EMEA & Asia 1
FLYCORPORATE EMEA & Asia
BRINGING TOGETHER BUSINESS AVIATION AND BUSINESS LEADERS
The Challenges Ahead FC Interview:
Scott Ernest President & CEO Cessna Aircraft Company
Meet the Operator • Registering Your Aircraft • The Infrastructure Challenge • Ask an Expert The Turbo-Proposition • Pilot Training • Landings: FC’s Guide to Seoul ISSUE 13 - 2012 ISSN: 2030-0468
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Contents FC UPFRONT 8 Meet the Team 足
10 Reference Index 12 News Analysis 16 Opinion: Avinode 18 Interview: Finserve 20 Ask an Expert: ARINC
22 The Turbo-proposition Rod Simpson takes a closer look at the turboprop market and finds that the demand is still high 26 Asia Poised to Take Flight Dan Smith investigates what is holding back the development of business aviation in China and across Asia 32 Registering Your Aircraft in China Nick Klenske explains that the key to a smooth route to a B-registration is finding the right local partner
Cover photo: Cessna Citiation CJ2+
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38 The FC Interview Diana Albiol catches up with Scott Ernest, recently appointed President & CEO of Cessna Aircraft Company 44 The Chinese Challenger Rod Simpson reports on the process involved in executive completions at the Flying Colours completion centre 46 Pilots: Are We Truly Running Short? Amy Laboda takes a look at what is being done to train the next generation of pilots and how the situation needs to be turned around 50 Meet the Operator We catch up with Metrojet and Asia Jet
FC REVIEW 53 BizApps The latest apps worth downloading 54 Landings: Seoul FCâ€™s trip planning tool for executives 60 Distribution Partners 62 On the Horizon
ARINC Direct窶認irst-class in every aspect of business aviation
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FlyCorporate Magazine EMEA & ASIA
Editorial and Publishing Director
Editor at large
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Nadia K. Del Rio
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FlyCorporate Senior Writers
Julie De Craecker
Nick Klenske Amy Laboda Rod Simpson
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FlyCorporate Magazine is published by .Mach Media. All rights reserved. Reproduction in whole or in part without written permission is prohibited. Subscribers: If the postal service alerts us that your magazine is undeliverable, we have no further obligation unless we receive a corrected address. How to Reach Us Letters to the Editor must include the writer’s full name, address and email coordinates. They may be edited for purposes of clarity or space, and should be addressed to email@example.com or to .Mach Media, Kortrijksesteenweg 62, Suite 11a, 9830 Sint-Martens-Latem, Belgium. You can also call us on +32 9 262 03 30 or fax on +32 9 262 03 39. Customer Service and Subscriptions: FlyCorporate’s magazine, weekly newsfeeds and our regular e-newsletter are free to subscribers. To subscribe to any of our products, please visit flycorporate.com.
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Reference Index Aero Friedrichshafen aero-expo.com
Dassault Aviation dassault-aviation.com
Airbus Corporate airbus.com
Donghai Jet donghaijet.com
Aircell Gogo aircell.com
European Business Aviation Association (EBAA) ebaa.org
ARINC Direct arincdirect.com Asia Jet asiajet.com Avinode avinode.com Asian Business Aviation Association (ABACE) abace.aero
Inmarsat inmarsat.com Iraqi Civil Aviation Authority (ICAA) iraqcaa.com Jeppesen jeppesen.com
Jet Aviation jetaviation.com
Middle East Business Aviation Association (MEBAA) mebaa.com
BAA Jet Management baasia.com
Flight Safety Foundation flightsafety.org
FlightSafety International flightsafety.com
Flying Colours Corp flyingcolourscorp.com
Gates and Partners gatesandpartners.com
Cessna Aircraft Company cessna.com
China Business Aviation Group cbajet.com
Hawker Pacific hawkerpacific.com
China Civil Aviation chinacivilaviation.com
International Air Transport Association (IATA) iata.org
NetJets Europe netjetseurope.com Pan Am International Flight Academy panamacademy.com Rockwell Collins rockwellcollins.com Signature Flight Support signatureflight.com TAG Aviation Asia tagaviation.com Thrane & Thrane thrane.com Universal Weather and Aviation, Inc. universalweather.com
PS: FC Reader Survey 2011
MEMO Gaining a Share of the China Pie Right now business aviation is all about new markets and Asia is where the next generation of bizav users is ready and waiting. When we say Asia, we primarily mean China — although the positive knock-on effect of this is felt across the region as a whole. To unlock the huge potential of any emerging market takes time and patience. It also takes a great deal of experience. Working with the right local partner is the key to opening the door to this, the world’s fastest expanding aviation market. In this issue of FlyCorporate we talk to the industry players who are intent on gaining their share of the China pie. Whatever hurdles need to be negotiated — and in China there are many — it is worth noting that unlike some parts of the world, where bizav is having to fight for its place, in China the authorities recognise the important role corporate jets play in encouraging economic growth. As we head off to Shanghai for ABACE 2012, I have a feeling we are about to witness one of the most exciting and positive events in the industry today. Until then, keep flying
Diana Albiol Managing Editor FlyCorporate EMEA & Asia firstname.lastname@example.org
We take great pride in publishing FlyCorporate and it is very important for us to know what you, our readers, want to see in the magazine. In October 2011 we kicked off our 2011 Reader Survey and the results were fantastic – we really appreciate your feedback! Here is a snapshot of the comments we received: • • • • •
Excellent focus on bizav Ease of reading Wide range of topics Global focus Fresh approach to stories
The FC team is dedicated to delivering quality and we have taken on board your requests for more pilot input and industry opinion articles. In addition to developing our editorial content, our focus on quality extends to our distribution of the magazine, and our BPA-audit reinforces this. To end, I just want to say congratulations to our Reader Survey winner, Mr Greg Woods. He kindly submitted a letter expressing his delight at winning the Relais & Chateaux experience, and gave us feedback on the magazine too. He said: “Thank you for publishing such a top-notch aviation magazine. I look forward to my next edition each time I turn the final page of the current one. Your insightful coverage, beautiful layouts and award-winning writers are top notch, and I recommend FlyCorporate magazine to my peers.”
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NEWS ANALYSIS: Clear Skies for Iraq
ecision by Iraq Civil Aviation Authority helps open the country to business aviation. Nick Klenske reports.
As the Middle East continues to grow as an important region for business aviation, post-war Iraq has been eyed by owners, operators and manufacturers as a potential area of opportunity – particularly as many regional and international companies look to move in with contracts. Unfortunately, these expectations were put on hold in 2010 when the Iraqi Civil Aviation Authority (ICAA) awarded Palm Jet with a 12-year contract for the exclusive rights for flight approval into the country. Needless to say, this decision caused an uproar within the business aviation community. But all of that changed recently as the ICAA officially announced its termination of the exclusive flight permit contract with Palm Jet.
MEBAA in Action At the forefront of this campaign to reverse the ICAA award was the Middle East Business Aviation Association (MEBAA), who immediately demanded that the Iraqi government intervene to prevent the creation of what it called “a monopoly over access to the country”. “When the original decision was announced, we immediately saw an increase in cost for permit and landing clearance – in some cases from US$200 to US$6,000 for aircraft with fewer than 10 seats and US$8,000 for those with more than 10 seats,” says Ali Al Naqbi, chairman and founder of MEBAA. “The decision to reverse this monopoly brings Iraq back into the normal way of doing business, which is important for the country as business aviation will play
a key role in the development of the country’s economy.” Al Naqbi noted that the change is a result of a coordinated, international effort that included IBAC and ICAO. Operators are now able to apply via either the ICAA or Iraq Airways.
Challenges Ahead That being said, operating into Iraq can still prove challenging. According to Universal Weather and Aviation, Inc., although broad-based US economic sanctions have been lifted on Iraq, ongoing concerns over safety require US-registered aircraft to obtain an exemption from the Federal Aviation Administration regarding FAA Special Federal Aviation Regulation 77 (SFAR 77). SFAR 77 imposes limits on US-registered aircraft from overflying Iraq and operating into Iraq. According to Larry Williams, Senior Trip Owner, Charter Management Team, Universal Weather and Aviation, Inc.: “US operators flying into Iraq need to plan well in advance in order to give themselves the necessary time to apply for an exemption to SFAR 77. Iraq is not a trip that can be planned quickly without the exemption.
There is a lot of paperwork to complete to receive the exemption and it can take as long as a month to receive. This process applies to all US-registered aircraft, but as of this moment, the SFAR77 does not apply to non-US-registered aircraft.” It is also important to keep in mind that the Iraq Stabilization and Insurgency Sanctions Regulations do exist and that US persons are prohibited from transferring, paying, exporting, withdrawing or otherwise dealing in the property and having interests in property of specific individuals and entities associated with the former Saddam Hussein regime, or those that pose a significant risk to undermining the nation’s stability. Advises Williams: “Prior to any trip, US operators should always screen all entities they are working with against the US Restricted Parties list.”
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NEWS ANALYSIS: Is Direct Financing the future?
he situation is grim and the forecast isn’t looking any better. As financing a business aircraft becomes tougher, buyers and sellers look for new options. Nick Klenske reports. On top of the already troubled European economy, those looking to purchase a business jet are also facing astronomical VAT rates, increased regulations and a fleeing of traditional financiers. As financing a business aircraft becomes tougher, buyers and sellers are on the lookout for alternatives. So does NetJets Europe have the answer?
