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Omni brings even more luxurious third ACJ into service The Omni Aviation Group expects to bring a third ACJ into service early in 2010. Configured for 19 passengers it marks an upwards progression in luxury complementing 29-seat and 48-seat ACJs already in service. Stefan Buschle, group chief commercial officer of the group of 18 aviation companies, says that the new ACJ will meet demand from government and heads of state in the Middle East, Africa and Russia. “There will also be a demand from vvip families and international business heads,” he adds. The 19-passenger ACJ offers a luxury bedroom and separate bathroom, a dining area for six and an office as well as six seats for aides and officials. Buschle says the high end of the private charter market has held up well during the global economic recession and Omni is responding to established demand which it expects to increase. “We will also be taking delivery of another Challenger 300 in 2010 and this signals the end of a comparatively low profile year in 2009 for Omni as far as fleet expansion was concerned,” Buschle adds. The group, which operates more than 50 helicopters and fixed wing aircraft from bases in Portugal, France, Brazil and Cape Verde, has taken the opportunity presented by the recession to consolidate, he says. “We have used 2009 putting in a lot of hard work on training which will benefit our clients, but 2010 will be a year for judicious expansion,” he says. “There’s no denying that 2009 was difficult for executive charter but the Omni group has benefited considerably from its huge diversity of operations. We have, for instance, 25 helicopters that serve contracts in the oil and gas sector.”

ME & MY AIRCRAFT Super Midsize Jets

page 9

Aerowest Sovereign expands long haul capability page 3 FlairJet’s Phenom 100 chalks up a UK import first

page 4

FAI claims medevac record

page 5

PETS approval brings business boost page 6

SPECIAL FOCUS For details of how to enter, see page 3. Operator review For details of how to enter, see page 3. of Malta page 6


Citation II in ‘milestone flight’

Bengt Graffstrom, Grafair owner and ceo, says that a milestone non-stop flight of a Citation II, fitted with new FJ44 engines, from Michigan in the US to Stockholm in Sweden heralds the addition of a new dimension to the company’s private charter service. Full story page 5.

FAS strengthens helicopter fleet with S-76Ds and Bell 412EPs Falcon Air Services (FAS) of Abu Dhabi is expanding its 26-strong helicopter and jet fleet with the addition of two S-76Ds and two Bell 412EPs. FAS, which has options to purchase two further S-76Ds, is the helicopter’s worldwide launch customer. The S-76Ds, scheduled for delivery starting in 2011, will be configured for vip corporate, helitaxi, and offshore oil and gas support missions. FAS chairman HH Dr Sheikh Sultan bin Khalifa bin Zayed Al-Nahyan, pictured left during a Dubai Air Show presentation with Bell’s Danny Maldonado, says: “We are confident that this latest variant of the S76 helicopter family will deliver the performance, comfort and operating economics that will enable FAS to continue providing the highest level of aviation services that establish benchmark standards in terms of safety, quality and customer service.” He points out that S-76D’s pluses include all-composite, flaw-tolerant main rotor blades; an advanced Thales avionics system and autopilot; dual speed rotor with active vibration control; a quiet mode for enhanced

public acceptance; and an optional Rotor Ice Protection System (RIPS) for all-weather capability. The S-76D helicopter also will offer an increase in useful load and extended range performance versus the S-76C+TM and S-76C++TM aircraft currently fielded, he adds. FAS, which has eight 412s delivered already this year, will expand the number of the aircraft it operates to ten. AJ Baker, FAS vp for business development, says: “We have been extremely pleased with the performance of the 412. It is a remarkably reliable helicopter, ideally

suited to operations in the region and meshes perfectly with our business requirements.” FAS was launched in early 2006 and has built a fleet of 21 helicopters and five jets. It carries out activities in support of offshore oil and gas operations in Abu Dhabi. FAS also specialises in corporate and vip charter, aircraft management and specialist maintenance services. While its primary base is Bateen in Abu Dhabi it operates its specialist vip and tourism helicopter services from dedicated heliports at Dubai Festival City on Dubai Creek and Marina Mall in Abu Dhabi. Bell’s regional sales manager Dane Pranke says: “FAS needs a helicopter that can carry a sizeable load, is easily configurable and is exceptionally dependable.” The S-76D completed its first flight on 7 February 2009 and is scheduled to enter production in 2010. “The S-76D will excel in the Middle East environment,” predicts Carey Bond, president of Sikorsky Global Helicopters. FAS also serves as a Sikorsky Service Centre.

For fuel, ground services and all your trip arrangements

ExecuJet Middle East expects to further expand managed fleet ExecuJet Middle East, which is celebrating its 10th anniversary, expects to add additional managed aircraft to its 20-plus fleet over the coming months. “We’ve grown tremendously,” says md Mike Berry. “The ExecuJet entity in the Middle East began in 1999 with just a couple of managed aircraft but it now employs more than 195 and runs a state-of-the-art maintenance and FBO at Dubai international airport.” This year the company added two privately run aircraft to its managed fleet, including a Global XRS and Challenger 605. Berry says: “We are starting to see the first early signs of an upturn after what has been an unprecedented fall off in business aircraft flying in this region as a result of the global economic crisis, which has impacted tourism and progress on various regional development projects.” Berry says the ExecuJet Aviation Group is pleased with the success of Continued on page 4


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Business aviation has shown the way forward on climate change Within the last few weeks the global business aviation operating and manufacturing communities have come together to issue a joint position, re-asserting our support for the International Civil Aviation Organization’s (ICAO) proposal for aviation sectoral management of targets and monitoring of greenhouse gas emissions in a postKyoto agreement. This is something of a landmark achievement, as it is the first time the whole of our community has come together to develop a common position on this very important issue for us all. Of course, as most readers will know, business aviation has established an excellent record of consistently improving fuel efficiency, delivering 40 per cent improvement over the past 40 years. Indeed, our CO 2 emissions in Europe are less than one per cent of aviation emissions and globally our sector contributes less than .04 per cent of man-made carbon emissions, so by no stretch of the imagination are we significant polluters. Nonetheless, our community is resolved to do even more and we have jointly developed an aggressive programme in support of ICAO targets committing to: • Carbon-neutral growth by 2020; • An improvement in fuel efficiency of an average of two per cent per year from today until 2020;

• A reduction in total CO2 emissions by 50 per cent by 2050 relative to 2005. Achieving these targets will require not only sustained effort on the part of the entire business aviation community, but also a partnership between industry and government, and the development of realistic solutions that balance economic growth, progress and technology. We plan to achieve these objectives through expected advances in four areas: technology, infrastructure and operational improvements, alternative fuels, and market-based measures. Meanwhile, consistent with ICAO recommendations, business aviation supports the development of an appropriate alternative metric to measure and track business aviation emissions on a fleet basis, in place of the inappropriate airline oriented T-K performance indicator. This is not relevant to our operations, where we sell the “whole planeâ€? and therefore have no control whatever over passenger loads, in sharp contrast to the airlines which sell seats and so are in full control of load factors. Moreover, given the global nature of aviation, internationally harmonized policies, rules and procedures are critical to ensure safe, efficient and balanced operations, which is why our community believes that ICAO must be assigned global sectoral responsibility over aviation emission targets and monitoring.


By Brian Humphries, president European Business Aviation Association (EBAA).

To emphasise the rightness of this policy we need look no further than the ongoing problems with EUETS’ application to aviation and, in particular, all the difficulties so many small corporate operators are experiencing with compliance. We have long supported the development of the Eurocontrol ETS support facility designed specifically to ease the task of small operators in meeting their compliance obligations with the minimum of bureaucracy and cost. Well, despite the specific commitment by the European Commission in the monitoring and reporting guidelines issued in April: “Aircraft operators that are small emitters may estimate the fuel consumption using tools implemented by

Eurocontrol or another relevant organisation, which can process all relevant air traffic information such as that available to Eurocontrol.� After all the efforts by EBAA to support the ETS support facility as an essential tool for small emitters, at its meeting in October the Eurocontrol Air Navigation Services Board delayed the adoption of Eurocontrol’s proposals to continue its development as a service to users. At the very least this is likely to delay the set up of the ETS support facility by three months and we are concerned at the impact this will have on the thousands of small emitter operators that are planning to use it to meet their MRV obligations in accordance with the ETS Directive. Indeed, a very large number of small emitters have already declared to their allocated national competent authorities that they will be using this simplified procedure. According to Eurocontrol’s data, there are more than 3,000 small emitters captured in the scope of the ETS directive, all of which could potentially become users of the MRV simplified procedure. Additionally, the European Commission, as noted in the extract above from the Commission Decision on MRV guidance for aviation, is committed to ensuring that Eurocontrol provides a simplified procedure for small emitters. We also understand that many national competent

authorities will need to rely on the ETS Support Facility to fulfill their oversight obligations. For all these reasons we believe it is essential that Eurocontrol finalises the set up of its support facility and DG Environment validates it within the shortest timeline and we are shortly meeting with DG Environment to discuss the way ahead here. So once again with EU-ETS, it is one step forward and one step back. As the Eurocontrol monthly figures show, business aviation activity levels in Europe continue to bump along the bottom and it is vital that we do not introduce yet more costly, bureaucratic and illthought out environmental rules to hinder the recovery. That is most definitely not to say that business aviation does not recognise the importance of meeting its environmental responsibilities as I have set out above. Quite the contrary, business aviation cares about the environment, but we believe strongly that fragmented national or regional ETS schemes are not the best way of delivering improvements and benefitting European citizens. How much better it will be if scope is given to the aviation community as a whole to manage environmental stewardship into the future, along with industry partners and under the leadership of ICAO. Let’s all keep our fingers crossed that the right decision is made at Copenhagen.

Switzerland’s Jet-Link has sights set on further fleet additions for 2010

Aerowest sales manager Axel Klegien expects the Sovereign to be popular.

