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JULY 2011

VistaJet set to link cities worldwide with Global 8000s

A splendid 11 BGAD Business & General Aviation Day day of business aviation September 20th, 2011

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Challenger 604 broke through political barriers

AJ Walter Aviation’s Christopher Whiteside believes that the moment he bought a Challenger 604 was pivotal for the success of his business. Entering previously difficult to penetrate regions cost-effectively has opened up many opportunities and now he is looking to upgrade to a longer range model. Full story page 6.

VistaJet has placed a firm order for 10 Global 8000 aircraft with a total value of around US$650 million. The news comes a month after an order for six Global 6000s and two Challenger 605s was announced and brings the firm order backlog to more than US$2.0 billion. These orders are set to take VistaJet’s total fleet size to more than 60 aircraft. The Global 8000 will feature a three-zone cabin and a range of 7,900 nm at M0.85 Sydney-Los connect to Angeles, Hong Kong-New York and Mumbai-New York nonstop carrying eight passengers. Entry into service is currently scheduled for 2017. and founder VistaJet chairman Thomas Flohr says: “We are seeing unprecedented demand in Brazil, Russia, India, Nigeria and China and other fast-growth developing markets These markets. currently account for in excess of 75% of all our flights. “At the same time, the geographic reach of our corporate customers places demanding requirements on our fleet, with sectors typically of between five and 10 hours. “To service this growing demand we are expediting the development of what is already one of the world’s largest fleets of long range aircraft,” Flohr says. President of Bombardier Business Aircraft Steve Ridolfi adds: “It was eight years ago at the Paris Air Show that our two companies began this journey. “There is an increasingly strong demand for large cabin business jets that can connect

virtually any city pair worldwide non-stop – the Global 8000 jet is the only contender to meet this requirement.” VistaJet has headquarters in Switzerland and operations centres in London, Salzburg, Dubai, Kuala Lumpur, and Hong Kong. It offers luxury aviation with the largest wholly-owned commercial fleet outside the Americas. The company is also reported to be replacing its current fleet of Learjet 60XRS with Learjet 60NG aircraft. Separately, VistaJet has selected Jet Professionals as its preferred supplier of pilots and flight crew.

VistaJet’s Thomas Flohr celebrates the order with Steve Ridolfi, president of Bombardier Business Aircraft.

“Jet Professionals delivers comprehensive recruitment and staffing services crucial to our exacting demands,” says Line Thibault, VistaJet executive vice president. “We know we can rely on Jet recruit to Professionals quality personnel.”

Portuguese textile company plans Phenom charter Business aviation through the eyes of the maintenance manager

Ricon Group of Portugal, a textile company, has established a subsidiary under the name Everjets to operate charter services in southern Europe with a factory-new Phenom 300 jet. The aircraft order, along with an option for a second Phenom, was announced at the EBACE convention in Geneva, and delivery is expected in time for operations to begin in December 2011. “We are thrilled to present the Phenom 300 to our customers,” said José Pereira, Everjets ceo. “The design of the aircraft perfectly

suits our objectives and our target audience of multicultural, fashion-conscious clients, who like to travel in style. Those who enjoy premium comfort, quality of life and who like to experience the latest technologies.” Ricon Group, an internationally renowned company in the clothing and textiles sector, is responsible for production and distribution of several international fashion brands in the Angolan, Brazilian and Portuguese markets. “We are pleased to welcome Everjets

to our growing Phenom 300 customer base in Europe and support them as they commence operations,” said Colin Steven, vp marketing and sales, Europe, the Middle East, and Africa for Embraer Executive Jets. “The Phenom 300 light jet has earned a strong reputation as a game changer in its first years of operations. We are certain that discerning Everjets’ customers will appreciate the new standards of the aircraft, not only in terms of performance, but also in terms of comfort and state-of-the-art technology.”

The Phenom 300 first went into operation in December 2009 and has an interior designed in partnership with BMW Group DesignworksUSA. Swept wings, with winglets, and modern onboard systems were developed with outstanding flight performance in mind. A single refuelling port, an externally serviced lavatory, and excellent cabin pressurisation are some of the jet’s distinctive features. The aircraft is capable of flying nonstop from Lisbon to Stockholm or Istanbul.

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2 JULY 2011


Héli-Union adds S-76Cs and plans EC175s for growth Paris-based Héli-Union has taken delivery of two S-76C++ helicopters and ordered four EC175s for use in offshore oil and gas missions. The contract with Sikorsky Aircraft Corp for the S-76Cs was signed in November 2010 and means HéliUnion now has eight aircraft operating internationally. “Our experience with the S-76C++ helicopter has been a sound one,” says deputy managing director Loïc Binard. “These additional aircraft are equipped with the latest navigation systems and offer greater transport capacity, comfort and safety.” Héli-Union’s 50-year anniversary celebration was held at its Toussusle-Noble maintenance centre in June, and saw a fly-over of an EC175 prototype and the signing of the contract with Eurocopter.

Eurocopter president and ceo Lutz Bertling explains: “As with many of Eurocopter’s other products, HéliUnion provided valuable input during the EC175’s development and we will continue to benefit from its expertise once the helicopter is in service.” Deliveries of the EC175s are scheduled to begin in 2013. Héli-Union performs air transport on behalf of oil and gas companies, helicopter maintenance, logistical and technical support and helicopter pilot training. It currently operates a young fleet of 30 helicopters. The 18 AS365s in its inventory make HéliUnion the world’s second largest civilian operator of this type, and the company is preparing for the introduction of an AS365 N3/N3+ flight simulator at its training centre in Angoulême, France.

Héli-Union chairman and ceo Jean-Christophe Schmitt shakes hands with Eurocopter president and ceo Lutz Bertling, cementing the two companies’ continued association.


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Citations stand up to freezing temperatures Jetalliance East has reported monthly charter utilisation of around 70-80 hours for each of its two Citation aircraft, and that both have operated without any problems in the extreme sub-zero temperatures (-40˚C) of western Siberia. Igor Chunikhin, ceo, says: “We’re extremely happy with the performance of the CJ3 and Sovereign. The dispatch reliability is very high. “Around 70 percent of our traffic on the aircraft is within Russia, with top destinations including Saint Petersburg, Kazan and Krasnodar, as well as locations important for the mining, basic commodities and energy industries. When flying into western Europe, the most popular destinations for our passengers are Paris and Chambéry in France. About 80 percent of our passengers are flying on business. “We’re already discussing adding new Citations to the fleet as soon as possible.” Jetalliance East launched operations in November 2010, based at Moscow Sheremetyevo airport, and so became the first commercial operator of Cessna aircraft in Russia. Cessna vp of international sales Trevor Esling says: “The Jetalliance East line maintenance service capability proves useful not only for the company’s Citations but also for others operating in Russia.” Jetalliance East also operates Russian-built aircraft including Tupolev Tu-134s and Yakovlev Yak-42s, but the company is said to be keen to phase these out during next year.

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Jet-Link added a second 7X to its fleet in March.

7X fleet resumes passenger charter service The worldwide Falcon 7X fleet is resuming flying after a pitch trim issue was resolved by Dassault. A new airworthiness directive was issued by EASA on June 16. Jet-Link expects both its aircraft to be back in operation by July 6, and director of sales Roland Kalmus reports that charter demand for the aircraft is already returning.

JULY 2011 3


Protecting charter customers’ cash can be good for business The idea of using an escrow bank account, in which money is held by an independent third party while business is transacted, is common in aircraft sales and for many other major capital purchases. The option to use an escrow account to receive pre-payment for air charter services, so giving the customer peace of mind that their money is safe, has sometimes been used by operators and brokers in the past. It provides a good level of protection for buyers and sellers, but can be expensive and time-consuming to set up. It therefore remains very far from standard practice, and indeed may not even be achievable for lower

value or last minute bookings. Unless a long-standing business relationship exists, most charter operators will always expect full payment before flying, and this may not be popular with clients when bookings are large or made a long time in advance. So any scheme which makes the use of escrow services more straightforward, and less expensive, is surely to be welcomed by buyers of air charter services. For a non-refundable fee of between £100 and £350 (€110 to €388) per charter agreement the Baltic Air Charter Association has introduced a new escrow facility for its members. Once set up this


involves completing a simple document for each contract. But how welcome is this service for the charter operators themselves? BACA expects that some operators will be happy to use the escrow payment service, in order

to have the reassurance that deposits made on their behalf are secure, even in the event of cancellation prior to flight date – but that others may not. The association expects to publish a list of operators who are prepared to use the escrow service, and this may prove to be a competitive advantage for those on the list. It is keen to reassure that it is not implying that air charter companies are a bad risk, and neither does it expect that the operators will foot the bill for the escrow account charges. These, it is confident, will be gladly met by the clients. The charter agreement itself

between client and operator remains entirely unaffected, and the actual process of moving funds in and out of the relevant accounts is administered by an independent accountant, so there is no risk to confidentiality. And unlike insolvency insurance, which is an alternative approach for some charter buyers, the cost and availability of the escrow service remains the same, irrespective of the operator used or the level of risk. The service launched as EBAN went to press, on July 1, and it will be very interesting to see what level of market acceptance it attracts. David Wright Managing editor

SaxonAir bases second charter Mustang in Greece UK-based charter operator SaxonAir has added a second Citation Mustang to its charter fleet. The aircraft, G-MICE, is jointly marketed with Surrey-based Catreus Ltd and flies from a new satellite base at Thessaloniki in Greece. “SaxonAir is the AOC operator,” says managing director Christopher Mace. “The relationship with Catreus is to share the operational aspects using their crew trained to our AOC procedures and standards. SaxonAir and Catreus have worked together on charter flights in the past and it makes sense to combine resources to operate more efficiently.” He points out that Catreus has previous experience in southern Europe, while it is the first time SaxonAir has operated aircraft based overseas. “It will be managed from the operations centre in the UK,” he adds. The crew stay local to the aircraft and are also rated to fly another aircraft for the owner. Both Catreus and SaxonAir have worked together using each other’s differing aircraft fleets over the past 12 months and as part of the joint management contract the companies will share each other’s rated aircrew where possible. As far as charter is concerned, the operators have some local clients but will mainly be marketing the aircraft

G-MICE is jointly managed by SaxonAir and Catreus.