The company recently launched its Direct Financing Program, which makes available an alternative financing method with rates comparable to those offered by major financial institutions. According to the company, it bridges the gap between lease and acquisition, allowing customers to purchase a mid-size or long-range aircraft through NetJets Europe Direct Finance, with competitive interest rates and with a minimal 25% down payment. At first glance, this seems to be a revolutionary move set to shake up the world of aircraft financing. But with another look, perhaps it is just the start of a trend working in reaction to external pressures. “The real problem with aircraft financing is external,” explains Aoife O’Sullivan, Partner, Gates and Partners. “It’s new regulations and VAT rules that can see an operator paying up to 24% of the total value of the aircraft.” “This NetJets Europe announcement is great news in the sense that a company is financing its own product and putting its money where its mouth is,” comments O’Sullivan. “But one has to remember that the NetJets Europe model is purely for NetJets customers, who tend not to
be the same type of customer that wants to finance a business aircraft outright.”
The Big Picture If you step back and look at the bigger picture, you’ll see the real changes in aircraft financing are happening with the top-level buyers. “As banks continue to face more stringent regulations, everyone is chasing the same person, who doesn’t even need the financing anyway,” says O’Sullivan. “The resulting trend is that cash is now king.” O’Sullivan references the fact that the jets coming onto the market – such as the G650 – tend to be big and expensive. If financing is tight, where are the buyers coming from? “Simple, they’re selffinancing with cash,” she says. If this is the current scenario, is business aviation shifting towards a high-networth-only club? What about the ‘little guys’? “In the coming years we’ll see new financing structures develop,” says O’Sullivan. “On the one hand, expect to see more financing opportunities coming from China. On the other hand, you’ll see more local financing where a local bank teams up with a local expert to provide a financing solution for a local operator.”
ÂŠ 2012 Rockwell Collins. All rights reserved.
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OPINION: What is the future of charter?
vinode’s Managing Director, Oliver King, kicks off FlyCorporate’s new guest slot this month and gives his opinion on the next evolution in charter. In Europe and the US, we have come a long way from the wild-west days of underregulated skies and under-developed infrastructure, but have we really reached the end of our progression? Just where are the developed markets headed? Is it possible that the beginnings of a new phase of development have already started cropping up right under our noses? As we look at the European and North American charter markets, we see a new phase percolating just under the surface. With the emergence of, what could be called, the “Logistical Charter Model” we believe that a new phase in our markets’ development is beginning to take shape and this may change the way we, as an industry, look at charter. With the traditional charter model, an operator has two sources of income, aircraft management and charter income from managed or owned aircraft. The Logistical Charter Model, however, focuses on product movement, and, as such, engages in the singular task of making charter available to the end client. These new-style charter companies own and operate their own aircraft; generally have large, but relatively homogenous, fleets; and focus on the business of moving people in an efficient and price-competitive way from point A to point B.
So why do we believe that this model has staying power? Well, to begin with, by having a large, homogeneous fleet of aircraft, charter companies that employ this particular model can enjoy the benefits of scale. They can place aircraft around a region, or around the world, and, since these aircraft are relatively interchangeable they can have them ready for a client practically anywhere, almost at a moment’s notice. The sheer scale of their operations also gives them the ability to lower costs, and broaden the scope of their audience, which brings us to the second reason this model has the potential to stick around. It makes charter available to a completely new clientele. By expanding our available pool of end clients we will be able to not only sustain business, but actually grow as an industry. While expanding the industry and lowering costs are two very persuasive reasons to watch this business model, there is also a third one. From a financial perspective this logistical approach to charter creates a scenario where the business case of an operator could be used as an argument for financing instead of the value of an asset. While very few financiers are doing this for the charter industry today, using your business case to secure financing is
Have we really reached the end of our progression?
‘business as usual’ over on the commercial airline side, and could present another opportunity for the charter industry to expand. So, where does all this lead? To find out the answer to that question we may have to wait a few years, but in the meantime we will be watching the development of this new business model with interest.
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INTERVIEW: A Long-Term View on Coverage
s a bizav operator, you probably have aircraft insurance – so as far as liability goes, you’re pretty much covered, right?
by Nick Klenske
Think about this: Besides flying the aircraft, you also provide such ground services as baggage handling, taxiing and parking. As any operator knows, tarmacs are busy places and hangars get crowded. So when you’re taxiing your aircraft across the tarmac and towards the hangar and you bump into somebody else’s jet, guess what? That aircraft liability policy isn’t going to help you. “Over 50% of all claims happen on the ground, which is exactly why you need an all-inclusive business aviation insurance plan,” says Guy Broddin, CEO, FinServe.
An Operator’s Insurance Policy To meet this industry need for an all-inclusive insurance coverage, last year Antwerp-based FinServe launched its FinServe European Business Aviation Placement (F-EBAP) policy. F-EBAP is a privileged insurance programme designed specifically for quality business aircraft owners and operators. It offers a comprehensive coverage on a broad range of the risks inherent in operating a business aircraft.
“We thought it was necessary to launch a programme more compliant with the business aircraft operator’s full range of needs,” says Broddin. “Most policies are very limited, covering only the aircraft. The risk exposure of the business aircraft operator, however, involves much more than just the aircraft itself.” Instead of an aircraft insurance program, F-EBAP positions itself as an operator’s insurance policy. Since every operator’s needs are different, the key is to offer a fully customisable service. “Our policy can be amended as needed to include clauses that cover such issues as Premises and Hangar Keeper’s Liability, material and equipment used around the aircraft, General Aviation Liability and spare parts insurance, just to name a few,” explains Broddin. “Generally speaking, standalone insurance policies covering each of these items individually can be quite expensive. With F-EBAP, however, each of these clauses is added at almost no additional premium.”
“Over 50% of all claims happen on the ground”
The Backing of Expertise With so many areas of potential risk, how can an operator know where they need coverage and where they don’t? That’s where the benefit of having an insurance professional with a foundation in business aviation comes in handy.
customers have been with us since the beginning, and that’s a testament to our commitment to providing a full, comprehensive service over simply offering the lowest premiums.”
FinServe, who this year celebrates 25 years in the business, has the unique expertise of knowing exactly what a particular operator or owner needs in order to fly worry free.
Broddin notes that in today’s economy, insurance providers are under a lot of pressure to lower premiums by offering a less-inclusive coverage. “Although this may save money up front, it costs more when an incident occurs,” says Broddin. “And really, what’s the point of a policy that only covers half of your risks?’”
“For us, the key is backing our professional policies with a personalised service,” says Broddin. “Many of our
Clearly, after 25 years of focusing on the long term, FinServe doesn’t fall for this type of short-term view.
Guy Broddin CEO, FinServe EBACE 2012 - booth 383
The Global Show for General Aviation EDNY: N 47 40.3
E 009 30.7
Wed. 18. – Sat. 21. April 2012 Friedrichshafen, Germany
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ASK AN EXPERT: When purchasing a business jet...
t what point is it advisable to determine your IFE requirements and what are the most important considerations when planning connectivity?
by James Hardie ARINC
Business jet buyers should be looking at their chosen aircraft not just as a means of fast transportation but also as a means of inflight productivity and therefore the IFE requirements should be considered at the outset. It is worth taking into consideration, especially for charter companies, that it’s possible your aircraft will be selected by customers based on its communications capability, as opposed to range and good looks. When planning your IFE/connectivity I always encourage buyers to consider it like any other business asset that has a job to do. When researching your options, the first port of call is usually the Original Equipment Manufacturer (OEM) of the aircraft you are considering. They know the capabilities of their airframes better than anyone. However, it is also advisable to get the corporate IT department involved. If this is going to be another office on the corporate network then they can help with understanding the reality of bandwidth requirements within your business. The lifecycle of the aircraft and the ability to future-proof the airframe and its communication technology
are very important considerations, so my advice is to look at upgrade paths that are within that airframe lifecycle timeframe. Assess your needs and the minimum requirement versus the cost. When asking about upgrade paths and the cost of retrofit, don’t forget to take into account downtime and obtaining an alternative aircraft. Retrofit is increasingly accessible and commercially viable, possibly extending the useful life of an old airframe or increasing the utility of a smaller airframe for longer flights. Inmarsat’s Swift Broadband 200 service offers 200Kbps broadband type connection via a blade antenna with reasonable coverage. It is not inconceivable these days to have a decent Internet service added to an aircraft for less than $100k. Suppliers like Thrane and Thrane, EMS and Cobham, to name a few, all offer a variety of solutions for different satellite systems. One of the main drivers of connectivity on an aircraft is the cabin services for passengers, however, the whole aircraft benefits from this capability and in recent months we have seen a plethora of flight deck applications enter the market on the back of the iPad and other tablets. This has enabled information that was previously only available via aircraft avionics to be available on board from a live feed. Things like live weather radar and other data, coupled with mapping functionality for example, enable pilots to easily re-route their aircraft or make other operational decisions.
The easy availability of bandwidth and point-to-point connectivity is already starting to have an impact in areas like engine health monitoring, and Flight Operations Quality Assurance (FOQA) data delivery. The future operations of the aircraft will be ever increasingly network enabled giving pilots the chance to make better collaborative decisions with more up-to-date information and input.
So, to conclude, when planning your connectivity needs, I would consider objectively “Why do I need the aircraft and where am I going to typically use it in terms of regions and length of flight?” Really examine your current needs and look at your bandwidth requirements. Analyse they way you work now and question what your future needs may be; this will avoid the heavy costs of poor connectivity and having to upgrade in the future.
Connectivity Availability In recent years we have seen a rapid increase in the accessibility of connectivity solutions on board aircraft. The main means of inflight connectivity remains satellite based, although Aircell’s GoGo solution is enjoying success in North America with direct air-to-ground connectivity. This is partly due to it being a large continental single market, which is mature for air travel and broadband usage. Other markets for aircraft connectivity, with more complex sovereignty and regulatory issues, remain exclusively accessed via satellite means, at least for now.