Aerowest Sovereign expands long haul capability Germany’s Aerowest GmbH is bringing a Citation Sovereign into operation, adding a broader and deeper international dimension to its charter operations. Sales manager Axel Klegien says the acquisition is the logical next step up from the XLS+ which has proved popular with clients. “The Sovereign adds an extra European and longer haul dimension,� Klegien adds. “It will help us to target a more global market as it brings Russia, Africa and even transatlantic destinations within reach.� Aerowest, which provides ambulance services as well as vip charter, believes that its quick response culture has helped keep its business levels high during the global economic recession. “We respond very quickly to charter requests,� says Klegien, “and our clients can be airborne within an

hour of a confirmed booking. We also provide an attendant at no extra charge and this is popular. Clients appreciate the prompt first class service and we have had an excellent response to the XLS+ which joined our fleet in May of this year. We expect the Sovereign will prove very popular.� Hanover-based Aerowest, which celebrates its 45th anniversary in 2010, has a strong Citation fleet which includes a Citation V configured for seven passengers and a Citation Encore+ configured for eight. It also has a 560XLS+ and the 680 Sovereign will be available later this year. The medevac assignments are carried out by its two PA42s and two Cessna 425 Conquests. Aerowest also offers freight charter and other business areas include a flight school and an extensive maintenance facility for own and third party aircraft.

Jet-Link Ltd, which operates a Learjet 45 and a new Falcon 7X, plans to add to its fleet in 2010. Roland Kalmus, director ground operations and sales, says: “We have some new aircraft in our sights but will not be making any announcement until we know when they will come into service.� Founded in 1997 by Hanspeter Candrian, Switzerland’s Jet-Link Ltd is certified to operate to airports requiring steep approaches, such as London City, and some Swiss airports requiring special certification. In 1990, Candrian, a Swissair captain, founded Heli-Link Helicopter Ltd to offer services in Switzerland and neighbouring countries. He says: “Heli-Link established itself as the official helicopter carrier of the World Economic Forum in Davos and built a

Hanspeter Candrian and Roland Kalmus: new aircraft lined up.

good reputation over many years of operation. The helicopter services were very much appreciated and generated enquiries for jet services so Jet-Link was launched in response to market-led demand.� Candrian says: “Our Falcon 7X has



the one and only BMW designed interior. It replaced the Falcon 900DX which we operated previously. We had an excellent experience with the 900DX. “The 7X offers extraordinary quality, it is very reliable and the customer support by the manufacturer is outstanding. Three engines gives us the possibility to fly the shortest routes between any points without worrying about terrain or extended overwater flights. With its range we can offer direct flights from Switzerland to Tokyo, Singapore or the American west coast.� Candrian says the quietness of the cabin helps achieve maximum passenger comfort and the “very efficient engines� enable extremely low fuel consumption.





ExecuJet Middle East expects to further expand managed fleet Continued from page 1

FlairJet staff celebrate the arrival in the UK of the company’s second Phenom 100. Pictured from left are Capt Graham Rose, ceo Capt David Fletcher, operations manager and first officer David Taylor, first officer and operations assistant Danielle Stoney, continuing airworthiness manager Colin Campbell and chief pilot and flight operations director Gerry Rolls.

FlairJet’s Phenom 100 chalks up a UK import first FlairJet is bringing its second Phenom 100 into operation after celebrating its arrival as the first business aircraft to be imported direct and cleared via London Oxford airport. The aircraft, flown in from the United States by Capt Graham Rose and first officer Danielle Stoney joined the company’s other Phenom 100 which arrived in the UK on 29 October. The second Phenom 100 flew from Embraer in Fort Lauderdale, Florida. Stops were made at Richmond, Virginia, Quebec, Goose Bay, Narsarsuaq in Greenland, Keflavik in Iceland and Wick, Scotland. Stoney, who joined FlairJet from Oxford Aviation Academy, says: “Being on this delivery flight was a fantastic once in a lifetime opportunity, the highlight being the approach into Narsarsuaq. I feel very privileged to be at the forefront of such an exciting new venture.” Capt David Fletcher says Flairjet, which is backed financially by three senior lawyers, will be one of the first companies in Europe to operate the

FlairJet’s first aircraft arriving at London Oxford airport 29 October 2009.

Phenom 100 commercially. Steve Jones, md Oxford airport, says: “This is the first time that an aircraft has been imported into the EU via Oxford, following recent changes to the airport’s UK border authority status. Southampton-based import and export specialists Forest Aviation Services Ltd were instrumental in the landmark clearance. Having this approval helps operators, sales companies and maintenance organisations residing


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at Oxford import from third party countries without the need to go via another customs designated airport in the UK first.” Flairjet’s first Phenom 100 was flown into the UK by Capt Fletcher and Capt Rose. Fletcher says: “The aircraft handles brilliantly. It is a joy to fly.” He says he enjoyed “spectacular approaches” into the Caribbean, the Dutch Antilles of St Maarten and the fjords of Narsarsuaq. FlairJet formally accepted the

aircraft from Embraer in Sao Jose dos Campos following the certification of airworthiness issued by the UK CAA. The delivery was completed in two stages with the Phenom 100 originally leaving Embraer’s Brazilian facility for delivery to Fort Lauderdale, Florida. Stops were made at Brasilia, Belem, French Guyana, Trinidad and Tobago, Saint Maarten, and Providenciales in the Turks and Caicos. Following a brief stop at NBAA in Orlando, the aircraft continued on to the UK. Total ‘delivery’ flying mileage was 7,730 nm. Fletcher has effectively swopped the left-hand seat of a Monarch Airlines’ Airbus A320 to concentrate fully on running FlairJet. “In many ways the Phenom is similar to the A320 with its intelligent flight management system and ease of operation, but it is much more fun to fly,” he says. FlairJet, he adds, will focus on easy to reach cities in mainland Europe, domestic UK routes and also Scotland and Ireland.

its new SimplyFly Membership Card since its launch earlier this year. The programme, he says, is designed to create a more time effective and convenient approach to chartering aircraft, and has been implemented in all ExecuJet regions with notable success in the Middle East and Europe. The programme is designed for companies or individuals who make regular use of private flights and want to secure a pricing and service structure. “The programmes themselves are tailored to fit the demand of each region but provide the same concept of convenience and flexibility,” Berry says. “There has been significant interest in the Middle East with many enquiries generated over the new programme.” Paul van der Blom, business development director Middle East, says the membership card enables clients to select an hourly utilisation package and a preferred aircraft type from the worldwide charter fleet. Berry says ExecuJet Middle East has progressively expanded its capabilities in aircraft maintenance and technical support. ExecuJet’s Dubai FBO, Berry says, currently handles about 120 movements a month. Tobias Laps has been appointed as gm Germany for ExecuJet Europe. He joined ExecuJet in July 2008.

ExecuJet Middle East celebrated its 10th birthday at the Dubai Air Show. Pictured from left are Mike Berry, md Middle East; Joanne Hattar, lead cabin attendant and Nick Weber, maintenance director Middle East.

Bournemouth Helicopters prepares for a spring 2010 private charter launch Bournemouth Helicopters plans to launch a demand-led private charter operation in the spring of 2010 after acquiring an EC120 Colibri. The UK company, which took over a helicopter training school in 1994 and also has an R-44, says that the Colibri acquisition will also enhance TRTO opportunities. Gary Ellson, md and chief flying instructor, says that the introduction of the EC120 will give clients with private pilot licenses the opportunity to gain their ratings and self-fly hire the aircraft complete with Vehicle and Engine Multifunction Display (VEMD), First Limit Indicator (FLI), terrain guidance and auto stabilisation. “The aircraft is a joy to fly,” says Ellson. “We have a growing number of pilots in the region who will relish the opportunity to venture into turbine flying and offer passengers spacious seating and fantastic cabin views.”

Gary Ellson with Bournemouth Helicopter crew Ollie Pennington, Richard Griffin and Richard Faye.

The company is completing the process of obtaining a UK AOC. “This will allow us to provide private charters for the big events in 2010, including the Silverstone Grand Prix, Royal Ascot, Goodwood Festival of Speed and Cowes Week along with weddings, celebrations and pleasure flights,” says Ellson. “Our fleet has been based on piston aircraft, the R-44 and the Schweizer 300 CBi, but we are looking to develop the

turbine side and may acquire other aircraft in the future.” He says the company has been considering the provision of a private charter operation for three to four years and believes the time is now ripe for a launch. “We have used a satellite AOC in the past and know there is a strong demand for charter. Apart from the local demand we are looking ahead to the 2012 Olympics. Dorset will be hosting a number of the events and this will provide business opportunities.” Ellson says the decision to invest £830,000 in a Colibri was made because of its strengths which include a 710 km range with a cruising speed of 150 mph. “The fiveseat configuration is ideal for small groups and it has proved popular with charter companies and private owners in mainland Europe with 30 aircraft on the UK register alone.”



FAI claims world’s biggest medevac and casevac fleet

Joint venture grows helicopter maintenance and training Abu Dhabi Aviation (ADA), one of the largest commercial helicopter operators in the Middle East, is diversifying further as it expands at home and abroad. ADA and AgustaWestland will set up a joint venture in the UAE specialising in helicopter maintenance and training. In addition to its helicopter and fixed wing fleets, ADA also owns Maximus Air Cargo, one of the largest air cargo providers in the Middle East and is a 50% shareholder of Royal Jet. ADA, which has been an AgustaWestland Service Centre since 2005, operates dozens of helicopters including 20 AW139s and has large and modern maintenance facilities based at Abu Dhabi international airport. The companies say the joint venture will deliver a wide range of services in Abu Dhabi that have historically been available only from the manufacturer in Italy or the United States.

ADA: expanding fleet.

The two companies will form a limited liability company to carry out helicopter repair and overhaul, customisation, modification and upgrading, and the sale of helicopter spare parts and accessories.

The Citation II receives a warm welcome in Stockholm.

