FC
FLYCORPORATE
BRINGING TOGETHER BUSINESS AVIATION AND BUSINESS LEADERS
FC Interview MEBAA Chairman
Ali Al Naqbi
Bizav in the Middle East
Market Focus: Middle East • Boeing 787 Dreamliner • Qatar Executive Sector Focus: Airports, FBOs, Trip Planning, Fuel • BizApps ISSUE 23 - 2014 ISSN: 2030-0468
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Contents FC UPFRONT 8 Meet the team 10 Memo and index of advertisers
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FC INTERVIEW
FC Interview
12 In conjunction with MEBA 2014, MEBAA Founding Chairman Ali Al Naqbi sits down with FlyCorporate Editor Nick Klenske to discuss successes, challenges and all things business aviation related in the Middle East.
MARKET FOCUS 18 Middle East Market Review According to some experts, the Middle East is a niche market, representing just 3% of the worldwide business jet fleet. However, the region differs from others in that 60% of its fleet is made up of large cabin jets – meaning that even though unit numbers are relatively small, the overall dollar value is large. Rob Seaman reports.
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SECTOR FOCUS
Middle East Market Review
26 A user’s guide to FBOs in the Middle East Though many believe the Middle East lacks fixed-base operations (FBOs) in quantity, no one can dispute the quality of the one’s they do have. Jason Zappa Janse and Rob Seaman take a closer look at some of the region’s topnotch FBO providers.
OPERATOR PROFILE 34 Qatar Executive – taking private jet services to a new level Qatar Airways is transforming Qatar Executive from a way to service luxury-business and elite leisure travelers into a world-class corporate jet company. FlyCorporate sits down with David Edwards, Executive Vice President of Qatar Airways, to learn more.
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38 Jet Aviation in the Middle East and Asia Any discussion of business aviation in the Middle East and Asia must take into account the name of Jet Aviation. Stefan Benz — Jet Aviation’s vice president MRO & FBO Europe, Middle East and Asia — spoke to Phil Rose about his company’s activities in the region. Qatar Executive
Cover photo: Boeing 787, copyright Martin Maun
It has been 25 years since we at Jet Support Services, Inc. opened our doors and became the business aviation industry’s first independent provider of hourly cost maintenance programs. Since that day, we have enrolled more than 10,000 engines, airframes and APUs on our broad offering of programs. Today, JSSI enhances resale value and provides cost predictability and world class service to owners and operators of over 340 makes and models of business jets, turboprops and helicopters. As we continue to expand our business, it is important for us not to lose sight of those who have supported us along the way and made our 25-year anniversary possible. We want to thank Boise Cascade Corporation for being the initial customer to take that leap of faith to enroll on a JSSI program. It required foresight, an open mind and the willingness to take a chance on a new concept and a young company. We thank you, our loyal customers, who have entrusted us with your aircraft over the years. Thank you to the OEMs, who have worked hand-in-hand with us as we developed innovative programs like Tip-To-Tail®, the industry’s only single-source maintenance plan. And thank you to all of the maintenance providers that have worked alongside our technical advisors to deliver outstanding service. All of this begs the question, “Where do we go from here?” Stay with us throughout this, our 25th anniversary year, and we’ll share some of our future plans. Because, thanks to you, even after 25 years, we’re just getting started.
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Contents OPERATOR PROFILE
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42 ExecuJet – dispelling the myths of bizav in the Middle East According to ExecuJet Vice President Middle East Mike Berry, although the Middle East is one of the fastest-growing regions in business aviation, many professionals hold onto outdated notions about the region. On the occasion of MEBA 2014, it’s time to separate fact from fiction.
ExecuJet
SECTOR FOCUS 48 Tips and tricks when travelling to the Middle East It’s not the destination, but the journey that matters. When the journey involves flying a business aircraft through international airspace, the destination will likely have an impact on your journey. As Jason Zappa Janse explains, flying into the Middle East is no exception. 52 The unleaded option: true or false? Last June, the FAA issued a call to action for fuel producers to develop replacement fuels capable of relieving the aviation industry of leaded fuel.
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58 When accessibility is everything With the skies becoming increasingly congested, business aviation often finds itself on the outside looking in. According to Nick Klenske, to stay viable, the sector is turning to secondary airports – with LPV approaches powered by satellite navigation becoming the key to access. Fuel
FC REVIEW 64 Boeing dreams big For several years, Boeing’s 787 has kept the world waiting and wondering - and Boeing executives biting their fingernails. After a decade of anticipation, Boeing’s Dreamliner is appearing in increasing numbers. Rod Simpson asks, was it worth the wait? And what does it mean for business aviation?
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68 The vanguard of efficient flying According to IATA, global air traffic continues to grow at a rate of between four and five percent per year. As the skies become increasingly crowded, finding new ways to fly more efficiently becomes a must. According to Nick Klenske and Jason Zappa Janse, at the vanguard of this initiative is cockpit avionics. 74 BIZAPPS – the latest tools for business aviation
Boeing dreams big
Avplan Trip Support: Making flight planning personal
8 YOUR BIZAV RESOURCE
FLYCORPORATE.COM
Natalya Berdikyan
Nick Klenske
Senior Writers
Phil Rose
Jason Zappa Janse
Agatha Lo
Nadia K Del Rio
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Publisher natalya.berdikyan@flycorporate.com +32 (0) 475 969 105
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Editor nick.klenske@flycorporate.com
Contributing Editor jason.janse@flycorporate.com
Creative Manager mike.vlieghe@flycorporate.com
Rob Seaman Rod Simpson
Editorial & Production Assistant, China
editor@flycorporate.com
MACHMEDIA.BE Luc Osselaer
Taunya Renson-Martin
Chairman
Managing Partner
Joris Allaert
Chief Financial Officer
Ilse De Bruyckere Operations Manager
Is your company featured in FlyCorporate? If so, why not share your story with colleagues and customers through FlyCorporate’s reprint service? For more details contact natalya.berdikyan@flycorporate.com. 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 e-mail coordinates. They may be edited for purposes of clarity or space, and should be addressed to editor@flycorporate.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, our weekly newsfeeds and monthly e-reports are free to subscribers. To subscribe to any of our products, please visit flycorporate.com/subscribe.
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10 YOUR BIZAV RESOURCE
FC UPFRONT
MOMENTUM Momentum is what I felt at NBAA 2014. Listening to the press conferences, walking the exhibition hall and talking with the industry’s movers and shakers it became clear – after a long hiatus, business aviation is back. From product launches to contracts signed, there was energy and excitement coming from Orlando’s Orange County Convention Center. And although this message of optimism has been said before, this time there’s numbers - movements, sales, etc. - to back it up. Just as one show closes, another opens, with MEBA welcoming the business aviation world to Dubai December 8 – 10. Like the North American market, the Middle East is a region showing signs of momentum. With new state-of-the art airports and FBOs, the region is positioning itself to become the world’s aviation hub. In this issue, FlyCorporate showcases some of this Mid East momentum. MEBAA Founding Chairman Ali Al Naqbi talks about how his organization is working to spread the advantages of business aviation across the diverse region. In terms of what to expect when doing business in the Middle East, ExecuJet’s Mike Berry helps distinguish fact from fiction. On the topic of business aviation in the Middle East, this issue also offers in-depth market insights, an overview of the region’s FBOs, profiles of Qatar Executive and Jet Aviation, and a report on the Boeing Dreamliner. But it’s not just the industry that has momentum – FlyCorporate does too. Based on a recent Readership Survey, we learned that you want more market reports, unique insights from industry leaders and practical information for operating and doing business. Rest assured, we’re listening. On FlyCorporate.com we’ve already launched several new features, including our Monday ‘Talking Heads’ column, featuring the opinions of industry insiders and regulatory leaders. In 2015 we are set to launch numerous new digital products, including regulatory reports and market overviews. And expect even more reporting from shows via our social media platforms. Across all sectors and regions, there’s a lot to be excited about – so bring on the New Year! Nick Klenske Editor FlyCorporate nick.klenske@flycorporate.com
@FlyCorporate
Index of advertisers Signature Flight Support signatureflight.com
Qatar Executive qatarexec.com.qa
Cessna Aircraft Company cessna.com
Jet Support Services, Inc (JSSI) jetsupport.com
Vector Aerospace vectoraerospace.com
Dubai Airshow dubaiairshow.aero
Avfuel savfuel.com
TAG Farnborough Airport tagfarnborough.com
Aero Friedrichshafen aero-expo.com
RUAG Aviation ruag.com/aviation
Total airtotal.com
FinServe Aviation finserve.aero
Marshall Aviation Services marshallas.com
ABACE 2015 abace.aero/2015
Aéroports de Lyon businessaviation.lyonaeroports.com
ExecuJet execujet.com
AMAC Aerospace amacaerospace.com
Jet Aviation jetaviation.com
Arinc Direct arincdirect.com
Honda Aircraft Company hondajet.honda.com
Tyrolean Executive Jets tjs.at
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FC INTERVIEW
The world’s aviation hub
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FC INTERVIEW
I
n conjunction with MEBA, FlyCorporate Editor Nick Klenske catches up with MEBAA Founding Chairman Ali Al Naqbi to discuss the show, the market and the region’s move to position itself as the world’s aviation hub. How are things looking for MEBA 2014? In the weeks leading up to the show, we were already well beyond the 10,000 registered mark, so things are looking good. As in past years, we see many VIP guests in attendance, and this segment will likely continue to increase. We also expect up to 70 aircraft on the static, including several BBJs and ACJs. But of course MEBA is much more than just numbers, it’s also the premiere gathering of the business aviation sector in the Middle East. In this light, I’m excited about a new initiative we have launched during this year’s show. Like in many regions, the Middle East is facing a pilot and engineering shortage. To help mitigate this shortage, MEBA will be showcasing the many opportunities that a career in business aviation presents. To encourage students to take an interest in aviation, we’re inviting various schools to the event where we will give them and their professors a special guided tour of the exhibition and let them interact and listen to the many professionals at the show who have chosen a career in business aviation. This is an important initiative because with the substantial growth the region is experiencing, our current manpower capabilities simply are not enough to meet future demand. To avoid a future ‘talent crisis’, MEBAA is choosing to be proactive today by introducing students to the entire aviation value chain – from pilots to technicians and everything in-between. When we were at Jet Expo in Moscow last September there was a lot of talk about the political crisis happening between Russia and the Ukraine and the effect this was having on the business aviation sector. With crisis happening in this region – namely Iraq and Syria – what’s the effect on business aviation in the Middle East? First, you can’t believe everything you read in the papers. Now that’s not to minimize the crisis happening in these
countries, but to put what is happening in Iraq and Syria in perspective of the entire Middle East region. The Middle East isn’t only a big region, it’s a very diverse one too. One advantage of these characteristics is that a crisis in one country will have little effect on the economy of the region as a whole. This is exactly what we are seeing in the business aviation sector, where growth continues as expected. It is also important to note that Iraq and Syria never had a big business aviation market in the first place, so any effect on the local market there will have a minimal effect on the region’s performance. In fact, Iraq and Syria never had a single AOC for business aviation – they have always been based in Dubai. Besides, anyone who had business aircraft located there has simply moved their aircraft – or even their business – to another Middle Eastern country. In other words, it’s business as usual? Definitely. You could even say it’s better than usual as the market is still booming here. If you look at aircraft bookings, these numbers remain consistent month after month. But what’s more interesting is the number of international companies either moving or who are considering moving to the region. The region is doing an excellent job at branding itself as an international business hub. For starters, the process of establishing a company here is streamlined and simple. More so, the geographic location of the region is key – nearly 70% of the entire world is reachable within just six hours. As the region continues to become the world’s hub, we expect to see more and more companies calling the Middle East home. And this growth in businesses will have the trickledown effect of increasing the demand for business aviation.