Catreus md Cy Williams (left) and SaxonAir md Christopher Mace shake hands on their continuing collaboration.

to brokers from its new base. “Our existing Mustang has proved to be a popular choice with our UK charter market. We are delighted to be able to offer jointly with Catreus the same cost effective service to new customers from a new European operating base,” says Mace.

The new aircraft matches SaxonAir’s existing Mustang and is equipped with the same latest Garmin G1000 avionics. “The Citation Mustang is firmly established as the benchmark entry level business jet,” Mace adds. “Not only does it offer a great passenger

experience, but it provides extremely cost effective and affordable flights while delivering the speed, efficiency and comfort that passengers expect.” SaxonAir’s current fleet now consists of two Hawker 400XP jets (at Norwich and Edinburgh), a King Air 350 (Norwich), the two Citation Mustangs, along with Eurocopter EC120 and EC135 helicopters at Norwich and Redhill. Catreus manages two Citation XL/XLS and two Citation Bravo aircraft. The additional managed aircraft is part of SaxonAir’s ongoing expansion and comes as its new business aviation centre at Norwich airport nears completion. SaxonAir was formed in 2007 when Christopher Mace and commercial manager James Palmer launched the company after over twenty years of business aviation experience, and was acquired by businessman Roger Klyne in May 2009.

Falcon Aviation Services becomes Etihad partner Falcon Aviation Services (FAS) has signed an agreement with Etihad Airways, the national airline of the United Arab Emirates, to add its Abu Dhabi-based helicopter charter service to the portfolio of preferred partnerships in Etihad’s ‘Premium Connect’ travel service. FAS operates from Al Bateen Executive Airport, and is ideally located for quick transfers from the Etihad terminal at Abu Dhabi International Airport to a wide range of destinations within the UAE. AJ Baker, FAS vp of business development and strategy, says: “We are honoured to partner with Etihad to provide enhanced guest services. In our luxury helicopters we will

INAER signs for ten AW169 helicopters

provide the same levels of excellent service that Etihad guests have come to expect.” FAS was formed under the initiative of His Highness Dr Sheikh Sultan bin Khalifa bin Zayed AlNahyan in 2006, and now offers services including corporate jet charter, helicopter tourism, aerial photography and filming, aerial banner advertising, offshore/ onshore oil and gas support, aircraft maintenance and aircraft management. Peter Baumgartner, Etihad’s ceo, said: “We are pleased to align our brand with FAS as a travel provider well-suited to meet the expectations of our premium passengers.”

Spanish operator INAER has signed a contract for ten AW169 helicopters, and asked AgustaWestland to speed up its development and certification. “Our customers urgently need the AW169,” says INAER ceo Jorge DíazCrespo Cardona. The new helicopter programme was unveiled in July 2010, and is reported to be progressing as planned with first flight scheduled in 2012 and certification in 2014. Deliveries are expected to follow immediately after certification. Separately, INAER has signed a memorandum of understanding with PZL-Swidnik to expand both companies’ businesses in the fire fighting market over the next ten years, in particular in Spain, Portugal, Italy and France. The MoU is focused on the specialised W-3A Sokół medium twin helicopter and support services and it is intended to meet INAER’s fleet modernisation and expansion plan requirements for fire fighting operations. Luis Miñano San Valero, executive chairman of INAER, comments: “The W-3A Sokół is one of the most capable and cost-effective in the twin medium class for fire fighting. It is one of the most suitable aircraft to meet our requirements.”

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Business & General Aviation Day Cambridge airport is seeking a branded FBO to operate from its established state-of-the-art facility. The tender process took place during June and a decision is expected by October ahead of the NBAA convention in Las Vegas. “By bringing a fully branded FBO to Cambridge we are aiming to improve efficiency and demonstrate our commitment to providing our business aviation clients with the levels of excellence they expect,” said airport director Archie Garden. The new FBO will take over from Marshall Business Aviation, which will become the brand for business aviation maintenance provision at Cambridge. The airport is keen to attract a growing number of business aviation operators, and has renewed its commitment to hosting the Business and General Aviation Day (BGAD) in conjunction with EBAN every year. The seventh BGAD will take place on Tuesday September 20 and will include a full exhibition, seminars, panel discussion and static display. “Cambridge Airport is pleased to work with EBAN on hosting this prestigious event as we build greater awareness of the business and general aviation services available at Cambridge,” says Garden. “BGAD provides the perfect platform to do this and following a very positive EBACE we are certain this is going to be the busiest BGAD yet.” This year’s show will see a number of new initiatives for visitors including the introduction of an open panel discussion where senior figures from the aviation community will discuss the hot topic of “The Practicalities of the Olympics”. Representatives from FBOs, airports, brokers and operators will explore and share the issues associated with the day-to-day running of business aviation during exceptionally busy periods. For the first time there will also be a dedicated press centre, ensuring that media attending can gather the latest news

Cambridge seeks branded FBO as show preparations gather pace

Marshall Executive Aviation managing director Iain Young and chief pilot Pete Stroud are pictured on the arrival of the company’s latest aircraft under management, a newlyrefurbished Citation C550 Bravo. This latest aircraft is based at Stansted airport and is now available for charter alongside a company-owned Citation Bravo and Citation XLS and a managed Challenger 300. “We are very pleased with this addition to our aircraft management portfolio,” says Stroud. “I am particularly happy with the ease with which we were able

from exhibitors all in one spot, and also file news stories as they are announced at the show. New exhibitors include charter company Centreline Air Charter and Gloucestershire Airport, along with an increased number of European exhibitors including Lancelot, the Spanish-based flight services provider, and Avinode online charter market place. Marshall Executive Aviation will be taking the opportunity to demonstrate its growing fleet and the Embraer Phenom 300 will make its debut on the static. Mark Ranger from EBAN says: “BGAD is now attracting more attention from European companies, who appreciate the easy and informal

Cessna Citation Authorised Sales Representative +44 (0)1258 818181

to bring the aircraft into our operation. This represents a culmination of efforts which has doubled our fleet size in less than nine months.” Young remarks: “The additional aircraft marks a significant moment for the company. After running our in-house fleet for several years, we took a strategic decision to expand into aircraft management and this is the second aircraft to join us under that scheme.” MEA hopes to have the whole charter fleet on show during the BGAD show at Cambridge on September 20.

way that the show takes place – all they have to do is to turn up with themselves, their promotional material and make the most of the networking opportunities.” Returning exhibitors include Daniel Tee, md of Gama company Airops Software Ltd, that has exhibited at every BGAD. He says: “We have chosen to exhibit again as the calibre of visitors and relaxed atmosphere of the show has generated significant interest for our products.” London Oxford Airport’s business development director James Dillon-Godfray added: “The show has always been really good for us and we’re looking forward to another positive event this year.”

Jarltech keeps in contact aboard CJ1 Ulrich Spranger, ceo and owner of point of sales hardware and software distributor Jarltech, has acquired a Cessna CJ1. He explains: “We are frequently required to travel to office locations throughout Germany and the rest of Europe to meet business partners and customers. It is vital that our travel does not impact productivity so in purchasing the aircraft, the availability of satellite communications was a key consideration.” The SwiftBroadband system installed aboard Spranger’s aircraft is Thrane & Thrane’s Aviator 200. Compact and lightweight, it provides data speeds up to 200 Kbps and a single AMBE 2 channel for voice calls. The system also features built-in Wi-Fi capability. Spranger continues: “It makes a lot of business sense to be able to work from the aircraft when travelling from one destination to the next. While in the air, I find I have more time with minimal interruptions, so I’m free to make calls and send emails. For myself and many of my employees, this provides an added benefit that when we arrive we feel more prepared knowing that we have been keeping up-to-date.” With the launch of Inmarsat’s SwiftBroadband SB200 service last year, the availability of high-speed connectivity for smaller business aircraft is now possible.

A splendid day of business aviation

Jarltech’s Ulrich Spranger is putting his CJ1 out for charter.

Business aviation professionals can attend the exhibition and seminars at the Business and General Aviation Day at Cambridge on September 20 free of charge. Save time by registering in advance using the leaflet enclosed in this EBAN, or online at

Spranger is making his CJ1 available to charter. It is operated by Jarltech Mobility GmbH with German-based operator Mach Airlines holding the AOC. He explains: “With the rise in demand for in-flight connectivity, we believe the Aviator 200 satellite communications system will make the aircraft extremely appealing to the charter market.”

JULY 2011 5


Rotana Jet’s Horm Irani and Al Bateen general manager Steve Jones seal their agreement at EBACE.