Delighted ceo says milestone Citation II flight heralds new era for Grafair Bengt Graffstrom, Grafair owner and ceo, says that a milestone non-stop flight of a Grafair Citation II from Michigan in the US to Stockholm in Sweden heralds the addition of a new dimension to the company’s private charter service (see front page photo). Grafair invested US$2.4 million in new Williams FJ44 engines as opposed to US$900,000 in overhauling JT15s and Graffstrom says there are benefits in fuel economy, range and reduced cabin noise for clients travelling around Europe. Graffstrom, speaking after piloting the inaugural flight of the Citation II with the Williams engine, said: “There is a reduction of 35 per cent in the fuel burn which in itself makes the investment worthwhile. However

there are added benefits in that the Citation II can reach any destination non-stop in and around Europe and can even fly intercontinental if that is what our clients wish. It gives us a range of 2,500 nm and enables us to fly at a higher cruising altitude. The speed capability has been increased from 390 knots to 410 knots and we can climb to a maximum of 43,000 ft in 25 minutes.” The Citation II, which has a passenger capability of eight, is one of five operated by Grafair. The company owns two Citation IIs with the others in fractional ownership. One, which boasts a large cargo door, is configured for air ambulance work. Grafair’s seaplane operation, which has been in business since

1999, has acquired a Cessna 208 Caravan to augment its two Cessna 206s. “We have a catchment area of some 25,000 islands,” Graffstrom explains. “The 208 can collect our clients and take them direct to a European destination with cost advantages where this involves waterfront to waterfront travel. The speed is 155 knots with floats. Helsinki is one hour from Stockholm and also one hour from Oslo. “However, clients also have the alternative of linking the 208 flight to our CJ2 capability. Sweden has 200,000 lakes and Caravans can take nine passengers.” He adds: “There is year-round demand with, perhaps typically, in the region of 300 to 400 people living on many of the islands.”

FAI rent-a-jet AG, which is investing €10m in a new 5,000 square metre hangar and office building, claims fleet expansion has made it the world’s largest medevac and casevac (casualty evacuation) operator. Chairman Siegfried Axtman points out that FAI’s fleet has just welcomed a fourth Learjet 60 and will be expanded again by two more Challenger 604s in January 2010. Including one Challenger 604 operated by FAI’s Swiss subsidiary Nomad Aviation AG, FAI’s jet aircraft fleet will total 16, comprising 12 Learjets including the 35A, 55, and 60; the three Challenger 604s and one Falcon 900 EASy. “This expansion will make FAI certainly the world’s largest medevac and casevac operator with a fleet of 13 aircraft in dedicated service,” Axtman says. The air ambulance division, he says, has enjoyed a 10 per cent growth in revenues to €17m annually despite the problems suffered by the travel industry due to the global economic downturn. FAI rent-a-jet AG has reported that as at 30 September, 2009, its revenues increased by 45 per cent compared to revenues to 2008. “Most of our competitors are happy to maintain their 2008 numbers in 2009 but FAI has managed growth which is not typical for the general aviation industry,” Axtman says. “For the fiscal year of 2009 FAI is expecting total revenues of €36m (2008: €27m) while another boost to close to €50m is expected for 2010.”

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UK pet handling license approvals boost business Multiflight at Leeds Bradford and London Oxford airport are the two latest organisations to report gaining approval to handle the import of pets under the UK’s Pet Travel Scheme (PETS). PETS approval from the Department for Environment, Food and Rural Affairs (Defra) brings business opportunities for both private charter operators and FBOs. James Dillon-Godfray, head of marketing and development, Oxford Aviation Services Ltd, says: “The first fully approved carriers are Netjets and Air Med. The airport now anticipates a significant number of flights for passengers destined for London and Thames Valley but there will also be a focus on those en-route to elsewhere in the UK for initial pet clearance at the airport.”

Heather Cawthorne: new business.

He adds: “After instigating several other operational enhancements, such as increased opening times and higher fire and rescue capabilities for larger aircraft up to Cat 6 RFFS this additional advantage gives Oxford another edge over alternatives within the south east of the UK.” Multiflight has also become approved as one of the UK’s entry points for pets under the scheme that allows pet dogs, cats and ferrets from certain countries to enter the UK without the need for quarantine as long as they meet the rules. “We feel this is an additional service that will be warmly welcomed by pet owners wanting to travel with their pets through Leeds Bradford,” says Multiflight handling manager Heather Cawthorne. “We are always looking at ways to improve and expand the service we provide to clients and to always meet their needs and expectations – pet travel approval is an important part of this ongoing process.” Multiflight Pet Travel offers a dedicated pet handling team trained to process the necessary paperwork and to meet and greet pets and their owners or handlers. Cawthorne says: “The team will carry out pre-disembarkation checks

and check the pet’s passport, travel credentials and its microchip.” The team at Oxford will also carry out the formalities. “Once the paperwork has been cleared and stamped as required, the pet is free to disembark,” says Dillon-Godfray. But he warns that all applications to enter a pet into the UK under the regulations of the PETS scheme must, without exception, be received by email by the oxfordjet pet handling team at least 24-hours prior to flight departure to the UK. “Flights with pets onboard can also be cleared through Oxford for onwards travel elsewhere into the UK. Following the announcement of this new capability, several aircraft operators, including helicopter charter companies, have already filed for route approvals to Oxford with the Animal Health Office.” Dillon-Godfray adds: “It has taken some 18 months of dialogue with Defra and the acquisition of equipment, training and the creation of an approved animal reception centre on site in order to get to where we are today.” Both Oxford and Multiflight point out that there are a limited number of operators approved for UK pet imports with the bigger operators tending to take the lead in filing for route approvals. Multiflight, which offers services including aircraft sales and purchase, fixed wing and helicopter charter, trial flying lessons, commercial pilot courses, private aircraft hangarage, service and repair, says it expects growing PETS-related business in 2010. PETS-approved airports also include Heathrow, Gatwick, Manchester, Bristol and Biggin Hill. EBAN sister magazine Charter Broker is planning a focus featuring Defra PET license holders in its February issue.

Oxford anticipates pet owners will boost business in 2010. Pictured are Laura Conaty of oxfordjet pet handling and customer services, Oxford-based pilot Capt John Hill and labrador Khai.

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Members of the Comlux team in Malta, pictured from left, are Neville Abela, technical office and IT coordinator; Lelio Gatt, technical and aircraft maintenance supervisor; Christian Gauci, quality manager; Giovanni Corrieri, md; Andreanna Dalli, accounts and administration manager; Grace Micallef, executive secretary; Capt Anton Galea, chief pilot Airbus; Romano Cassar, maintenance and engineering; and Joseph Vella, manager maintenance and engineering.

DC Aviation and Comlux help build new European private aviation hub Malta, which has built a solid reputation as a financial centre over the past 15 years, is developing an expanding private aviation hub which has already attracted names such as DC Aviation and Comlux. It is well on the way to finalising legislation for an Aircraft Registration Act (see Panel on page 8) that will complement both its financial expertise and the tax incentives it provides foreign entrepreneurs and businesses. Comlux, which has chosen to base most of its aircraft in Malta for financial and operational reasons, will further develop its presence in 2010. Its md in Malta, Giovanni Corrieri, says: “We are refining plans and conducting negotiations for new business in 2010 and there are already projects on the drawing board and these will be announced as we move on into 2010.” The company’s fourth ACJ was completed by the Airbus Corporate Jet Centre in Toulouse in which Comlux is shareholder, and registered in Malta under the Comlux European AOC. It is now operated by Comlux Malta on a fully private basis from Madrid. Stephen Laven, Zurich-based ceo of the Fly Comlux division, says: “The new structure that we put in place in Malta is developing very quickly. It allows us to fly freely between all EU member states and to offer our customers seamless convenience and comfort, whatever they fly commercially or privately.” Comlux bases seven aircraft in Malta which consists of a small group of Mediterranean islands just 80 kilometres off Sicily and where Italian is widely spoken although English and Maltese are the

Orion (Malta) reports heightened interest.

official languages. The country may be small but it is a member of the United Nations, the Council of Europe and the International Monetary Fund and, perhaps most importantly for the private aviation businesses it is attracting, can offer the benefits of full European Union membership.

Cost-effective Laven says that the island’s infrastructure and ambitions fit the Comlux objectives which include reducing currency risk, improving competitiveness in Europe and costeffectively expanding its managed aircraft fleet. Comlux division has traditionally managed Airbus and Bombardier aircraft offering owners economies of scale. But the company is looking at managing other makes, including Gulfstreams in particular the G550 and G450. “We would like to offer them a service on the same basis as for our current Airbus and Bombardier aircraft clients and this includes the cost advantages inherent in managing aircraft of the same type.” The Comlux fleet comprises 16 aircraft – two ACJs, two A318 Elites, three Global Expresses, including two XRSs, two Global

5000s, three Challenger 605s, two Challenger 850s, a Falcon 2000 and a Hawker 850. This includes three aircraft managed fully for private owners – an ACJ, a Global 5000 and a Challenger 605. Most of the fleet is now operated from Malta although the two XRSs and the Falcon 2000 are being joined on the Swiss AOC by a Hawker 850. The Malta-based fleet includes two ACJs, two A318 Elites, a Global Express XRS, a Global 5000 and a Challenger 605. Before developing the Malta hub Comlux’s costs were largely in Swiss francs while most of its charter income was in euros or US dollars. Basing operations in Malta means a large amount of costs and revenue will be in euros reducing the currency risk and enabling Comlux to enjoy the same advantages as other EU operators. In revenue terms, the income from Malta has grown while that generated in Switzerland has reduced. “But,” Laven adds, “we have retained the experience and personnel in Switzerland such as the sales, administration and flight operations. The pool of expertise available in Switzerland is extremely important to Comlux. From Malta we provide maintenance and flight operations.” As Stanley Bugeja, md of DC Aviation in Malta, points out the islands have an efficient, costeffective and largely English-speaking labour force as well as sound financial and geographical infrastructure. “Telecommunications, postal links, courier services, banking and all other services are, generally speaking, very efficient and of a high standard,” he says.



Tax incentives Malta also grants tax and other incentives to foreign individuals or firms that set up business, including low rents for factories and low interest loans and favourable tax rates may apply to non-resident shareholders of Malta companies. Bugeja says DC Aviation Ltd has ridden out the economic downturn comparatively well. “The Maltese FBO, although it did not see the customary increase in business jets travelling to Malta, maintained in 2009 the same numbers as in 2008. “If the final stages of 2009 maintain the October upturn trend then DC Aviation might, despite all the adverse global business factors, even register a minute increase,” Bugeja adds. In November DC Aviation began handling business jets flying into Malta. Bugeja says: “This should not only increase our market share but improve overall the level of service afforded to business aviation in Malta. This is a source of optimism for the coming year and it was also because of this that we have invested heavily in ground equipment including a fleet of cars ranging from crew to vip limousines as well as a GA toilet cart. “Our positive outlook is further strengthened by the local government which has identified business aviation as an area of economic growth,” Bugeja adds. “We expect that more business aviation traffic will come to our shores once the new legislation on aircraft registration is launched early in 2010.”