Like in many regions, the Middle East is facing a pilot and engineering shortage
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FC INTERVIEW
Which countries standout in terms of growth? Only a few years ago everybody was talking about Iraq, but needless to say this is no longer the case. However, there are a handful of countries that have been making consistent strides to grow their business aviation markets. Saudi Arabia, for example, has a huge business aviation fleet, but has traditionally lacked the robust infrastructure to support it. This is starting to change as the country has seen a need to invest in infrastructure and change is now happening rapidly there. Likewise, in North Africa we are seeing the opening of many new business aviation airports to support the increasing demand in that part of the region. It should be noted that this area is rather a hot spot for growth, as it is well-positioned to serve as a bridge between Europe and the Middle East. This is an excellent example of the type of work MEBAA is committed to –raising awareness of business aviation to the region’s individual countries. Working with Morocco, we were able to show them the important role that our sector can play in their economy. Now, not only are they building new airports, but will also be hosting a MEBAA-supported show that we hope to see develop as an important date on the bizav calendar. So we shouldn’t make the mistake of seeing the regional market as being limited to Dubai? Granted, when we first launched we chose Dubai as the host because, at the time, it was one of the few locations where the infrastructure needed to handle such a show was already in place. But make no mistake, MEBAA is a regional association and MEBA is a regional – if not international – show. As I’ve already mentioned, business aviation is growing across the region and to support this, MEBAA is hosting various shows, conferences and workshops throughout the area. Looking at MEBA, it continues to grow and has become a not-to-be-missed event. In fact, it is now the
world’s third largest business aviation tradeshow after NBAA and EBACE – so clearly the Middle East as a region is growing in international importance. With the World Cup coming to Qatar in 2022, I assume this international positioning of the region will only further increase? The World Cup is still sometime away, we still have the Russia edition coming first. But it is definitely an event that is on our radar and that will be very important for our industry. We’re seeing Qatar putting an emphasis on infrastructure and MEBAA will be working closely with the relevant authorities as the event gets nearer. We are also in close discussions with Brazil and learning from their experiences. So in 2022, when the Middle East takes the world soccer stage, business aviation will be in the background ensuring fans are able to see their favorite teams. Clearly there are a lot of pros happening in the Middle East business aviation market. But I can’t imagine everything being perfect. Any challenges ahead? Of course there are challenges – after all, that’s why we have the MEBAA. One of the most concerning challenges our industry faces here is that of procedures. As I mentioned before, the Middle East is a big region with many different countries. What that means is we have 24 different procedures, which is a nightmare in terms of operating regionally. To change this, MEBAA is working closely with GAMA to draft common policies and procedures. We plan to start our efforts in the ‘marquee markets’ of the UAE and Saudi Arabia. Once we get these key players on board, we will then take the policies and procedures individually to other member countries with the objective of getting each to agree to a common set of regional policies and procedures.
Of course there are challenges – after all, that’s why we have the MEBAA
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FC INTERVIEW
This is a role that I believe is unique to MEBAA. In other regions with multiple countries, such as Europe, you tend to have an umbrella organization working to create standardized rules and regulations. But here in the Middle East we don’t have a ‘European Union’, so the job falls on the individual trade organizations. Trying to get 24 individual governments to agree to a single procedure is a challenge, to say the least. But one that MEBAA is committed to. Another challenge we are facing is airport access. Even though you read about another giant, state-of-the-art airport breaking ground in the region on what seems like a daily basis, this isn’t always good news for business aviation. As places like Dubai and Abu Dhabi position themselves as global commercial hubs, business aviation often finds
itself relegated to slots – which we all know do not work for our industry. Whereas places like Europe or the US are able to turn to small and regional airports as an alternative (see When accessibility is everything, p. 58), in the Middle East we do not have these types of airports. So we must work with governments to create dedicated business aviation runways at commercial airports or to create dedicated business aviation airports (see A user’s guide to FBOs in the Middle East, p. 26). Last but not least is the grey market. Illegal flights are a great concern for our business and we must work together to reduce and, eventually, eliminate them. MEBAA is working closely with EBAA on a ‘Is Your Flight Legal’ campaign that aims to make the sector, authorities and the general public aware of the issue.
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FC INTERVIEW
One of the main challenges here is there is no rule that punishes illegal flights. Thus we are working with public authorities, as well as with flight handling agencies and FBOs, spreading the message that the success of the business rests on its safety record and that illegal flights jeopardize safety and business. Here we really must educate people about what illegal flights are and, as an organization, we are very grateful to the support from such organizations as ICAO and EBAA, along with the press who have gone a long ways in helping us get this important message out. One trend we’ve seen is of commercial operators, such as Qatar Airways, Saudi Airways and Emirates, launching essentially charter services. Is this a threat to business aviation? Not at all. This involvement of commercial operators into our sector is a positive and it highlights just how important business aviation is to everyone. When commercial operators launch business aviation services, this helps us grow as it introduces a new market to our industry. In this sense we complement each other, a fact both commercial and business operators must learn to embrace. I say this because I see the future of air travel being comprised of economy, or low-costs carriers and business aviation. Gone will be the business class and first class cabins. What we are seeing at Qatar, Saudi and Emirates is the business model of the future.
Even though you read about another giant, stateof-the-art airport breaking ground in the region on what seems like a daily basis, this isn’t always good news for business aviation
More so, not only do these commercial owned business services help us grow, they help our sector get the attention it needs. Commercial carriers tend to dominate discussions with public authorities, often to the detriment of business aviation. But now that they are working in the field of business aviation, our problems are their problems and they will be able to push these issues before the right authorities in a way we were unable to do alone. Any parting thoughts? I welcome everyone to MEBA and Dubai. If you’re flying here, rest assured that flying to the Middle East is no different than flying in Europe or the US. I look forward to you experiencing our welcoming hospitality and to getting a glimpse of the world’s new aviation hub.
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MARKET FOCUS: MIDDLE EAST
Middle East Market Review
A look at today and some thoughts for tomorrow By Rob Seaman
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MARKET FOCUS: MIDDLE EAST
D
espite the advances in electronic ways and means for conducting business – email, video conferencing and even simple text messaging - there still is no replacement for face-to-face contact in many instances.
Curtain up on business aviation and applause please. Private aviation, corporate aviation, bizav or whatever else you want to call it has matured and proven itself as a key tool for conducting business globally - with security, efficiency and predictability. For regions that are vast and spread out like the Middle East, this has become particularly and increasingly the case. Brian Foley is one of the “go to” guys in the business and many respect him for his insight and well-researched comments. According to Brian, the Middle East is a niche market, representing just 3% of the worldwide business jet fleet. “However, it is differentiated from other regions by having 60% of its fleet made up of large cabin jets compared to 26% for the world according to AMSTAT,” he says. “This makes it an important market since even though the unit numbers are relatively small, the overall dollar value is large given the higher cost of big cabin jets – and the population of business jets there has more than doubled in a decade.”
“The Middle East is differentiated from other regions by having 60% of its fleet made up of large cabin jets compared to 26% for the world according to AMSTAT”
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MARKET FOCUS: MIDDLE EAST
In the view of many, the Middle East has been somewhat behind the rest of world in terms of the support structure required to maintain and sustain private aviation. Change is coming slowly though with the development of purpose designed and dedicated facilities to keep passengers, crew and aircraft properly “housed” and supported. In fact, the region has seen expediential growth in the area over just the last few years. Like everything, it takes time, but the changes and additions to the sector have been impressive.
Strength in numbers . . . Business aviation has built itself stronger and better through development of regionally focused associations. The “local” groups have centered on the interests and specific needs of their membership. They also work with a global and collective voice through membership in the International Business Aviation Council (IBAC). The “strength in numbers” approach has helped to mature and better support the industry as a whole and led to the development of common operation standards and systems. The Middle East and North Africa Business Aviation Association (MEBAA) has deservedly become a credible and effective official “voice” for bizav, not only regionally, but around the world. MEBAA is a non-profit association established in 2006 with the mission to provide a platform for members of the business aviation industry in the Middle East and North Africa (MENA) region to gather, understand and communicate the needs and benefits of the industry. As stated on their official web site, as part of its current growth strategy, MEBAA seeks to “implement operational safety and efficiency by providing best in-practice training, lectures and conferences, establishing codes of conduct, and providing industry data.” Today, MEBAA boasts over 225 companies within the MENA region. It provides a number of products and services to these members, including the MAIS (MEBAA Aviation Insurance Scheme) for operators. In addition to various networking events, MEBAA – like many regionally focused bizav groups - also hosts the MEBA Show, which currently ranks as the third largest business aviation show in the world. In October of this year, Ali Al Naqbi, Chairman of MEBAA, issued a media release updating some statistics on the success within their region. In it he states that Jordan is maintaining its positive year on year growth by 2.2%, giving it a Middle East market share of 6.5% in terms of total professionally operated flights. (See also The world’s aviation hub, p. 12).
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MARKET FOCUS: MIDDLE EAST
Hamburg-based WINGX Advance conducted the research in the run up to the MEBAA Conference. It provides an analysis of the regional industry, highlighting a mixed picture. One key notable is that while the number of active and registered business jets has leveled off since 2000, with a Compound Annual Growth Rate (CAGR) of -0.1%, the number of operators has increased at an annual rate of 2.7%. This reinforces the MEBAA predictions that their industry as a whole will be worth $1 billion by 2020. On October 19, 2014, Honeywell released its Global Business Aviation Forecast with an opening comment that forecasts a 4% annual industry growth over the next decade. This being its 23rd annual Business Aviation Outlook, Honeywell is forecasting globally up to 9,450 new business jet deliveries worth $280 billion from 2014 to 2024. This report refl ects an approximate seven to eight percent increase in projected delivery value over the 2013 forecast. It goes on to state “Slightly higher unit deliveries are coupled with modest list price increases and the continued strong showing of larger business jet models in the delivery mix to generate the growth.” According to the Honeywell forecast, 2014 deliveries will amount to approximately 650 to 675 new jets, a single-digit increase in percentage growth year-over-year. The improvement
in deliveries expected in 2014 is largely due to program schedule recoveries, new model introductions and additional fractional uptake. The report goes on to predict that 2015 industry deliveries are anticipated to be up modestly again: “This refl ects momentum from several new model introductions and some gains linked to incremental global economic growth,” says Honeywell Aerospace President of Business and General Aviation Brian Sill.
As for MENA Honeywell feels that the share of projected fi ve-year global demand attributed to the region moved below its historical range of four to seven percent this year. It states that 18% of respondents’ fl eets are projected to be replaced or added to with a new jet purchase, down from 26% last year. The level of purchase plans is under the world average and unsurprising in that it has been a year of signifi cant political upheaval and ongoing confl ict in the region, as well as a year in which oil prices have drifted lower and health crises have emerged in Africa. The report further notes that regional distress has also taken a toll, with operators in the region scheduling their purchases later in the next fi ve-year window than expected last year, with only 21% of purchases planned before 2017.
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MARKET FOCUS: MIDDLE EAST
“Saudi Arabia, the United Arab Emirates and Turkey received the largest number of business jet deliveries in the Middle East in 2013” professionals, as well as a shortage of training centres, MROs (Maintenance, Repair and Overhaul facilities) and FBOs, hinder the growth of business aviation in the Middle East” states the manufacturer in their annual report. In their view, “Removal of these barriers will help further accelerate the forecasted signifi cant growth of business jet demand in the Middle East.”
Another key predictor of bizav activity is of course Bombardier. In their 2014 edition of the Business Aircraft Market Forecast, looking at the MENA region, they too reference the long distances between major cities in the Middle East and diffi cult surface transportation as a key boost - one that helps to support the business aviation industry, “as do the scheduled airline services in the region that have tended to focus more on long-haul fl ights than on shorter routes.”
As for the numbers of aircraft . . .
Bombardier points out that despite recent growth and additions, there are still several obstacles that they feel limit the potential expansion of business aviation operations. They join MEBAA and others from the industry in referencing a key barrier to overcome in the region is the limited number of airports designated for business aviation. “Also, a lack of experienced pilots and other trained
The Bombardier report goes on to say that “Saudi Arabia, the United Arab Emirates and Turkey received the largest number of business jet deliveries in the Middle East in 2013. Of these, Saudi Arabia received the most, at 38% of deliveries during the year. Business jets in the large category, closely followed by those in the Medium category, dominated deliveries in the Middle East – the trend mainly being driven by the region’s geographical location.”
Graph sources: Brian Foley and AMSTAT
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MARKET FOCUS: MIDDLE EAST
“Predictably, these three countries also had the largest business aircraft fleets in the Middle East as of the end of 2013, representing more than 70% of the overall industry fleet within the region” states the OEM. They note that Turkey was home to 27% of the region’s fleet in 2013, with Saudi Arabia following close behind at 26%. “Again, due to the region’s geographical location, jets in the medium size category comprised half of the region’s fleet,” concludes the report. “The Middle East has more than doubled the size of its business jet fleet in the past 10 years, demonstrating the significant growth potential of business aviation in the region.” Bombardier notes that the current fleet for the MENA region was 395 as of 2013. New deliveries for the short term are projected at 380, with retirements of 30. Looking forward, they predict 745 aircraft by 2023, including 715 delivers and 55 retirements. Looking further down the road, they see a MENA regional fleet numbering 1,405 by 2033. A third view on the market as a whole comes from Foley: “My outlook for this region is flat going forward,” he says. The market is mature, which means that much of the sales activity will be fleet replacement rather than fleet growth. With oil prices having recently fallen around 25%, these crude-centric economies will not be in much of a buying mood if soft prices continue for any length of time.”
Among the new aircraft coming to market Gulfstream Aerospace announced in mid-October that they have signed a Memorandum of Understanding with Qatar Airways for the purchase of up to 20 aircraft. The agreement was announced in conjunction with Gulfstream’s introduction of an all-new family of business jets, the Gulfstream G500 and G600.