Rotana Jet plans expansion at Al Bateen Rotana Jet Aviation has committed to leasing hangar 27 at Al Bateen Executive Airport. Launched in November 2010, the company began private jet operations at the beginning of April with a Gulfstream G450. It the first Dubai-based operator in three years to be issued with a UAE AOC. Rotana Jet has chosen Al Bateen and its new service-orientated DhabiJet FBO from which to develop and expand its services to offer line maintenance and other technical works. Company offices in Dubai will be maintained and plans are in place to add four or five aircraft to the Rotana Jet fleet each year, specialising in wide-bodied jets to reflect the majority of requirements it sees in the Gulf market. “Al Bateen’s convenient location, professional team and fine facilities, which are

continually being enhanced, mirror our own commitment to superior service and quality,” says Rotana Jet ceo Horm Irani. In addition to corporate/private air charters, Rotana Jet offers a range of specialist aviation services, including aircraft management and consultancy. Although a young company, it has a management team with over 150 years’ aviation experience, internationally and in the Arabian Gulf region. Irani was a former managing director of ExecuJet Middle East and a qualified professional engineer with more than 27 years’ professional aviation experience. After his time with ExecuJet, he established his own aviation consultancy practice in the Dubai Airport Free Zone, where one of his larger projects was the creation of Nakheel/Istithmar World Aviation.

Branding is vital for growth opportunities, says Ocean Sky Business aviation operators in the future will need to offer a broad range of services in the air and on the ground, and to draw these together under a highly professional corporate image, says Steve Grimes, ceo of Ocean Sky Group. He has now taken this guiding principle one step further by launching a glossy quarterly magazine for passengers on the company’s aircraft and customers in its FBOs. Grimes says: “Brand has already played an important part in Ocean Sky’s rapid growth. As the European business jet market continues to mature, brand will become even more important in unlocking growth opportunities.” The magazine is named simply ‘O’ and covers lifestyle, luxury and travel topics which complement Ocean Sky’s aviation services. The first issue includes articles by the grande dame of luxury Lucia van der Post, SuperYacht World’s editor Hugo Andreae and Wine & Spirit magazine’s former editor Richard Woodard. Topics to be explored will include the pleasures of Armagnac; the discerning sailor’s new guilty secret, luxury cruiseliners; and a

Samantha Clouder: Tasked with building charter sales in the coming upturn.

test drive of the latest armoured limousines. Ocean Sky’s Jet Centre FBO network has six bases in the UK and Spain, with further FBOs planned in Italy, other European markets and the Middle East. Meanwhile the company has made two key sales appointments. Janus Kamradt will now lead sales activities for its newlyestablished aircraft sales operation and its aircraft management business, while Samantha Clouder has been enrolled as sales and business development director for Ocean Sky Aircraft Charter. Kamradt joins from Global

Jet Concept SA, where he was svp for international sales, responsible for business development across the company’s aircraft sales, aircraft management and charter activities. Previously, he worked at private aviation operator Jet Republic as sales director for Scandinavia and the Benelux region. Said Grimes: “Not only does he have great experience of business aviation, but his senior experience in other luxury sectors gives him a rounded understanding of what high net worth customers require.” Samantha Clouder joins Ocean Sky after nine years at NetJets, where she was vp of UK sales. Prior to joining NetJets, Clouder worked in financial public relations as a member of the flotations, mergers and acquisitions team at leading City consultancy Citigate Dewe Rogerson. “Ocean Sky is a fresh and exciting business with the potential to become the coolest air charter brand in Europe,” she says. “My challenge is to intensify the business development process of an already successful operation, finetuning our activities and readying ourselves for the coming market upturn.”

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General Aviation

6 JULY 2011


Challenger 604 has broken through political barriers

EAS chief celebrates pilot award Captain Peter Turner of Executive Aviation Services has been honoured with a Master Air Pilot award from the Guild of Air Pilots and Navigators. It coincided with Turner’s 50th anniversary of flying in June this year. The team at Executive Aviation Services celebrated this alongside Gloucestershire Airport’s 75th anniversary at a charity 1940s Hangar Party in July in aid of Help for Heroes, Air Ambulance and the Jet Age Museum. The guild presents certificates to a pilot or navigator who has displayed, over a number of years, qualities of pilotage, air navigation, airmanship and character that have brought honour and respect to the profession. Turner is managing director and chief pilot at the Gloucestershire airport-based Executive Aviation Services that now operates a King Air 350, Citation Bravo, Citation Excel and King Air 200.

Captain Peter Turner is honoured with his Master Air Pilot award.

Christopher Whiteside, president of AJ Walter Aviation, an independent complete aircraft spares support provider, attributes significant business success to the acquisition of a Challenger 604 in 2006. Whiteside says that the company’s rapid expansion has required passionate and round-the-clock dedication from its workforce. However, a dynamic business model and hard work alone were not enough to elevate the AJW brand’s global awareness and reach new customers. The decision to acquire a Challenger 604 business jet, advertised in EBAN, gave Whiteside the tool he needed to penetrate emerging markets and contribute to business growth. “The Challenger has enabled the AJW executive team to travel costeffectively across less developed parts of the world,” explains Whiteside.

“AJW is breaking down geographical and political barriers all the time. In the past it took days to visit remote areas of Europe and Asia. Even previously closed regimes such as Turkmenistan have welcomed AJW because we have taken the trouble to find a way to visit them. The use of the Challenger conveys a level of respect and prestige upon our visit that many of these countries appreciate.” Whiteside has been looking at upgrade options from the 604 and says: “The company aircraft has been of such benefit to us that we are now looking at options to increase our range capability.” In partnership with business aircraft sales and acquisition broker Loudoun Aviation Inc, AJW is extending its spare parts and power by the hour programmes to owners of corporate Boeing and Airbus aircraft.

LL AT RO FU ILS .AE TA AD DE .BG W W W ExecuJet’s magazine – set for launch in September.

ExecuJet sets a date for debut inflight magazine

BGAD11 – the UK Business & General Aviation Day, Tuesday September 20th, Cambridge Airport. The UK’s only dedicated business aircraft – helicopters, props and aviation event – BGAD11 – will jets – and be able to take part in take place again this year. quality, free to attend seminars. Presented jointly by Cambridge Airpor t and European Business BGAD has become a must Air News, BGAD is an effective attend event for business aviators in the UK – we look forward to day of networking. You’ll see around 40 exhibitors, seeing you there. Register online an excellent line up of business at

For further information, visit the BGAD web site or contact Mark Ranger on +44 (0) 1279 714509, email:

ExecuJet Aviation Group will launch its own inflight magazine in September. It will be produced three times a year in cooperation with the team behind Jetgala Magazine, and will be placed in the company’s FBOs and onboard its managed aircraft. “We appreciate that our clients are busy, so in this way they will be able to read about our latest developments and general industry matters alongside other lifestyle articles,” says Niall Olver, ceo of ExecuJet Aviation Group. The magazine will include features on aviation history, developments in bespoke luxury fashion and lifestyle, along with exclusive getaways and interviews with leaders, celebrities and international luxury trendsetters. Meanwhile, ExecuJet is celebrating 10 years of operations at Zurich airport. IT manager Hans Germann says: “Everything is a lot quicker now, in the past we had to physically type in every flight request or flight plan. Now much of the daily work can be done automatically on our flight ops system so it is more time efficient.” “At Zurich we have approximately 600 movements per month, and this has grown by about 300% since we took over the FBO in 2003,” added Cedric Migeon, md of ExecuJet Europe. Correction: Bristow is bigger



EBAN is happy to correct an error in our June issue, in which we referred to Utair as the world’s biggest helicopter operator. Bristow asks us to point out that it is in fact larger, owning and operating 380 helicopters within its own fleet.

JULY 2011 7


Achieving safety and reliability is key for maintenance managers Business aviation in Europe has an enviable safety record, and a rigorous regulatory structure to help keep it that way. One of the significant requirements of this is that AOC operators have nominated post holders in key jobs, and one of these is the maintenance manager. This vital role might be carried out by a licenced engineer, but not necessarily. With responsibility for continuing airworthiness, engineering quality control, contracts with suppliers and compliance, the modern maintenance manager must, above all else, be a highly competent administrator. For this feature we asked those responsible for the maintenance of their company’s aircraft all over Europe to tell us about their work. We were slightly surprised to find that almost all those we spoke to had good relations with their local regulators, and very few problems with EASA’s requirements aside from the sheer quantity of paperwork. It is quite possible for the aircraft owner’s maintenance manager to be the only staff member dealing with technical issues. The hands-on maintenance will almost always be carried out by contracted companies with appropriate approvals. However, those who do employ an engineering staff of their own report that there are plenty of worthy candidates available, with engineer shortages a thing of the past.

followed by four years with MD helicopters as a technical rep and then I joined an airline for a year in quality. For the last three years I have been working here as director of maintenance for a fleet of 25 helicopters and one jet.” Sky Line employs its own technicians for maintenance and is one of very few respondents that reported being affected by a shortage of suitably qualified engineers. On occasion the company also uses third-party maintenance providers for different aircraft types. It offers on-site support services to Kocoglu Aviation’s fleet and to other AW109 Power and Grand operators in Turkey. Its main maintenance centre is located at Ankara Airport with line maintenance facilities in other cities. A second base maintenance hangar of 1,850 sq m is under construction at Ataturk Airport. Özdogu is gradually upgrading his procedures: “We track our own maintenance schedules using Excel sheets and recently we’ve adopted Leitner LTB/400 software as well.”

Meet the maintenance managers

Despite some teething troubles, Candas Erkan Özdogu of Sky Line sees benefits in the LTB/400 maintenance software.

