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159
1 COVER.qxp
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159 - NOV - DEC - 2015
OUR 27th YEAR
BUSINESS AIRCRAFT
COMPLETION WORLD
K E E P I N G YO U I N T H E A I R
W ITH E U RO P E ’ S LARG EST
S E RVIC E N ETWO R K
BI-MONTHLY / NOVEMBER - DECEMBER / POSTING OFFICE BE 1380 LASNE
page 62
6 Company-owned Facilities
Mobile Service Support
2 Line Service Facilities
»
»
»
»
»
»
» Mobile Service Units
» AOG Support
» Field Service Representatives
» Luton, United Kingdom
» Cannes, France
Doncaster, United Kingdom
Düsseldorf, Germany
Paris, France
Prague, Czech Republic
Valencia, Spain
Zürich, Switzerland
PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE
With the largest, most extensive service network of any aviation manufacturer, we keep your aircraft flying no matter
where you are. Whether you fly a Beechcraft ®, Cessna ® or Hawker ®, it’s essential to us that you are never grounded.
That’s why our European centers service it all. Learn more and find your nearest service center at service.txtav.com.
s e r v i ce.t x t av.co m
AIRCRAFT UPGRADES
POINTING
TO THE FUTURE page 66
INNOVATION • PERFORMANCE • LEADERSHIP
U . S . + 1 . 8 4 4 . 4 4 .T X TAV
|
I N T E R N AT I O N A L + 1 . 31 6 . 517. 8 2 7 0
© 2015 Textron Aviation. All rights reserved. Cessna’s logo and Cessna are registered trademarks of Textron Innovations Inc., used by permission. Beechcraft and Hawker are registered trademarks of Beechcraft Corporation.
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NBAA CONVENTION 2015 U.S. DOMINANCE IN LAS VEGAS
04/11/15 11:36
A
CABIN ALTITUDE: 1,172 M*
PASSENGERS: UP TO 19
SIGNATURE OVAL WINDOWS: 14
RRIVE IN STYLE
Style is personal. That’s why the Gulfstream G550™ offers a
variety of seating and sleeping options that can accommodate
up to four living areas and still has room for the largest, fully
accessible baggage area in its class. Every aspect of the exquisite
interior is designed to maximize the comfort of ultra-long-range
travel, so you can arrive feeling like you just left home.
Direct To the Fast Lane
One of the many perks of WAAS/SBAS
Say goodbye to step-down fixes and get cleared for the fast
lane with WAAS/SBAS. Smooth glideslopes reduce workload
while improving safety and fuel efficiency. Take advantage of the
thousands of LPV approaches available with WAAS SBAS today.
Visit NBAA booth N5733 or uasc.com to learn more.
To contact a Gulfstream sales representative
in your area, visit gulfstream.com/contacts.
GULFSTREAMG550.COM
uasc.com sales@uasc.com (800) 321-5253 (520) 295-2300
*At the typical initial cruise altitude of 12,497 m
SBAS-FMS Family – LP/LPV Monitor, UNS-1Lw, -1Fw and -1Ew
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06 E
CUSTOMERS WHO PUT THEIR TRUST IN FLIGHTSAFETY | A LETTER SERIES
“I was most impressed with
the entire FlightSafety team.”
Lance Toland
Pilot and Business Owner
ATP
Aviation professionals from around the world trust us to provide the highest quality training and outstanding service.
More than 1,800 highly experienced professional instructors deliver aircraft- and mission-specific courses, using our
comprehensive training systems and advanced-technology flight simulators designed to enhance safety. Trust your
training to FlightSafety. You’ll see why so many aviation professionals make the same choice. And have since 1951.
For information, please contact Steve Gross, Vice President, Sales • 314.785.7815
sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company
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FLIGHTSAFETY TOLAND TRUST LETTER AD - BART INTL - NOVEMBER 2015 ISSUE - Trim: 8.25” w x 11.25” h
Bleed: 8.5” w x 11.5” h
04/11/15 11:34
PDF/X-1a VIA EMAIL
06 EDITO.qxp
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Page 6
Upfront
From the Editor
NO TAXATION WITH A FAKE JUSTIFICATION
EVERYONE WHO OWNS, OPERATE OR
FLIES A PLANE of any kind should very soon
pause, put an ear to the ground and listen for the
distant drums beating at the Environmental
Protection Agency (EPA), announcing that their
organization intends to consider new regulations
for carbon emissions from aircraft, based on a
view by agency officials that such emissions
may pose a human-health concern because they
contribute to the global warming. When the
EPA's intention was announced, NBAA was
quick to raise concerns of its own, pointing out
that aviation emissions account for a mere two
percent of all transportation emissions globally,
and emissions from general aviation aircraft
account for only a tiny portion of all aviation
emissions.