Malta has many attractions for the entrepreneur.

The new law may come into force in January and DC Aviation is working with other companies to promote it. George Borg Marks, acting director general civil aviation, says: “One of the main goals that the ministry for infrastructure, transport and communications has for the local aviation industry is the setting up of a successful aviation register. The creation of the Aviation

Comprehensive Maltese online data free-of-charge The 2009/10 EBAN Handbook of Business Aviation in Europe gives details of many more Maltese charter operators. It also lists business aviation facilities and services including airports, FBOs and maintenance centres. The details can be accessed online through a search of aircraft operated or the airport bases. For more information please visit


DC Aviation: predicts that Malta will benefit from global business upturn.

Registration Act (2009) is intended to regulate aircraft registration and to attract business aviation operators by providing incentives and tax advantages to these operators by

registering their aircraft in Malta. The act introduces new rules on aircraft mortgages as well as new concepts intended to make the register competitive and accessible

to as many aircraft owners and aircraft operators as possible.” He says the department of civil aviation, which will form part of the new authority for transport in Malta

as the new civil aviation directorate, is gearing up to the new challenges ahead. “In an effort to achieve Malta’s vision of becoming a hub for aviation maintenance and business aviation, the department has embarked on a capacity building exercise that will see the technical units of the department almost doubling their manpower. The department is in the final phase of strengthening the airworthiness inspectorate by employing additional staff. Plans are also underway to amalgamate the aircraft registry unit with the airworthiness inspectorate thus creating a so-called one-stop-shop for aircraft owners and aircraft operators. The flight operations inspectorate will likewise be strengthened in order to cope with




the expected demand for new AOCs that the department issues to Maltese aircraft operators.”

Robust framework The act, he adds, is also aimed at introducing rules that align Maltese law to various international conventions related to aviation. “This robust legislative framework will encourage the growth of other opportunities in the aircraft maintenance arena, especially those catering for small and business aircraft. By means of this capacity building exercise, the new civil aviation directorate will definitely be in a much stronger position to cater for the needs of EU and non-EU aircraft owners and aircraft operators.” DC Aviation, together with BizAv Services Ltd and FFF Legal, have founded the Maltese Business Aviation Association (MBAA). “Despite Malta’s comparatively small geographic area, we feel it is starting to make significant headway in the private aviation industry,” Bugeja says. “We now have four companies operating business jets with a Maltese AOC and these have a variety of business aircraft registered in Malta ranging from the Corporate Airbus to Learjet 60. So aircraft based in Malta are already covering the whole spectrum of business jet aircraft. But it is not just aircraft owners and operators who are coming to Malta. It is also attracting aircraft service providers such as ourselves and the DC Aviation FBO and MCM, the Munich based maintenance organisation.” The MBAA was launched with founder members including Bugeja, Adrian Spiteri and Dr Tonio Fenech. Bugeja explains: “The organisation aims to promote excellence and professionalism among members to help enable them to deliver best-in-class safety and operational efficiency while representing their interests at all levels in Malta and in Europe. The MBAA will strive to ensure recognition of business aviation as a vital part of the aviation infrastructure and the Maltese economy.” Top priorities include helping establish a successful aircraft register in Malta and promoting it as an ideal location to operate and own business aircraft. Bugeja adds: “It will also deal with the challenging issues of the EASA rule making process, as well as the Maltese Civil Aviation Act. The

Comlux: developing in Malta.

Malta: offers a combination of private aviation and financial expertise.

MBAA will also be involved in issues such as access to Malta international airport including fees and charges, security and better facilities for business and general aviation.” Bugeja believes that the MBAA will ensure that the Maltese business aviation community is properly geared up to tackle the future challenges. His optimism is shared by Adrian Spiteri who founded BizAv Business Aviation Services Ltd in September 2008. “BizAv is a tightly knit organisation with a small group of seasoned aviation professionals,” Spiteri says. “They all come with hands-on experience in EU-OPS AOC operations, continuing airworthiness, quality and safety disciplines. BizAv has already successfully delivered ‘turnkey’ project management services to two private operators who qualified for a Maltese EU-OPS AOC in the first half of 2009.” Spiteri adds: “We provide an in-depth knowledge of the organisational and technical aspects of preparing for the submission of an AOC in Malta.” But BizAv also provides other addon services such as “hand holding” through the process of setting up a

DC Aviation: building business.

Maltese company and taking full advantage of the fiscal and tax incentives offered by the Maltese Government; aircraft registration; development of operational manuals and continuing airworthiness management exposi-tions and some aspects of flight and cabin crew training. Spiteri says that setting up a commercial air transport AOC operation under an EU-OPS AOC from scratch is a good viable option although many owners can be put off by what they see as the daunting task of obtaining an AOC. “They tend, instead, to think of placing their aircraft under management. But, for some entrepreneurial owners this is not a preferred option. There is a market niche whereby owners and private operators of business jets can

be advised on the ‘ins and outs’ of applying for an AOC in Malta with subsequent project management of the process on their behalf.”

Expanding opportunities But there will be expanding opportunities on the aircraft management front as well. Orion (Malta), a management and charter company which operates a BAe 125-800B, is reporting a heightened interest from existing owners who are interested in streamlining management of their aircraft as well as conducting chartering under a bona fide EU AOC. The company is targeting both the leisure and the business sectors for owners and charter clients with Vnukovo airport near Moscow an important hub for the target markets

of Russia and the CIS. Orion (Malta) believes that a true picture of business potential in these regions will emerge once global business recovery is underway. Orion (Malta) says it expects the mid-size to super mid-size segment business aircraft area to enjoy the best recovery and produce better financials for the management and chartering operation. “Hawker has a relatively low maintenance hours cost and a high and comfortable cabin, arguably the best in its class, although we will move to slightly larger aircraft circumstances permitting,” md Boris Ioffe says. Orion (Malta) is hopeful of quickly taking on two to three aircraft which would create vacancies for pilots and engineers that it would hire through direct references. “The target is at least four in the first year of operations,” Capt Mark Sant, gm flight operations, says. The company hopes to “relatively quickly” get to at least 500 hours per year per aircraft and will work to ensure a fleet core of aircraft not older than five to seven years. Orion (Malta) was formed in April 2008 and the project was refined and discussed for more than a year before its AOC was applied for and obtained this year. It says there is a substantial demand for companies with the expertise to optimise running costs from even the richest owners. Malta has the EU location and the financial track record to further such ambitions and the aircraft registration act is an important step forward. The government expects foreign entrepreneurs and businesses, from 2010 onwards to increasingly take up the option of a Maltese “passport” into Europe for owned and managed aircraft. The Maltese authorities hope that the timing will coincide with a global economic recovery and that Malta will enjoy the benefits of its investment in a growing private aviation sector.

Malta sees aviation law update as opportunity for growth The ministry has published a draft new act that seeks to establish an appropriate legal framework that would help create and effectively support a successful aircraft register. While generally consolidating the laws on registration of aircraft and security interests over aircraft into a single act, the draft law aims to attract more aviation cluster business to Malta by providing incentives for growth and broadening the eligibility requirements for noncommercial aircraft. A key feature of the draft law is the implementation of the provisions of the Cape Town Convention and its Aircraft Protocol which provide further effective remedies to financiers, lessors, or conditional sellers of aircraft having an interest in the aircraft, in addition to those already existing under domestic law. The aircraft register is predominantly an operator register. Registrants of Maltese aircraft

Austin Gatt, Minister for Infrastructure, Transport and Communications, gives readers a preview of the main points of the new Aircraft Registration Act.

may be holders of a temporary title over the aircraft pursuant to a lease, management agreement, or a sale with reserved rights and conditions. Non-EU/EEA/Swiss nationals may register their private aircraft

which are not used to provide air services without having to set up a Maltese corporate vehicle to own the aircraft, provided they appoint a resident agent in Malta for the primary purpose of acting as a channel of communication between the Maltese administrative authorities and the international registrant. Fractional owners of aircraft may request that their interests be recorded in the register and obtain a certificate from the director general of civil aviation, evidencing such entry. Security over fractional interests in the aircraft may be registered in the national aircraft register and also in the International Register, as desirable. Owners of aircraft may request that their rights in the aircraft be recorded in the register. Owners of aircraft under construction are permitted to have the airframe registered as soon as it is uniquely identifiable.

A debtor who has granted security over his aircraft in terms of the Cape Town Convention and wishes to prohibit the registration of further mortgages over his aircraft in the national aircraft register may file a prohibitory notice to this effect in the national aircraft register. The details of any power of attorney, irrevocable or otherwise, granted by way of security to a mortgagee or a third party may be entered in the register to ensure that it may be effectively relied upon by the mortgagee or security holder. The draft act is fast attracting considerable attention from owners, operators and financiers. A capacity building exercise is currently underway to ensure that the Malta DCA is well equipped to meet the industry’s demands with efficiency and the highest standards of competence to guarantee a promising future for aviation business in Malta.



Competition spurs on the quest for bigger, better and longer range aircraft The super midsize jet charter sector has suffered in the global recession and that may give extra impetus to those manufacturers focusing on increasing size and range. Gainjet ceo Ramsey Shaban says: “We have found the super midsize and midsize market have fared the worst in the credit crises. Compared to 2007, we have seen utilisation in these sectors drop by roughly 70 per cent.” The company, however, reports strong demand for its larger aircraft including a refurbished Boeing 757 which can seat up to 78 people in luxury (EBAN October 9, 2009). But Shaban says the super midsize category’s recent problems were compounded by “the influx of new aircraft from producers of this size and the drop in demand.” He adds: “Major operators have had to ground or offer to sell surplus aircraft. But, on the other hand, we still see bargain hunters taking advantage of the drop in aircraft prices and who are out for good deals.” Gainjet likes the Gulfstream Galaxy. Shaban points out: “Galaxy became a G-200 after SN 57, when Gulfstream bought the line. We currently operate six G-200s and have managed eight since 2007. Gulfstream implemented many modifications on the original Galaxy and the new G-200 has become a much more reliable aeroplane in comparison to the earlier Galaxy.” He says Gulfstream support is “excellent throughout” and the G-200 “is very good value for money compared to similar performing aeroplanes.” Despite the global economic downturn, he adds, Gainjet is continuing its policy of cautious growth and is bringing two new aircraft, a Falcon 2000LX and a G450, into service. “We are seeing the market begin its slow climb back from the recession,” Shaban says. The decision by an owner served by MENA Aerospace Enterprises to acquire a Legacy 600 highlights what could be a growing preference for aircraft with larger cabins. The Legacy 600 can be configured for 13 passengers whereas the traditional niche that has evolved in the sector is for eight or nine passengers travelling around 3,000 nm speedily and cost-effectively in the comfort of a stand-up cabin. The MENA subsidiary, MAE Aircraft Management based in Muharraq, Bahrain, will manage and operate the Legacy 600 in addition to another super mid, a Challenger 300 it registered earlier this year after gaining its AOC.