I would recommend it to anyone who enjoys stress Candas Erkan Özdogu, Sky Line Transportation and Trade Co

Candas Erkan Özdogu is director of maintenance and accountable manager responsible for continuing airworthiness at Sky Line Transportation and Trade Co, part of the Kocoglu Group in Turkey. Özdogu began his career with a degree in aeronautical engineering and an MBA in aviation. “This was

P E R S P E C T I V E S Business aviation through the eyes of the maintenance manager not a feature of his days, but does he enjoy his job? “Yes, indeed, I would recommend it to anyone who enjoys plenty of stress.” Accountable manager deputy and maintenance post holder at Winair Aviation Marijo Bucina says that his company uses factory certified approved maintenance facilities. “We have our own CAMO and



This is my profession and my hobby Marijo Bucina, Winair Aviation

tracking system, CAMP-CESCOM, but we have a big problem with spare parts and AOG support,” states Bucina, adding that EASA regulations also cause complications with the

amount of paperwork. But his work is assisted by the department’s relationship with local authorities: “We have a perfect relationship with and support from the authority.” After aircraft engineering training and then working in the air force, Bucina had his own maintenance facility before finally taking his Continued on next page


“Regarding LTB/400 I must say that I was very optimistic in the beginning and really believed that this software was going to create a miracle, but for various reasons the implementation process took way too long and even after 18-24 months we are not 100% using all the modules of the program. “I am asking my colleagues to work harder on the project and complete the implementation and I hope by the end of the year we will benefit 100% from the program. The best benefit I see is the integration of all necessary modules (maintenance tracking, work orders, spare parts, labour, invoice and ordering etc.)” Özdogu rarely gets time to work with the aircraft himself, and travel is

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8 JULY 2011


“Most of the time I enjoy my job, although it is hard to be 24/7, 365 days a year. You must learn to handle pressure – and to sleep less.” Vazquez worked for Binter Canarias Group where she was trained in Part M, Part 145, HHFF and quality and purchases. Later at Islas Airways she focused on CAMO, QA and logistics, and then on to Calima, there obtaining the first AOC type B for the company, adding the role of CO2 emissions manager two years ago.

Perspectives: the maintenance manager

present position as maintenance manager. He finds time between the paperwork for a hands-on approach. “I am always with my aircraft. l enjoy my job – it is my profession and my hobby.”

I have no need or licence to work on the aircraft

Calima in Spain finds some spare parts take longer to obtain than others.

Sebastian Kulik, General Aviation

am the EASA nominated person, with no need or licence to work on the aircraft.” He adds: “I enjoy my job very much. However, it is very specific, so you either like it or not. “I started in 2002 at LOT Polish Airlines, where I spent two years,” Kulik explains. “That was a state company, highly influenced by socialist attitudes: ‘Work slowly, otherwise they will require you to do more.’ I moved to a private airline in 2005 where I was responsible for the overall maintenance preparation and supervision of Boeing 737 and 757s. “That was a fantastic lesson in aviation and the experience allowed me to be maintenance manager from 2008 until now with different operators of aircraft from Diamond DA42 and Eurocopter EC130, to the Learjet 60.”

Sebastian Kulik is quality manager at General Aviation Sp zoo in Poland, operating fixed wing and helicopters carrying out business, patrol and recreational flights and aerial filming. “We have our own technicians and call on third-party maintenance services for higher level maintenance needs, which vary depending on the aircraft type.” When deciding which maintenance company to use, Kulik lists factors in order of priority: “An appropriate EASA Part 145 certificate, the size of the company and its market position, and its proximity to our home station in Goraszka.” He adds: “We track maintenance schedules ourselves using Excel spreadsheets. Excel is good enough for our needs. We ‘squeezed‘ a lot out of it to get quite a good system. It is described in our CAME and approved in this way by the authority. With operations on our scale, we don’t see the necessity to use professional software for our aircraft management.” The most unusual maintenance issue Kulik has come across was a dual engine change in Warsaw, 1,000 km away from the nearest organisation authorised to change engines on Boeing 757s. “A complex logistical process but it was successful.” He doesn’t get involved in the physical maintenance of the aircraft. “I am not a licensed engineer. I

You must learn to handle pressure and to sleep less Elena Vazquez Fernandez, Calima

Calima in Spain operates various models of Boeing 737 and offers business charter, scheduled fleet support, emergency response and executive and group travel. Elena Vazquez Fernandez is logistics manager and also TRTO quality manager and told EBAN about the company’s maintenance setup. “Our continuous airworthiness manager is Javier Arrondo Navarro. Arrondo has a strong background in

Fleet was grounded by the type certificate holder Klaus Rasmussen, Air Alsie

Andrey Nazarenko at Challenge Aero believes that some maintenance facilities do not have enough suitably qualified personnel.

maintenance and quality assurance.” Third-party organisations provide maintenance services, although Calima is in the process of being Part 145 certified to have its own line maintenance capability for the 737. Vazquez continues: “We audit maintenance companies with a comprehensive checklist and one of our staff will audit the facilities. Main points to look for are quality of facilities, work and procedures, training of staff, and reliability. They must have their certifications updated and with the scope we need.” Some maintenance schedules are subcontracted to Airworthiness Management Company, a CAMO based in Paris, but Arrondo and

engineering manager Luis Jimenez revise the schedule to update it to current needs. “We use software developed by AMC called AMS because it is fast, reliable and an intuitive and visual software,” says Vazquez. “As well as being comprehensive (as it handles logistics and invoicing modules) it is easy to use and to learn.” In general, spare parts availability is good, although some parts and materials are harder to come by than others. Says Vazquez: “Sometimes manufacturer response times are not as good as brokers, and we think it shouldn’t be like that, as the key contact for this should be the manufacturer most of the time.

Denmark-based Air Alsie has a 21strong all-managed fleet which includes a variety of Falcons and Citations. Klaus Rasmussen, as Air Alsie’s technical manager, is nominated post holder for continuing airworthiness. Air Alsie employs 10 certified technicians and uses third-party maintenance companies for its various aircraft types. Services being outsourced include C-checks and beyond on Falcons, structural and NDT tasks. Rasmussen says that factors in choosing the providers for these services include cost and downtime. CAMP software is the company’s choice for tracking of maintenance schedules in-house. Rasmussen gained 10 years in a technical background in the base and line environment, followed by time as a troubleshooter, then a project manager and five years as key account manager within the business. The biggest issue he can recall encountering was when the entire fleet was grounded by the type certificate holder. On another occasion, when an


JULY 2011 9


aircraft needed AOG maintenance outside the EASA area, the company sent its technician and parts on its own aircraft. Rasmussen explains: “The maintenance service is mainly carried out on aircraft under our AOC and grew up as a service for the aircraft owners that we operate for.”

Being a pilot gave me some important lessons Philippe Julienne, Aero Jets Darta

Aero Jets Darta, with bases at Atlantique airport and Le Bourget, turns forty this year. “As technical manager I am in charge of the continuing airworthiness and certification,” says Philippe Julienne. “Maintenance schedules are tracked using CAMP software.” Aero Jets Darta considered different maintenance companies across Europe, with an emphasis on the important factors of quality, price, efficiency and reactivity. “We use Uni Air Enterprise or Dassault Falcon Service,” Julienne reports. “We do encounter some difficulties with Hawker Beechcraft spare parts due to the reorganisation of their logistics system.” Julienne feels that EASA changes are not causing problems, but do increase the amount of work. “We are in contact with our local inspectors every week. Many changes need to be integrated by both parties. We are trying to work together.” Julienne was lieutenant colonel in the French air force at the start of his career. After more than 6,000 flying hours as military captain and over 300 in combat, he decided to take up a role in maintenance for an air transportation company. “My military qualifications gave me the equivalent rank of engineer. Being a

Winair receives great support from its local authorities.

pilot gave me some important lessons I use for my civilian colleagues and their needs. “Of course, I love my job, but a recommendation to a friend? it is clearly NO, because I would like to keep it for me!”

Would I recommend my job to a friend? Of course Roland van der Loo, ANWB Medical Air Assistance

With four active helicopters and two back-up helicopters ANWB Medical Air Assistance can cover the whole of the Netherlands. It transports mobile medical teams on behalf of four trauma centres. Roland van der Loo was with the Royal Netherlands Air Force before taking his post as technical operational manager at ANWB MAA. “Do I enjoy my job? Yes! And would I recommend it to a friend? Of course.”


The medevac operation based at The Hague in the Netherlands uses a contracted Part 145 company for its maintenance and bases the decision of where to place the work on a longterm relationship and contract, with frequent reviews. “We monitor scheduled maintenance by our supplier using the RAMCO system,” explains van der Loo.