Meanwhile, one of the main concerns we
should have comes from the recital of drums
and percussion instruments coming from Paris
Le Bourget at the end of this year. Yes, you
read correctly, that is the place where the
"Warming Alarmists" of The United Nations
Climate Change Conference will meet from
November 30th to December 11th with one
goal, the decline of our economic model.
No, I do not cook up this story and this
time it will take just a little of convincing
to prove the point.
In its February 10 edition, Investor's Business
Daily was publishing: "Christiana Figueres,
executive secretary of the U.N.'s Framework
Convention on Climate Change, admitted
in a Brussels' speech that the goal of the
environmental activists is not to save the world
from ecological calamity but to destroy
capitalism." To deliver her attack, Figueres
stated publicly "This is the first time in the
history of mankind that we are setting ourselves
the task of intentionally, within a defined period
of time, changing the economic development
model that has been reigning for at least 150
years since the Industrial Revolution." You read
well! She says that the destruction of capitalism
is a good thing!
Global warming has a history of frauds and
attacks. Headlines regularly proclaim that
temperatures are supposedly the warmest in
recorded history. It turns out these record
temperatures are a complete fabrication
allegedly designed to support the belief that
global warming is a scientific fact. The truth is
in our memories. Remember the headlines ran
in mostly conservative media outlets last
November: "100 Year Snow Records Broken
Across the Southeastern U.S. on October 31st
and November 1st." This news was preceded
by one on Oct 27 that reported early snowfalls
in Russia's Ural Mountain. Even at an earlier
time, a massive cold wave hit the upper
Midwest in September 13 accompanied by the
earliest recorded snowfall going back to 1988.
It is imperative for the warming alarmists to
approve a draconian climate treaty at the
meeting in Paris if they are ever to meet their
goal to control the world's economy.
Be vigilant, stay clean and support your
Association.
"No man's life, liberty, or property is safe while the legislature is in session"
Mark Twain
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Page 6
6-7
Mark Huber
Helicopter Editor
Bernard Fitzsimons
MRO Editor
PREMIER TRANSATLANTIC
BUSINESS AVIATION MAGAZINE
Fernand M. Francois
Editor and Publisher
Kathy Ann Francois
Associate Publisher
Kirby J. Harrison
New-York Editor
CONTRIBUTING EDITORS
Fabio Gamba, Nick Klenske,
Louis Smyth, Giulia Mauri,
Derek A. Bloom,
Guy Viselé, Aoife O'Sullivan
PRODUCTION
Tanguy Francois
Production Manager
Paul Walsh
Managing Editor
ADVERTISING
Kathy Ann Francois
Advertising Director
kafrancois@bartintl.com
Marc Grangier
Senior Editor
Captain LeRoy Cook,
Michaël Grüninger
Safety Editors
Steve Nichols
Avionics Editor
NOVEMBER - DECEMBER - 2015
Volume XXVII - No 5
BART No 159
WWW.BARTINTL.COM
MARKETING
Titi Kusumandari
Marketing Manager
tkusumandari@bartintl.com
SECTIONS
5
EDITORIAL
8
POINTER
10
FAST TRACK
26
BUSINESS NEWS
28
TRANSATLANTIC UPDATE
CONTENTS
32
90
ALL SET FOR LAS VEGAS
This year’s NBAA will showcase
a US economy in growth mode.
We preview the main exhibitors.
SNOW
As winter approaches, the experts at Universal
Weather and Aviation look at the best strategies for
dealing with snow.
ROTOR REPORT
Mark Huber reports on a versatile US helicopter
market with OEMs fighting it out for market share.
FROM THE COCKPIT
With flight automation becoming more and more
common, LeRoy Cook reports on how to avoid
becoming overdependent.
58
62
94
96
MODIFICATIONS AND UPGRADES
With more upgrades available Kirby Harrison
reports on the options that provide the best value
for your aircraft.
SAFETY SENSE
GCS looks at the disastrous consequences of taking
risks and having fun with an aircraft.
MAINTENANCE MATTERS
Bernard Fitzsimons hones in on maintenance
options in the APU market.
DISPATCH FROM PRAGUE
This year’s CEPA Expo reflected a growing Eastern
European market.
