (4.5 cm high heels) before sliding on the chute, whereas they would have preferred to protect their feet by keeping their footwear on.

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It was noted that several of the female cabin crewmembers were wearing medium-heel shoes that should be worn only during passenger boarding and disembarkation. Fashion vs. Safety As strange as it might sound, skirts and medium-heel shoes may be hazards posing safety risks. The fear of embarrassment and injury reduced the assertiveness of cabin crew members to fulfil their tasks during the evacuation. They were inhibited in performing their duties in an assertive way. In this case the uniform requirements were hazards! Emirates introduced a change to the cabin crew uniform in 1985 and the new uniform required the female cabin crewmembers to wear skirts. In 1997, Emirates provided female cabin crewmembers with the option of wearing trousers or skirts. In August 2008, a revision of the uniform took place for all Airbus A380 cabin crewmembers and this was then introduced across all aircraft types in 2009. This change in uniform continued to offer the wearing of trousers as an option for female crewmembers. On August 1, 2013, the option for female cabin crewmembers to wear trousers was withdrawn, and the wearing of skirts became mandatory for female crewmembers. Regarding footwear, and according to Emirates’ policy, the female cabin crew must wear medium-heel shoes during the flight preparation and receiving the embarking passengers. The shoes are then replaced by service flat shoes at some time after takeoff as a preparation for passenger service.

At the time of the last uniform change of August 2013, the operator considered that the skirts would continue to achieve the same safety standard. Therefore, the operator did not undertake a safety risk analysis to determine the risks associated with the wearing of skirts. Management of Change: Keeping Fashion Safe As remote as it might have seemed at first glance, fashion and safety are indeed related to each other. Emirates had not safety-assessed the uniform requirements. The UAE Air Accident Investigation Sector of the General Civil Aviation Authority has issued Safety Recommendation 46/2016: “Conduct a safety risk analysis of cabin crewmembers’ uniforms for appropriateness in dealing with onboard emergency situations.” In aviation, beauty and safety must be one.

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 (IS-BAO, IOSA), consultancy, manual development and process engineering. GCS can be reached at and +41-41 460 46 60. The column Safety Sense appears regularly in BART International since 2007.

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