There is sometimes a bit too much rigidity Bernard Biquet, ASL Airtaxi

ASL Airtaxi was founded in 1998 and has its head office in Hasselt, Belgium. It has bases at Beek, Deurne, Wevelgem and Luik. Since June 2005, the nominated post holder for continuing airworthiness at ASL has been Bernard Biquet. He says: “We have two line technicians (B1) working

under the approval of a German Part 145, performing pre-flights and minor defect rectification.” Biquet explains that the fleet is composed of 18 aircraft including Cessna Citation, Hawker Beechcraft, Dornier and Pilatus. As he says: “One maintenance company holding approvals for all our aircraft doesn’t exist. We try always to use the most equipped, qualified and experienced maintenance providers for each aircraft in our fleet. This is more expensive in the short term due to higher labour rates and positioning flight costs, but better value in the long term due to higher technical history value for the aircraft.” It is very important to have the full authority to plan the maintenance, Biquet insists. “I’m between the operations side asking to fly and maintenance needing to be provided on time. A good knowledge of both sides allows me to optimise the

aircraft availability for flight. We use our own maintenance tracking program which is an Excel application, personalised for each aircraft. Simple and efficient.” In finding qualified engineers, he feels that some maintenance facilities tend to grow too quickly. They cannot follow the demand with respect to turnaround times and quality due to a lack of qualified and experienced personnel. ASL has good relations with its national authority and other authorities for aircraft not registered in Belgium but, says Biquet, it is sometimes difficult. “The differences with the theory aspect of a regulation and the practical aspect of the operations are sometimes big. “There is sometimes a bit too much rigidity, which induces supplemental and costly processes and a lot of paperwork.” The company’s operations are mainly in Europe inside the EASA territory. Nevertheless all technical issues do not always occur at an airport with a qualified maintenance facility. As Biquet explains: “We have at least one technician on standby 24/7, able to reach the place where he needs to be. We have also our contracted maintenance facilities able to provide us with a mobile team anywhere in Europe, the Middle East and Africa. Continuing airworthiness and maintenance manager tasks by their nature require a lot of paperwork and administration. But, Biquet says, visiting the different maintenance facilities to have direct contact with managers and technicians is important and valuable for all. “Aircraft airworthiness reviews for third party customers allow me to visit some other operators and maintenance facilities. Continued on next page

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Perspectives: the maintenance manager

Biquet made his first entry into aviation during 10 months of military duties in the Belgian air force. “I had a friend working as a mechanic in the Belgian airlines. These two circumstances prompted me to look for a place as a mechanic in the heavy maintenance department of that company.” He worked initially on Boeings and trained for his first technician licence. Then he applied to the general aviation department and worked for many years on small aircraft at the Belgian civil aviation school. “In April 2005, one of our customers proposed to me to become his maintenance manager, I accepted and so I joined ASL,” Biquet says. “In terms of flight activities 2011 is not bad, but we feel the financial crisis is not yet behind us.” At the end of the day, Biquet really enjoys his job, finding it rich in diversity. “Of course it takes time and very often your work overlaps your private life,” he admits. “It’s a choice... My friends have a general view of my work but they don’t really know the details.”

Our Customs service must be taken into consideration Andrey Nazarenko, Challenge Aero

Andrey Nazarenko is responsible for the airworthiness of Challenge Aero’s operated aircraft and for maintenance coordination, planning and AOGs. Based in the Ukraine, the company has three bases and operates freight and passenger charter with helicopters and fixed wing aircraft. Nazarenko explains that the company employs its own technicians, certified for the types it operates. “In our home base we perform all kinds of line maintenance and defect rectifications. From our start with the smallest scheduled tasks, we are looking forward to the extension of our capability for more scheduled tasks with bigger intervals. “We have contracts with base maintenance providers for the big checks. We operate a Bombardier and Hawker fleet, and maintain our aircraft only with manufacturer approved service centres.” Nazarenko lists the criteria for choosing a maintenance provider as capability, being an ASC, position on the market, price/downtime and a previous relationship. Usually, all aircraft are enrolled in CAMP, which is managed by Challenge Aero’s CAMO station. “Separately we manage our own tracking system based on Excel,” he adds, “where all maintenance schedule/flight hour tracking is entered. This helps a little bit to improve reliability of maintenance planning in general. “This tool is used to keep track of our CAMO; we mark the CAMO station which helps us decide do we still want to work with this CAMO or find another company?” The problem of qualified engineers lies with the maintenance facility itself, Nazarenko believes. “Some of them have a good team of engineers, but some of them have a real shortage of qualified personnel.

Stavros Arampatzis, maintenance manager at GainJet, that has CAMO certification.

and take a couple of weeks to deliver it and perform Customs clearance – it is Russia with crazy regulations! And the owner required an aircraft in the next two days. With great effort we found and ordered this part in the market ourselves and delivered it to the facility just a couple of hours before the owner needed the aircraft. At the end of the day, the owner was not delayed.”

Changes in regulations have been very important Nuno Perestrelo, Masterjet

Timely reminder of the importance of safety procedures

Probably the most memorable maintenance incident Belgian jet and turboprop operator ASL’s Bernard Biquet has come up against involved assisting a pilot to start an Embraer Xingu’s engines with a GPU (via the external power connector on the fuselage near the nose landing gear and left engine). Biquet did not realise the pilot had removed the chocks. “The pilots first started the right engine followed directly by the left. When the propellers were going out of feather, the aircraft started to move forward – the pilot had forgotten to set the parking brakes. “I tried to draw his attention by

“Being often involved with maintenance coordination at our maintenance providers I see this, and try to arrange that a responsible engineer pays enough attention to my aircraft to keep it on schedule.” Most of Challenge Aero’s aircraft are registered on the Isle of Man and Nazarenko says they share very good communication and a good relationship. “This authority has its rules, which are common to aviation, and if you follow them, there are no problems.” As for spare parts, Nazarenko says that, for scheduled maintenance, the company or its providers always arrange spares in advance. “But in the case of AOG it sometimes becomes a puzzle of how to get the correct spares in the correct place at the correct time. As we are based in Ukraine, the problem of our Customs service must be taken into consideration.” He believes that every AOG is a separate problem with its own

knocking on the fuselage but it was too late and time for me to leave the area.” Turning around, Biquet realised he was stuck between the aircraft and the power unit with the aircraft still moving. “Finally, I found an exit and ran away just as the propeller struck the GPU. At last the pilot realised the problem and shut both engines down. “This event gave me a dreadful fright and an engine and a propeller replacement to plan.” For Biquet it was a reminder how dangerous an aircraft can be and how important it is to follow the safety procedures.

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decisions to be made. “One time we sent for the AOG mechanic from our contracted facility – they also have an AOG support service. In another case we found an EASA Part 145 maintenance facility at the airport where we had an AOG, yet in a third case we sent our own mechanics.” Nazarenko likes to be hands-on, saying: “I try to go to the aircraft at the first opportunity I have. It is always good to understand things from a practical side too.” He says: “I really enjoy my job, but to do it you must have some experience and background before taking up these duties.” Nazarenko tells of one problematic incident: “We had contracted a maintenance company in Russia for some unscheduled maintenance and during troubleshooting they found corroded bolts which need to be replaced before they could release the aircraft. “They told us that they could order them but it would cost a lot of money

Maintenance and engineering director Nuno Perestrelo is nominated post holder for maintenance at Masterjet, with bases at Le Bourget and Geneva. Perestrelo graduated as an aeronautical engineer in 1999 and his first job was as planning engineer on an airliner. This airliner had a business aviation unit for which Perestrelo was nominated maintenance coordinator. In 2004 he was invited to become nominated post holder for maintenance during Masterjet’s start-up process and he has been working there since. The charter operator, which has recently taken delivery of an exairline Airbus A320 converted to a 26seat head of state configuration, uses third-party maintenance only. Perestrelo says: “We tend to use one main maintenance provider and have a second one as back-up. Avoiding too much diversification aims to build long-term relations and bring mutual benefits in terms of cost, flexibility, efficiency and procedures compliance.” With aircraft based at Le Bourget, maintenance providers located there are first choice, such as DFS and the Citation service centre. After that, important factors for Masterjet in choosing maintenance providers are technical capability, cost vs service quality, organisation, good long-term relations and a willingness to cope with customer needs. Maintenance schedules for all aircraft are tracked through CAMP. This is a core activity of CAMO processes, explains Perestrelo, and the company prefers to keep it inhouse rather than handing it to a third party. “At the end of the day and per EASA rules we retain maximum responsibility over this,” he says. Perestrelo admits to sometimes encountering difficulties with Cessna and Bombardier parts, since the main stock is in the US, not Europe. Masterjet is in full support of recent EASA regulations, specifically those related to CAMO. “Especially for small operators and private

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owned aircraft, there was a real need to raise the level of continuing airworthiness management and professionalism,” Perestrelo says. “EASA changes in regulations have been very important, not only for safety reasons but also for business aviation growth and image.” A good relationship with local authorities is an essential part of the organisation, says Perestrelo. “We consider our aviation authorities a key shareholder of our process. Our relationship is based on cooperation, dialogue, transparency and being firm when necessary.” He adds: “We have had some AOGs in Africa and we either used the assistance of our home base maintenance providers or contracted local EASA certified maintenance organisations. It all depends on the type of technical problem, availability of EASA certified local support, Customs clearance, etc.” The most unusual incident Perestrelo recalls involved an A319CJ, when the aircraft was drifting left during its take-off run. An inspection revealed nothing. At the second attempt, the aircraft was still drifting during its take-off run. A second inspection revealed the source of the problem: the co-pilot’s kneeboard was placed against the steering wheel, thus inducing the aircraft to drift to the left. Does he enjoy his job? “Absolutely. It’s a challenge every day. Masterjet is growing and providing an exciting environment and career opportunity, although it is quite difficult and complex to manage such a varied fleet. Growing with the organisation has allowed me to play an important part. It is quite different from joining an organisation that is already well established.”