Martin Lener: 328 is reliable.

MENA Aerospace, which has been established in Bahrain since 2004 and underwent a re-branding in 2007, is one of many potential corporate super mid clients in the Middle East that are emerging for

ME & MY AIRCRAFT Super Midsize Jets cases, electronic issues often tend to appear. However, after three years of operation, the aircraft has settled now and become more reliable.” He adds: “We have found the aircraft to be good value for money, with good cabin space. Our Challenger 300s are popular with charter clients. If we were looking for improvements, then obviously an increase in range would be beneficial, but that’s what the Challenger 605 is for!” LEA also operates four Legacy 600s. Galanopoulos says: “The availability of spare parts is excellent. Embraer has depots in Paris and at several UK airports, as many of the Legacy 600 parts are common with the Embraer ERJ 135/145 regional jets flown by commercial airlines.”

Falcon 2000LX

Legacy 600

Hawker 4000 Challenger 604: roomy interior praised.

Sovereign Challenger 605

manufacturers including Cessna, Bombardier, Dassault, Embraer and Hawker Beechcraft. The group is 100% Bahraini owned, employs more than 40 people and, despite the current drop in global charter demand for a super mid sector squeezed by the recession, its fleet is likely to grow along with its expansion of activities. MENA and the CAF Aviation Group are establishing a Bahrain joint venture to develop a corporate aircraft and vip airliner interiors refurbishment and installation workshop. Ralph Eisenschmid, MENA group coo, says it will also carry out training, provide AOG and MRP services and establish an upholstery shop for new or modification requirements, retrofitting, re-upholstering and recertifying of aircraft seats and divans. “The envisioned capabilities would encompass vip airliners and business jets,” he adds. Marc StHilaire, CAF Aviation president, said: “The regional demand for these services is very strong.” Competition between manufacturers including Cessna, Bombardier, Dassault and Hawker Beechcraft in the super mid sector for both corporate and private clients is fierce and all are seeking to improve and upgrade their products. However, the sector has been squeezed by the global economic

recession with many commentators suggesting that the smaller jets, providing cost advantages for cashstrapped corporate budgets, and the larger jets, enjoying the support of high net worth individuals, have weathered the global economic crisis better. Majestic Executive Aviation president Philipp Zürcher says: “We believe the G-200 is a great aircraft, especially because of the range and cabin layout. It has a greater range than the Challenger 300, which is probably the most popular aircraft on the charter market in this segment. The cabin is slightly smaller, but still very comfortable and the nine-seat configuration is ideal and gives all passengers enough space even when at full load.” Zürcher says the company has had a good experience with regard to maintenance. “The aircraft is reliable and also the feedback from our flight crew is very positive. The price of the aircraft and the low operating cost make the G-200 a very attractive product,” he adds. George Galanopoulos, md of London Executive Aviation (LEA), is in a good position to compare the merits of the Challenger 300 and Legacy 600. “They complement each other in our fleet,” he says. “The Challenger 300 fits an important and popular niche with our customers, just

beneath the Legacy in terms of size.” LEA operates two Challenger 300s. “I’d describe the availability of spare parts as ‘average’. Parts ordinarily have to come from Canada, which takes two to three days. Equally, as the aircraft has only been in operation for three years in the UK, the availability of service centres with experience on the type is limited. “Initially,” Galanopoulos says, “we had a series of dispatch problems with the Challenger 300. The aircraft is high-tech and, in such

He adds: “Our experience of maintenance support for the Legacy 600 has also been very good. We use the aircraft maintenance division of Inflite, which has years of experience working with the Embraer ERJ 145 family for airlines. This arrangement also means that the cost is reasonable compared to the cost of maintaining many executive jets, as the aircraft is being serviced by an airline MRO organisation. “We have only missed one trip in four years with our Legacy 600s, so the dispatch rate is excellent. And as well as being a very reliable aircraft, the Legacy 600 is good value, with the best cabin space for the money.” As with the Challenger 300, LEA would ideally like to see greater range on the Legacy 600. But again, Galanopoulos points out: “Embraer has already addressed this issue really with the new Legacy 650, which will have transatlantic range.” John Keeble of Twinjet Aircraft Sales Ltd says the Legacy 600 has excellent product support but some defects, such as the WC door, persist. He says he is very satisfied with the “very reliable” dispatch rate and the operating capability and value. “It is a good charter aeroplane, having 12 to 13 seats,” he says. Tyrolean Jet Service (TJS) is wellplaced to compete in the larger cabin super mid category. Its Fairchild Dornier Envoy 3 is

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ME & MY AIRCRAFT configured for 14 passengers and boasts a range up to 1,649 nm. Md Martin Lener says TJS also has a 328-300 in a flexible 19 or 26 or 29 triple layout system. Another 328300 is configured in 10 vvip layout and a 328-300XR offers both a 16 and a 31 corporate layout. Lener says: “I am now satisfied with the maintenance support which became reliable with 328 support after difficult times when Fairchild Dornier became insolvent.” He is “very satisfied” with the ‘made in Germany dispatch reliability’, operating capability and value. “It is very easy to approach short landing fields and there is a great deal of aircraft for the money,” Lener adds. “The best aspects are the very reliable concept, flexible layouts and glass cockpit. The worst thing is that manufacture has ceased and design modification – a ‘428’ – will never be available.” Lener says a satcom system is the most desirable upgrade. The aircraft’s flexibility and passenger capacity are strong selling points. Two aircraft are utilised for the Swarovski corporate flight department and for charters. The 328J XR is currently being operated for a corporate shuttle as well as for individual charters. A private registered 328 is managed for a corporate owner and is not chartered.

Golfer Sergio Garcia (second left) has upgraded from a Hawker 850XP to a Hawker 4000.

Modern super mid jets might have a much longer range but some would envy the passenger capability of the 328. It is a point also made by Icejet whose md Jon Ingi Jonsson says: “Our Dornier 328 aircraft can carry a large group in comfort with a

generous 750 kg cargo hold with enough space for all their luggage, ski gear or golf clubs. At a more cost effective price than a Gulfstream IV or V, Falcon or Challenger 600 series it is ideal for the short-haul leisure market and, with its short take-off performance capability, it can land

at airports such as London City, Oxford and Lugano.” Two of Icejet’s Dornier 328 jets are fitted with long range fuel tanks, enabling a 2,000 nm range, making direct sectors such as London-Moscow and LondonMarrakech possible. Icejet, which is headquartered in Reykjavik, has two Dornier 328s based at London Oxford, one in a 14seat luxury configuration and one in a 19-seat corporate shuttle layout. It has another vip 14-seater positioned in Le Bourget, Paris, and a fourth of the type is now operating out of a new base in north Italy. Jonsson says: “The 328 in a 14-seat layout is ideal for Italy and its surrounding region and operating on one to three hour sectors represents excellent value for money. We hope to be in demand in the southern Mediterranean region with this aircraft next summer.”

Citation X: praised for fuel consumption.

Confidence When you are buying When you are buying an aircraft, an aircraft, you need to have confidence in you need to have confidence in the the ability of that aircraft to meet your misability of that aircraft to meet your sion requirements. mission requirements.

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He adds: “After what has been a very difficult year we are starting to see some green shoots in the charter market – especially in regard to music tours and road shows, which our spacious 328 aircraft are very popular for.” From the beginning of July through to 24 September Icejet dedicated its 19-seater to the Leonard Cohen World Tour which took in cities such as Nantes, Paris, Lisbon, Venice, Istanbul, Palma, Vigo and Leon in Spain, Gerona, Monte Carlo, Cologne, Norde and Langesund in Norway, Dublin, Belfast and Tel Aviv. In the UK the aircraft flew into Farnborough and Liverpool airports. The tour was organised by Sound Moves of New Zealand and arranged through UK charter broker Classic Aviation Services. “This is the second occasion we have used Icejet for a Leonard Cohen tour and it went

extremely smoothly. Their aircraft are always exceptionally well presented. The crew are very friendly and professional,” says md Philip Thompsett. But bigger cabins that attract such business are only one item on the improvements agenda modern super mid manufacturers. The competition in the super mid sector means that new models and improvements are always in the pipeline with Cessna, for instance, introducing elliptical winglets for the Sovereign (see Sovereign focus, p11). Manufacturers will be under increasing pressure as the super mid sector recovers to increase the range, lower the operating costs and provide bigger cabins to attract bookings from larger groups of clients. Rockwell Collins has announced five new updates to its Pro Line 21 avionics retrofit package for Dassault Falcon 50 aircraft. It says new features, aimed at enhancing situational awareness and meeting future airspace requirements include enhanced vision system (EVS) camera footage to increase safety during night or poor visibility conditions and expanded XM Satellite weather capabilities. And Dassault itself has announced the development of a new Supplemental Type Certificate for Falcon 2000 and 2000EX operators that will allow an upgrade to a set of four flat panel LCD displays. “This STC will benefit operators by bringing a new suite of features that substantially increase situational awareness and safety, with comparatively little downtime,” said Geoff Chick, director of service engineering. “In addition, it will help increase the resale value of the aircraft.” The STC has the potential to create a paperless cockpit by offering E-Charts, in combination with a Jeppesen data subscription, moving maps and XM satellite weather, he adds.