Typical Cabin 2.4kbps Connection Speeds
Voice, fax, email via dial up
Inmarsat I-3 Inmarsat I-3 Inmarsat Ku Classic Swift64 I-4 Swift Broadband 4.8 to 9.6kbps for high-quality voice; lowspeed data and safety communications such as ACARS
64kbps per ISDN channel; up to 4 channels bonded to give higher speed Internet access
Up to 432kbps per channel; simultaneous voice and broadband data up to 432kbps per channel
Air to ground 256kbps; ground to aircraft from 512 kbps to 3.5 Mbps
Voice, fax, email via dial up
Voice, fax, email, Internet, larger file downloads and richer content
Streaming Media, Video conferencing, VOIP
Streaming Media, Video conferencing, VOIP
James Hardie Director of Business Aviation ARINC arincdirect.com
James Hardie is Director of Business Aviation services at ARINC based in the UK, with responsibility for ARINC Direct within the ARINC International Division of EMEA and Asia Pacific regions. ARINC Direct was established in the USA in 2003 to provide direct access for business jet operators to ARINC communication services.
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The TurboProposition I
n days gone by, aircraft always used to have propellers â€“ but, surely, today they are old-fashioned? Only jets make sense as business aircraft, donâ€™t they? Well not exactly, says Rod Simpson, as he takes a closer look at the turboprop market and finds that the demand is still high.
King Air 350
In 2010, a third of all turbine-engined aircraft deliveries were turboprops, and this ratio has actually been increasing with over 2,200 new aircraft delivered over the past five years. The reason is not hard to find. Certain types of business mission require the speed and range of jet aircraft and, for other business users, the unique qualities of turboprop aircraft suit their needs precisely.
Turboprop technicalities Essentially, a turboprop engine is a gas turbine (jet) engine which drives a propeller rather than relying on jet thrust to move the aircraft forward. Turbine engines operate at much higher temperatures than piston engines, so they are considerably more expensive to manufacture – but they have the great advantage of being much more powerful and generally lighter and more compact than piston engines. They are also very much more reliable with extremely low failure rates. Among engine manufacturers, the undisputed market leader in the 500shp to 1500shp range fitted to most current production types, is Pratt & Whitney, whose PT6A powers not only business turboprops but also military, agricultural and small airliner aircraft. Compared with pure-jet aircraft, turboprops have advantages and disadvantages. Generally, turboprops do not fly as fast as the jets and a King Air B200 will cruise at 310kts, whereas an Embraer Phenom 300 jet cruises at 453 kts. Consequently, the King Air will
take an hour longer than the Phenom on a 1,000 mile trip. However, some turboprops are considerably faster and,notably, Piaggio’s Avanti cruises at over 400 kts – which is not a great deal less than the Phenom. Overall, turboprops have a lower cost of operation and, for companies flying fairly short sectors of maybe 300 or 400 miles, the time penalty compared with jets is negligible. However, the cost savings are worthwhile, with an Avanti saving $195 per hour in fuel compared with a Citation CJ3. Some other costs also tend to be lower for turboprops, particularly maintenance costs per flight hour and, to some degree, insurance. Turboprop aircraft are also able to operate into smaller airstrips than the jets, which is important for many business users who need to visit smaller airports. For instance, a King Air 250 can operate into a 2,110ft runway whereas a Premier IA requires 80% more runway length (3,790ft) and turboprop aircraft are generally more capable of using grass airfields whereas most jets require a concrete runway.
The Turboprop Choice From the passenger’s standpoint, modern turboprop aircraft are as comfortable and well equipped as business jets and, while they may feel a little different to ride in, their vibration and noise levels are very acceptable. Currently in production are four twinengined models and four single-engined aircraft, all powered by versions of the PT6A. Because of the reliability of
turboprops, the single-engined aircraft are increasingly popular and are not only safe, but also have the lower costs offered by one engine. At entry level, the Piper Meridian is a derivative of Piper’s popular Malibu, priced at around $2 million. It is a highly suitable aircraft for small businesses, with four seats in the main cabin, and can easily be flown by a competent owner-pilot. A little larger, and with a 320kt cruise performance, is the TBM850 which goes almost as fast as the Citation Mustang light jet and, again, is very popular with owner-pilots. This is a serious aircraft, which is used by many owners for quite ambitious journeys, including transatlantic trips. Cessna’s offering is the Grand Caravan, which is a deluxe version of their highwing utility Model 208 Caravan. It has the advantage of a luxurious and very spacious six- to nine-place main cabin and is useful for operating into remote locations; its only downside is that it is not as fast as the other turboprop singles. Taking up the rear is the largest aircraft in this category, the Pilatus PC-12. The PC-12 has consistently sold at the rate of about 100 aircraft a year and is in service with the Royal Canadian Mounted Police and the Australian Flying Doctor Service, in addition to many private and business owners. It has a convenient forward airstair door and a huge rear cargo hatch, which can be used to load everything from motor bikes to small boats.
From the passenger’s standpoint, modern turboprop aircraft are as comfortable and well equipped as business jets
24 EMEA & ASIA
When it comes to the twins, Hawker Beechcraft dominates the sector with its three King Airs, the C90GTx, 250 and 350i, all of which have been significantly upgraded recently and all of which are fitted with the 3-screen Rockwell Collins ProLine 21 integrated avionics suite. The smallest King Air is the C90GTx and more than 2,700 of these King Air 90s have been built over the last 50 years. Seating six passengers in the main cabin, the C90GTx is very quiet and has a large rear baggage area, which is accessible in flight. The King Air 250, developed from the B200GT, is larger with a standard 8-passenger main cabin and the option of seating two more, and the 350i is, again, slightly bigger and has greater performance. Beech has recently introduced its Flexcabin system, which allows the arrangement of seats to be changed and includes berthable seats and an optional ottoman side-facing sofa. The final twin turboprop is the Italiandesigned Piaggio Avanti II described in our separate story. The pusher engines and rear-set wing of the Avanti result in a very spacious cabin with low noise levels. This is the fastest turboprop around and more than 200 have now been built. In this turboprop sector, there are high-quality aircraft to suit every requirement and in a price range of $2 million to $8 million depending on the necessary passenger capacity and performance. Turboprops offer advantages over jets in certain operating circumstances and their economic profile of the “TurboProposition” can be very appealing.
Piaggio Avanti II
Turboprops – The User’s View Perhaps the largest individual user of turboprop aircraft is the fractional ownership company Avantair. Based at Clearwater in Florida, Avantair has grown rapidly since it was founded in 2003 and now flies a fleet of 57 Piaggio Avantis. It has over 1,000 customers across the United States, some of whom use the company’s Edge travelcard system, and, according to company founder and CEO, Steve Santo, “Our big selling feature is the huge luxurious cabin of the Avanti and the fact that it has a full-sized restroom in the back. Combine that with the speed of the Avanti, which puts it in the jet class – but with much lower operating costs – and we have a real winner”. Avantair estimates that 60% of its customers are flying for business – but 40% are private clients. “They love it,” says Santo. “One lady client said: I would hand over anything I own to avoid giving up my Avantair travel”. Avantair has a sophisticated operations centre at Clearwater and employs over 200 pilots with aircraft available anywhere in North America. The company has shown that the cost advantage of its turboprops allow it to win in direct competition with companies, such as NetJets and the Avanti proves that turboprops can be an attractive alternative to jet aircraft.
“I would hand over anything I own to avoid giving up my Avantair travel”
Business Aviation E-Media. Where the E stands for
ce ÂŠ Aerospa m a e r t s f l G500 - Gu
Bringing together business aviation and business leaders
20 1 2
26 EMEA & ASIA
Asia Poised to Take Flight
or the past few years China has been touted as the answer to the global business aviation industry’s problems. With real GDP growth of 9.2% in 2011*, and the promotion of the country to number two spot on the list of the world’s largest economies, the hype (and hope) should come as no surprise. So what is holding back the development of business aviation in China and across Asia? Dan Smith investigates. In Europe and North America we almost take business aviation for granted. It is relatively easy to find an operator who can arrange the necessary permits, provide an aircraft and crew for the mission, and undertake the flight itself. This ease of access is the product of a long history of corporate aviation in these regions.
Attracting suitably qualified expats is a costly business, notes Mike Walsh, CEO of Hong Kong-based Asia Jet: “Pilot and senior management salaries have risen by more than 25% over the past two years, yet management fees and charter rates are coming down as more competition enters the market. It’s the reality of supply and demand and the growing pains of a new industry.”
Fledgling Industry Compare that to Asia, where business aviation is a relatively recent development. Here, finding pilots, engineers, dispatchers and even managers with experience in corporate aviation can be a difficult and costly enterprise. “There are a limited number of experienced nationals available,” notes Carlos Gomez, CEO of TAG Aviation Asia. “Expatriates must be attracted to fill the gaps, and even then immigration, work permit, and family issues often limit the pool available and generate higher turnover than other areas.”
Strong Relationships Needed Taxes and charges at airports are also high, making business aviation a costly alternative. “Geography and the maturity of alternative transportation systems provide travellers with less expensive modes of transport, especially in countries such as Japan,” notes Paul Desgrosseilliers, General Manager of Jet Aviation’s Beijing Representative Office. “The economies of many developing Asian countries have not yet provided the necessary demand or infrastructure for business jet operators.”
Strong relationships are critically important in Asia
* International Monetary Fund, China Economic Outlook, 6 February 2012
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Unlike in Europe and North America, strong relationships with providers, airports and clients are critically important in Asia. Operators who are seeking to make a quick buck in the region are likely to be disappointed. “Metrojet is one of the pioneers of business aviation in Asia,” notes the company’s CEO, Björn Naf. “We have been around for over 15 years and have established strong relationships. These intangible factors are big challenges for operators who wish to establish themselves in Asia.”