Different providers depending on the aircraft Ricardo Tercero, Executive Airlines

Spanish Executive Airlines specialises in long distance flights using its fleet of 30 aircraft featuring Gulfstream, Falcon, Cessna, Bombardier and Hawker aircraft. Ricardo Tercero works in the maintenance department as nominated post holder for continuing airworthiness. Executive Airlines is an approved Part 145 maintenance organisation for line maintenance while for base maintenance it works with third party contracted organisations. “We work with different providers depending on the aircraft model,” says Tercero. “Currently we are operating nine different aircraft models and that means having to work with four or five different providers as well.” When deciding which companies to place this work with, apart from having all the approvals required, Executive Airlines looks for high quality work and reliability in keeping to the downtimes agreed. Using the application tools provided by the manufacturers enables Executive Airlines to keep up with the maintenance schedule while CAMP is used for aircraft models without any specific computerised maintenance system. Tercero was one of the few respondents to report an issue with recruiting suitably qualified technicians, adding that it was affecting the company’s ability to expand its staff. Changes to EASA regulations can cause problems, as Tercero explains: “Usually we are running after the continuous changes coming from our administration.” Other issues which can arise are often due to conflicts between the different administration rules, such as certification issues, technical data approval, and AOG issues

JULY 2011 11


beyond the company’s control including Customs and local government policies. Tercero admits that there have been occasions when aircraft have needed AOG maintenance outside the EASA area. “Mostly we have had to contact a local engineer and release a one-off authorisation in accordance with EASA regulations for these kinds of situation.” After gaining an aeronautical degree, Tercero has worked for more than 15 years in maintenance activities for different air companies. He finds it an enjoyable job and recommends it to those who like learning continuously and searching for rapid solutions when troubles occur.

Relationships are not important, procedures are Jaber Hasbestan, Redstar Aviation

Redstar Aviation undertakes a variety of operations including aerial works, medevac, freight, offshore, passenger, photography, sightseeing and surveillance. It has its head office at Sabiha Gökçen International Airport, Instanbul. Jaber Hasbestan is nominated post holder for continuing airworthiness and says that the company uses various third party providers for different aircraft types. When looking for a maintenance company, Redstar Aviation takes into account authorisation, experience, the man-hour price and distance from its base. Maintenance schedules are tracked in-house using Excel. Hasbestan says that changes in customs procedures are the major problem for his department. And while Redstar has a good relationship with its local authorities, he adds: “It makes no difference, relationships are not important, rules and procedures are important.”

35 years on and I still enjoy working with aircraft Stavros Arampatzis, GainJet Aviation

This year, European vip aircraft operator GainJet Aviation SA celebrated its fifth anniversary. It is headquartered in Athens and has a fleet including a Boeing 757 executive airliner, a Boeing 737 vip airliner, a Gulfstream G550, two Gulfstream G450s, five Gulfstream G200s, a BAe146 and a Phenom 100. Stavros Arampatzis is nominated post holder of maintenance at GainJet. “We have a certification as a CAMO organisation,” he explains. “This certificate gives us the privilege to manage aircraft, focusing on continuing airworthiness. “Our CAMO capability includes Boeing 757, Boeing 737, MD80, Gulfstream G550/G450/G200, Global Express XRS, and Phenom 100. We are also approved as a Part 145 organisation, limited to line maintenance, on MD80 and G200.” As a CAMO, GainJet has its own staff to control its own aircraft. However, for the Boeing 737 some CAMO tasks have been contracted out, with responsibility remaining with GainJet to supervise everything. Arampatzis says: “As Part 145 we support the two types of aircraft that we are certified for where we use our own technicians for line maintenance. For base maintenance, we utilise various third party companies, depending on aircraft type and base location.” For its different airplane types, GainJet uses maintenance providers that it believes are best suited for each specific type. “However, we try to consolidate our maintenance providers as much as possible in order to simplify the process.” In making the choice of which company to use, the flight schedule is

General Aviation’s Sebastian Kulik gained valuable experience working for a private airline.

taken into account and that is based mainly on ad hoc charter requests. Arampatzis says: “We operate worldwide and must take this into account when considering schedules. Due to our worldwide operation, one of the most important factors in the decision process is to find a global support maintenance provider.” Aircraft maintenance schedule compilation and development is prepared by GainJet staff using two systems for tracking, AVTRAK and CAMP. In general, Arampatzis says, spare parts are available within an acceptable time. He suggests that the best solution to supply problems is to ensure a variety of subscribed suppliers to be called on for the parts needed to overcome AOGs quickly. “Spread your supply chain so that you have access to many suppliers, which ensures that, in most cases, at least one of them has what you need.” Basic EASA regulation has improved lately, according to Arampatzis, with incorporation of all updates/revisions instead of separate decisions as in the past. “If EASA

established a standard interval for the revisions,” he proposes, “that would be helpful to everyone.” “Usually the maintenance manual provides directions on how to treat any snag reported by the crew after landing, or discovered during scheduled maintenance. In my experience most of the unusual maintenance issues are as a result of miscommunication with flight crew, which tends to lead us in the wrong direction to remedy the issue. This does waste time focusing on one task and then trying to properly diagnose the issue.” As a worldwide operator, GainJet operates heavily outside the EASA area and has had cases where aircraft have needed AOG maintenance outside the EASA area. If the aircraft in question is a G200 or MD80 then GainJet’s own staff are called on, or in more severe instances global support maintenance providers, who tend to have a support centre in most countries. “Due to the certifications that we have and the fact that we operate worldwide away from the base

most of the time, all our maintenance staff, including myself, travel to the aircraft when needed. Most of the time, the aircraft are away from our Athens headquarters. “So we’ve had to travel to many places, which has made the job even more interesting. In some cases, our maintenance staff also travel with the aircraft for support onboard.” “I certainly enjoy this job – 35 years on and I still enjoy working with aircraft. It gives you the opportunity to work on a global level, see different places and, of course, I believe there is no better experience than getting your hands dirty working on an aircraft.” Arampatzis started his career with a 24-year spell in the Greek Air Force where he learned about many types of aircraft and aircraft maintenance. “I had the chance to gain experience in various positions on aircraft maintenance, line and base maintenance and QA systems. I also qualified as flight engineer on the C130 and NATO E3-A B707.” Soon after he retired from the air force he got his license as a B1 mechanic in 2000 and was nominated post holder for maintenance for the first time in 2004 for a Greek aviation company. “In 2005,” he says, “I was introduced to the founders of GainJet – a start-up at the time – became maintenance manager and I’ve been here ever since.” ■

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INDUSTRY NEWS... S-76C++ makes way for S-76D The S-76C++ helicopter is officially “sold out”, and first customer deliveries of the replacement S-76D will begin in 2012. Final assembly of the S-76D helicopter began in December 2010 at Aero Vodochody in the Czech Republic, that has produced more than 300 S-76 airframes.

G450 uses biofuel during Atlantic crossing A Gulfstream G450 has become the first business jet to cross the Atlantic using biofuels. The Honeywell-operated aircraft flew from North America to Europe using a 50/50 blend of Honeywell Green Jet Fuel and petroleumbased jet fuel powering one of its Tay engines. The G450 was also the world’s first business jet to be powered by a biofuel.

mission applications. “This upgrade provides another 190 amps of 28 VDC power for missionised King Air 350 aircraft,” said Jay Gibson, vp special missions. “The new system will not only include additional amps, it will provide higher quality power to our customer because it will be filtered through the aircraft battery system.”

AgustaWestland unveils AW189 helicopter AgustaWestland has announced the AW189, a new generation multipurpose twin-engine eight-tonne class helicopter. It will be certified in 2013 and enter service in early 2014, intended for roles including offshore transport, search and rescue, passenger transport and parapublic missions.

CEPA reschedules Expo The CEPA Expo 2011 conference has been rescheduled for 1-2 December, 2011. The venue has also moved, switching from Vodochody Airport to the Prague Congress Centre. For the future CEPA plans to develop an educational arm to provide data about the current climate in business aviation in Central Europe.

SyberJet continues the SJ30 at Cedar City

Scott A Ernest joins Cessna.

Ernest takes the helm Scott A Ernest has been appointed president and chief executive officer of Cessna Aircraft Company, succeeding retiree Jack J Pelton. Ernest joins Textron as a 29-year veteran of General Electric Company, where he most recently served as vice president and general manager, global supply chain for GE Aviation.

More juice for King Air 350 Hawker Beechcraft has unveiled a product enhancement for its late model King Air 350s (from serial FL-500) that provides more electrical power for special


The manufacturer of the SJ30 light jet has announced it will operate as SyberJet Aircraft. Earlier this year, SyberJet purchased the assets of Emivest Aerospace out of bankruptcy and has moved the assembly line to its facilities in Cedar City, Utah.

King Air 250 receives FAA certification Hawker Beechcraft has received type certification from the FAA for the King Air 250. It features BLR Aerospace composite winglets, composite propellers, lighter weight construction, and engine induction modifications. Hawker says that its shorter runway capability adds access to more than 1,100 airports previously unavailable to King Air 200 operators.

Regional Air Services, based at Tuzla, organises a World Elite Aerobatic Formula event on the Black Sea coast.

Black Sea states are fertile ground for business aviation

BULGARIA Bulgaria has five major airports where general aviation flights mostly take place: Sofia (the capital), Bourgas, Gorna Oryachovitsa, Plovdiv and Varna. Eurocontrol statistics show an average of 20 daily business aviation flights for Bulgarian airports combined in 2010. The airports are owned by the state and, according to our own Handbook of Business Aviation, do not host any substantial FBO facilities. However, there are a number of handlers and agents who can attend to the specific

business aviation airports

Major business aviation airports* 1. Sofia


2. Varna



3. Bourgas



* ranked by the number of handler, charter, maintenance, sales and training organisations based at each.

12 business charter operators Leading fixed-wing charter operators**

It is 100 years since Cessna Aircraft Company founder Clyde Vernon Cessna learned to fly and built his first aeroplane, just eight years after the Wright brothers first flew. The 31-year-old spent much of 1911 teaching himself to fly while attempting to get his first aeroplane in the air. He had used his life’s savings to purchase a copy of the Blériot XI fuselage, and he and his brother Roy Cessna added an engine and propeller. He formed what was to become the Cessna Aircraft Company in 1927, and it has since delivered more than 192,500 aircraft.