Citation X Cessna announced at the recent Dubai Airshow the first delivery to a Middle East client of a new Citation X business jet retrofitted with elliptical winglets. Saad Wallan, chairman of Wallan Aviation, Cessna’s authorised sales representative and Citation service


centre for the Middle East, says: “Cessna and Winglet Technology, LLC, collaborated to develop the LLC’s patented elliptical winglet for retrofit on the Citation X. The shape ensures that the lift distribution closely matches the optimum along the span of the wing, which reduces the induced drag of the aircraft. The resulting drag reduction enhances operational performance for the Citation X including decreased fuel consumption, increased speed and increased range.” Wallan will be one of those who benefits from reduced operating costs. He uses his Citation X to travel between diverse business interests in the Middle East, United States, Europe and Asia. Wallan says: “The elliptical winglets will boost the range by 480 nm with six passengers.” Winglet technology received FAA approval for the winglet installation on the Citation X in June 2009. The retrofit kit includes flight and operations manual supplements along with an updated version of Cessnav for clients who have purchased that subscription service from Cessna. In addition to the installation of the winglets, the retrofit kit includes the replacement of the existing anticollision and position light system with LED versions. Trevor Esling, Cessna’s international svp, says: “Plans are underway to offer installation of the winglets on the Citation X at all nine Cessna service centres located throughout the US and in Europe. Cessna parts distribution will be providing spares support for Citation Xs with the winglets installed.” Cessna markets the Citation X as the world’s fastest non-military aircraft with a top speed of .92 Mach, just under the speed of sound. It is derived from the stretched Citation III with GMA 3007 engines, a typical passenger capacity of eight and a range of 2,890 nm with a cruise speed of 525 knots. Capt Allan Thomas of Grosvenor Estate, which has its own CAA approved maintenance operation, confirms he is very satisfied with Citation X maintenance support. "I am very satisfied with the dispatch reliability. There have been only two dispatch failures in the last two years,” he reports. Capt Thomas is also very satisfied with the operating capability of an aircraft that has been used throughout the US, Canada, Europe and North Africa. “I am very satisfied with the value,” he adds. “The best aspects are the speed and comfort and the ability to climb FL430 at gross weight but the worst thing is that there are too many computers! However, it is a pilot’s aeroplane and a joy to fly.”

DECEMBER 2009 11


Ahmad Abu Ghazaleh: Sovereign strengths.

Cessna’s Trevor Esling and Saad Wallan: happy with new orders.

Axel Klegien, sales manager of Germany’s Aerowest GmbH, which is bringing a Citation Sovereign into operation, says he believes demand

for super midsize aircraft will grow. “With the business aviation industry emerging from the economic crisis I think the super mid operators who

have weathered the difficulties will be in good shape for the future,” he maintains. And Benjamin Falkenstein, md of Jetline Fluggesellschaft mbH & Co KG, which is now certified to operate into London City airport, says its Sovereign has made a company record flight from Abuja in Nigeria to Abu Dhabi, when it travelled 3,026 nm in eight hours. Respondents to EBAN’s survey were generally satisfied or very

satisfied with the maintenance support, dispatch reliability, operating capability and value but would like to see Cessna provide a larger cabin. Operators in the Middle East and Europe continue to add Sovereigns to their fleet. Helen Searing, sales executive corporate jets, with the UK’s Twinjet, reports that a Sovereign will be added to its AOC early in 2010. “The Sovereign was the owner’s preference,” she adds. “He based his decision on the economics; the engineering and fuel costs are extremely competitive compared to other eight seater corporate jets. The standard of finish for the price is very high. In terms of our fleet, it gives us the opportunity to compete

Citation Sovereign Cessna announced four new aircraft deliveries at the Dubai Show including a Sovereign to Jordan’s Arab Wings, and predicted steady demand for super midsize jet aircraft in 2010. The Citation Sovereign, which can be configured for nine passengers and has a range in the region of 2,640 nm, is marketed as providing impressive speed, outstanding short-field performance and a large double-club cabin. Cessna says it will take off from runways as short as 3,640 ft, climb directly to 43,000 ft in just 23 minutes and cruise at speeds up to 458 knots. It also highlights the 1.73 m of stand-up room along the full length of the 7.7 m cabin, the sizeable baggage area and exceptional short-field performance. This capability was praised by EBAN survey respondents.


s an air charter operator how much of your business is booked by brokers? Forty per cent? Sixty per cent, or more?


The charter broker is a vital link in the business air transport process, and in some cases they account for a majority of a fleet’s flight hours. This magazine is for them. You’ll never find a better opportunity to put your services in front of buyers from all over Europe and Middle East.

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IAC examines Middle East potential



12 DECEMBER 2009

ME & MY AIRCRAFT in the charter market at a different level to our Airbus corporate jet and Challenger.” Arab Wings of Jordan, founded in 1975, flies a diverse fleet that already includes a Citation CJ1+ delivered in the summer of 2008 and is also bringing a Sovereign into operation. Ahmad Abu Ghazaleh, gm, says: “The Sovereign is a proven aircraft in the demanding conditions of the Middle East and will be a very valuable addition to our fleet.” Cessna’s Esling says: “The Sovereign has a strong track record in charter operations and is very popular in the Middle East. The aircraft is well-suited to the region’s needs, offering an all-round balanced platform for customers who travel across the Middle East and into western Europe. Sovereigns are spacious, both in cabin and baggage area, and very competitive in terms of price. Furthermore, the aircraft has strong ‘hot and high’ capabilities which are ideal for the Middle Eastern climate.” Selcuk Yolal of Veyen Hava Tasimacilik Ticaret Ltd, a respondent to EBAN’s survey, reported that he

Tyrolean Jet Service’s Michael Jeggle, Ulrike Lindner and Andreas Sailer praise the 328’s capability.

was satisfied with the maintenance support provided by Jet Aviation Zurich. Although Yolal would like to see a bigger cabin he was satisfied



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with the dispatch reliability, operating capability and value. “The best thing is that it is a powerful and low cost aircraft. I am very happy with Sovereign,” he reported, “but the cabin could be larger for an aircraft flying 2800 nm.” Prestige Jet’s Tareq Deeb was very satisfied with the maintenance support, dispatch reliability, operating capability and value. Another respondent, Capt Paul Holroyd of Aviation Beauport Ltd, which operates two C680s was also very satisfied with the dispatch reliability and operating capability and satisfied with the maintenance support and value. He says: “The best aspects are the short field landing distances combined with good cruise speed and range.” Another respondent, Michael Hoeck of Heidelberg Cement AG, reported that he was satisfied with the maintenance support, dispatch reliability and value and very satisfied with the operating capability. But he says: “The worst aspect is the cabin size and the most desirable upgrades would encompass the cockpit, charts and maps and a cabin entertainment system.”


opportunities – turning knowledge into revenue.

Challenger 300s, 600s and 800s are well-established in the super midsize sector. The Challenger 300 typically carries eight passengers and offers a range of around 3,100 nm and a cruise speed of 476 knots. Production of the 300, which began in 2003, continues today with the sales emphasis on the room it provides to conference and work. Bombardier stresses its reliability, high performance, its design for long-term service and its ability to maintain value over time. The Challenger 600 was originally designed by Bill Lear, who worked on Learjets, and was initially named the LearStar 600. But, after design

Information that moves you forward

US 1 877 426 7828 I Int’l +1 732 530 6400 I

Comlux: happy with the Challenger 605.

rights were sold, the LearStar 600 became known as the Challenger 600. The aircraft was similar in general configuration to Lear’s previous designs but radical changes included the incorporation of a widened fuselage that allowed a ‘walk-about cabin’. It can be configured for ten passengers and offers a full lavatory and its interior dimensions are 6.1 ft high by 8.2 ft wide by 28.2 ft in length. The Challenger 601 is an advanced version of the 600 with advanced safety and avionic systems and intercontinental range. Able to accommodate ten passengers and three crew members, the Challenger 601 has a slightly longer length at 28.5 ft and can cruise at 540 mph. Challengers, which can be identified visually by their distinctive fowler flap more common to commercial airliners such as the Boeing 747, have undergone almost continual development since 83 of the original production version of the 600 were built until 1983. A total of 76 600s were retrofitted with the winglets introduced on the 601-1A. Some 66 of these, including four 144s, were built with reduced drag and more powerful General Electric CF-34 engines. Other 601 series upgrades included a retrofitted additional fuel tank in the tail and a glass cockpit. The tail tank was made standard and airline style ‘unsided’ engines were introduced. The Challenger 604 featured a major upgrade of the 601 design, incorporating more powerful engines and a larger fuel supply including saddle tanks at the rear. It featured a new undercarriage for a higher takeoff and landing weight, structural improvements to wings and tail and a new Collins ProLine 4 avionics system. The 605, which was introduced in early 2006, is an avionics and

structural upgrade of the 604 design. It features larger cabin windows and cockpit instrumentation updated with Collins Proline 21 avionics and an electronic flight bag. These Challengers are configured for around nine passengers but the Challenger 800 series can take 18 passengers and has a range of around 2,178 nm. Challenger 300 users raised issues of baggage space, cockpit noise and warranty and product support in response to the EBAN survey but were generally satisfied or very satisfied with key aspects. Juhani Missonen of Jetflite, OY said he was very satisfied with the dispatch reliability and operating capability and satisfied with the maintenance support and value. “It is a very useful private aircraft with a roomy cabin,” he adds. London Executive Aviation’s George Galanopoulos however is unhappy with the maintenance support citing slowness making available and dispatching spare parts. But he is satisfied with the dispatch reliability and very satisfied with the operating capability and value. He emphasises: “The most desirable upgrade would be better range. The best aspect is the good cabin space and value for money but the worst thing is parts availability and Bombardier’s poor support. Bombardier needs to improve in warranty issues and generally in product support.” Another respondent, who wishes to remain anonymous, said: “The worst aspect is the noise inside the cockpit and also in cabin and there is not enough space for catering. The most desirable upgrade would be an increase max take-off weight in order to increase payload.” But he was very satisfied with the maintenance support, dispatch reliability, operating capability and value. Triple Alpha GmbH’s Hans Pfeiffer says: “Just a little bit more baggage space would be nice.” But he is very satisfied with the dispatch reliability, operating capability and value. “The best aspect is the operational range which covers everything from short hops to intercontinental. The Challenger 300 has it all and is a very economical aircraft.” Capt Boris Matveyev of Baltic Jet Aircompany Ltd says the Challenger 601 is “cheaper than the 604” but needs an avionics upgrade to counter what he says is the worst aspect of the aircraft. But he is satisfied with the maintenance support, value and operating capability and very satisfied with the dispatch reliability. EBAN survey respondents were generally satisfied with their Challenger 604s. Jetflite, OY’s Juhani Missonen says he is satisfied with the maintenance support and value and very satisfied with the dispatch reliability and operating capability. Missonen likes the aircraft’s good range, reliability and convertible cabin layouts but would welcome any improvements. But Frank Ruwe of Hapag Lloyd Flug GmbH is unhappy with maintenance support and a shortage of spare parts which he reports have been delivered to the wrong address. But Ruwe is satisfied with the dispatch reliability, operating capability and value and praises the cockpit and cabin space. However: “The worst thing is that engines run out of thrust above FL270 and the fuel transfer modification which results in a five per cent real life range reduction. The most desirable upgrades include precision plus, auto-throttle and


DECEMBER 2009 13


N E W S . . .