“This agreement is evidence of the industryleading performance of Gulfstream’s fl agship aircraft, the G650ER, and of our commitment to deliver on the promises we have made for our new family of aircraft, which includes the G500,” says Gulfstream President Larry Flynn. “The G650ER and G500 will allow Qatar Airways to introduce a new level of service to their customers in the Middle East and abroad.” “Qatar Executive has been on an accelerated growth path since its inception and is held to an exceptional standard of quality that is widely known by our global clientele,” says Qatar Airways Group Chief Executive His Excellency Mr. Akbar Al Baker. “In order to keep pace with the future strategic growth plans of our private jet division, the fleet is being expanded with aircraft that meet the needs of our guests, providing a wide range of options.” “Today’s announcement of the Memorandum of Understanding for G650ERs and G500s signals a next step for Qatar Executive’s relatively young and buoyant history,” he adds. In the end, like every other market for business aviation, the MENA segment will rise and fall with the ebb and flow of global economies – peppered of course with local demand. Clearly, the infrastructure is on the upswing to support the growing business, but as with anything like this, it takes time. Increased demand is of course the driver for further development. All said and done, the present looks to be exciting and the future bright – and any time you have those elements in combination, aviation is a terrific industry to be part of.
In the end, like every other market for business aviation, the MENA segment will rise and fall with the ebb and flow of global economies – peppered of course with local demand
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SECTOR FOCUS: FBOs
A user’s guide to FBOs in the Middle East Gama Aviation
SECTOR FOCUS: FBOs
T
hough many believe the Middle East lacks fixed-base operations (FBOs) in quantity, no one can dispute the quality of the one’s they do have. FlyCorporate’s Jason Zappa Janse and Rob Seaman take a closer look at five top-notch FBO providers.
Speaking from an FBO or service and support perspective for business aviation – the Middle East has been challenged in its ability to provide the variety and number of corporate designated travel facilities equal to the demand. As many in the FBO world have learned, the “Build It and They Will Come” mentality is really more Hollywood folly than proven business acumen. Truth is, most FBOs around the world sell 150% of their capacity and hope that only 75% show up at any given time. For many, they work just fi ne that way, and only with sustained and constant demand is the option for developing new facilities triggered. Let’s face it – in the FBO business most of your work fl ies off into the sunset – fi guratively and literally. Constant demand in the Middle East has driven those in the aviation support world to move forward on developing new, purpose-envisioned facilities.
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SECTOR FOCUS: FBOs
As with anywhere else in the world, access is the key first step the bizav guys have to fi ght at most airports. Although there still exist airports where there presently is not an FBO as such, but more a case of shared terminals with VIP designated areas for bizav. Expanded and new airports are providing the opportunity to rise up and bring in additional private aircraft traffi c and create the specifi c, purpose designated and designed facilities that have become the norm around the world. Looking at the Middle East FBO market as whole, industry analyst Brian Foley says “FBOs should show steady growth since the Middle East has established itself as both a business center and technical fuel stop to other parts of the world,” he says. “This growth will accelerate in later years as Eastern Hemisphere economies eventually improve.” As one can easily assume, the majority of FBOs are congregated where airports are booming, economies are fl ourishing and business aviation is soaring. Not surprisingly, the United Arab Emirates (UAE) has plenty. Several international FBO providers have established locations throughout the country and, not surprisingly, most of them are located in the three largest cities: Abu Dhabi, Dubai and Sharjah.
A royal service First on our list is Royal Jet, located at Abu Dhabi International (AUH). Only a 20 minute drive from the city center and a 50 minute drive from Dubai, the company says it is “positioned at the crossroads of the world.” Jointly owned by Abu Dhabi Aviation and the Presidential Flight Authority, Royal Jet not only operates an FBO at AUH, but is well-known for operating the world’s largest VVIP-confi gured fl eet of Boeing Business Jets. According to a company statement, through its fully dedicated executive terminal, combined with the absence of slot restrictions at AUH, Royal Jet is able to guarantee a 40-minute turnaround time for scheduled stops. In 2013, the company handled 887 aircraft movements, divided between 597 Royal Jet fl ights and 147 presidential fl ights, representing an 18% increase on 2012. The Abu Dhabi FBO has 32 landside staff in total, including drivers, housekeepers, waiters and gardeners. The FBO also has Royal Jet security personnel onsite, as well as a customs and an immigration department,
which facilitates the passage and security of VIPs and heads-of-state – the company’s predominant target audience. Royal Jet’s AUH services range from standard ground handling to exterior and interior aircraft cleaning. Last year, the company also signed a memorandum of understanding (MoU) with Abu Dhabi Airports Company (ADAC), which operates fi ve airports throughout the Emirate. The MoU enables the company to develop an FBO at Al Bateen Executive (AZI). A company statement indicates that planning and development are well underway, and completion of operations is targeted for Q4-2015. Facility layout includes two BBJ hangars totaling close to 48500 sq ft, a main offi ce, administration and MRO facility, an FBO of 8600 sq ft and ample customer parking space.
Door-to-door at Al Bateen Also on the AZI premises is aviation services provider DhabiJet, the airport’s offi cial FBO, ground handling company and MRO services provider. AZI is the only exclusive business aviation airport in the MENA region. Like AUH, AZI doesn’t have slot restrictions. The airport’s ramp capacity goes up to 90 business aircraft – though planning is underway to expand this to 120 – and 284,920 sq ft of hangarage, capable of parking 17 jets. As the only FBO on the airport premises, DhabiJet prides itself on being a single-point of contact for all requirements, and on offering the fastest possible door-to-door transit time for passengers and crew. The company recently opened an Executive Gourmet, 8300 sq ft catering facility adjacent to its FBO facility, which is staffed around the clock with highly trained chefs. ADAC has invested substantially to upgrade the airport’s amenities, including new equipment, improvements to the terminal and landside access and parking. Only 50 minutes down the road from Abu Dhabi is Dubai, which has been the center of attention in the business aviation realm for quite some time – predominantly due to runway closures at Dubai International (DXB) and the opening, enhancing and expanding of the UAE’s largest aviation hub, Al Maktoum/Dubai World Central (DWC).
DhabiJet 30
SECTOR FOCUS: FBOs
What can easily be noted is that both DXB and DWC have multiple FBO service providers on site, such as Jet Aviation and ExecuJet, both wellestablished names in the aviation industry, along with DC Aviation-Al Futtaim and Jetex.
Showing off at Sharjah At Sharjah International (SHJ), the only FBO on premise is UK-headquartered Gama Aviation. The company opened its brand-new lounge facility earlier this summer. According to Sharjah General Manager Richard Lindveld, “It was built from the ground up by the Gama Aviation management team, with contributions from our London headquarters and the UAE regional headquarters, meaning that a multitude of combined skills have shaped an FBO from the perspective of being an operator, a crew member and, most importantly, a VIP passenger.” “In essence, we have used the more than 30 years’ experience we have in operating aircraft and visiting FBO’s around the world and have tailored this to what we believe caters to every conceivable need of crew and passengers,” he continues. Lindveldt further explains that the lounge is akin to a five-star hotel, with every detail considered, “even down to smells and sounds, in order to make it a special environment for the ultra-high net worth individuals travelling through Sharjah.” According to Lindveldt, the most remarkable difference between operating an FBO in the Middle East and one in the US or in Europe is that the profile of passengers is generally different. “A high proportion of the passengers moving through the Sharjah FBO are heads of state and royalty,” he explains. “There are obvious cultural differences we [also] need to take into account – we have prayer rooms and ablution facilities in the building, and we take great care in ensuring we have food and beverage within the FBO lounge that suit different tastes from around the world.”
DhabiJet
Gama Aviation
Another aspect Lindveldt notes are the extreme summer temperatures. “We also have to take measures to look after our clients and staff,” he says. “This is in the details, such as using sun umbrellas for VIPs, welcoming guests with cold towels and refreshments, and providing suitable clothing for our engineers and ramp staff working outside.” The only challenge of establishing an FBO in the Middle East that Lindveldt can think of is something he considers to be an advantage as well: “We have employees of about 15 different nationalities, so initial training has to be comprehensive to ensure everybody is on the same page, communicating well and delivering a consistent level of service,” he says. “Apart from that, I imagine we experience many of the same challenges other FBOs have in other parts of the world!”
Investing in infrastructure In July of this year, Qatar Executive – Qatar Airways’ business jet arm – reached a milestone by celebrating their 5th anniversary. The formation of the corporate jet subsidiary – Qatar Executive – was first announced in 2009 at the Paris Air Show. This growth was a planned part of the airline’s global strategy and continued commitment to the Middle East business travel community. Today a full 99% of their flying is considered dedicated charter activity. (See also, Qatar Executive – taking private jet services to a new level, p. 34).
Gama Aviation
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SECTOR FOCUS: FBOs
Set up as a profit center within the Qatar Airways Group, the plan from day one was to build rapidly on its initial fleet of three Bombardier aircraft in order to tap into the Middle East’s growing demand for executive travel. Over the last five years the once small charter operation has evolved into a world-class corporate jet company with a comprehensive business aviation service portfolio, comprising not just worldwide ondemand charter, but also Airliner charters, FBO and Maintenance services at the “Bombardier-Authorized Service Facility” in Doha. To maximize their growth potential, Qatar Executive is investing into its infrastructure and building a stand-alone state-of-the art private jet lounge and a dedicated hangar facility at Hamad International at Hamad International (DOH) in Doha. While already in partial use, the entire facility – in particular the FBO addition - will be considered complete and fully operational in the early part of 2015.
ExecuJet and Jet Aviation: veterans in the field ExecuJet arrived in the Middle East in 1999, when it established a base in Dubai, UAE, becoming one of the first independent companies to offer business aviation services in the region. The firm recently added full aircraft handling and line maintenance services to their DXB location. “We are pleased to welcome business aviation clients back to DXB,” says ExecuJet Middle East Operations Director Mark Hardman. “The airport remains the ideal drop-off and pick-up location for clients with limited time in Dubai, as well as those connecting to commercial flights out of the country.” “As general aviation parking will remain limited at Dubai International, we expect demand to remain strong at our FBO at Al Maktoum International, Dubai World Central as well,” he adds. ExecuJet get bragging rights too - their FBO facility at DXB is presently the largest business aviation terminal in the Middle East. The terminal includes eight lounges and a spacious arrivals zone with guest ‘meet and greet’ areas, duty-free shopping, VIP parking and convenient limousine drop-off and pick-up access. The ExecuJet FBO facility in Dubai Al Maktoum International Airport at Dubai World Central (DWC) is the only transit lounge available to business aviation clients at DWC. It includes a VVIP passenger lounge, crew lounge, washrooms and showers.
Noteworthy as well is that their maintenance facilities at DXB and DWC are approved to conduct scheduled maintenance packages on Bombardier, Gulfstream, Embraer and Hawker aircraft by the UAE General Civil Aviation Authority (GCAA) and the European Aviation Safety Agency (EASA). ExecuJet operates two other FBOs in the region, one in Riyadh, Saudi Arabia, and one in Istanbul, Turkey. The company’s Riyadh facility is located in the private aviation terminal at King Khalid International (RUH) – approximately 21 miles from the city center – and is operated in partnership with NasJet, the private aviation division of Saudi Arabia’s National Air Service. The private aviation terminal at RUH has a large ramp with ample space to accommodate many wide-body corporate jets. According to a company statement, ExecuJet’s Riyadh location is a true market differentiator, due to its high service standards, attention to detail and the fully trained and experienced FBO team. The company has two locations in Istanbul – one at Istanbul Atatürk (IST) and one at Sabiha Gökçen (SAW) – which are both operated in partnership with local aviation services provider Bilen Air Service. At IST, ExecuJet’s operation is located in the GA terminal and features two refurbished lounges, one for passengers and one for crew. Other amenities include a meeting room, concierge services, customs and immigration, private parking, catering, and hotel and transportation services. According to ExecuJet Group FBO Director Mark Abbott, service levels, passenger traffic flow and procedures are much the same in the Middle East as in Europe when it comes to operating an FBO. “Culturally, of course, there are many differences,” he explains. “For example, in the Middle East, most FBOs have access to prayer rooms.” The strong foundation and smooth running of ExecuJet’s operations throughout the Middle East is due to its local partnerships and professional relationships. “We have carefully chosen partnerships with companies known for their local expertise,” says Abbott. “Bilen Air Services is an established ground handling and operations company in Turkey and NasJet in Riyadh is a leader in Saudi private aviation.”
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SECTOR FOCUS: FBOs For Jet Aviation Saudi Arabia Vice President and General Manager Alain Champonnois, the biggest challenges of establishing an FBO in the Middle East primarily involves adaptation to a completely new environment.
ExecuJet
The value of local partnerships is something Champonnois also makes a priority. “The aviation operations and airports in Saudi and the Middle East are very professional,” he explains, “but one has to build relationships and establish trust within the local community, all of which takes time and is compounded by a language barrier.” Fortunately, when Jet Aviation Saudi Arabia was established 35 years ago, the company’s brand, name and fame – predominantly due to its maintenance and completions center in Basel – was already well-known and well-spread throughout the world. “As a result, we had some trust leverage and a few existing contacts, which helped a great deal,” Champonnois says. “Our reputation in Saudi Arabia similarly helped us in the Middle East. Still, we were the first company to set up an FBO in the Kingdom of Saudi Arabia and the learning curve was high,” he continues. “There were labor laws to learn, authorities to develop working relationships with and, of course, we had to entice expats to move to Saudi Arabia with their families — and help them adjust to living in a completely new environment.”