Developing Infrastructure For operators who wish to establish themselves in China, the hurdles are even greater. “China does not have a long history of private aviation but has a large appetite for the benefits it can provide,” explains Alan Smith, CEO of Hawker Pacific. “There are not a lot of places focused on general aviation or serving as incubators for the industry. The result is that there are many aspects of the necessary infrastructure and support systems that are only now being gradually improved or provided.” Hawker Pacific has been actively involved in developing that infrastructure in China, opening the first FBO at Hongqiao Airport in a joint venture with the Shanghai Airports Authority. OEMs are also starting to provide facilities in the region to train pilots and corporate jet staff. “Airbus has invested in a major training centre in Beijing that is helping to meet
this demand, but it will continue to be a challenge for customers in coming years,” explains Francois Chazelle, VP Airbus Corporate. “One of the good things is that the Chinese authorities have understood the positive role played by corporate jets in encouraging economic growth.” With foreign participation in operational and maintenance enterprises limited to 49%, finding a partner you can work with is critical. “Cultural gaps in these joint ventures take time to bridge and cannot be overlooked,” explains Desgrosseilliers. Western banks are also unlikely to fund the purchase of business jets which, on paper, will be based in China. One of the key reasons is the unfavourable legal environment in the event that the aircraft needs to be repossessed by the financier. “This is one of the reasons why Hong Kong Airport is becoming jammed with business aircraft,” says Walsh. “It’s China, but Hong Kong is an open destination and that encourages people and assets to be based there.” Ramp space is now at a premium in Hong Kong with Walsh estimating that the number of local- and foreign- registered business aircraft parked at the airport will exceed that of the Special Administrative Region’s (SAR) flag carrier Cathay Pacific by year end.
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Airport Access and Charges Ramp space at China’s airports is less of a problem, however, congestion in Beijing and Shanghai is becoming a concern with slots limited and sometimes only available in off-peak periods. There are currently 175 airports across China. Around 60 of these facilities are joint civil-military airports and access to these is very restricted. “It’s the closed domestic and military airports which provide the most headaches for foreign-tailed aircraft, including Hong Kong B-registered aircraft,” notes Walsh. “You may require diplomatic relationships or sponsorship letters
from local governments, in addition to the normal sponsorship letters that are required. That is why it still takes a minimum of two to three days, and up to seven to ten days, to be granted a permit to land.” Aircraft with Chinese B-registration can avoid this process and can usually fly domestically within a shorter space of time.
“Permit and approval regulations have been consistently easing,” notes Desgrosseilliers. “However, the Chinese government is concentrating on maintaining a safe and efficient system. Further easing may continue, but at a slow and reasonable rate to ensure safety standards are maintained.”
Most operators believe that the situation is improving. “Incremental improvements in civil aviation continue in all areas,” says Hawker’s Smith. “The Civil Aviation Administration of China (CAAC) is dedicated to the industry and they see it as a national priority.”
Airport taxes and charges are also an issue and make flying in China an expensive proposition. “Currently there is no ceiling on the charges that can be applied to operators for airport usage,” explains Walsh.
Aviation and China’s 12th Five-year Guideline Since the formation of the People’s Republic of China in 1949, the government has used a series of five-year programmes to set the economic and social priorities for the country. In 2006, the eleventh five-year programme was adopted by the government. At this time, the programmes were renamed Five-year Guidelines, rather than Five-year Plan to more accurately reflect China’s goal of transitioning to a socialist market economy. The current Five-year Guideline, China’s twelfth, was adopted by the National People’s Congress on 14 March 2011 and will run until 2015. The broad goals of the 12th Guideline are to: shift development from the coastal areas of China to rural and inland areas – particularly in the relatively undeveloped western cities and provinces; slow GDP growth to around 8%; increase spending on research and development to 2.2% of GDP; improve domestic demand for China’s manufacturing output; and to further curb population growth. The manufacture of high-end equipment, which includes the aeronautic industry, is one of the seven sectors that have been elevated to strategic significance under the 12th Guideline. The development of Comac’s C919 narrow-body airliner and its ARJ21 regional jet, as well as an increase in helicopter production, are just some of the aviation projects which will receive attention and funding under the Guideline. Planned investments in the aviation sector will total more than RMB1.5 trillion (€144 M/$190 M) by 2015. Development of aviation infrastructure has been highlighted and the Civil Aviation Administration of China (CAAC) will increase the number of airports by almost 26% to 220 through a massive construction and expansion programme. This includes the development of a second airport to serve Beijing. Emphasis will be placed on the development of general aviation facilities, particularly in western China. CAAC also plans to develop technical infrastructure such as the civil aviation broadband data network and radar coverage.
Increasing Utilisation Nearly all operators report that business jet usage is increasing across Asia. “Private utilisation is around 350 to 400 hours per year,” explains Gomez. “But as the benefits for business and other activities, are realised we are observing an increase.” “We are seeing steady increases in utilisation and the future looks good as the owners discover more and more ways to use their aircraft,” notes Smith. Typically aircraft flying in Asia are carrying more passengers than in other parts of the world says Walsh: “Group sizes are averaging six to eight passengers, versus four to five in Europe and the US.” Walsh also notes that many countries in the region are taking action to liberalise their airspace and encourage business aviation to develop. “Japan, Taiwan and member countries of the Association of Southeast Asian Nations (ASEAN) are developing, albeit on a much smaller scale.” Walsh also points to Indonesia: “With a growing economy, many hard-toreach islands, and concern over the safety and best practices of local operators, Indonesia is perfectly set for charter operators.”
Larger Aircraft Remain Popular Across Asia, most operators report high levels of demand for large-cabin aircraft with long range. Part of this demand is driven by the type of missions the aircraft are required to perform, with destinations in the US and Europe being popular. As China seeks to increase its influence in the world, flights to regions such as the Middle East and South America are also increasing. The high taxes and charges at Chinese airports also make larger aircraft more attractive for operators. “This is why the China market is currently dominated by heavy jets,” explains Walsh. “The economies of scale can just about justify the running costs. Smaller jets are going to struggle for the foreseeable future.” That’s not to say that the market is completely closed to smaller aircraft. “In countries where there is more developed infrastructure and use of aircraft for business, there is a good market for smaller cabin jets and turboprops,” notes Smith. “In China we are gradually seeing smaller aircraft enter service as more buyers enter the marketplace.”
Maturing Region As Europe’s economy staggers and recovery in the US remains slow, many airframe makers and operators would like to see Asia’s fledgling business aviation industry take off. While it may take some time to see that vision become a reality, there are strong indications that the momentum is building. “The growth potential for business aviation in Asia is enormous,” says Naf. “If you look at the manufacturers’ order books you will see there are a hundred jets a year on average coming to the region.” As the fleet grows in Asia, the maintenance, personnel and regulatory problems are certain to lessen. It is even conceivable that within ten to fifteen years, the size of the business aviation industry in the region will exceed that of more developed parts of the world.
Planned investments in the aviation sector will total more than RMB1.5 trillion (€144 M/$190 M) by 2015
Dassault Falcon 2000
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Registering Your Aircraft in China A Straight Forward Route to B?
eople tend to view any business process in China as being overly complex, bureaucratic and pitted with a maze of rules and regulations. Although that may be true in some general circumstances, perhaps surprisingly, that’s not necessarily the case when registering a business aircraft in China. Nick Klenske explains that the key to a smooth route to a B-registration is finding the right local partner.
If one was to summarise the Chinese aircraft registration process in one word, it would be ‘straightforward’. To many, that’s probably the last word one would think of applying to any bureaucratic process – particularly in China, where the government is notorious for favouring sky space for military operations. Although things are changing, on the aviation totem pole, business aviation still occupies the bottom rung. But perhaps this is a sign that things really are changing. “Overall, yes, the registration process here in China is rather straightforward and not very different from the process found anywhere else in the world,” says Jason Liao, Chairman of the China Business Aviation Group. “The underlying message of the entire process is safety, safety, safety.” This borderline obsessive and almost singular focus on safety is perhaps what differentiates the Chinese registration process from others, but it does make sense. After all, business aviation is
growing very fast in China and the China Civil Aviation Authority (CCAA) wants to be very careful to make sure the designated aircraft manager is capable of safely operating the aircraft.
Importance of Local Partners The actual registration process is rather long – often lasting between four and six months – with every step essentially positioned as a safety audit. “The process begins at a very low, or local level,” explains Liao. “The registration must first be approved by the local CCAA office, then it goes to the regional office for approval, and then finally to the national CCAA headquarters for final approval and the granting of the B-registration.” At each step, the decision basically comes down to two factors: first, does the aircraft meet the safety requirements and, second, does the management company have the experience and expertise needed to safely manage the aircraft?
“The registration process here in China is rather straightforward”
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“Having the right management company is non-negotiable,” says Liao. “The CCAA puts management companies through a very comprehensive evaluation process before any approval – at any of the levels – is granted.” So how does one rest assured that they are working with the right management company? The key is finding the right local partner. For example, the China Business Aviation Group acts as a turnkey consulting partner that provides comprehensive consultation for people looking to buy an aircraft. “A local partner like CBAG can help you find the right aircraft, the right registration and the right management company,” says Liao. “In fact, regardless of who your local partner is, they should play a key role in negotiating your management contract – which is really where the registration process begins.” The reason that so much stress is placed on the importance of having the right local partner is because the Chinese business aviation culture is still very much in its infancy. “In a mature market people are buying and selling aircraft all the time, it’s nothing new,” says Liao. “But in China, everything about business aviation is brand new, meaning that the buyer simply has no prior experience or network and thus doesn’t even know who to talk to or where to begin. In fact, throughout the entire registration process there is a general lack of experience, which slows everything down.”
This is essentially what makes the buying and registration process in China seem much more complicated than it is (at least on paper) and also explains why there is such a focus on safety and the qualifications of the management company during the registration process. “Yes, the process itself is pretty straightforward, but because of the lack of culture surrounding it, it is very difficult to go about the registration process alone,” says Liao. “You really need local expertise to manage the whole process. After all, mistakes cost time – and in this business, time is money.” There are also secondary issues that may further complicate the registration process. For example, language. China requires all domestically registered aircraft to have a Chinese language placard – which may cause problems for those who will also be flying their aircraft in the west. “Again, having the right local partner will ensure that you get your placard listed in both English and Chinese,” says Liao. “It’s small issues like this that demonstrate the importance of working with someone who has local knowledge.”