JetBrokers Europe offers multi-lingual service JetBrokers Europe has been launched to complement a US business established more than 16 years ago. It will be headquartered in the UK and Switzerland. JetBrokers Europe is headed by John Merry, the company’s chairman and key investor, based in Switzerland and Tim Barber who is based in the UK. Merry says: “It will offer a portfolio of pre-owned private jets, business turboprops and helicopters, so becoming one of a select few brokers with transatlantic coverage.” Barber says that JetBrokers Europe is well positioned to work with buyers and sellers in a market fragmented with relatively few corporate players present. “We have discussions underway in the UK, Switzerland, Italy, France, Germany, Scandinavia and throughout CIS. Interest is ranging from entry level jets and business turboprops all the way up to a Falcon 900EX. We’re talking to a good number of buyers as well as to sellers.” He adds: “The business will offer a full range of sales and purchasing services in Spanish, French, Italian, and German, as well as English.” Dagmar Grossmann: loves the all-round appeal of the Legacy 600.

new APU. It needs more range as the actuality is far off the book values.” Prestige Jet’s Tareq Deeb, says he is very satisfied with the maintenance support, dispatch reliability, operating capability and value of the Challenger 604. And Gerard Williams of Starair (Ireland) Ltd likes the roomy interior although he would like better handling and a Pro Line upgrade. He is satisfied with the maintenance support and dispatch reliability and very satisfied with the operating capability and value.

very satisfied with the dispatch reliability and operating capability of the Challenger 800. Florian Schramboeck of Jetalliance Flugbetriebs GmbH is very satisfied with the maintenance support for the Challenger 800 and says the very large cabin is the best aspect. He would like to see an improvement in performance but is satisfied with the operating capability and the value. And Peter Wilczek of Majestic Executive Aviation AG is satisfied with the maintenance support and operating capability of the Challenger 850. He is also very satisfied with the dispatch reliability and value.

Falcon 2000 and Falcon 50

Falcon 2000LX: qualities earn praise.

John Keeble of Twinjet Aircraft Sales Ltd says he is satisfied with the maintenance support which he reports has improved over the past two years. He also reports satisfaction with the dispatch reliability, operating capability and value and praises the cabin volume and quietness. He adds: “It is an attractive corporate jet for charter and owner’s own use.” Germany’s FAI rent-a-jet AG says it is experiencing an increasing demand for ambulance flights with the Challenger 604 of its Nomad Aviation subsidiary. The company, Florian Weger adds, is also enjoying successful executive charter. “For this reason FAI decided to extend its fleet of 13 aeroplanes by an owned Challenger 604 to increase availability to our existing clients in the aero medical sector. In addition Nomad Aviation will receive a second Challenger to optimise business charter availability.” FAI, therefore, will be offering three Challengers for executive and ambulance charter. Nomad Aviation AG’s Claude Neumeyer is satisfied with the maintenance support and value and

The Falcon 2000, which can be configured for eight passengers and offers a range of up to 4,125 nm is complemented by the Falcon 50 which has nine passenger capability and a range of around 3,267 nm. The Falcon 2000 was designed to attract clients seeking maintenance and operating economics benefits. CFE, a partnership of General Electric and AlliedSignal, developed the CFE738 engine for the 2000 whose fuselage is 6 ft 6 ins shorter than that of the 900. The Dassault Falcon 50 was developed for long range transatlantic and transcontinental flights. Key features include three 16.6kN Garrett TFE731 turbofans. These have been installed in place of the Falcon 20’s two General Electric CF700s and there is a new supercritical wing of greater area than that on the 20 and 200. The best testimonial for Dassault from the EBAN readership survey comes for the Falcon 2000 from Martinet Guy. “Falcon jets offer the best price to performance ratio on the market. I can only praise their qualities and suggest that operators try them,” he says. But he adds: “The most desirable upgrade is adding winglets to get those extra miles. That’s exactly what the Falcon 2000 LX will offer. It will be a winner for sure.” Guy is very satisfied with maintenance support and dispatch reliability. “There hasn’t been a single cancelled or delayed flight in the past two-and-a-half years Continued page 14

‘Pivotal’ Piper promotes key people Piper Aircraft is at a pivotal moment in its history, according to Kevin Gould, ceo, who has succeeded John Becker to take the additional role of company president. Since the manufacturer was purchased by investment firm Imprimis in May this year it has been using increased resources to ramp up the development of the Piper Jet. Other key promotions have been announced, including Jeff Barger to vp of manufacturing operations, Dennis Olcott to vp of engineering, Derek Zimmerman to vp of supply chain and aftermarket development, and Mary Messuti to senior director for Asia.

EC175 woos the Middle East Eurocopter took a full scale mock-up of the EC175 in offshore configuration to the Dubai air show for its debut in the Middle East. Recent contracts in the region include the delivery to Falcon Aviation Services of the first EC135 ‘l’Hélicoptère par Hermès’, the delivery of EC225 to Oman, additional EC135 off-shore to PAS in Egypt, delivery of AS350 B3 Ecureuil to Frontier Corps in Pakistan, and several Dauphin N3 and EC155 helicopters for VVIPs of Gulf States.

Next generation Dornier 228 rolls out RUAG Aerospace has presented the first Do228 NG 19-passenger turboprop to the public and begun the flight testing process. Equipped with a glass cockpit and new five-blade propeller, the model features around 350 modifications from the legacy Do228.

Gulfstream 650 takes flight The ultra-large, ultra-long Gulfstream G650 has successfully completed its first flight, from Savannah/Hilton Head International Airport on November 25th. Because pilots were alerted to a slight vibration in a landing-gear door, they curtailed the testing regimen as a precautionary measure. The aircraft landed 12 minutes later. The new Gulfstream flagship remains on schedule for type certification by 2011, followed by entry into service in 2012.

JetBrokers Europe launch executives, from left, are: John Merry, Jeremy Cox Tom Crowell Jr and Tim Barber.

Light at the end of the tunnel

Hawker flags up certifications

Forecast International is predicting that a total of 11,277 business jets, worth an estimated $197 billion, will be produced in the 10-year period from 2009 through 2018. Production is expected to total approximately 825 units in 2009, followed by 738 units in 2010, and 716 in 2011. Annual production is projected to rise in 2012, however. Impacted by economic weakness and collapsing financial markets, the business jet industry saw several years of tremendous growth come to a sudden halt in late 2008. New orders dwindled to near zero; scheduled deliveries were deferred, and cancellations began eating into sizable order backlogs. In response, business jet manufacturers slashed production rates. More recently, some encouraging signs of economic improvement have appeared. Aircraft utilisation is up; the used jet market has stabilised, and cancellation rates have subsided. Some difficulties in the market still need to be overcome. Analyst Raymond Jaworowski said: “Market saturation remains a problem, especially in the North American market, where large numbers of relatively new business jets reside in operators’ fleets.”

Hawker Beechcraft has been notching up certifications for its business aircraft range in recent months, including: Hawker 4000 in the Isle of Man and UAE; Hawker 900XP in Bermuda and Qatar; Hawker 750 in Estonia and Russia; King Air B200GT in the Isle of Man, Cayman Islands and Pakistan; and King Air C90GTi in Turkey, San Marino, Saudi Arabia and Botswana.

Comlux and Landmark plan Le Bourget FBO Comlux and Landmark Aviation are to build a brand new vip FBO at Paris Le Bourget, to be ready for operations in March 2011. It will feature a large hangar and private parking area, fuelling, ground handling and customs clearance. Richard Gaona, president and ceo of the Comlux Group, says “With our future FBO in Paris Le Bourget, we are adding a new card to our exclusive range of business aviation services to better serve our customers and the ones of any other operator; we are becoming their first interface at aircraft arrival, so we want to welcome them like at home.”

Blackhawk adds distributors Blackhawk Modifications, provider of performance upgrades for the turboprop fleet, is expanding its ranks of distributors, adding Bromma Air Maintenance of Sweden, Scandinavian Air Technologies of Denmark and Cobham Aviation Service, UK. Scandinavian Aircraft Technologies A/S (ScanTech) sales manager Mads Jensen said: “The Blackhawk engine upgrade programme fits nicely on the palette of options and services we offer our King Air customers. We have been servicing King Airs for 30 years and with the Blackhawk upgrades giving new life to old King Airs we are looking forward to the next 30 years.”

Top designer lined up for ABJs Inflite Engineering Services has teamed with design company LINLEY in London to customise the BAE Systems Avro Business Jet (ABJ). Olivier Cardon, md of LINLEY, aims to deliver “an understated sense of luxury, great comfort and an incredible sense of detail which will be found here as they are in yachts and interiors we design.”

Cessna rolls out first production CJ4 The first production Citation CJ4 has been rolled out and will now go to paint and interiors, while three flight test aircraft continue to work toward type certification. Deliveries are expected to start in the first half of 2010. To date, the CJ4 test aircraft have flown more than 1,000 flights and accumulated more than 1,600 flight hours.

Rockwell Collins to acquire Air Routing Rockwell Collins plans to acquire AR Group, Inc, and its affiliated companies including Air Routing International. “Rockwell Collins’ global presence and strong reputation in business aviation complement Air Routing’s offerings, especially for our new flight support services,” said Air Routing Group ceo, Rudy Fabre.

Sastre aims to develop Assistair Assistair has appointed Christine Sastre as head of business development, based in Palma, Mallorca. Her responsibilities include generating and developing new business contacts by contacting prospective charter clients, and providing them with information about the five Assistair FBOs in Palma, Barcelona, Valencia, Ibiza and Gerona.