ExecuJet
With three locations throughout the Kingdom, the company is well-aware of the differences between operating an FBO in the Middle East and Europe or the US. “Differences generally reflect cultural differences, including language, style and political systems,” Champonnois confirms. “Whereas the common language spoken in Europe is English, it is Arabic in the Middle East, particularly in Saudi Arabia. As with any language barrier, it takes more time and energy to become familiar with local customs, policies and procedures — and more time to build trust locally. This, of course, also implies more risk.” “It is safe to say that we handle the majority of traffic in Saudi Arabia, particularly through Jeddah and Riyadh,” he concludes. “Our facility in Medina tends to have more seasonal peaks.” (To read more about ExecuJet and JetAviation, see also Jet Aviation in the Middle East and Asia, p. 38, and ExecuJet – dispelling the myths of bizav in the Middle East, p. 42).
Moving forward Jet Aviation
These FBOs, like the majority of those that are authentic and fully dedicated, are clustered within only three of the 18 countries in the Middle East. Undoubtedly, prominent countries such as Qatar, Bahrain, Yemen and Oman will certainly acknowledge the benefits of establishing fixed-base operations in the future. As with anything, growth only comes with the promise of sustainment and stability. With the average cost of a simple, modest FBO running easily in the tens of millions, the leap into development has to have some sound rational behind it. With the projected numbers and growth in the MENA region – coupled with the fact most current aircraft in private use are large or wide-body – there is no question more facilities and support providers are needed and will come forward. But as we all learned in recent history – these things can take a sudden and bad turn if global social or economic issues shift and change. We just have to support those who move forward today – especially if we expect them to take the next step.
Jet Aviation
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OPERATOR PROFILE: QATAR EXECUTIVE
Qatar Executive takes private jet services to a new level
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OPERATOR PROFILE: QATAR EXECUTIVE
Q
atar Airways is transforming Qatar Executive, its private jet business launched in 2009, as a way to service luxury-business and elite leisure travelers into a world-class corporate jet company. To learn more, FlyCorporate sat down with David Edwards, Executive Vice President of Qatar Airways.
Edwards says Qatar Executive was built on the foundation of quality service established by Qatar Airways, and the company can utilize the extensive sales and marketing operation of the international commercial carrier. “Qatar Executive is one of the few business aviation companies that has made a success of being part
of a commercial airline, and it puts us in a very competitive position compared to other market players,” says Edwards. “Our key proposition is convenience and flexibility – not only is there seamless access to private jets, but there is the strength of the Qatar Airways network as well, and relationships with airports all over the world.”
“Our key proposition is convenience and flexibility”
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OPERATOR PROFILE: QATAR EXECUTIVE
As customers transition from Qatar Airways first- and business-class service into a Qatar Executive private jet, they will get the same high-quality service: “We provide tailor-made travel solutions for families, business executives and time constrained individuals,” says Edwards.
Expansion mode Today the company is focusing on markets in the Middle East, Russia and the Commonwealth of Independent States. It recently started offering a charter service to Jeddah and Madinah for Umrah during Ramadan. Although the company may today seem like a giant, it wasn’t always that way. In fact, Qatar Executive started as a small charter operation with three jets. Since then it has grown into a world-class organization and leader in the private jet industry. Besides a private jet service, the company also provides airline charter services, an FBO and maintenance services for Bombardier aircraft. “Qatar Executive is proud of the role it plays in contributing to Qatar’s position as a center of excellence in business aviation and will continue its expansion to deliver a consistent, sustainable future,” adds Edwards. “That we have become a market leader in the fi eld of global luxury travel in such a short space of time demonstrates that we have the right strategic approach to both our service and product.”
The fl eet Qatar Executive’s fl eet comprises of four Global 5000s – among them two Global 5000 Visions – three Challenger 605s and one Global XRS. The recent purchase of another Global 5000 Vision tripled the company’s fl eet, increasing the total number of aircraft to eight. On top of this, in mid-October the company signed a Memorandum of Understanding with Gulfstream for the purchase of up to 20 aircraft - including the G650ER and new G500. In addition to fl eet size, Qatar Executive is also growing in terms of services. For example, the Bahrain Civil Aviation Authority recently granted regulatory approval for the airline’s subsidiary to conduct line maintenance services for Bombardier Challenger 604s and 605s and the Global series aircraft. This approval is of strategic importance as it allows the company to service the growing number of aircraft visiting Doha. “We have to continually refi ne the Qatar Executive product in a number of ways, including investing in the latest technology so that we stay ahead of our competitors, both in the air and on the ground,” explains Edwards. “We serve clients who seek the kind of privacy and convenience not available on commercial aircraft.”
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OPERATOR PROFILE: QATAR EXECUTIVE
Why Qatar Executive? “Qatar Executive serves a diverse range of clientele,” says Edwards. “We cater to everyone from executives and members of corporate boards who have to reach remote and sometimes multiple destinations in the shortest possible time, to private high-net worth individuals who invite their family and friends to spend a holiday in an exotic destination.”
By 2015 a FBO is expected to open the new Hamad International Airport in Doha
Edwards says Qatar Executive is uniquely positioned to capture the Middle East market given its heritage in the region and the base of operations in Qatar. He notes that Doha International (DOH) gives the company a global reach: “Our aircraft have the capability to fly up to 12 hours, and we have a loyal client base in the Middle East, but also in other growth markets such as Asia, Africa and Europe,” he says.
“Qatar Executive has already moved its headquarters to the new airport and is currently relocating our existing maintenance activities to Hamad,” says Edwards.
Also of note is that the 2022 World Cup is taking place in Qatar, and Edwards believes Qatar Executive is positioned to take advantage of the international event. The company already services sports teams and large business delegations. In preparation for this, by 2015 an FBO is expected to open at the new Hamad International Airport in Doha. The facility will include a state-of-the-art private jet lounge and dedicated hangar facility.
Eyes further afield According to Edwards, the company is looking at worldwide trends and searching for market opportunities. Countries such as China, India and regions like South East Asia and Africa are areas where the company is looking to grow. “Forging ahead to meet the growing demand for business jet services in Qatar, the Middle East and globally, Qatar Executive will continue its strategic expansion to ensure it offers the best available product to its discerning customers, and continues on with its position as a truly global player,” concludes Edwards. “Our underlying strategy is to operate a young and modern fleet and to offer our customers the most advanced product in the sky.”
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OPERATOR PROFILE: JET AVIATION
Jet Aviation
in the Middle East and Asia
Interior of the Jet Aviation FBO terminal at Dubai (DXB)
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OPERATOR PROFILE: JET AVIATION
Any discussion of business aviation in the Middle East and Asia must take into account the name of Jet Aviation. An established presence in both regions, Jet Aviation has facilities in Saudi Arabia, the UAE, Hong Kong, and Singapore. With its headquarters in Basel, Switzerland, Jet Aviation has been in existence for more than 40 years. It became part of General Dynamics Aerospace Group exactly six years ago, in November 2008. Recently, Stefan Benz — Jet Aviation’s vice president MRO & FBO Europe, Middle East and Asia — spoke to FlyCorporate’s Phil Rose about his company’s activities in the Middle East and Asia. Jet Aviation’s history in Saudi Arabia dates back to 1979, when it began providing FBO services for private and corporate aircraft at Jeddah International (JED). Jet Aviation Saudi Arabia (JASA) opened its second FBO — at Riyadh (RUH) — two years later, in 1981. “Our longest presence in the Middle East is in Jeddah,” says Benz. “There we provide full FBO and ground handling services.” The company opened facilities at Medina (MED) and Dammam (DMM) in 2012 and 2014, respectively. Benz describes them as smaller ground handling stations connected with the facilities in Riyadh and Jeddah. JASA is authorized to perform line maintenance and AOG work on widebody Gulfstreams and Dassault Falcon jets. In total, Jet Aviation employs some 135 people in Saudi Arabia — a figure that includes licensed engineers, ramp personnel, and administrative staff. Jet Aviation’s presence in the UAE dates back less than a decade, but the company is well established there, as Benz explains. “We’ve operated a joint venture line maintenance and FBO facility at Dubai International (DXB) since May 2005,” he says. “And we added an FBO at Dubai World Central (DWC) in late 2012.” According to Benz, the UAE facilities can function as a fully independent operation within the Jet Aviation network. The figure of 115 employees includes engineers and technicians, ramp agents, support staff, managers, and direct labor. As Jet Aviation’s maintenance hub in the Middle East, the operation provides full maintenance services on Airbus, Boeing, Dassault Falcon, Gulfstream, and Hawker aircraft types.
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OPERATOR PROFILE: JET AVIATION Jet Aviation’s Asian operations are concentrated in Hong Kong and Singapore. At Hong Kong/ Chek Lap Kok (HKG), the company’s MRO facility has been in operation since 2008 and now employs almost 60 people for line maintenance and aircraft cleaning — a service Benz describes as “a big part of the service offering” given Hong Kong’s largely maritime environment. Benz describes HKG as “quite a diffi cult environment in regards to access to space,” adding that “space limitations ... and traffi c make HKG a costly environment in which to operate.” While Jet Aviation has access to a 99,000 sq ft maintenance hangar, this facility is shared with other commercial activities, and some maintenance work is, by necessity, carried out on the ramp. Jet Aviation HKG also manages some 30 private aircraft — most of them based — on behalf of local owners. This operation accounts for around 100 employees, including crew members. Growing demand for service at HKG — along with that location’s operational constraints — prompted Jet Aviation to make plans for a new maintenance facility in the region. The company hopes to make a formal announcement next year. A presence in Singapore since 1995, when it acquired DHP Aviation, Jet Aviation operates a full service FBO and maintenance facility at Singapore/Seletar (XSP). Construction of a new hangar has almost tripled Jet Aviation’s total maintenance space at XSP from 29,400 sq ft to 80,730 sq ft. Describing the new hangar as “the
Jet Aviation’s new maintenance hangar at Singapore/Seletar (XSP)
best in Asia,” Benz calls its completion in May this year “a major milestone.”
Meeting future demand As it pays attention to global and regional trends, Jet Aviation is ramping up its service offerings, both in terms of volume and scope of service. “We see demand in Asia increasing, for sure,” says Benz. “In particular, we see a need for cleaning services, interior services, and hangarage. By adding facilities, we’re providing solutions to that demand.” Benz continues: “The Middle East has been rather stable in recent years. The highest growth numbers are coming out of Asia. In fact, the majority of new aircraft deliveries (as opposed to the installed fl eet) are taking place into Asia.” As far as Jet Aviation’s share of the Asian and Middle East markets is concerned, Benz notes that business (measured in number of hours) has doubled in the past couple of years. “We’ve signifi cantly increased our share at XSP,” he notes. “On the maintenance side, the number of hours has also at least doubled. And Hong Kong has developed well, especially the managed fl eet.” Recent developments in China suggest that the growth of business aviation there may be slowing. Benz, however, takes the long view. “At Jet Aviation we offer a comprehensive service portfolio,” he says. “Our strategy is to offer our services ... [while] watching developments and positioning ourselves in the best way around the Chinese market.”
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OPERATOR PROFILE: EXECUJET
Dispelling the myths of bizav
in the Middle East
43
OPERATOR PROFILE: EXECUJET
T
he Middle East is one of the fastest-growing regions in business aviation. A diverse mix of homegrown and Western-based companies either have a fixed presence in the region or tailor services for customers going to and from. Outstanding growth and bright prospects in the region notwithstanding, many Western business aviation professionals have outdated notions about their industry in the Middle East. Mike Berry, VP Middle East for ExecuJet, feels the occasion of MEBA 2014 is a good time to separate fact from fiction. “The Middle Eastern landscape is all sand and palm trees. Unless you have a local connection there, you cannot succeed in business. You won’t find many Westerners there and knowledge of English is limited.” Thankfully, business aviation professionals have moved well past these outdated stereotypes of the Middle East. But there remain some views that Westerners, in particular, still hold, despite growing globalization and the region’s importance in the industry. We came up with seven myths that still float around within business aviation. See if any of these resonate with you.
Myth: The region is risky due to ongoing war and civil unrest, making it impossible for international business aviation companies to establish there. While the region undoubtedly has a history of unrest, daily strife is not the case across the region and we should avoid painting the entire area with the same color brush. Many countries in the Middle East have a long record of stability and growth within the sector. This is particularly the case with the six Gulf Cooperation Council (GCC) countries – Bahrain, Kuwait, Oman, Qatar, Saudi Arabia and the UAE. These six nations, with a combined GDP of more than $1.5 trillion, are among the safest places in the world to live and work. Countries such as Libya, Iraq, Iran and Lebanon have huge potential for aviation growth, but civil unrest and issues on the ground are challenging, making investment in such countries challenging. However, there will be a right time to enter these countries, and doing so will be an exciting prospect for the companies that are willing to take the opportunity.