76
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OUR ADVERTISERS AND THEIR AGENCIES
Member
67 AERIA Luxury Interiors
21 AERION Corporation
71 AMAC Aerospace
41 Avfuel Corporation
65 Aviation Partners, Inc.
11 CAE
17 Concorde Battery Corporation
9 Dassault Falcon (PUCK L'AGENCE)
27 Duncan Aviation
93 EBACE 2016
4 FlightSafety International (GRETEMAN GROUP)
57 Garmin
99 GCS Safety Solution
69 GDC Technics
29 Geneva Airpark SA
2-3 Gulfstream Aerospace Corporation
53 Honeywell Aerospace (TMP Government)
15 Jet Aviation
85 Jet Expo 2016
23 JetNet LLC
51 Jet Support Services Inc. (JSSI)
19 Lufthansa Technik (MEC GmbH)
75 NBAA Schedulers & Dispatchers Conference 2016
39 Pilatus Aircraft Ltd.
47 Piper Aircraft Inc.
55 Rockwell Collins ARINCDirect
49 Rolls-Royce
13 Satcom Direct
79 StandardAero
33 TAG Farnborough Airport
104 Textron Aviation Customer Support (Sullivan Higdon & Sink)
87 The Registry of Aruba
43 UAS International Trip Support
103 Universal Avionics Systems, Corp.
35 Universal Weather and Aviation, Inc
31 West Star Aviation Inc.
OUR COVER
This year's NBAA celebrates the US's return
as the dominant Business Aviation market.
Popular
Gulfstream's G550,
one of the most popular aircraft in the skies today.
BART International Business Aviation Real Tool, Premier Transatlantic Business Aviation Magazine. ISSN 0776-7596. Printed in
Belgium and published by-monthly by Société Anonyme Frankie&Lette 20 rue de l’Industrie at BE1400 Nivelles, Belgium.
Phone +326 788 3603; Fax +326 788 3623. Email info@bartintl.com. With offices in Texas and Arizona, BART International is
governed by the International copyright laws. Single copy USD12.00 our EUR12.00.
Administration and Circulation Titi Kusumandari
Email: tkusumandari@bartintl.com
International Distribution ASENDIA. USPS 016707
Periodical postage paid. For details call IMS at 1 (800) 428 3003
Belgian Posting Office: BE1380 Lasne
Office Manager Paul Walsh
Responsible Publisher Fernand M. Francois
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8 POINTER.qxp
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Page 8
POINTER
IN SEQUENCE
Events
BRIEFING ROOM
THREE WAYS YOUR BIZAV TRIP CAN GO WRONG
While most international operations go smoothly, there’s always potential from time to time for
things to go sideways. One or two mistakes in the trip planning or execution process may be
all it takes to initiate a ripple effect of issues, which may lead to operational delays or inability
to complete a trip. “Know before you go” is always best policy before taking off to the other
side of the world. Here are three things that can make a trip go wrong:
Agenda
NBAA Convention
November 17-19
Las Vegas, USA
Scheduler & Dispatcher Conference
Jan 19-22, 2016
Tampa Fl, USA
1. Not having proper passport and visas
It’s always important to have valid passports when operating internationally. Some locations
require a period of remaining validity on passports – typically six months from the time of
arrival. Valid and appropriate visas for intended destinations are also critical considerations.
Not having a visa, or having an incorrect visa, can lead to fines or deportation. Ensure that
visas are appropriate for both your destination and purpose of travel. For example, crew members traveling to China must have C-type visas and not business or tourist visas. Also, if you
require a visa for entry to France, ensure that it’s a Schengen visa. (Schengen visas are valid
for European Union [EU] locations.) Additionally, note that Electronic System for Travel
Authorization does not work for travel to the U.S. when the aircraft you arrive on is not a visa
waiver program-authorized carrier.
2. Missing airport slots/PPRs
Operating to highly congested airports or locations with very limited aircraft parking often
brings into play airport slot and/or Prior Permission Required (PPR) considerations. If you
don’t have a required airport slot, or the slot time has expired, this can result in fines or the aircraft being grounded. Be aware of airport slot validity as slots may only be valid for five, 10, or
20 minutes. Airport slot situations become more complex at locations – such as Narita, Tokyo
(RJAA) which closes at 23:59 local – with operating curfews. If you’re operating close to curfew time, you may need to reposition to another airport, and this may lead to slot availability
and permit issues. PPRs are needed for many locations in order to secure permission to use
the airport and to park.
3. Not complying with regulations
Compliance with regulatory mandates is critical in orchestrating a smooth and successful trip.