Grehl takes on sales at Triple Alpha Triple Alpha Luftfahrt, member of Ocean Sky Aviation Group, has appointed Stefanie Grehl as sales manager and successor to Katharina Pfeiffer who is now in charge of quality management.


14 DECEMBER 2009

ME & MY AIRCRAFT Continued from page 13

and I am very satisfied with the operating capability and value,” he says. “The best aspects are the flexibility, reliability, and low fuel consumption. But it does lack around 200 nm of range that would make eastbound transatlantic flights from Switzerland more comfortable.” Capt Eduard Meisel of Jetalliance Flugbetriebs AG is very unhappy with the maintenance support and Dassault client service. But he says: “It is a good aircraft for pilots with perfect take off and landing performance and I am satisfied with the value and very satisfied with the dispatch reliability and operating capability.” However Capt Steve Billett of CTC Aviation Jet Services Ltd reports that the early dispatch experience was very poor with many system and component failures. Now, he says, he is very satisfied with the dispatch reliability. He is also satisfied with the maintenance support and value and very satisfied with the operating capability. “The best aspect is the performance and cabin space and quality and the worst thing is understanding the EASy flight deck. There is a need for better pilot training to avoid misunderstandings that impact on operations.” Interjet SA reports that is is very satisfied with the maintenance support, dispatch reliability and operating capability of the Falcon

Legacy 600: praised by GJS.

George Galanopoulos is in a good position to compare the merits of the Challenger 300 and Legacy 600.

2000 EX EASy and impressed by the technology, range and cabin width. Another respondent, who wanted to remain anonymous, said that he was satisfied with the maintenance support, dispatch reliability, operating capability and value. “The best aspect is that the passenger load and baggage capabilities are matched but the most desirable upgrade is improved on board entertainment packages.” Alexander Gerkin of Ikaros

Aviation AVV is very satisfied with the maintenance support, dispatch reliability and operating capability and satisfied with the value of what he describes as a “strong aircraft.” Kenan Pacaci of Park Havacilik is very satisfied with the maintenance support, dispatch reliability, operating capability and value of the Falcon 2000 LX. However Capt Paul Holroyd of Aviation Beauport Ltd would like to see better handling characteristics from the Falcon 2000 EX EASy although he is satisfied with the maintenance support, dispatch reliability and value and very satisfied with the operating capability.

Hawker 1000 and 4000

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The Hawker 1000 is out of production but the first deliveries of the Hawker 4000 were made in the US in the summer of 2008 and then orders were fulfilled in Venezuela, the UK and South Africa. The aircraft, based on composite construction, was chosen by champion golfer Sergio Garcia who ordered it to replace his Hawker 850XP. Garcia says the aircraft’s accessible storage space is a big plus. A flat floor runs the entire length of the aircraft, leading to a baggage area that can take 900 lbs and is accessible during flight and on the ground through an exterior door. “My schedule takes me to four continents and routinely back and forth from Europe to the United States.” His Hawker 4000, Garcia adds, enabled him to participate in the recent HSBC Championship in Shanghai and the UBS Championship in Hong Kong, and then travel to Dubai with plenty of time to get acclimatised and prepare for the Dubai World Championship. Garcia says: “With my previous aeroplane, a Hawker 850XP, I never missed a tournament. This made it a simple decision to purchase a Hawker 4000 and it too is proving to be an exceptional aeroplane.” He says he is happy with the support and availability of spare parts, range and cruise speed. Garcia also points out that the Hawker 4000 needs only one stop to complete journeys of more than 4,000 nm having a range of around 3,130 nm. He says it delivers superior cruise and range performance, has take-off field length of just 5,169 feet and points out that the climb rate is exhilarating, going from sea level to

LEA: interior comfort aboard the Legacy.

37,000 feet in just over 14 minutes. The Hawker 4000 is a traditional super mid size and can be configured for eight or nine passengers. It features a composite fuselage and a 6 ft stand-up cabin with a 6 ft 5.5 ins width and amenities include a full refreshment centre and fully enclosed aft lavatory. It is one of many popular jets already established in the category. However manufacturers looking at demand for future super mid aircraft might gravitate towards aircraft with a longer range and larger cabin.

Legacy 600 Czech operator Grossmann Jet Service (GJS), which has been operating a Legacy 600 since 2005, is extremely happy with its choice. Dagmar Grossmann, ceo, says: “I simply love this aircraft. Our Legacy 600 has performed extremely well. I like to tell people that this aircraft is akin to a plough ox tilling the fields: it is hard-working and reliable and gives no cause for complaint. “We have certainly exposed the Legacy 600 to all sorts of conditions, including both hot and cold destinations and quick turnarounds. We’ve been completely satisfied with its reliability and superior performance.” She adds: “This April, the aircraft underwent a C-check and complete interior refurbishment. The satellite communication system has been updated, allowing clients to use wireless internet and mobile phones during the entire flight.” The Legacy 600 was the first aircraft in the company’s fleet and was showcased a few weeks after delivery at a Dubai air show in 2005. “It was on a static display with a number of other aircraft, but still stood out and garnered a great deal of attention,” Grossmann recalls. “The positive feedback continued at air shows in Singapore in 2006 and

in Friedrichshafen in 2007. In 2008, the Legacy began spending more time in flight as a part of several concert tours.” She says the Legacy 600 has an especially comfortable and spacious cabin. “It also offers distinct cost advantages when travelling with eight or more passengers. Another good thing is that the luggage compartment can be accessed during the flight and that a divan can be converted to a queen-size bed for long-haul flights.” She says the Legacy 600 has a very focused client target group and needs a fine attention to detail in its operation. “We use several different service facilities for our aircraft, as I think it is important to tailor the care to each aircraft. Even if the maintenance facilities have the same high standards, they differ in details like their customer support, or their strengths may lie in different areas, such as engineering. Depending on what we need to keep our aircraft in top condition, we use the strengths of several facilities and even have a permanent contract with the local MRO.” Grossmann adds: “It is simply a great aircraft that has enabled us to do great business even in a shallow market. I take pride in it in a similar way that parents take pride in the achievements of their children.” The Legacy 600 has benefited from an interior refurbishment that features, she says, a “unique” stone floor in the galley and lavatory. “This is the first time this floor has been installed in a business jet. It has a new carpet, new soft furnishings, iPod outlets, Wi-Fi internet, online TV and new curtains.” But Grossmann says: “The galley is a very compact space. Our flight attendants, however, have been brilliant in making the best use of the space and storing everything we need. The range could be better and the landing fees are too high. But overall it really is a good aircraft and I definitely would go for it again.” Companies focusing on the super midsize sector may well gravitate towards aircraft with longer ranges and larger cabins especially if, as expected, a world economic recovery kicks in over the next few years.

Comprehensive online aircraft data free-of-charge The 2009/10 EBAN Handbook of Business Aviation in Europe gives details of many more super midsize jets. The details can be accessed online through a search of aircraft type. For more information please visit


DECEMBER 2009 15

electronic maps and charts, TCAS, TAWS, SAT-Tel, JAR-OPS. Tel: +49 6332 97200 Winair. Web: Email:

Tel +44 208 564 3701 Airclaims Ltd. Web: Email:



Contact Mark Ranger on: +44 (0)1279 714509

Aircraft for sale Special packages are available for advertising aircraft for sale in EBAN and on our web site ( Picture adverts (40 words of text plus colour picture) cost £75 each. You can also choose our new display advertising option for larger inventories.

Avionics. Honeywell Mark V EGPWS. Exterior paint 2006 silver/black. 6 Club in medium brown leather + 3 seat divan in black cloth. Airshow 410. Contact: Ben Dean Tel +44 208 564 3701 Airclaims Limited. Web: . Email:

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S/N 5728. Brand new! Jar-Ops compliant, USD$1.2 million+ in options. Direct TV, Datalink, Triple IRS, LDS, RAAS, video encoder, EVAS. Floorplan 1 ten pax interior with four place berthable divan. Two 21” monitors, microwave oven. Won’t last! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: Email:

Global Express 747 SP-31 S/N 21961. Fly non-stop 16 hours! 6,300nm+ range! Luxurious forward cabin, mid cabin and second floor. Seven lavatories, two galleys - one midcabin and one aft. The aft cabin is configured with 64 commercial seats. 157 total passenger capacity! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: Email:

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Challenger 605

737-200 Advanced Only 7,370 TT. Excellent pedigree! Never flew commercial! Part 91 use ONLY! 27 seats, 19 Part 91 Certified. Fresh HSI, excellent paint, gorgeous new interior w/forward state room. Fresh “C” inspection. Tel: +1 954 771 1795 Aero Toy Store Inc. Web: Email:

800B 1989, G-DCTA, S/N: 8130. TTAF 6,230 hours. MSP Gold. Fresh 12/24/48 months inspection. Priced for immediate sale $2.95m. Contact: Roger Stainton, JetFlight Ltd, Tel: +44 1353 661636 JetFlight Ltd. Email:

S/N 9139. Jar-Ops compliant. Engines on Corporate Care, APU on MSP, heads-up display. Triples. Beautiful new “Pininfarina Edition” 13 passenger interior w/four place conference group midcabin & 16G divan aft & more! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: Email:

Falcon 50EX 2006, s/n 345. Single owner aircraft TT 610 hours. Engines and APU on MSP. JAR Ops compliant. Satcom with fax/copier. Double Club 8 pax interior with fwd and aft lav. David Cuthbert. Tel: +44 7797 716708 David Cuthbert. Email:


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BUSINESS AIR NEWS Legacy 600 S/N 14501003. September, 2007 in-service date. Factory warranty, only 890 TT, JarOps compliant, engines on Rolls-Royce Corporate Care. 13 passenger plus observer & cabin attendant seats. Airshow 4000, Can convert to Pininfarina Edition! Call for price! Tel: +1 954 771 1795 Aero Toy Store Inc. Web: Email:


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800B 1993, G-WYNE, 1993 S/N 258240, TT 5,758 hours, EU-OPS compliant, MSP Gold, Hawker 1000 flight deck, TCAS II, Dual FMS, EGPWS, New paint / interior refurb 2006. Available for immediate sale, $3.35m, offers invited. Contact: Ben Dean

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