Myth: Every deal has to be done over tea. In other words, business is conducted in a very traditional, relationship-based way. And most Westerners do not fit in. In reality, the Middle East is globally connected and in sync with worldwide business trends. There are many locals, Westerners and international staff working in the Middle East. For example, ExecuJet Middle East employs some 63 nationalities from its Dubai offices, which accounts for over 300 staff in total. In fact, most companies in the region have mixed teams of locals and international professionals heading their leadership teams. Middle Eastern culture is very welcoming, and it is not unusual to be offered Arabic coffee or mint tea and dates prior to starting a meeting. It is also quite normal to ask about the welfare of family and their business endeavors. Professional people working in the Middle East are expected to arrive at work on time and to be prepared for meetings. The giving of small gifts after the Holy Month of Ramadan and during Eid is not expected, but always appreciated.
Myth: Aviation in the Middle East is a man’s world. Worldwide, aviation as a sector is still very maledominated in certain roles (for example, at the airline level, only 5% of women are pilots), but this is changing – and the Middle East is no exception. For example, in the Middle East there are more women in other positions, such as in marketing, fi nance and customer service, or working at FBOs and providing charter services.
While the region undoubtedly has a history of unrest, daily strife is not the case across the region and we should avoid painting the entire area with the same color brush
44
OPERATOR PROFILE: EXECUJET It is interesting to note that ExecuJet Middle East probably employed the first female corporate pilot based in Saudi Arabia. ExecuJet is very proud of this fact and it really illustrates how the industry is changing. It’s also worth noting that 28% of our employees within the Services Department (Charter, FBO, Management and CAMO, excluding flight crew) are female.
it should depend on the professionalism of the team, manuals and the operation as a whole. In certain countries it is not unusual to have official submissions rejected by the local regulator three or four times before successfully re-submitting the original paperwork. Patience and perseverance are key attributes.
Myth: Over-regulation of business aviation in
At the same time, a lack of regulation can also work against Middle Eastern AOC operators. A conspicuous example of this is the “gray,” or illegal, charter market. Illegal charter is when a private operator, without an AOC, flies passengers for hire or reward. This is not uncommon in the region, and combatting it requires a cooperative approach from regulators, industry players and owner/passengers to wipe it out. Such flights may be cheap, but as these illegal operators do not meet commercial safety standards, lack licenses and insurance to operate flights, they leave passengers exposed in the event of an accident.
the Middle East hampers growth. In reality, it is a lack of consistency across the region that is problematic. ExecuJet supports the sentiment expressed by MEBAA Founding Chairman Ali Al Naqbi, who recently referred to the lack of regulation as the biggest barrier to continued growth in the region (see The world’s aviation hub, p. 12). For example, while there are 150 private jets registered in Saudi Arabia, due to the absence of a structured legislative and regulatory environment in the Middle East, there are more than 700 private jets belonging to Saudi businesspeople registered abroad. In the UAE we are fortunate that the regulatory agency, the General Civil Aviation Authority (GCAA), is fully mature and follows EASA guidelines and policy. However, some other civil aviation authorities across the region are neither as consistent nor as well developed. It’s also important to remind regulators in the region that general aviation is a different animal entirely from commercial airlines, and that regulations designed for commercial providers do not always make sense within a general aviation framework. In a number of Middle Eastern countries, cumbersome bureaucracy completely restricts General Aviation activity. In some cases, the success or failure in obtaining an AOC or related authorizations can depend on the strength of local relationships, when
The restriction or protection of home market charter flying is common in Europe and the US, where it is often known as “cabotage.” Essentially, companies and regulators in the Middle East need to take proactive steps to root out the practice here.
Myth: Business aviation in the Middle East starts and ends with Dubai. It’s true that Dubai is one of the most-trafficked destinations in the region, but it’s far from the only one. Jeddah and Riyadh are also in the top three, and traffic to many cities is expanding. Other locations with fast-growing traffic include: Turkey, Saudi Arabia, Morocco, Qatar and Oman. Turkey has had over 25 General Aviation aircraft added to their registry over the past six months – including a number of “top-end” aircraft like three Dassault Falcon 7X.
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OPERATOR PROFILE: EXECUJET Myth: General Aviation in the Middle East is
MIDDLE EAST BY THE NUMBERS
just about flying wealthy businessmen around. In reality, users of private aviation (whether aircraft owners, fractional or charter customers) consistently point to the business benefits they gain over commercial flights. According to a recent survey, respondents fly privately in order to save time, access airports unserved by airlines and work en-route. All these reasons point to enhanced productivity. The Middle East, in particular, is an important business aviation region because many areas are underserved by commercial airlines, particularly Iraq, Iran and parts of Saudi Arabia. General aviation really presents huge time efficiencies in this region. ExecuJet has recently seen a number of cost-conscious US companies chartering in the Middle East. Often they have a number of branches or customers within the area, and general aviation allows them to transit quickly and efficiently to each location and save days in travel time and connections. It is a matter of fact that charter flights can make complete sense financially and also in terms of time efficiency. They can also sometimes give companies the competitive advantage.
Top 5 Most Trafficked Bizav Destinations from Dubai Nation
Percent Growth over Prior Year
Kingdom of Saudi Arabia
40%
Bahrain
16%
Iraq
85%
Qatar
16%
Kuwait
60%
Middle Eastern Aircraft Types (From Dubai to top five destinations)
In addition, there are other, lesser-known aspects of general aviation. These include ambulance, government, military and humanitarian flights, such as Orbis’ “Flying Eye Hospital” (FEH). FEH is a fully equipped mobile teaching hospital. On the outside, the plane resembles most other aircraft. On the inside, however, it is like no other, hosting an ophthalmic hospital and teaching facility on board, giving people in developing countries the ability to see. In situations such as these, when seconds really count and lives can be saved, general aviation is extremely valuable. Category C 56% Category B 20% Category D 12% Category E 10% Category F & G 1% Category A <1%
Myth: The Middle East runs on its own schedule. Everything stops for prayer time and during Ramadan, and shuts down on Friday. In reality, while the weekend in much of the Middle East starts on Friday, many Westerners would be surprised at how active and alive the larger cities still are. Things definitely slow down throughout the period of Ramadan across the region, but it’s no worse than the last few weeks of the year and early part of the new year in the West. Also, because the larger cities in the Middle East are more tied into global business, it is less likely for companies to shutdown wholesale for extended periods. Also, business aviation is still a service-based business. And many Middle Eastern companies need to provide their global customers with 24/7 support, no matter where they are located.
Legend (by approach speed in Knots, based on typical landing weight) Category C: Speed <91 knots: 56% (ex. Bombardier Challenger 600) Category B: 91-121 knots (ex. Dassault Falcon 7X): 20% Category D: 141-166 knots: 12% (ex. Bombardier Global Express) Category E: 166 knots+ (ex. Airbus Corporate Jet): 10% Category F & G: Wide Body: 1% Category A: TurboProp: <1% Note: Doesn’t equal 100% due to rounding Source: FBO One
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SECTOR FOCUS: TRIP PLANNING
Tips and tricks when travelling to the Middle East
Lineage 1000 49
SECTOR FOCUS: TRIP PLANNING There are a number of important aspects to consider when preparing a trip to the Middle East. “While the region is generally a straight-forward operating environment for business jet operators, depending on the country you are operating to, there are a number of considerations to take,” says Universal Weather and Aviation Master Trip Owner Keith Foreman. At the top of the list is obtaining a visa. According to UAS International Trip Support Senior Operations Manager Patrick Cain, the subject of visas is extremely important in the Middle East. “While some western countries do not need visas, others do,” he explains. “So it is imperative to check this very carefully and allow at least a month to investigate and then obtain the necessary visas for crew and passengers.” “Political sensitivities between nationalities must [also] be clearly understood when determining visa requirements,” he adds. Consequently, Cain advises every traveler flying to the Middle East to check with their embassy and trip support organization. Furthermore, he recommends having the following questions answered during the application process: • • • • • •
Which type of visa does your crew need by country? What kinds of supporting information is required? What are the lead-times for obtaining a visa? What are the maximum validities of your obtained visa? What are the consequences of inadvertent over-stays? What are the associated costs?
Keep an eye on the news A second crucial fact to keep in mind is that, due to pressing regional conflicts, flight routes are becoming increasingly more restricted. “Depending on the nationality of the aircraft, Syria, Iraq and Iran all represent obstacles for flight planners,” Cain explains. “For example, nowadays a US-registered aircraft arriving from Europe or Russia and unwilling to use Iraqi airspace must arrive via Egypt.”
I
t’s not the destination, but the journey that matters. But when the journey involves flying a business aircraft through international airspace, the destination will likely have an impact on your journey. Flying into the Middle East is no exception. FlyCorporate’s Jason Zappa Janse sits down with three trip support providers to discuss why.
Due to these circumstances, it is recommended to always be aware of the latest NOTAMS and scrutinize Foreign Office advisories at all times. According to Jetex Flight Support Operations Manager Khaled Shurbaji, these flight route obstructions are a persistent hindrance: “Direct routes between countries that are in conflict can be abolished, forcing you to make a detour – often through other countries,” he explains. Not only can flight routes be prohibited or abolished, but for certain countries trip support organizers even recommend avoiding airspaces altogether. “One always needs to take into account precautionary security concerns linked to specific parts of the Middle East,” explains Foreman. “Iraqi and Syrian airspace should be avoided – not to mention landing there, which is definitely something to be cautious about as well.”
Permits, permits, permits Next on the list are permits. “Traffic rights and landing permits are required throughout the region for all types of flights,” comments Shurbaji. “In some countries, authorities even require a receiving party and sponsorship letter before granting a permit.”
50
SECTOR FOCUS: TRIP PLANNING
Lead-times to acquire permits generally take a couple of days, depending of course on the purpose of the flight. But an informed trip support provider will advise you to plan at least ten days to avoid any surprises, such as a smaller extent of intra-regional flexibility. “If a planned airport of arrival changes, it must be amended prior to departure for Middle East countries,” explains Cain. The same counts for extra-regional permits, says Cain: “For example, although not a Middle Eastern country, any arriving or departing aircraft that flies through Indian airspace must be aware that a minimum of three days is required – at least for planning purposes – to obtain or amend an over-flight permit.” “Overflight permits are usually easier to obtain, but this also depends on the appropriate lead time by the particular Civil Aviation Administration you’re dealing with,” adds Foreman. “While most countries in this region don’t require knowing the individuals onboard the flight for overflight permits, some – including Saudi Arabia and Pakistan – may require all crew and passenger information: full names, date of birth, nationality, passport number, and expiration date.” Shurbaji considers one of the biggest challenges of operating in the region is the lack of acknowledgement when filing a flight plan. “Unlike [the standard procedure at] Eurocontrol, where immediate acknowledgement is given to confirm the validity of the route, someone [flying into the Middle East] might assume that their FPL is confirmed, only to be surprised when the captain asks for permission to take off and is informed they don’t have a valid FPL,” he says. Consequently, a professional trip support provider will always double check to ensure an FPL is on file and approved prior to departure.
During the flight and landing Going from pre-flight considerations to things to keep in mind during the flight, the next item on the checklist relates to a crucial cultural difference: alcohol. In respect of Islamic tradition, alcohol – and pork for that matter – is often restricted. “In some countries alcohol is prohibited to such extent that the galley bar has to be sealed before landing,” Shurbaji comments. In countries such as Afghanistan, Iran, Kuwait, Pakistan, Saudi Arabia, the Emirate of Sharjah, and Yemen, people using or importing alcohol are subject to sanctions.
Shurbaji considers one of the biggest challenges of operating in the region is the lack of acknowledgement when filing a flight plan Dubai International FBO lounge
51
SECTOR FOCUS: TRIP PLANNING
Once landed, the first thing to hit you - literally – is the heat. As one of the hottest regions on earth, hotels, FBOs and other corporate facilities will of course be air-conditioned. However, according to Cain, depending on the time of your arrival, the airport ramp could be an intensely hot place to be: “Consideration should be made to avoid departure in the extreme heat of the day, from midday to mid-afternoon in the Gulf summer, when apron temperatures frequently reach around 122° F.” The temperature not only affects passengers and crew, but also your aircraft. “A few degrees change in temperature or runway head-wind component can have a significant effect on the climb performance of your aircraft,” adds Cain.
The status of FBOs Having left your aircraft, the next box to tick are the various handling companies and FBOs. According to Shurbaji, there aren’t many airports in the Middle East with dedicated FBOs for business aviation. “In many airports and countries we have to rely on handling companies which, in many cases, are part of the national carrier or a monopolizing company handling cargo, commercial and business aviation at the same time.” That being said, Shurbaji also says that overall handling, landing and parking fees are quite competitive when compared to certain European airports. “In addition, all airports, except [the ones] in Dubai, don’t require landing slots, and in the majority of airports long-term parking is possible,” he adds. According to Cain, the six countries of the Gulf Cooperation Council (GCC), namely Saudi Arabia, Kuwait, Bahrain, Qatar, the UAE and the Sultanate of Oman, are well-known for their high standards in ground handling services. He does, however, acknowledge the fact that a substantial amount of smaller regional airports lack FBOs – let alone automated payment services – so don’t forget to bring cash. “Services for larger aircraft will come via or in partnership with national airlines,” he confirms. “A natural consequence is that the speed of service may be affected if schedules conflict with commercial flights.” In addition, with the exception of Turkey, Foreman says all ground handlers require the same information to make arrangements. “This information includes your full schedule, aircraft type and tail number, fuel requirements, passenger passport and visa information, and details of required services,” he explains.