Why Register in China? All this being said, why even bother with obtaining a Chinese registration? “The decision really comes down to usage,” says Liao. “If the majority of the aircraft’s use will be in China, then it makes sense to register it in China.” This is primarily because having a Chinese registration comes with several unique advantages. For one, it is much quicker getting flying clearance. A foreign-registered aircraft may need to wait several days before getting the ok, whereas a Chinese-registered aircraft can get clearance within just a couple of hours. Foreign-registered aircraft are also not allowed to station permanently within the country, meaning they have to fly outside Chinese airspace at least once a month – which of course can be costly. Furthermore, many airports are restricted to use by Chinese-registered aircraft only – particularly so-called military and commercial airports. Finally, the fees for operating a foreign-registered aircraft are much higher in China.
“Having the right local partner will ensure that you get your placard listed in both English and Chinese”
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The Hong Kong Alternative? If you are thinking that getting a Hong Kong registration might be a good alternative to a Chinese registration, think again. China views Hong Kong, Macau and Taiwan registrations, although all designated as ‘B’, as being a foreign registrations – meaning they have no access to any of the previously mentioned benefits. “One thing people must realise is that Hong Kong is very different from China,” says Wyn Li, Director, Marketing and Client Relations, Metrojet. “As a Hong Kong registration is technically a foreign registration, they don’t have access to as many benefits as a Chinese-registered aircraft does.” Metrojet is an aircraft management company based in Hong Kong with over 30 years of experience registering and managing aircraft in Hong Kong. “That’s really the main difference between the two locations – experience,” notes Li. “Hong Kong has a long history of managing private jets, meaning that we have a very developed infrastructure of airports, pilots, engineers, etc. and our civil aviation authority is much more streamlined.” One example of this difference in maturity is the MRO sector, which Li says China is still struggling with: “Hong Kong’s MROs have years of experience, whereas China’s MROs just opened up shop recently. To summarise the situation in China, the business aviation sector there is growing so fast, it’s hard for the infrastructure of pilots, engineers, etc. to keep up – which contributes to the country’s sometimes complex and lengthy registration process.”
“Really, one simply has to decide between the two by sitting down and weighing the benefits against the costs of having a Chinese registration versus a Hong Kong registration, as each offers specific advantages and disadvantages.”
The Airline Alternative One alternative route to operating in China is to set up in cooperation with a commercial airline. According to Mike Walsh, CEO at Asia Jet, doing so can speed the process up because the application will be viewed as domestic, as opposed to a foreign application. “Domestic licenses take approximately 18 months to two years to obtain from start to finish and require a lot of capital investment, including a minimum fleet of two aircraft for a commercial passenger carriage license,” explains Walsh. “This is one of the main reasons you are seeing commercial airlines setting up and running subsidiaries as business jet operators so they can bring across pilots and engineers from the airlines to the GA side.” This practice, however, is actually causing problems, as many of these ‘business aircraft airlines’ are registered and stationed in Hong Kong. “Space is really at a premium already with the total jets based in Hong Kong, both local and foreign registered, second in size only to Cathay Pacific’s fleet,” says Walsh. So what’s the answer? Regardless of where or how you register in China, at least for the foreseeable future, be prepared for a lengthy process: “It takes time,” concludes Li. “Don’t expect to buy an aircraft and immediately start flying!”
That being said, Li does point out that a Chinese registration does have its own benefits. For example, with the Chinese registration, an aircraft is viewed as being a domestic aircraft and thus has the ability to depart at any time, along with having the previously mentioned access to more airports.
“It takes time, don’t expect to buy an aircraft and immediately start flying!” Metrojet’s fleet of Hong Kong-registered aircraft
China: In Brief • To be cleared to fly, aircraft must first be registered with the local office of the Civil Aviation Administration of China. • After registration, pilots must submit flight plans for every journey, including time and route, before clearance will be granted. • In order to promote general aviation, China recently partially opened its lowaltitude airspace to locally registered, private flights. • Due to the amount of restricted airspace, China has a relatively low level of registered general aviation aircraft.
People’s Republic of China
B-1000 to B-9999
Republic of China (Taiwan) Hong Kong, China
B-10000 to B-99999
B-H (formerly VR-H)
B-HAA to B-HZZ
B-KAA to B-KZZ
B-L B-M (formerly CS during
B-LAA to B-LZZ
Portuguese rule before 1999)
Wyn Li Director of Marketing and Client Relations Metrojet Ltd.
B-MAA to B-MZZ
Did You Know? Prior to the 1997 handover to China, Hong Kong used the VR-H designation. After the handover, it opted to replace the VR with the Chinese B, which is why its aircraft are designated with only four letters in total, as opposed to the international norm of five letters.
Moving from the US to China? What if you have a corporate aircraft currently registered and located in the US, but which is being relocated to China – will it be required to have a Chinese registration?
Jason Liao Chairman and CEO China Business Aviation Group
At least at first, the aircraft can remain under its US registry and be operated as such for a period of time in China. However, if the aircraft is to be operated in China on a long-term basis, you may be required to get a Chinese registration. Importantly while operating under the US registration, only FAA certified pilots and maintenance personnel can fly and maintain the aircraft – even in a foreign country. In some instances, pilots may require an endorsement in order to operate the corporate aircraft in China. Further, the lack of maintenance personnel in general in China may make this requirement difficult to satisfy and thus, move one toward obtaining a Chinese registration.
After registration, pilots must submit flight plans for every journey, including time and route, before clearance will be granted
Mike Walsh CEO Asia Jet
President & CEO Cessna Aircraft Company
cott A Ernest is no stranger to aviation. When he joined Cessna Aircraft Company in May 2011 as president and CEO, he came armed with an impressive résumé spanning three decades of aviation experience. So what positive effect has the new guy had on the Kansas company? Quite a lot it seems, and leading from the top is exactly what Scott, a native of Kansas, has in mind. He talks to Diana Albiol about the future of the company and why a renewed focus on satisfaction for both customers and employees is his priority.
What attracted you to the position of CEO at Cessna and how does your aviation experience strengthen and shape the future of the company? Moving from the engine business to the aircraft original equipment manufacturer business was a natural evolution. I see my role as an opportunity to bring a new level of energy and engagement to Cessna. I am good at building and fostering cross-functional teams and have established product leaders over each of our jet and propeller lines, who have complete responsibility for their products’ life cycles. With a global assignment in Singapore in my previous job, I have a good understanding of global market dynamics and I am very comfortable in the service and manufacturing business. Also, I know how to evolve this company into an agile, responsive organisation that brings products to market quickly to satisfy customers’ needs and win competitively.
“I see my role as an opportunity to bring a new level of energy and engagement to Cessna”
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What has been the main focus since you started with Cessna and tell us about the workforce you are heading? Cessnaâ€™s greatest asset is its people; they care about producing great products and great results for our customers. We have a dedicated and engaged workforce and they take pride in what they do. For 2012 we are focused on improving our product management and this includes bringing our new aircraft to market on time. We also aim to grow our sales efforts globally â€“ this is critical to gathering customer feedback and maintaining a global footprint. I believe that we must maintain the highest standards of excellence in aftermarket service worldwide. This year we are also expanding our engagement with employees wherever and whenever possible. Management listens to their feedback on any subject and shares its own information. We are a team, after all, and listening carefully and responding promptly to the concerns and suggestions of our employees is really a hidden competitive advantage; a weapon that makes us all more productive. At NBAA11 you told FlyCorporate that service is your calling card; can you talk us through the launches and developments you are putting in place to improve customer satisfaction worldwide? We doubled our sales organisation around the world in 2011 to get closer to existing customers. We are also aggressively expanding our global service centre network with new facilities opening in the Czech Republic, England, Germany, Spain, Singapore and China. We are also expanding our international parts distribution and it is already paying off. For example, we have an expanded sales and marketing team based in China, which is having a significant impact on selling and positioning our products in this fast-growing market. With nearly 30 yearsâ€™ experience in aviation, what is your opinion on the current state of the industry and what is required to survive the current market conditions? The global business jet market remains challenging but we see slight improvements in 2012. The world is becoming more financially and economically connected and business aircraft are a competitive advantage for companies. It is a productivity tool to expand markets and to rapidly respond to customer needs around the world. We are actively evaluating market opportunities and will look to develop opportunities in emerging markets, if the move makes sense for our business and as customer needs dictate.
â€œWe doubled our sales organisation around the world in 2011 to get closer to existing customersâ€?
Citation M2 interior
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How would you describe Cessna’s position in the market in terms of aircraft range? Our philosophy has always been to allow the market to determine the future of our products. We listen to our customers carefully and use their guidance and experience with our products in determining the direction of new product development. Our current Citation business jet range extends from the fivepassenger Citation Mustang to the nine-passenger Citation TEN. Our two newest products – the Citation M2 and the Citation Latitude – are intended to complement and strengthen our product line, while directly taking on the competition in key market segments. Under your leadership, is the plan to keep the Cessna product development focus in the light- to mid-size market or is there a future role for Cessna in the large cabin market, perhaps revisiting the Columbus project in the future? Although the business jet market has been challenging, Cessna has long been successful in the light- and mid-size business jet markets and we will continue to place research and development emphasis on these markets. The product announcements last October with the M2 and Latitude represent Cessna’s accelerated product development focus.