1. 1 Heli Air Services 2. Air VB 3. Air Lazur General Aviation

Leading helicopter charter operators** 1. Heli Air Services ** ranked by number of aircraft for charter

business aircraft on the LZ 73 Romanian register Data extracted from the Handbook of Business Aviation in Europe, and the EBAN reader roster.

Aerostar Euro Jet agents in Sofia, Dimitar Petkov (left) and Dimitar Bachvarov.

Business aviation in Bulgaria by the numbers 5

One hundred year since Cessna first flew

get in the way. “Business aviation differs significantly from the regular airlines but permit applications are the same, which makes the process very complicated and sometimes risks the execution of the flight programme,” says Atanasov.

Our regional review this month features the three countries grouped around the north and west of the Black Sea; Ukraine, Romania and Bulgaria, where business aviation continues to develop slowly but steadily. We will continue our journey around the coast, taking in Georgia and Turkey in our December issue.

needs of business flights. One of nine listed at Sofia, Euro Jet says that the best solution is to have a supervisor who is present at every arrival and departure, dedicated to the given aircraft, its crew and passengers at all times. Without such a service vip passengers can experience delays, waiting in lines to go through the main terminal building, it says. But this may be about to change, at least at Sofia which currently has two vip lounges, one for government flights and another for commercial business aviation. By the end of June 2011, Sofia airport reports that it will have opened a new GA lounge with internet access, fax machine, restrooms and a shower room. There will be a crew office adjacent to the passenger lounge where the flight crew will be able to prepare for the flight and wait for the passengers in a quiet atmosphere. Sofia airport was affected by the world financial crisis and reports that the number of business aircraft movements in the first half of 2011 is still lower than in the same period of 2008.

Air Lazur General Aviation One of Bulgaria’s largest jet charter operators, Air Lazur is experiencing the first signs of rising traffic following the financial crises of recent years. Director of business development Radoslav Atanasov reports that the market has not yet completely recovered, “but demand is significantly growing and Air Lazur can report very good results.” As a result the company has increased its flying, operations and sales staff. Three Challenger 604s and a King Air 200 are based at Sofia, Varna and Bourgas as required. The company says that the facilities available there are good, but that bureaucracy can

Not to be confused with the aircraft operator of the same name in Ukraine, Aerostar in Bulgaria is a new air charter broker business based in Sofia. Aerostar offers consultancy services to business aircraft owners, should they decide to offer their aircraft to third parties for ad-hoc flying. “We assist them in adding some flight hours for their machines at the time that they are not operating for their owners,” says Georgi Metodiev. This is part of a package of services including aviation consulting, ACMI leasing, charter series and ad-hoc flights, business vip flights and cargo charters. “A month ago we bought a Bulgarian tour operator company named Happy Fly,” says Metodiev. “This company will provide our corporate and retail clients with full travel services, such as airline tickets, hotel accommodations and holiday packages, as well as full MICE (meetings, incentives, conferences and exhibitions) support.” The biggest impact on business has been the rising cost of fuel, but this has mainly affected the holiday charter side of the operation. “Our clients are facing problems covering the fuel surcharges. “At the end of the day, it is the tourist paying extra money and it sometimes causes cancellations of whole flights, not to mention whole series of flights in some severe cases,” he says. Aerostar is striving to build a reputation as a reliable b2b partner in the charter business, who can provide exclusive conditions to the flying corporate partner. “This includes sport teams, which are a great part of our business,” says Metodiev. “We’ve already arranged the transport for the strongest local football teams, receiving positive feedback and repeat orders. “This of course matters the most, as happy customers are the best reward for every enterprise.” Romania is a large country with 17

JULY 2011 13




business aviation airports, of which seven are frequently used. The busiest are the two in the capital Bucharest: Otopeni (Henri Coanda) airport is more modern, while Banaesa is older but some 20 minutes drive closer to the city. According to Eurocontrol statistics, the number of general aviation flights in Romania is around 23 daily, including the locally based operators’ movements. The road network in Romania is still under development and so the easiest way for investors to get around the country is to use a private jet. Other major destinations, typically for investors in agriculture, forestry and the automotive industry, are Timisoara, Sibiu, Craiova and Constanta. Constanta lies on the shore of the Black Sea and also serves as a favoured fuel stop for aircraft flying onwards to the CIS countries or south Asia. During the late summer and early autumn seasons Romania is popular for hunting trips, although prior permissions are needed for hunting weapons and ammunition. Romanian Airport Services is the FBO at Baneasa, but Czechheadquartered Euro Jet also acts as a handler there. It has full time employees, a handling license and a crew lounge that provides the crew with internet access and refreshments while they are awaiting their passengers. Euro Jet advises passengers to use the ‘vip hall’ to clear at the airport, which has an additional charge. This is because there is no GAT, so without using the vip hall they would have to mingle with the scheduled airline passengers. For the future, Bulgarian and Romanian operators may be able to prosper by offering price advantages, says Russian broker Absolut Avia. “It seems that they serve Ukrainian and Russian clients, and always are present in Moscow,” says Vladimir Gavrilov of Russian broker Absolut Avia. “They calculate the price from and to Moscow without positioning and prices are much less than west European operators provide. In-flight service is generally not as good as the west European operators provide, although some Romanian operators such as Eurojet and Toyo Aviation have higher levels of service.” Laszlo Pal at Air Connect Hungary reports that from Romania he receives requests mainly for very light and light jets for business travel or air ambulance flights. “Travellers from this country who we are in touch with are even pleased with turboprops.”

19 airports where general aviation usually flies. Kiev with its two passenger airports, Boryspil and Zhuliany, is the most popular destination. At all airports the government owns the facilities and handling equipment, but there is a wide choice of handlers and supervisory agents to smooth the passage of business flights through the system. The most difficult issue in Ukraine is the overflight and landing permit arrangements. Euro Jet reports that advance notice is required, at least 72 hours, and every change in the schedule requires an explanation for the CAA and a new permit issuance. Most airports are equipped with vip lounges or vip clearance facilities which are highly recommended for general aviation passengers to avoid going through crowded terminals. There are 34 general aviation flights in Ukraine daily. Charter brokers from around Europe see Ukraine as an increasingly popular destination. Nordavia Flug GmbH has seen an increasing number of bookings for short and regional flights to Ukraine, as has Farid Gassanly of Direct Air Charters. “Over the past year we have seen an increase in demand for flights to and

InterAviation Equipped with a factory-new Hawker 900XP and a Eurocopter EC155 helicopter, Romanian-British Group Inter Agro has established a vip charter operation under the name InterAviation. “Our Hawker joins the privileged list of very few new private jets which are based at Bucharest Baneasa airport, registered in Romania, and open for commercial charter flights,” says director of operations and sales manager Alexandru Dascalu. “In addition to the most spacious cabin in its class, the Hawker 900XP represents unbeatable value, ideal for businessmen, government officials and families who wish to travel to the Middle East, Europe, Russia and CIS region, or to the Atlantic paradises, the Caribbean, the Antilles or the Canary Islands,” he says.

C&I Corporation Now becoming established in the Romanian charter market, C&I Corporation reports that many potential

Rotor Ukraine has begun the process of applying for an AOC for commercial operations. Pictured are the company’s general director Nikolai Zaporozhets, Enstrom Helicopter Corporation ceo Jerry Mullins, Diamond Aircraft Industries ceo Christian Dries and Vladimir Kopytin, shareholder of Rotor Ukraine.

clients currently consider cost to be a much more important factor than the level of service provided. “Our prices are based on market rates and represent the average price in our segment,” says Robert Zach. “It seems that despite the required high level of services the customer requests, price is the one and only factor which brings in the business.” The company commenced operations in 2008 with domestic flights using its two helicopters, an EC135 P2+ and an EC120B, and one year later expanded its business to international charter flights with a Citation XLS+ based at Baneasa. Now it has a full range of capabilities in operations, maintenance and flight training at its headquarters in Oituz, Bacau, and is keen to enlarge its fleet. “We are open for any aircraft management,” says Zach, who is also looking to build on charter activity. “Competition is on the Romanian market mostly through recommendation and local brokers,” he says. “In the international market Avinode is used, and the plan is to extend our direct access and contracts with brokers. “As a newcomer and small operator, is it tough to get some charter work. Despite our dedication to a high level of service, cheaper operators are often used instead.”

Alfa Air Services Alfa Air Services has recently extended its charter fleet with the arrival of a Hawker 750 to fly alongside its Hawker 900XP and variety of Piper twins from its base at Bucharest Baneasa. The latest Hawker’s owner is businessman Emanuel Muntmark of wind farm developers Monsson SA of Constanta. He has become the launch customer for a modification involving the retrofitting of Hawker winglets which provides an improvement in time to climb, range and fuel consumption. By effectively increasing the wing aspect ratio, Hawker says it also enhances stability at altitude, reduces lift-induced drag and generates more responsive handling in slow flight. Muntmark should now be benefitting from a five per cent improvement in time to climb and a four per cent range increase at long-range cruise settings.