Turkey is an exception to this rule, as it mandates a specific insurance on top of your standard aviation insurance. “Turkey will not grant a landing permit without viewing the particular insurance, airworthiness and aircraft registration certificates in advance,” Foreman concludes.
The fuel advantage Overall, on a price-comparison level, costs between traveling to the Middle East and, for instance, the US or Europe, are comparable. However, according to UAS Marketing Director Abdul Charafeddin, the Middle East does have one specific advantage: fuel. “Fuel prices are within the average or sometimes even cheaper than the rest of the world,” he explains. “The prices range between $2.8178USD and $4.7696USD, where UAE airports could be considered relatively cheaper than the rest of the region.” In addition, as Shurbaji explains, there is no mineral oil tax (MOT) on jet fuel in the Middle East. Though referred to by different names in various EU countries and by different fuel suppliers, when applicable, MOT can exceed the base cost of the underlying fuel. “Consequently, the region is considered much cheaper in terms of fuel prices,” he adds.
Mind the local customs One last aspect to constantly keep in mind when planning a trip to the Middle East, as all three trip support providers agree upon, is respecting local customs. “Protocols and etiquette must be fully respected when dealing with any officials or support staff at Middle Eastern airports,” explains Cain. “Operating to this region can be a positive experience so long as you are open to cultural differences and adjust to local customs,” adds Foreman.” “It’s important to be patient and respectful.” He notes that this particularly applies in Saudi Arabia, where it is especially important for women to dress appropriately and, consequently, conservatively. Despite these considerations, all three believe the Middle East rarely fails to reward its visitors, both in terms of the unique culture of the region and the comfort and hospitality provided by some of the world’s finest hotels. So tick your checklist, call your trip planning professional and gear up.
52
SECTOR FOCUS: FUEL
The unleaded option:
true or false?
53
SECTOR FOCUS: FUEL
I
n the world of airborne contaminants, avgas emission and the lead it contains is a substantial contributor. Last June, the FAA issued a call to action for fuel producers to develop replacement fuels capable of relieving the aviation industry of leaded fuel – often referred to as one of the industry’s most pressing issues. FlyCorporate’s Jason Zappa Janse investigates. The FAA’s initiative has a long history, dating back to the Clean Air Act of the early 1960s. The first-ever US federal law designed to control air pollution on a national level, the Clean Air Act, saw several amendments during the first years of its existence, primarily in 1970, when several profound regulations pertaining to stationary pollution and mobile sources joined the mandate’s collection. At the end of that same year, the Environmental Protection Agency (EPA) was founded, with the principal goal of monitoring and further developing regulations regarding the emission of airborne contaminants that could cause damage to human health.
Who uses leaded fuel? Though already removed entirely from the automotive industry, a certain part the aviation industry still relies on leaded fuel. A major part of the pistonengine driven aircraft of the worldwide aviation fleet is still using 100 lowlead (LL) avgas, which has been in global use since it was introduced to the market in the 1950s. With about two grams of lead per gallon, 100LL contains tetraethyllead (TEL), an organo-lead compound and carcinogen. Why’s that? Adding liquefied lead increases the fuel’s octane rating, which controls the so-called “fl ame front” of the engine’s combustion process. In other words, the higher the octane rating, the higher the amount of compression the fuel can tolerate and the less chance of a spontaneous detonation within the engine occurring. Thus, the conclusion was that lead controls that detonation and, in the short run, saves lives. However, in the long run it remains a severe airborne contaminant. The US Congress drew the same conclusion in 1990, when another amendment was added to the Clean Air Act, mandating the removal of lead from all fuels used by non-road mobile sources within a specific – and limited – timeframe. However, two decades later, the industry still hasn’t come up with a commercially viable, reliable and affordable unleaded replacement fuel. In 2010, FAA and EPA joined their mutual concerns to curb the use of lead in aviation fuel. This move came after EPA issued an advance notice of proposed rulemaking (ANPR), in which it reported that 50% of lead emissions in our atmosphere were attributed to the combustion of 100LL avgas.
54
SECTOR FOCUS: FUEL In initiating the required regulatory process for the transition to unleaded avgas, the Agency did, however, acknowledge the complexity of such a transition, stating that “converting in-use aircraft/engines to operate on unleaded aviation gasoline would be a signifi cant logistical challenge, and in some cases a technical challenge as well.” Emphasis was also put on the necessity of a joint industry effort, in the likely case that engine modifi cations would need to be developed and certifi ed.
In addition, both Agencies started investing more time, effort and support in the research of replacement fuels at the FAA’s William J. Hughes Technical Center in Atlantic City, FL. What’s more, the 2014 fiscal year budget sanctioned by President Obama sees $5.6 million set aside for research and further fuel evaluation testing at the Center. Here we return to the FAA’s June call to action that should, according to an FAA statement, ultimately lead to the minimization of the impact of replacing 100 LL fuel for most of the general aviation fleet by 2018.
Is there a solution?
At the beginning of July, the FAA received nine replacement fuels from Afton Chemical Company, Avgas, Shell, Swift Fuels and a consortium of BP, Total and Hjelmco. In order to qualify, these candidate fuels underwent a thorough examination by PAFI that included having to meet 12 fuel specification parameters and four distribution and storage parameters as defined by the FAA’s Unleaded Avgas Transition Aviation Rulemaking Committee.
Up until today, a “drop-in” solution, or one that wouldn’t require aircraft or engine modifications, remains unavailable – let alone not being technically feasible. The most important condition is that, whatever replacement is developed, it remains a commercially viable (read: equally priced or cheaper) replacement of 100LL. In other words, come up with an alternative that is more expensive than 100LL and a lot of people will simply stop flying. Close to 300 fuel formulations have been tested by the FAA in an attempt to find such a solution, but have yet failed to find a so-called energy silver bullet. With approximately 167,000 active piston-engine aircraft in the US and close to 230,000 worldwide that still rely on 100LL, there is not much room for quitters. Consequently, a new quest was launched in search for a new unleaded avgas with the lowest impact on the existing piston-engine fleet. To facilitate this quest, an industry-government initiative, called the Piston Aviation Fuels Initiative (PAFI), was founded.
According to an FAA statement, the assessment of the nine submitted fuels was based on their impact on the existing fleet, the production and distribution infrastructure, the impact on the environment, toxicology, and the cost of aircraft operations. Of these nine, the FAA recently selected four: one each from Shell and Total, and two from Swift Fuels. “The FAA knows the general aviation community and EPA are focused on this issue, and we look forward to collaborating with [these] fuel producers to make an unleaded avgas available for the general aviation fleet,” says FAA Administrator Michael Huerta.
Up until today, a “drop-in” solution, or one that wouldn’t require aircraft or engine modifications, remains unavailable – let alone not being technically feasible Perhaps a slightly less known player in the aviation fuel sector is Avgas. Part of xF Technologies, an Albuquerque, TX-headquartered company specializing in biofuel, Avgas developed a very particular method for producing unleaded fuel. The company introduces a non-toxic oxygenate called furoate ester into the existing fuel supply that not only enriches its octane rating, but also preserves the fuel’s overall energy density and performance while at the same time lowering its particulate emissions grade. xF is using existing fuels for its research, as opposed to creating a new one from scratch, and aims to maintain its compatibility with existing delivery and vehicle infrastructure. Although an interesting method, furoate ester was not selected by the FAA for further testing.
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56
SECTOR FOCUS: FUEL During this year’s Future of Business Aviation Conference in London, UK, Shell disclosed that it had achieved a breakthrough in creating a viable lead-free fuel for use in light aircraft and helicopters. Shell’s product is claimed to be entirely suitable for all existing Lycoming and Continental engines, which power various Cessna, Piper and Beechcraft piston-engine aircraft. According to Shell Aviation Marketing and Development Manager Tonya Donaldson, the new unleaded fuel will deliver similar performance compared with 100LL. Additionally, although Shell is pursuing eco-friendly biofuel technology for turbine engines, according to Donaldson, “the major challenge is to find suitable feed stock, such as sugar products, to facilitate the manufacturing process.” Shell has worked closely with Piper and Lycoming in conducting preliminary tests of a 100-octane fuel, which the company claims to be an actual drop-in replacement for 100LL. The 100-octane fuel is the result of over 10 years of research in both the UK and US, exploring over 3,000 different formulations to deliver a viable fuel formulation that has been submitted for evaluation. Piper recently used the new fuel for an hour in a PA-32 Saratoga. Lycoming President Michael Kraft said his company tested the new fuel on the most demanding piston engine it has and found the performance to be “remarkably close to avgas 100LL from a performance perspective.” “Our unleaded Avgas is still in the early approval stages and, as such, is not commercially available,” comments Shell Aviation Fuels Global Technical and Quality Manager Rob Midgley. “Shell will continue working with regulators and industry forums to develop the body of data needed to achieve fleet-wide certification and expects to also work with other OEMs to continue the testing and refinement program as the approvals process progresses.”
The possible future West Lafayette, IN-headquartered Swift Fuels was founded in 2005 with the mission of developing the very-needed “quasi drop-in” solution for the general aviation industry. The company joined the American Society for Testing and Materials (ASTM) in 2007 – an international standards organization that develops and publishes voluntary consensus technical standards for a wide range of materials, products, systems, and services. Headquartered in West Conshohocken, PA, ASTM grants approved products a level of consistency, safety and quality that is very much appreciated across the industry. ASTM offers an open platform where relevant expertise from all corners of a particular industry or topic are drawn to make educated decisions and initiate educated processes to avoid future problems in the field.
In 2010, the US-based research company entered the European market via a collaboration with Zweibrücken, Germany-based Swift Fuel. According to a company statement, the collaboration intends “to ensure the worldwide acceptance and use of SwiftFuel.” Three years later, Swift Fuels officially set foot on European soil when it acquired a 50% shareholder’s position in its German-based collaborator, which as of then allowed for an exchange of intellectual property and technical expertise. Swift Fuels CEO Chris D’Acosta considers the acquisition “a major milestone in [the company’s] efforts to broaden Swift Fuels’ market coverage and deepen our technical base.” Swift develops an unleaded aviation gasoline under UL102 specification, called Swift 100SF. With an octane rating of 102, Swift 100SF is developed from refined crude oil fractions or from biological sources such as sugars, plant oils and bio-waste. The company claims its fuel achieves a 7 to 15% increased range due to its higher density, which makes it typically 0.5 up to 1 pounds heavier than 100LL. Its German subsidiary has been working closely with MRO provider Solution Air, also based at Zweibrücken (ZQW). Swift Fuel is using Solution Air’s B60 Beechcraft Duke for flight testing of its unleaded fuel vials, as its engine requires a very high octane rate to initiate combustion. In September 2013, the company opened a new production facility, capable of producing 10,000 gallons per month – a production level benchmark specified in the FAA roadmap for unleaded transition. ASTM approval followed two months later, by which time UL102 was approved as an official ASTM Test Specification, defined as ASTM D7719. Both the establishment of the pilot plant and the ASTM approval were among the required 16 steps of qualification. At the time of approval, D’Acosta said it became a matter of playing the waiting game, but he remained confident that 100SF will be distributed on a large scale within one to three years. Although the FAA has revealed which companies were selected, it has issued strict communication protocols for the companies involved, resulting in a profound reluctance – bluntly, a general refusal – of commenting.
Unleaded efforts in Europe Although Total was referred to as the final approved fuel candidate provider by the FAA, the company submitted fuel candidates as a consortium with Hjelmco Oil and BP. All three companies are known for their involvement in aviation fuel, but it’s worth noting that Hjelmco has been providing an unleaded option for over 33 years, while the other two only took their first steps a couple of years back.
57
SECTOR FOCUS: FUEL What we do know about Total is that it has supplied EASA and ASTM approved unleaded grade UL91 (ASTM D7547) at several airports in France, Germany, Italy, Switzerland and Austria since 2011. Referred to as a “partial solution” by Total, UL91 is currently available for Robinson R22 and R44 helicopters. UL91 is not a drop-in solution, as it requires a potential customer to have a full infrastructure in place for accepting 91UL. In addition, it’s quite unconventional to denote an aviation fuel with its octane rating at the end. Since its introduction, questions have been raised asking why the French fuel provider put up the effort and cost of introducing an unleaded (and confusing) aviation fuel on the market. UL91 is currently unavailable in the US, making it even more interesting to know why the FAA states to have approved a Total candidate fuel. Given the company’s recent entry into the unleaded aviation fuel realm, it seems unlikely the company has come up with something other than its UL91. What’s more, this would imply that Hjelmco’s 91UL (ASTM D910), which has been in production predominantly in the Scandinavian market for over three decades, did not qualify. Since July, BP has been performing trials of 91UL at two locations in the UK in an attempt to supply it to light GA customers. Three months after kickoff, Air BP UK General Aviation Business Manager Mark Atherton looks back on a successful period: “The trial has been a success,” he says. “Both the airports at Goodwood and Staverton have successfully and safely taken several deliveries. In turn, this has resulted in numerous sales to the airfield customers. We are now exploring other locations and will be establishing new sites for unleaded fuel at airfields we are assured can safely deliver the fuel and match our demanding quality and safety standards.” As 91UL is not a drop-in solution, the company advises interested parties to consult their aircraft operating manuals to ensure compatibility. “This is to avoid contamination or the ‘mis-fuelling’ of any aircraft that are designed to only operate on grade 100LL,” comments Global Fuels Technology Aviation Fuels R+D Manager Alisdair Q. Clarke.