“Our philosophy has always been to allow the market to determine the future of our products”
Citation TEN interior
Biography Scott A. Ernest became president and chief executive officer of Cessna Aircraft Company on 31 May 2011. He joined Cessna after a 29-year career at GE where he worked at GE Aviation, a $16 billion provider of jet engines, components and integrated systems for commercial and military aircraft. Scott left GE Aviation as vice-president and general manager of global supply chain, a role he accepted in 2003. Previously, he was vice-president and general manager of global operations for engine services, having been appointed to that position as well as being named an officer of General Electric Company, in 2001. His career at GE Aviation also included several general manager roles. He was promoted to manager for the Singapore service facility in 1993 and was named manager of the Winfield, Kansas, facility in 1995. Scott accepted the position of general manager, sourcing in 1998. Scott joined GE in 1982 through its Manufacturing Leadership Program after earning a bachelor’s degree in Mechanical Engineering from the University of Akron and a master’s degree in Engineering from the University of Cincinnati.
The entry-level jet M2 is a perfect step up from the Mustang or as an entry into the Citation product line. The Citation Latitude is a game-changing mid-size jet filling the gap between the Citation XLS+ and the Citation Sovereign. Since the announcement we have seen great market response with products being sold both in the United States, and internationally. At this time we have no plans to proceed with the development of the Columbus. However, our advanced design team and market analysts have a number of new products in the development pipeline. Stay tuned. How do you see Cessna’s presence growing outside the US. At present, 59% of Cessna’s deliveries are outside the US, but how do you expect this to change given the emerging BRIC markets and how are you investing in these regions? We are always actively evaluating market opportunities just about anywhere in the world it makes sense. However, besides the US, we see our greatest sales potential in China, Germany, the United Kingdom, Russia and the Middle East. As far as Brazil is concerned, it is a very mature business and
general aviation market that has been consistently successful for Cessna; we can usually expect to deliver ten percent of our production to the region each year. It is one of our largest markets outside the United States, and we’re quite positive that our growth will continue there. In Brazil, for example, we have a fleet of around 100 Citations whose operators can easily step up into our new light jet, the M2. And we’ll continue to work on developing new opportunities in key emerging markets, especially China. Fast forward a year from now, where will Cessna be in the market and what will you be saying when you look back over the previous year’s achievements? Citations have a reputation for efficiency, reliability and delivering on performance expectations, which puts us in a very strong competitive position. Our focus going forward is to continue to innovate our product stream, building out our service centre network to serve our global customer base, and creating great products our customers want to buy. We’re going to carry on providing innovative technology to keep our products fresh, including more functional and comfortable ‘smart’ cabins and upgraded cockpit technology.
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The Chinese Challenger Flying Colours Challenger 850
n the dynamic market for bizav in China certain models seem set to become firm favourites. Rod Simpson reports on the process involved in executive completions of the range of large corporate jets offered by the Canadian manufacturer Bombardier and the Flying Colours completion centre.
In the rapidly expanding Chinese market for business aviation, Bombardier has seen considerable success and ranks just behind Gulfstream with a 26% share of the country’s current business jet fleet. Among the most popular models for Chinese customers have been Bombardier’s Challenger 800 series. There are two principal models: the Challenger 850, which uses the airframe of the commercial CRJ200 and the 870 which has the longer fuselage of the CRJ700. Bombardier will also deliver the even longer Challenger 890 with the stretched fuselage of the CRJ900 but this version is primarily intended for customers requiring a corporate shuttle. On a recent visit to Montreal, FlyCorporate was able to find out how Bombardier’s busy factory, which produces all the Challenger models, is able to meet the needs of its worldwide customers. With strong demand for its aircraft, Bombardier had more than 50 assorted Challengers in production and completion at the time of our visit. Realising that it must be very competitive during the period of recession, the company has gone through a major reorganisation to ensure that the needs of customers are central to all its activities and to make everyone feel personally involved in the customer relationship. This even extends to shop floor workers being encouraged to attend delivery ceremonies for the handover of new aircraft and having the opportunity to speak to customers and explain their role in producing that customer’s aircraft.
Besides a number of aircraft destined for Chinese purchasers, including two Challenger 300s for charter operator Donghai Jet, there were several Challenger 850s at Montreal undergoing flight testing prior to interior completion and painting. Bombardier subcontracts completion of these aircraft to Flying Colours, based 250 miles away at Peterborough near Toronto. Flying Colours has been in the completions business since the mid-1980s and the Challenger 850s now form a major part of their activity, although other aircraft are welcomed. During our visit to Peterborough the crowded Flying Colours hangar had two Challenger 850s being fitted out and in the paint hangar another, equipped with a 17-seat VIP interior and destined for Shenyang-based Lily Jet, was receiving its elaborate colour scheme. Other aircraft delivered recently by Flying Colours include two Challenger 850s for BAA Jet Management in Shenzhen and another delivered to Hong Kong based Metrojet. Flying Colours also takes in ex-airline Bombardier CRJs and completely refurbishes them for the corporate market. The cabin arrangement and interior equipment is entirely determined by the customer and Challenger 850s will, typically, have seating for 15 passengers in three seating zones with a forward “club-four” section,
a central dining area and a divan in the rear of the cabin. The aircraft will have a large restroom in the back and a fully equipped forward galley. The rear baggage compartment is accessible from the cabin and the Challenger has a forward airstair entry door giving easy access for passengers and a stand-up cabin with a dozen windows on each side to make it bright and spacious. A wide selection of cabin equipment can be installed including individual screens for the Airshow and other entertainment and business systems. Most customers will also require satellite communications systems and this means that the Flying Colours technicians have to be expert in integrating and installing complex equipment such as the Aircell Gogo inflight broadband Internet system. At their Peterborough base, Flying Colours has a dedicated area where customers can create the interior of their aircraft with the help of the company’s designers. There are samples of many different leather seat coverings, fabrics for the trimming of walls and ceilings and carpets to meet most requirements. Also to be chosen are the counter tops for the galley and the fittings to go into the restroom. According to Sales
Director, Sean Gillespie, “Most customers have quite straightforward requirements, but sometimes we get unusual requests. One customer wanted a candelabra to be hung over the dining table and another requested a sleeping compartment with an angled bed.” Once the choices are made, the interior fittings, including cabinetry and upholstery, are fabricated by specialist Flying Colours teams and fitted and installed to the requirements of each new aircraft. Flying Colours has major expansion plans underway to meet increasing demand. The company acquired St. Louis-based Jet Corp, which now takes care of all component overhauls and handles some completions. They are also building a new hangar at Peterborough Airport to give extra capacity and handle refurbishment of aircraft up to the size of Boeing BBJs. For Flying Colours, its reputation is based on always meeting its customer’s needs. As the CEO of Flying Colours, John Gillespie points out, “Our aim is to design perfect quality and repeat it every time. We know that our people and our clients don’t want to waste their time and we must make them proud of the end result.”
Flying Colours has been in the completions business since the mid-1980s
Lily Jet Challenger in paint shop
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Are We Truly Running Short? W
hen looking at emerging regions, such as Asia, a shortage in experienced business aviation pilots is a notable hurdle for the industry and the question of how we will staff our cockpits in the future is something that needs attention. Amy Laboda takes a look at what is being done to train the next generation of pilots and how the situation needs to be turned around.
Let me start by qualifying all pilot shortage statements: this isn’t happening everywhere. It never does. If you are sitting in the US, for example, you might be laughing at the sheer absurdity of the suggestion that we are short of working pilots. American Airlines recently announced it is letting go 400 pilots. NetJets has quietly disconnected from its agreements in the Middle East, and will re-purpose pilots and aircraft from that region, muting demand for new pilots, at least temporarily. There are currently 250,000 commercial pilots globally. IATA (International Air Transport Association) predicts that over the next 10 years the aviation industry will need 17,000 new pilots every year. The Boeing Company projects that Asia will need 180,600 pilots in the next two decades, with 70,600 for China alone. Even in the mature market of the United States, the Bureau of Labor Statistics predicts an increased demand for pilots overall at 12% through 2018, with the increase in the number of commercial pilots (flying business aircraft for hire) predicted to be 19%. When there is a demand for airline pilots there is typically a pronounced ripple effect in the business aviation world. As airlines raise the rates on what they are willing to pay an experienced pilot it attracts the
attention of experienced business jet captains. Often corporate pilots view their tenure in the industry as a means to acquire the necessary pilot-in-command jet experience to land a more stable, better-paying airline career, so the moment these opportunities open up, they jump at them. This is not the case for all, but it is certainly an issue in the current economic situation. Whilst that’s good for the airlines, it’s a problem for corporate aviation. “Safety is highest in the years where aviation experiences low growth or even a contraction of the industry,” William Voss, CEO and President of the Flight Safety Foundation, tells FlyCorporate. “In years where there is a lot of growth we see accidents because inexperienced crews end up flying the aircraft.” It is a dilemma the Chinese aviation officials are most certainly facing and they must be asking themselves if they are ready to take on a richly diverse, complex civil aviation system. Can their private aircraft co-exist safely with airliners and military traffic? Do they have enough air traffic controllers and infrastructure to handle the growing traffic? And do they have experienced native pilots to safely control the aircraft? These are all questions that need to be addressed in any emerging region.
If the answers to all of these questions were yes, this would be easy, according to Voss. “China is very aware of the challenges and is trying to respond aggressively with the development of large-scale pilot, ATC and technician training institutions,” he says. Voss is concerned, however, that the response is still not going to keep up with the demand for pilots and technicians by the airlines, private individuals and corporations. In the past, airlines (except those in the US) have turned to entry-level (ab initio) sponsored training to produce a new intake of pilots, and now corporate pilots are able to take advantage of these ab initio training facilities, which are dotting up all over the world. Ab initio pilot training remains largely unsupported by private jet operators. NetJets was a pioneer in this arena after establishing a pilot training programme in 2008 in association with Oxford Training School, but the company discontinued the arrangement as the world economy struggled and the demand for pilots temporarily waned. Now, large training corporations such as CAE, Pan Am International Flight Acedemy, AeroSim and FlightSafety International are using the airline training centres to train their corporate pilots.