Regional Air Services One of Romania’s longer-established private aviation companies, Regional Air Services continues to develop its range of operations and training facilities. The company is based at a small airfield at Tuzla, that director Dorin Ivascu acquired eleven years ago. This is just one kilometre from the Black Sea coast and 26 kilometres south of Constanta, the main Romanian harbour on the Black Sea. It was originally a base for

C&I Corporation: price is key.

agricultural flights, but RAS has expanded the range of activities to include air taxi, flights to offshore platforms in the Romanian sector, pleasure flights and a flight school. Tuzla was the first private airfield in the country. Regional Air opened a sea survival school in 2010 and this was certified by the oil industry safety organisation OPITO in February this year, the first facility with this approval in central and eastern Europe. Delegates follow a comprehensive course which includes donning a transit type survival suit, aviation lifejacket and emergency breathing system during pool exercises, and learning how to prepare for a helicopter ditching and an emergency landing. Sea survival is a natural extension of the pre-existing training facilities, which Ivascu says offers “the best training at the best price in Europe.” Also new for 2011 is cabin crew training, comprising initial safety courses, conversion and differences, recurrent training and medical interventions/first aid. The air taxi side of the RAS

Business aviation in Romania by the numbers 17

business aviation airports

Major business aviation airports* 1. Bucharest Baneasa 2. Bucharest Henri Coanda 3. Timisoara Traian Vuia



* ranked by the number of handler, charter, maintenance, sales and training organisations based at each.

11 business charter operators Leading fixed-wing charter operators** 1. Regional Air Services 2. Tiriac Air 3. Eurojet Romania

Leading helicopter charter operators** 1. Tiriac Air 2. C&I Corporation 3. Direct Aero Services ** ranked by number of aircraft for charter

business aircraft on the YR 95 Romanian register Data extracted from the Handbook of Business Aviation in Europe, and the EBAN reader roster.

business has a diverse fleet made up of a King Air 200, also for medevac, Diamond DA42, Piper Seneca, BN-2 Islander, Aerospatiale SA365N, Bell 206 and Guimbal Cabri. It has a DSIM-42 flight simulation training device which is an exact replica of the Diamond DA42, with accurate aerodynamics, systems replication and complex aircraft instruments simulation including a sophisticated external visual system. Ukraine is an enormous country with

Continued on next page

14 JULY 2011


spokesman reports. “Business aviation is our future as it is so convenient to spend time working rather than waiting in the airport. Now the main goal of business aviation is to become more accessible. Of course the financial crisis has influenced all flights, especially business aviation flights. But the good news is that this problem is gradually decreasing.”

Continued from previous page

from Eastern Europe with Ukraine being a popular destination,” he says. “There are various peculiarities about Kiev and other local destinations and it is prudent to keep an eye on handling, especially if the carrier is not too familiar with the area. “Apart from being highly expensive, vip lounges are usually not included in ‘standard’ handling packages and unless you put in a special request, passengers will be guided through commercial terminals. Also, having direct contact with service providers on the ground

Business aviation in Ukraine by the numbers 19 business aviation airports

Major business aviation airports* 1. Kiev Boryspil



2. Kiev Zhulyany



3. Simferopol



* ranked by the number of handler, charter, maintenance, sales and training organisations based at each.

22 business charter operators Leading fixed-wing charter operators** 1. Aero-Charter Airlines 2. Aerostar 3. Challenge Aero ** ranked by number of aircraft for charter

business aircraft on UR 116 the Ukrainian register Data extracted from the Handbook of Business Aviation in Europe, and the EBAN reader roster.

Alfa Air Services’ recently added Hawker 750 will fly alongside its Hawker 900XP.

is of great help, especially if your team has a Russian/Ukrainian speaker, as misunderstandings can be avoided and urgent matters resolved quickly.” The country retains close business connections with Russia. “Ukraine has a fully-featured market closely integrated into the European and Russian markets. It serves mostly its own clients and clients from Russia,” says Vladimir Gavrilov of Russian broker Absolut Avia. In June next year there will be a charter boom surrounding the Euro 2012 football championship, divided between Poland and Ukraine. Four destinations in each country include Lvov, Kharkiv, Donetsk and Kiev where the final will take place on July 1. Fabrice Mandon of broker Kevelair says his company is already working with some tour operators and travel agencies to offer packages for Euro 2012. “We aim to find reliable partners, as we have in the other eastern countries, to work with,” he says. Laszlo Pal at charter broker Air Connect Hungary says that Ukrainian passengers are similar to Russians, in that they also prefer midsize and bigger jets on commercial charters with stand-up cabins, even if the travelling group is small. “However, in the period after the latest economic recession, sometimes they are also pleased with super-light jets as well,” he says. “The super-midsize and large

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Yuzmashavia’s Yak-40 is equipped with leather seats in its passenger cabin.

jet fleet of Romania and Bulgaria is often very useful for us.”

Yuzmashavia Yuzmashavia is an air charter operator aiming to bridge the gap from eastern-manufactured aircraft types to modern western-built models. The company has its own Yak-40s and majors in cargo operations with Il-76 transport jets. However, it is equally at home organising charters with modern business jets and keen to take such aircraft onto its own operating certificate in the future. For now business flights are normally flown aboard a Yak-40 configured with 19 seats and modern systems such as ACAS 2, ELT and EGPWS. This has a passenger cabin

CHARTER BROKER NEWS... Music tour specialist Premier changes hands Specialist aviation and travel services group Hunt & Palmer has acquired aircraft charter broking company Premier Aviation (UK). Premier was established in 1994 and looks after the air travel requirements for many of the world’s leading performers, including Bruce Springsteen, Eric Clapton, Sting and Roger Waters. Hunt & Palmer chairman Jeremy Palmer said: “Premier Aviation is an established supplier to the music industry and as this is a market we have not ventured into previously, so the purchase opens the door to significant new opportunities.” Founder and former owner of Premier Aviation Adrian Whitmarsh, who will remain as a director post sale, commented: “I am delighted with the sale and see this as a very exciting development for both companies. The continuing relationship that we have with our clients is of primary importance to us and I have spoken personally with many of our key accounts to explain about the sale.”

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equipped with leather seats, sofa, TV and DVD. Aircraft are based at its home base of Dnipropetrovsk and at Gostomelbut, and the company’s concentration is on scheduled flights until August. However Dnipropetrovsk is still developing facilities for handling business aviation services: “There are quite a lot of business aviation flights here, even now. It is a growing trend,” a

Exciting developments are under way at Rotor Ukraine, which has begun work on applying for an AOC for commercial operations. From July the company will have increased its aircraft fleet to ten, and also begun to look for business beyond its national borders. “We have realised that national aviation certification is not sufficient any more for our fast-growing company,” says Oleksandr Guzenko. “That is why we are now getting ready for undergoing a European examination in order to issue pilot and engineer training certificates corresponding to the requirements of the European Union.” The company is a sales agent for Enstrom 480B and Robinson R44 helicopters, and the Diamond DA-42 light twin. “From September we will relocate our company’s office to a new air terminal at Kharkov International airport, where our pilot and engineer

US clients of the block hour Jet Access scheme offered by Cessna’s CitationAir can now include flights within Europe and the Middle East in their package. Jet Access now also covers aircraft chartered through Air Partner

Adrian Whitmarsh, director of Premier Aviation (UK) seals the deal with Jeremy Palmer, chairman of Hunt & Palmer.

Private Jets, provided customers purchase 50 hours of flying time within North America and 10 hours within the EMEA region. Air Partner was appointed last year to look after CitationAir’s customers flying privately in Europe. “Many US private aviation customers often need to travel within Europe and the Middle East, and CitationAir now offers a viable alternative,” said Steve O’Neill, CitationAir’s president.

ACI web site offers ‘immediate’ pricing Air Charter International has developed its own web portal which allows end users and customers to access instant pricing and pictures for a route, and book

their charter online. The company believes that its SkySearch site offers a major change in business aviation chartering. Claire Brugirard, who heads the charter sales team at ACI, says: “Other brokers do have online quoting systems, however, these are all powered by third parties, such as Avinode for example. “ACI now has its own in-house database of aircraft and a different way of calculating the cost and matching the right aircraft. “What we are offering is really much more catered to the end user who does not necessarily have an idea of what aircraft he should use, so the system picks the right aircraft for them through an intelligent short listing filter system.”

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JULY 2011 15


training centre will be housed as well as the aircraft maintenance centre and the marketing department,” Guzenko adds.

Career opportunities


Challenge Aero ProAir Charter Transport GmbH currently has its Learjet 31A based in Kiev as part of a joint venture with the Ukraine’s Challenge Aero. Challenge Aero is an airline based in Kiev and established in 2002. It operates charter flights within Ukraine and to neighbouring CIS countries. However, the airline now holds a leading position in business aviation and providing services for vip passengers. ProAir’s Elmar Monreal says: “Each company, ProAir and Challenge Aero, ranks highly at national level and has benefited from longstanding cooperation with each other. The formal union of ProAir and Challenge Aero will build on a number of successful projects we have carried out together. The formal partnership will enable us to consolidate and develop the creative and financial potential of both companies’ teams. Sharing experience and knowledge is the logical step to take our businesses to new heights.” Challenge Aero has subdivisions serving market niches in the Ukraine including fixed-wing and helicopter management, ground handling and dispatch support, fixed-wing and helicopter sales and purchase support, technical maintenance, air ticket sales, vip service arrangements and charter flights.

ABS Jets/Avcon Jet ABS Jets of Prague and Avcon Jet of Vienna are to open an Embraer line maintenance station at Kiev Borispol airport. The joint venture agreement will also cover warranty work on Embraer aircraft. Daniel Holda, technical director at ABS Jets, is particularly pleased with the development of the facility in Kiev having taken a lead role in the preparations and discussions to drive the agreement forward. Holda sees the Ukraine as “an area with great potential and an excellent location to become the third ABS Jets maintenance station after Prague and Bratislava.” Already looking to the future, he says: “The next phase is to further develop the maintenance station to attract third party customers and develop a close working relationship with existing and new clients.” ■

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European Business Air News July 2011  

The full July 2011 edition

European Business Air News July 2011  

The full July 2011 edition