Next steps “There is an aspiration to move to an unleaded grade in the aviation sector and to help meet this goal PAFI has launched in the US,” Clarke continues. “This research program […] is due to conclude in 2018 and is expected to herald a wide-spread transition to unleaded Avgas. Until this date, roll-out of unleaded Avgas is expected to be based on market opportunity, and Air BP will be monitoring the situation.” All three companies will now work with the FAA on phase-one testing, which will begin this fall and conclude in the fall of 2015. The Agency anticipates that a maximum of two fuels will be selected for phase-two engine and aircraft testing. According to an FAA statement, “that testing will generate standardized qualification and certification data for candidate fuels, along with property and performance data.” Over the next five years, the FAA will ask fuel producers to submit 100 gallons of fuel for phase one testing and 10,000 gallons of fuel for phase two testing. The entire testing process is expected to conclude in 2018.
“Air BP will be establishing new sites for unleaded fuel at airfields we are assured can safely deliver the fuel and match our demanding quality and safety standards”
58
SECTOR FOCUS: AIRPORTS
When accessibility
is everything
W
ith the skies becoming increasingly congested, business aviation often ďŹ nds itself on the outside looking in. To stay viable, the sector is turning to secondary airports, with LPV approaches powered by satellite navigation being the key to access. Nick Klenske reports.
Garmin G5000 touchscreen glass flight deck
59
SECTOR FOCUS: AIRPORTS
According to Eurocontrol statistics, 66% of business flights happen between city pairs lacking daily commercial service. However, because many of these airports are located in demanding environments, landing at one creates new challenges, such as complex approach trajectories. More so, airports located near or within major cities are obligated to develop complex approaches to avoid heavily populated areas. On top of this, many of these so-called secondary airports lack the funding for the high-tech equipment found in commercial airports. For example, ILS navigation aids are either limited or nonexistent, increasing the risk of a flight diversion. Furthermore, business aircraft are not specifically catered to existing Air Traffic Management systems (ATM) and thus unable to utilize key airports. This is particularly true as Europe’s skies become increasingly crowded, meaning smaller airports are being pressured to make themselves available. In order to be available, these small and regional airports cannot rely solely on non-precision approaches. As the skies become more and more congested, business aviation finds itself being pushed out and even shut out of many of the world’s key airports. As accessibility is everything, finding a viable alternative is essential. One solution is to use approach procedures with vertical guidance (APV) or localizer performance with vertical guidance (LPV) approach procedures. These types of approaches do not require ground equipment and thus have the potential to enable near-precision approaches for all airports – thereby increasing their attractiveness to business aviation. To illustrate some of the advantages, consider that LPV approaches are designed with a 250-ft decision height (DH) in Europe, although this figure could decrease to 200 ft in the near future. By comparison, the average DH for non-precision approaches (NPAs) is 470 feet in the US. In addition, as the final approach segment of an LPV approach is entirely virtual and not linked to a ground-based guidance system, using different approaches on the same runway end for different aircraft categories is a real possibility.
A unique solution for Europe In Europe, the European Geostationary Navigation Overlay Service (EGNOS) is driving airport accessibility. EGNOS improves accuracy of position measurements by sending out signals that correct GPS data and provide information on reliability.
Via its network of nearly 40 reference stations located in more than 20 countries, the system picks up signals from GPS satellites that are then processed in master control centers to determine the accuracy of the original signals based on such factors as electrical disturbances in the atmosphere. The data is incorporated into EGNOS signals and sent to its geostationary satellites, which then relay the signals back to EGNOSenabled receivers. By 2015, EGNOS will allow for SBAS CAT 1 approaches, allowing for a 200 foot decision height, which is comparable to what is available via ILS Cat 1, without the need for expensive ground equipment. “Despite the tough economic times, the growth rate of our sector continues to accelerate, and we will require the infrastructure – namely airports – in order to accommodate this growth,” says EBAA CEO Fabio Gamba. “Our need for fl exibility is greatly constrained by existing systems, forcing us to make use of congested airports, which is becoming more and more diffi cult for the sector.” “A wider use of LPVs, as provided by EGNOS, is good for business aviation, regional airports, and the entire value chain,” he continues. “Regional airports and smaller airfi elds appeal to business aviation, but they must improve their attractiveness by offering more precision approaches.” In fact, the argument in support of EGNOS is so compelling that EBAA and the European Global Navigation Satellite Systems Agency (GSA), which oversees EGNOS, have formed a strategic partnership. Gamba notes that a move towards satellite-based technology is well overdue, a fact made evident when comparing availability in Europe to that of the US. “We are proud to have signed this MoU with the GSA and, together, we are committed to having many more procedures published in the near future,” he adds. “The business aviation segment is a pioneer in the use of EGNOS and most new business aircraft are already equipped,” says GSA executive director Carlo des Dorides. “This means operators can start using published LPV procedures immediately, without the need for any upgrades, just by obtaining the operational approval from the authority where the aircraft is registered.”
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“The aviation community will benefi t greatly from EGNOS because it means safe access to small and medium-sized airports without the need for expensive ground equipment,” says Gamba. “EGNOS is already present in around 100 airports, so we need to ensure that the sector is using it in the best possible way.”
Proven to be effective To demonstrate how EGNOS can increase airport access, Rockwell Collins recently completed the first demonstrations of advanced arrival and departure flight operations using its flight management system (FMS) and global navigation satellite system (GNSS) receiver. The demonstrations were part of the European Union’s FilGAPP Project – a publicly funded airspace enhancement project focused on “filling the gap” between small airports and approach limitations via the use of satellite-based navigation and advanced FMS functions. “FilGAPP highlights the opportunity that exists for corporate operators to increase operating capacity and to save time and fuel through more efficient terminal procedures at European airports,” says Rockwell Collins VP & Managing Director EMEA Claude Alber. The most recent demonstration took place on a Hawker 750 equipped with a Rockwell Collins FMS and GNSS receiver. It was the first time a high-precision and high-integrity missed approach/departure had been performed in Europe. The flights also validated technical and operational independence from the closely spaced ATC systems of two nearby airports, which enabled increased operational capacity for each airport.
The way of the future Performance Based Navigation (PBN) represents a fundamental shift from sensor-based to performance-based navigation. EGNOS is one of the enabling technologies for a successful implementation of SESAR and of the of the European regional PBN plan, which aims to provide vertical guidance at all landing sites.
“A wider use of LPVs, as provided by EGNOS, is good for business aviation, regional airports, and the entire value chain”
In fact, ICAO recommends deploying approaches with vertical guidance at all instrumental runways by 2016. Following such recommendation, the European regulatory approach is under way and the current draft PBN Implementing Rule (IR) proposes implementation of Approaches with Vertical guidance (either Baro or SBAS/EGNOS) in all instrumental runway ends by 2018, synchronized with the aircraft capability required by 2020. European air navigation service providers (ANSPs) are working to develop EGNOS-based procedures for key regional airports. According to recent statistics, a total of 95 LPV approach procedures are available in 68 European airports. In addition, 91 APV Baro-VNAV procedures are allowed to be flown using EGNOS vertical guidance in Germany and Czech Republic. Other countries, including France, also authorize the use of EGNOS for APV Baro-VNAV. As this figure grows, an updated list is available at the EGNOS Portal (www.egnos-portal.eu) and the EGNOS Service Provider site (http://www.essp-sas.eu), which also includes an “EGNOS based procedures map” with a detailed table listing procedures already in place.
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SECTOR FOCUS: AIRPORTS
The list of countries joining the group of EGNOS users is continually growing. For example: •
France’s Direction des Services de la Navigation Aérienne has launched a comprehensive plan to implement SBAS landing procedures throughout the country, with more than 55 available procedures.
•
Starting with Braunschweig-Wolfsburg Airport, today Germany counts 15 LPV approaches plus 84 APV Baro, which equipped aircraft may fly using vertical guidance provided by EGNOS.
•
Following Milano Linate’s adoption of EGNOS in December 2012, ENAV, the Italian ANSP, has provided LPV approaches to seven runway ends at Fiumicino and Ciampino airports in Rome and Venezia Tessera.
•
Spain’s LPV approach procedures at Santander airport have been operational since October 2013, initiating the implementation of a larger plan that includes Almeria, Sevilla and Valencia airports.
•
In the Czech Republic, operators can benefit from Localiser Performance with Vertical Guidance (LPV) approaches to two runway ends at both Brno and Ostrava airports since January 2014.
•
The Czech Civil Aviation Authority recently approved the possibility for operators to use EGNOS vertical guidance with Baro-VNAV proceduresThe implementation of EGNOS procedures at Finland’s Joensuu Airport was launched in December 2013.
•
Austria has long been an enthusiastic supporter of EGNOS, and today EGNOS approach procedures are operational at Linz and Graz airports, with plans to implement additional procedures at other Austrian airports.
But it’s not just Europe benefiting from GNSS landing procedures. According to the General Aviation Manufacturers Association (GAMA), who has been heavily involved in setting up GNSS procedures since the late 90s, the access to runways that GNSS systems provide is essential to the sector. “The US has done a fantastic job at rolling out new LPV approach-capable runways for general aviation, averaging 300 per year,” says GAMA Vice President
of Operations Jens Henning. “With EGNOS we fully expect to see the same success, creating a real opportunity for the sector to increase its access to Europe.” Henning further notes that this process is greatly simplified as EGNOS operates on the same equipment standards used for other GNSS systems. The result is the same aircraft equipped for the US can land in Europe using the EGNOS signal.
According to the General Aviation Manufacturers Association (GAMA), the access to runways that GNSS systems provide is essential to the sector
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64
FC REVIEW: BOEING 787
Boeing dreams
big F
or several years now, Boeing’s 787 has kept the world waiting and wondering - and Boeing executives biting their fingernails. Today, after a decade of anticipation, Boeing’s Dreamliner is appearing in increasing numbers with the world’s airlines. Rod Simpson asks, was it worth the wait? And what does it mean for business aviation?
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FC REVIEW: BOEING 787 To date, Boeing has taken orders for 14 corporate Dreamliners, one of which was placed this year, with five having been delivered so far. One of these is already operational in an airline configuration, and the other four are with completion centers for outfitting. These are all the BBJ 787-8 model, but customers can also order the stretched 787-9. “The aircraft is ideal for Head-of-State transportation and for our very important Middle Eastern customers because of its high Mach 0.85 cruising speed and the range of over 10,000 nautical miles with eight passengers on board,” says Boeing Business Jets President Capt. Steve Taylor. He notes that the Dreamliner can comfortably fly from Dubai to Los Angeles, from New York to Singapore or from London to Sydney non-stop. “The range is particularly important because it means our time-critical clients can fly direct, point-to-point, between most cities in the world,” he says. “Not only does it save time, but it avoids the complications of advance positioning of support staff and making security arrangements at en-route technical stops.”
Flying on a dream Curious to find out how different the 787 experience is compared to other wide-body airliners, FlyCorporate was recently able to fly on a Thomson Airways Dreamliner and get a flavor of what the corporate user can expect from this innovative aircraft. Upon boarding, the first thing that jumps out is that the 787 is very spacious and bright inside. Boeing points out that the windows are 78% larger than on airliners such as the Airbus A330 and are higher on the fuselage, giving good outside views and excellent illumination. The aircraft is also very quiet, even on takeoff, and vibration levels are low, providing a very smooth ride. All of this makes for a very relaxed experience, but the most pleasant feature is the fresh air feel of the cabin. This is thanks to the 6,000ft cabin altitude of the 787 – and to Boeing’s sophisticated filtration and air circulation system. Outside air goes through an ozone removal process and cabin air is passed through HEPA filtration to remove bacteria, fungi and viruses, and then through a gaseous filter to take away odours and gaseous contaminants. Due to its carbon fibre structure, the 787 can also have a higher humidity level than metal airliners, which need to keep the air dry in order to limit corrosion. Together, all of this has a very beneficial effect. According to Thomson Airways Managing Director Capt. John Murphy, “our crew have noticed the reduction in jet lag, due to the improved cabin environment,” he says. “We arrive at our long-distance destinations feeling fresh and certainly sleep more soundly on layovers.” For the flight crew, the Dreamliner is equipped with the latest technology. Not surprisingly, the all-glass flight deck is state-of-the-art with four large screens, including a PFD (Primary Flight Display) for each pilot and two MFDs (Multi-functional Displays). There is also a large engine control center console incorporating dual data interrogation and engine condition display screens. Boeing has stuck with the traditional control column rather than sidesticks, but the Thomson 787 has optional Head-Up Displays (HUD) for each pilot – a feature that former fighter pilot Capt. Murphy says is a significant contribution to safety.