Ab initio pilot training remains largely unsupported by private jet operators
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“Asia is one of our growth markets,” says Gregory Darrow, Vice President of Sales and Training for Pan Am International Flight Academy. “We just signed a partnership agreement with All Nippon Airways to help sell their excess simulator time in Japan. Beyond that our plans are, in the next five years, to have three different Asian locations for pilot training.” The company, according to Darrow, a retired corporate pilot and airline captain, trains as many widebody corporate aircraft crews as it does airline crews. FlightSafety International, a Berkshire Hathaway company, trains a huge swath of the corporate pilots worldwide, and last month cut the ribbon on its newest Hong Kong facility. “We are pleased to expand the service we provide to Gulfstream and our mutual customers by offering Gulfstream G450 and G550 training in Hong Kong,” said Bruce Whitman, President & CEO. The Learning Center will serve upwards of 3,000 pilots, technicians, flight attendants and dispatchers per year. FlightSafety also offers training in Asia for operators of regional aircraft built by Bombardier and Embraer at the Tokyo International Airport and in Singapore. Training for Pratt & Whitney Canada engines is available from FlightSafety in Beijing, China. It will take more than just new flight simulation centres to tackle the upcoming surge of pilot training, and FlightSafety International knows this. The company recently introduced a new online training program called LiveLearning and the company’s centres are equipped with workstations to provide customers with access to LiveLearning courses. Jeppesen, a Boeing company and a provider of flight training materials can take a pilot from zero-time through the required ATPL necessary to captain a turbojet. The company focuses on flight schools, university training programmes Falcon 900LX cockpit
and the individual flight trainee. “For now, corporate pilots need to be at the controls of their own training programmes, at least until they are hired into their first corporate flight job,” says Julie Filucci, senior manager, aviation training solutions, Jeppesen. New, localised ab initio flight training programmes, such as the CAE Global Academies in Douala, Cameroon; Gondia, India and Langkawi, Malasyia, may become the spawning ground for the next generation of corporate pilots. Once ab initio training is complete and these trainee pilots are ready to move to the ATPL, they have access to a number of full motion flight simulators that are now located across the world. “We position training capability in world-class locations which are easily accessible to our business aircraft clients,” said Camille Mariamo, CAE regional leader for the Middle East and India. “By offering training on popular aircraft types in the region, pilots and maintenance technicians can train close to their base of operations.” Mariamo noted there is still a strong demand for pilot training, particularly for large cabin aircraft, which have held steady in the region despite the difficult economic times. The market is driven by charter operators and airline subsidiaries flying long-leg routes. “As the economy picks up, in 2012 or 2013, demand for qualified pilots will intensify,” Mariamo added. The aviation training industry as a whole appears ready to take on the rising demand for professional pilots, particularly in the Pacific Rim and Asia. The ab initio schools are in place near to where new pilots will come from, and the sophisticated flight simulation technology necessary to train higher end pilots is ready and waiting. They are building the infrastructure necessary to deal with the rising tide of demand, and soon, if the predictions are correct, the pilots will come.
MONDAY, MAY 14; TUESDAY, MAY 15; & WEDNESDAY, MAY 16, 2012 PALEXPO AND GENEVA INTERNATIONAL AIRPORT GENEVA, SWITZERLAND
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EMEA & ASIA
Making the Asset Work for You
by Dan Smith
sia Jet launched in 2008 with one aim in mind: to give clients who live in, or who are visiting Asia, a uniquely valuable service that was largely unavailable before. Asia Jet’s service offering includes on-demand charter, Jet Card Membership for frequent travellers, and ownership programmes for those who wish to invest in their own aircraft. prepared by top chefs, membership of the AirMed International’s air ambulance service, complementary airport transfers, accommodation at selected hotels and resorts, as well as other benefits. “Flying with Asia Jet not only means the highest levels of reliability, safety, and efficiency. It also means you are regarded and treated as part of the Asia Jet family with all the perks that brings,” says Walsh.
Assisting Potential Owners For clients who want to buy an aircraft, Asia Jet can provide general, technical, and financial information for each aircraft that they are considering. “We offer representation whether the client is purchasing a shared asset, or an aircraft they will own themselves,” says Walsh. “We can also place the aircraft in the Asia Jet fleet and manage it on the client’s behalf.” This enables the client to generate income from the aircraft and helps to reduce the total cost of ownership.
The company is headquartered in Hong Kong and has a branch office in Shanghai. Asia Jet also has representation in Beijing, Tokyo, and the US. For frequent flyers, Asia Jet offers two levels of membership in its Jet Card Program: Black and Corporate. “Our highly experienced account managers work with you to determine which card is the most cost-effective and best suits your travel needs,” explains Mike Walsh, Asia Jet’s CEO.
Through Asia Jet’s collaboration with China Eastern Airlines Executive Air (CEAEA), the company can now offer its existing China-based users and buyers the ability to lease their asset through Asia Jet if they require access to a Chinese ‘B’ CCAR135 licence. This licence enables the aircraft to be legitimately used for charter while the asset’s ownership and title remain offshore. It also enables the owner to defer the import duty (currently 24%) on the aircraft.
Asia Jet prides itself on knowing its members well. A personal profile is established for each Jet Card member, enabling the company to tailor each journey and cater for individual preferences.
“Essentially you only pay the duty on the lease payment over the term of the lease – typically three to five years,” explains Walsh. Owners save on import tax while charter users pay the taxes for flights flown in China. “You have an asset working for you in China with the added benefit that you can access the majority of open domestic airports in China within 24-hours of your application.”
Jet Card membership also provides a portfolio of complementary services. These include inflight catering
Over time, Asia Jet hopes to build a sizable fleet of aircraft within China to complement its growing fleet in Asia.
Being the Biggest vs Being the Best
etrojet Limited was established in 1995. A member of the Kadoorie family of companies, Metrojet has grown to provide a complete range of business aviation services including charter, management, maintenance services, and co-ownership programmes. The company can also support clients during the acquisition or sale of their aircraft.
Metrojet began operations with a Galaxy (now Gulfstream) G200 and the Kadoorie Group’s first helicopter. The company was awarded an Air Operator’s Certificate (FAA Part 121 equivalent) in June 1997, and received its Repair Station License from the Hong Kong Civil Aviation Department (HKCAD) in 2000. In 2001, the company leased its first Gulfstream IV. Since then, its fleet of owned and managed business jets has grown to include almost 30 aircraft from manufacturers such as Bombardier, Gulfstream, Cessna and Boeing. All aircraft are flown by highly trained and experienced international pilots. Metrojet is also known for its world-class cabin service. Cabin staff are trained by Peninsula Hotels – also part of the Kadoorie family – which is highly appreciated by owners and charter users. “Metrojet is dedicated to championing service and operational excellence within the business aviation industry in Hong Kong and Asia,” explains Björn Naf, CEO.
Accredited Support With over 110 maintenance professionals on staff, Metrojet is a fully certified repair station with approvals from both HKCAD and the US Federal Aviation Administration (FAA). It is also fully authorised to carry out maintenance on aircraft registered in countries including Bermuda, Canada, the Cayman Islands, China, the Isle of Man, Macau, Malaysia, and Taiwan. The maintenance department operates a 24/7 maintenance and an AOG hotline to support corporate aircraft throughout Asia. It is also an authorised repair facility for aircraft manufacturers such as Bombardier, Cessna, Gulfstream, and Hawker. The company was the first line and base maintenance authorised service centre in greater China for Embraer’s Lineage 1000 and Legacy 600/650 series of aircraft. Metrojet is also licensed to provide support for Pratt & Whitney and Honeywell engines, and Rockwell Collins systems.
Safety a Priority The safety of the aircraft it maintains and operates, and of its personnel and clients, are of paramount importance to Metrojet. The company employs a dedicated team of safety specialists who are responsible for identifying and mitigating potential safety hazards and risks in order to maintain a safe working environment. The company also complies with the standards of the International Business Aviation Council (IBAC) and the International Standards of Business Aircraft Operations (ISBAO). Metrojet has developed its own Safety Management System (SMS) and in September 2010 the company conducted the first business jet accident Emergency Response Exercise in Asia with the Hong Kong Airport Authority. The exercise enabled Metrojet to test the company’s emergency response plan and enhance its procedures. “Our heritage has built a strong foundation for our business,” says Naf. “We are growing and expanding our fleet – but we will not compromise our values. We want to be the best, not the biggest.”
BUSINESS AVIATION ON FULL DISPLAY IN SHANGHAI â€” MAKE PLANS TO BE THERE
Shanghai, China March 27, 28, 29, 2012
In Partnership with Shanghai Airport Authority and at Shanghai Hawker Pacific Business Aviation Service Centre on Hongqiao International Airport
Exhibits, Dozens of Aircraft on Side-by-Side Display and Education Sessions All in One Location
WWW.ABACE.AERO The Asian Business Aviation Conference & Exhibition is co-hosted by The National Business Aviation Association (NBAA), The Asian Business Aviation Association (AsBAA) and The Shanghai Exhibition Center.
The launch of the iPad has totally changed the way we work and communicate. It provides a new platform for business applications and information sharing. FlyCorporate looks at some of the latest apps designed for the bizav market.