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FC REVIEW: BOEING 787
An inspired design Dreamliners are delivered as “green” aircraft (actually white, since the natural colour is black carbon fibre, which needs to be painted to provide UV protection). With over 2,400 square feet of floor area in the aircraft, there is enormous scope for imaginative interior layouts to suit the personal requirements of high net worth customers. Not surprisingly, there are numerous companies fighting for the completion work, and other independent creative agencies see the aircraft as a unique opportunity for very imaginative design solutions. One of these is VIP Completions Ltd., which created a special interior for one 787 client inspired by the flow of water and the influence of light and reflection, giving the aircraft the latest in modern style and a relaxing but functional interior. The company stresses that, despite its innovative ideas, the cabin – with its open plan seating arrangement and cinema room – also gives a vibrant but practical venue for post-dinner relaxation and for cocktail and entertainment occasions. Once the designers and installers have finished with the Dreamliner and it is ready for service, the owner will have spent around $150 million – on top of the $200 million base price for the aircraft. Boeing estimates that the operating cost of a Dreamliner will be around $6,950 per hour. As a result of the aircraft’s composite construction, completion experts face challenges not experienced with conventional metal airframes. For example, it is risky to drill holes in the aircraft structure, so new techniques have been developed. “We install various hardpoints in the aircraft that are used as pickup fixtures for the cabin fittings,” explains Taylor. “For instance, the seat rails can be used to hold spreader bars that then act as positioning points for the cabinetry and other cabin furnishings.” The uniqueness of the aircraft is also creating new dedicated service lines by completion companies. For example, completion expert Lufthansa Technik has established its “Project Fiber Force”, which is developing new methods of introducing components into existing composite airframe structures. The company expects to be a leading completion supplier for corporate Dreamliners. One of the first Dreamliners to be delivered for completion is now being handled by Greenpoint Technologies, who also have a second aircraft lined up to follow it. The company recently announced the Azure model, which takes luxury to a new level. Based on the 787-9, it features two large, central living spaces comprising of a lounge with home entertainment screens and a dining/conference room.
The forward part of the aircraft is the owner’s master suite, complete with restroom and an office, while the rear of the aircraft is arranged for guests with a bedroom and lounge - and even a “serenity room” incorporating a spa and exercise facilities. Not surprisingly, there is ambitious use of ceiling recesses and contoured wall panelling and, in keeping with the requirements of their high value clients, Greenpoint’s designs incorporate exotic woods such as ebony, fig sycamore and karelian burl birch – not to mention the marble flooring. The systems architecture of the Boeing 787 provides a common core electrical system, which is different from other airliners and thus brings new challenges when installing complex lighting systems and cabin connectivity that includes passenger screens and internet access points. Also to be considered is the crew rest area – a must for very long flight sectors – and the Dreamliner has a dedicated sleeping loft that can be installed at the front or back of the aircraft and is accessed by a small staircase. The area provides up to five comfortable sleeping bunks for flight crew and cabin staff. Other completion centers involved with the Dreamliner include GDC Technics (formerly Gore Design Completions), based in San Antonio, Texas. The company is now working on two aircraft for governmental customers with delivery slated for 2017. GDC Technics uses Dassault’s Catia engineering and design software to create an interior that is both structurally sound and provides a variety of cabin options, and their engineers have worked closely with Boeing during the necessary FAA approval process. Also bidding for Dreamliner business is San Antoniobased Aeria, part of the ST Aerospace group and Associated Air Center (AAC) of Tempe, Ariz. They have been awarded a contract for interior completion of a BBJ 787-8, which will be outfitted at the Dallas plant of AAC’s parent company StandardAero. AAC CEO Jack Lawless describes Dreamliner work as: “a monumental leap forward for the entire custom interiors completions industry, as this aircraft is unlike any other in the world.” Needless to say, all of these completion centres are excited at the opportunities the 787 offers for the latest in modern design. In summary, all signs point to the Dreamliner becoming the large business airliner that sets the standard for other manufacturers to follow.
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SECTOR FOCUS: AVIONICS
The vanguard of efficient
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SECTOR FOCUS: AVIONICS
A
ccording to IATA, global air traffic continues to grow at a rate of between four and five percent per year. As the skies become increasingly crowded, finding new ways to fly more efficiently becomes a must. At the vanguard of this initiative is cockpit avionics.
By Nick Klenske and Jason Zappa Janse For flights between North America and Europe along the busy North Atlantic Tracks (NAT), the future of flying is FANS (Future Air Navigation System 1/A). According to figures provided by Universal Avionics, there are 1,400 NAT crossings every day, with six percent coming from the corporate sector. Approximately 60% of these crossings are FANS 1/A equipped – and this number is rapidly increasing. But with current separation between aircraft being only 10 minutes in trail, the route is quickly approaching the saturation mark. FANS intends to remedy this, with its primary goal being to improve flight safety via better communications to aircraft in remote and oceanic areas. FANS also aims to reduce longitudinal and lateral separation minimums that will allow aircraft the ability to climb for greater fuel efficiency. This is not a new concept, as FANS was developed by ICAO and Boeing in the 1980s and first implemented in the 1990s. What is new is the increase in reliable, affordable satcom and VHF technology that allows for Data Link Communication between the aircraft and Air Traffic Control (ATC). “Essentially, FANS provides means to communicate to and survey an aircraft as it crosses the North Atlantic, where ground based radars are obviously not available,” says Universal Avionics Manager of Business Development Carey Miller. “Instead, FANS uses a data link that automatically communicates an aircraft’s position to ATC via satcom.”
“Essentially, FANS provides means to communicate to and survey an aircraft as it crosses the North Atlantic”
70
For those aircraft capable of flying above the OTS airspace, flight planning service providers have generally taken a conservative approach, with the general sentiment being that if you do not meet the requirements to fly on the specified Data Link tracks, you shouldn’t plan to shadow those tracks above the OTS airspace. The main reason for this is if they are unable to provide you with your requested flight level and you are assigned a flight level within OTS, they will have to re-route you on a different track due to lack of appropriate equipment and capabilities.
Money talks The consequence of failing to comply? Money. As many long-range aircraft have an optimum altitude of FL370-FL390, failure to comply with FANS 1/A means they will be restricted to flying at FL330 or FL340, at which level they burn at least 10% more fuel – not to mention having to have a higher cruise speed to keep up with other airliners and less flexibility for reacting to weather or turbulence. “FANS is a more efficient means for the controller and the aircraft to communicate,” says Miller. “And failure to comply will result in having to take increasingly extreme routes that are longer and thus require more fuel burn that, depending on future ICAO ETS regulations, could add even more costs to a transatlantic flight.” In practice, what this means is that by 2015, aircraft that are not FANS 1/A equipped will be required to fly around the OTS and transitioning through the OTS on a ‘random route’ will be unlikely. By 2017, non-compliant aircraft will have to fly the so-called ‘Blue Spruce Routes’ that take one north over Greenland and Iceland or below FL350. By 2020, aircraft not FANS 1/A equipped will be regulated to these Blue Spruce Routes or below FL290. The operational benefits of FANS 1/A are many. First and foremost is that it significantly improves communications, as large quantity of HF traffic and poor quality HF are no longer an issue. More so, deviation from flight plan clearance can be detected sooner. Of course all this means less stress for the crew – which directly corresponds to increased flight safety. As an added bonus, having FANS 1/A installed on the aircraft means WAAS/SBAS FMS compatibility for LPV approaches.
“FANS is a more efficient means for the controller and the aircraft to communicate”
Everybody else is doing it During October’s NBAA show in Orlando, numerous companies made FANSrelated announcements. For example, a division of Indianapolis, IN-headquartered Comlux America launched an STC to install and certify FANS 1/A+ equipment onboard the Bombardier Challenger 600 through Challenger 604 Series of aircraft. A first Challenger 601, owned and operated by Lowell Dowler of Worthington Industries, is already awaiting installation. “The installation and testing went very well and we are looking forward to the flight testing in the third phase to complete the installation,” comments Dowler. Completion of the installation is scheduled for the end of this month.
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SECTOR FOCUS: AVIONICS
“Our goal is to always remain one step ahead of our customer’s needs,” adds Comlux America CEO Jim Soleo. “By anticipating what they want and need, we continue to keep their aircraft up to date and stay one step ahead of our competitors.” Another well-known avionics player providing FANS 1/A capability is Rockwell Collins. The Cedar Rapids, IAheadquartered company is offering FANS 1/A capability onboard Bombardier Challenger 604 aircraft equipped with its Pro Line 4 avionics. “The installation of our FANS 1/A solution on the Challenger 604 aircraft requires minimal downtime and associated labor costs, making it the most cost-effective offering in the market,” comments Rockwell Collins Business and Regional Systems Vice President and General Manager Craig Olson. Expected to become available in 2H-2015, the Challenger 604 FANS capability is one of the many Rockwell Collins is offering. Another FANS related announcement came from Gogo – parent company of Gogo Business Aviation (formerly Aircell) – who sealed a deal with Dassault in which they will provide a FANS solution for the Falcon 900, Falcon 2000 and Falcon 7X equipped with EASy II avionics systems. The solution will become available as of November in any authorized Falcon service facility for the above mentioned aircraft. The French OEM’s FANS solution incorporates Gogo Business Aviation’s Iridium-based Axxess system and Data Interface Unit (DIU). Axxess is a prolific system, offered as standard or optional equipment by most major business aircraft manufacturers. Paired with the DIU, the system is available to existing customers as a field retrofit through a special upgrade program or for new installations.
“A signifi cant number of Falcon operators already have Gogo’s Iridium-based Axxess system installed on their aircraft and our FANS solution will permit a simple upgrade for that equipment as part of the overall compliance package,” adds Dassault Aviation Civil Aircraft Senior Vice President Olivier Villa. The FANS package consists of Automatic Dependent Surveillance-Contract (ADS-C) and Controller Pilot Data Link Communications (CPDLC), which together allow for enhanced pilot communications in oceanic and remote airspace, in addition to enabling automated position reporting. Last but certainly not least, Duncan Aviation received an FAA STC for the installation of a FANS 1/A+ solution on a Falcon 900B with Universal Avionics (UA) EFI-890R Advanced Flight Displays. The company has already completed two Falcon 900B avionics upgrades. UA’s EFI-890R displays replace 25 older instruments in the Falcon’s cockpit. The certifi cation of its solution allows transatlantic travelers to enhance their level of travel effi ciency. “The Falcon 900B has always been a good aircraft, but the avionics had become the weakest link in its future capabilities,” comments Duncan Aviation Avionics Sales Representative Gary Harpster. “The Universal Avionics solution replaces the items that cause those limitations [and] provides the operator with additional capabilities.”
Final thought In summary, the ultimate goal of FANS is to increase safety by facilitating more direct routing and better altitudes. For this reason, it is highly recommended that all new aircraft come with FANS 1/A compliant avionics and owners of older aircraft take advantage of the many available retrofi t options.
Expected to become available in 2H-2015, the Challenger 604 FANS capability is one of the many Rockwell Collins is offering
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FC REVIEW: BIZAPPS
The iPad has totally changed the way we work and communicate, providing 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 AVMOSYS Flight Crew Target user Users and Owners What it does AVMOSYS manages information and data that helps you manage your flight operation business. It’s a suite of cloud-based tools that enhances the knowledge, communication and coordination throughout your entire operation. Cost
Free
Name of app FlyCorporate Target user Business and professional general aviation users What it does FC is dedicated exclusively to international operators, industry professionals, and users and owners of corporate aircraft. This quarterly publication is now available as a downloadable app for your iPad. As an added bonus, you will also receive monthly On the Fly reports. Cost
Free
Name of app CloudAhoy Target user Pilots What it does CloudAhoy is for pilots’ flight debriefing. Data is logged during flight, and the post-flight service provides a comprehensive debriefing: VFR and IFR, with 2D or 3D flight tracks, profiles, maneuver analysis, instrument approaches and more. Cost
Free
Name of app AOG Service Target user Owners and Operators What it does Created by Duncan Aviation, when you’re AOG or need immediate support for your business aircraft, this app will locate the nearest Duncan Aviation facility and list contact information for technical representatives. Cost
Free
Name of app MAGnificent Interior Configurator Target user Owners and Operators What it does Whether you wish to purchase a new Bell 429 in a VIP layout or reconfigure your current aircraft, you now have the ability to visualize your interior with Mecaer Aviation Group’s MAGnificent Interior Configurator. Cost
Free
Name of app EmptyLegMarket Target user Buyers and Sellers What it does One third of all private jets fly empty. EmptyLegMarket fills these empty private jets with paying customers by directly connecting potential charter customers with the jet operator. Cost
$0.99
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