Name of App Target User What does it do
Name of App Target User What does it do
Name of App Target User What does it do
Aviation Dictionary All This app is a useful guide for any newcomer into the world of aviation. With over 10,000 aviation terms, this guide helps explain the acronyms and terminology used in aviation. â‚Ź7.99
Name of App
Universal Weather and Aviation Ops Brief Pilots and flight departments Convenient access to operational briefing packages, including aviation weather, flight plans, fuel releases, ground handling confirmations, APIS confirmations, Runway analysis/ weight and balance reports. Free
Name of App Target User What does it do
ARINC Direct Pilots and flight departments Streamlined access to flight plans, weather information, charts, and NOTAMS through the ARINC Direct portal. It updates and stores all flight-relevant information automatically each time a pilot logs on. Free
Target User What does it do
Name of App Target User What does it do
European Aviation Fuel Tax Advisor Operators This new app calculates the standard VAT and fuel excise tax in Europe, highlighting opportunities for exemption and refunds. Free
On Time 2 Pilots The updated version now gives access to a database of 27,000 airports. You can select your departure and arrival airports and the time you would like to leave or arrive and OnTime calculates the rest, including fuel burn. â‚Ź15.99
Jeppesen Mobile FliteDeck Pilots Pilots can now access enroute chart data, terminal charts, and Jeppesen Airway Manual text. The app provides an interactive mobile enroute application that can be used as a true paperreplacement solution for RNAV capable flight decks. Free
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FCâ€™s trip planning tool for executives
ith a population of over ten million, Seoul earns its megacity status with ease, and is the thriving hub of South Korea with a booming economic and cultural infrastructure. Despite a turbulent past, the capital of South Korea is now enjoying prosperity with strong ties to the West and a thriving export economy. In Seoul, a strong work ethic prevails across a range of industries including the automotive, electronics and clothing industries and the city is home to many well-known brands such as Samsung, LG, Hyundai and Kia. Sliced by the Han river, the capital is also home to not one, but four UNESCO World Heritage Sites taking great pride in its past while embracing the future with equal zest.
FBO Services in Seoul
Incheon International Airport
Incheon International is a remarkable airport for airlines yet has no dedicated terminal for business aviation. There is an apron for private jets and transfers occur through the main passenger terminal, via the FBOs. With a 3750m runway, Incheon can accept aircraft of all sizes.
avjet.com AVJet Asia is based at both Gimpo International Airport and Incheon Airport and provides full service FBO facilities, including landing and overflight permits and immigration clearance escort.
Gimpo International Airport Once the main international airport of Seoul, Gimpo is now the second largest airport after Incheon International opened in 2001, and is the preferred hub for business aviation in Seoul. Located 17km from the city, the airport has a 3,200m runway and has the capacity to handle 32 flights a hour. There are 12 dedicated stands for private jets across the apron.
Connections It is not advisable to drive yourself around Seoul, so arranging transport is a must. The city is known for its heavy traffic and regular jams, so always allow plenty of time. It is advisable to arrange a driver for the duration of your stay in Seoul but if you opt for taxi services, it is essential that you have your destination written in Korean to show to the taxi driver, and remember to carry a card of the hotel with you for your journey home.
Korean Business Air Service kbas.com With a long history in providing business aviation services in Korea, KBAS offers full service facilities at both international airports in Seoul. The company also arranges maintenance and offers flight plan and weather information, landing permissions plus a full range of ground handling services.
Flightrans Jet flightransjet.com Flightrans Jet is present at eight airports across Korea, including Incheon and Gimpo International airports. The company offers a full range of aviation services including aircraft management; certification and compliance services; maintenance scheduling; and FBO facilities at both airports. Services include 24-hour security, cleaning and de-icing as well as overflight and landing permits services. The company also offers extensive crew facilities including lounges, flight plan and weather briefings, and baggage services.
Sliced by the Han river, the capital is also home to not one, but four UNESCO World Heritage Sites
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Grand Hyatt Seoul
Grand Hyatt Seoul
The Westin Chosun, Seoul
seoul.grand.hyatt.com Located on the historic Mount Namsan amid 18 acres of waterfalls and landscaped gardens, the Grand Hyatt Seoul is the embodiment of luxury. FC’s reviewer said it is the best hotel she has ever stayed in and noted that the service was impeccable. Featuring 601 luxury rooms and suites, with stunning views over the Han River and Mount Namsan, this hotel offers everything you could need during your visit to Seoul – even an ice skating rink should you so desire!
starwoodhotels.com If you want to be in the heart of the action, between the international banking district and the trendy shopping area, then The Westin Chosun is an ideal base. With a bed that offers you the best night’s sleep in a city that rarely rests, this is the perfect place to unwind and rejuvenate after a hectic day in the city. Many of the areas in the hotel have undergone a major refurbishment, including the lounge and business centre. The hotel offers superior accommodation, including the stunning Presidential suite, Royal suite plus Executive suites and Deluxe suites, each designed to combine luxury and comfort for both pleasure and business.
Ritz Carlton ritzcarlton.com If it’s the ultimate business base you need, with a side-order of luxury, tell your driver to deliver you immediately to The Ritz-Carlton, Seoul. There you will find state-ofthe-art in-room communications including voicemail in English and Japanese, multiport data networking and a highly trained, IT-savvy concierge who can not only fix your Internet, but deliver you room service that is unrivalled anywhere in the capital. And if that’s not enough, just try the pool with its amazing sundeck…
TRIP TIP Korea boasts 10 UNESCO Heritage sites, four of which are in Seoul. There is so much to experience in this incredible city but if you have just a few hours to spare then make sure you take in the Bukchon Hanok Village for a trip back in time. Visit the hundreds of traditional ‘Hanok’ houses that date back to the Joseon Dynasty and wander through the lanes to discover tea houses and restaurants that will give you a taste of traditional Korean culture. If your schedule does not allow you to venture far, then at least treat yourself to a walk along the Cheonggyecheon Stream. This 5.8km stream runs along one of the busiest boulevards in Seoul but lies 15ft below street level, making it a relaxing retreat and ideal for an evening stroll to observe the locals enjoying their city.
Restaurants Jungsik jungsik.kr Jungsik is ‘New Korean’ dining, a term favoured by the owner, Korean-born chef Jung Sik Yim. The name actually means ‘formal dinner’ in Korean but the menu is far from formal – it is a unique mix of contemporary Korean cuisine, including Noodles with Sea Urchin and a delicious main of Five Senses Pork Bell. Diners are truly spoilt from the moment they enter the building. Yim Jung Sik’s skills and knowledge have led him to open a sister restaurant in New York City.
Pierre Gagnaire à Séoul
ELBON The Table
lottehotelseoul.com Experience the creations of worldrenowned Michelin three-star master chef Pierre Gagnaire at the incredible dining room located on the 35th floor of the Lotte Hotel Seoul. Even the breathtaking views of the Bukhan Mountain and downtown Seoul may come a poor second once you start looking at the menu and choosing from the impressive collection of 270 different wines.
elbon.co.kr Everlasting Beauty of Your Nature – that is what ELBON stands for and once you step inside you can see that beauty is the inspiration behind chef Hyunseok Choi’s creations. Located on the 2nd floor of a complex, which also includes a luxury shop and a private salon, the ELBON is an experience to savour. The Crazy Chef – as he is known – was one of the first chefs to introduce molecular gastronomy in Korea. The dishes are works of art and encapsulate the traditions of Korean food but in a way like no other. Although a seat in the main restaurant would be impressive enough, why not take your business guests to a private room on the top floor with access to the rooftop gardens – now this would make a memorable location for signing a business deal.
Seoul There is so much to experience in this incredible city
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BARS If you are hoping for a memorable evening then we suggest getting into the Korean spirit of Karaoke and head over to the Helicon at the Grand Hyatt. This traditional Korean-style singing room, has a bar, lounge and private rooms and is equipped with over 15,000 songs. Whilst coffee doesn’t actually feature heavily at the Coffee Bar K, whisk(e)y does, and so do Martinis – good ones too. For a relaxed evening with some of the city’s best mixologists the K-bar, as it is known, should provide the perfect backdrop.
Conference facilities COEX convention center
coex.co.kr COEX is one of the finest exhibition spaces in the world and is the chosen venue for leading international events, including the G20 Seoul Summit in 2010. With four exhibition halls and over 100 meetings spaces, including the Grand Ballroom, this venue is the location for conventions and large events. The complex also boasts over 200 stores and 100 restaurants.
shilla.net The Shilla Seoul is a stunning backdrop for any event. Events can be held in a variety of locations including the main banquet hal, which is equipped for first-class large-scale events, and the Grand Ball Room. The perfect location for high-end events, this area features one of the largest, fully
equipped state-of-the-art convention facilities with computerised lighting, sound equipment and a moving stage. The Grand Ball Room also offers booths for simultaneous interpretation into six different languages. Many historial events, including the IOC meeting during the 1998 Olympic Games, have been held in this room.
The Shilla Seoul is a stunning backdrop for any event
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BRAND REPORT | BUSINESS
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On the Horizon... Issue 14 FlyCorporate EMEA & Asia • • • • •
Available 14 May
Operating in Europe Groundbreaking business aviation technology Completions Final prep for the Summer Olympics Landings: St. Tropez
Extra distribution at EBACE 2012 & Jet Expo 2012
Complete trip support solutions
24/7 Flight planning expertise Worldwide Support Management services One resource, one invoice Access to 50+ fuel suppliers Permits globally
All you require from one company to move your aircraft asset. Quickly, safely and for a fixed cost.
64 EMEA & ASIA
...FOR THE JOURNEY Jackie Chan's adventures take to the skies in his Legacy 650. Jackie Chan has his new Legacy 650. Its exceptional range means he can be on a Hollywood set one day and negotiating a business deal in Shanghai the next. The 3 distinct cabin zones and legendary reliability give Jackie all the space he needs and keeps up with his relentless, year-round schedule. Looking for a jet to take on the world, check out the Legacy 650. Find out more about the Legacy 650 and our six other exceptional models at EmbraerExecutiveJets.com Latin America +55 12 3927 3399, U.S., Canada and Caribbean +1 954 359 5387, Europe, Middle East and Africa +44 1252 379 270, China +86 10 6598 9988, Asia Pacific +65 6734 4321
Published on Mar 26, 2012
Published on Mar 26, 2012
FlyCorporate EMEA & Asia reaches out to the Board Members, CEOs, Managing Directors, Presidents, COOs, CFOs and CIOs - plus the Pilots - of...