For example a Transportation Security Administration (TSA) waiver may not be needed for a
single stop in the U.S., but you may need one if you intend to make additional stops. While
typical lead time for TSA waivers is five business days, it’s at the discretion of governing
authorities to process requests within that time.
If you have any questions about this article or if you want the Universal Weather & Aviation blog;
“12 ways your bizav trip can go wrong–in full version”,
contact : greglinton@univ-wea.com at Universal Weather & Aviation Inc.
HAI HELI-EXPO
Feb. 29 - March 3, 2016
Louisville KY, USA
Follow us on Instagram
@bart_intl
OUR MARKETING AND EDITORIAL TEAMMATE
AERO Friedrichshafen
April 20 – 23, 2016
Friedrichshafen, Germany
EBACE
May 19 - 21, 2016
Geneva, Switzerland
Introducing Titi Kusumandari.
BART International Marketing Manager and Assistant to the Editor.
Titi comes from Indonesia where she occupied the position of
Marketing Content and Connection at the Coca-Cola Company in
Jakarta. Graduated from the University of Leuven, Belgium and
Faculty of Social and Political Science, Parahyangan University,
Department of International Relations, Indonesia; Titi is instrumental
on the social media part of our web site. She also has professional
experience in journalism, always helpful for our editor’s team.
She works in our marketing department, supervising our advertisers
campaigns, taking care of the ad material, liaising with our
production team and our printing department.
Of Indonesian nationality, Titi lives in Brussels with her husband,
an Italian native.
8 - BART: NOVEMBER - DECEMBER - 2015
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8X _
TWO WAYS
TO CONQUER THE WORLD.
Now you have two choices for superior, ultra-long-range capability. The 5,950 nm Falcon 7X—the fastest selling Falcon ever (and with
good reason). Or the new, 6,450 nm Falcon 8X, destined to become a favorite of world travelers. Both have the awe-inspiring ability
to fly long distances from short and challenging runways such as Aspen and London City. The 8X is more than three feet longer, with
over 30 cabin layouts. Fly far. Fly in comfort. Achieve more.
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10-25 NEWS.qxp
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BLR AEROSPACE GETS EASA FastFin CERTIFICATION
The Federal Aviation Administration (FAA) has certified the BLR Aerospace FastFin® Tail Rotor Enhancement and Stability System for
installation and flight on AgustaWestland’s AB412 helicopter. European Aviation Safety Agency (EASA) certification is imminent, according to Dave Marone, the company’s Vice President of Sales and Marketing.
Marone also announced the appointment of Agrarflug Helilift as the European distributor and focal point for FastFin sales to the commercial Bell Medium market. All
military sales will continue to be managed by Misty Walker, BLR’s Director, Military
Helicopters.
“This is all good news for European operators,” Marone said. “EASA approval means
more operators will be able to buy and install FastFin for impressive performance
and safety benefits. And we could not be happier about adding Agrarflug as our
European distributor.”
Based in Ahlen, Germany, Agrarflug operates a large fleet of Bell medium and light
helicopters for missions ranging from firefighting to offshore transport. Agrarflug
has been using BLR performance modification products for more than 10 years.
UNIVERSAL AVIONICS COMPLETES 2ND ROUND OF GROUND TESTING TO SUPPORT SUPER PUMA
Universal Avionics recently completed a second round of ground testing for software
changes implemented to support the integration of EFI-890H Advanced Flight
Displays in the AS332 Super Puma helicopter. The EFI-890H Primary Flight Displays
(PFD) will replace the existing ADIs, HSI, Airspeed Indicators, Altimeters, and
Vertical Speed Indicators. Full digital integration with the CDV-155 Coupler and
autopilot is supported, which significantly simplifies the installation and integration.
The installation package also includes dual Universal Avionics UNS-1Fw MultiMissions Management Systems (MMMS) and a single Universal Avionics Radio
Control Unit (RCU). The MMMS incorporates the advanced technology, system
design, features and capabilities included in the Universal Avionics SBAS-enabled
Flight Management System (FMS) with special interfaces and the ability to fly six
distinct patterns. The RCU replaces multiple existing federated control heads for
existing radios. Support for automatic transition to hover for the Search and Rescue
(SAR) variants will be supported with an upcoming software release to the MMMS.
RUAG AVIATION BECOMES HARTZELL PROPELLER’S RECOMMENDED SERVICE FACILITY
Hartzell Propeller has appointed RUAG Aviation in Lodrino, Switzerland as a
Recommended Service Facility. The Maintenance, Repair and Overhaul (MRO) facility covers a wide area of central Europe.RUAG Aviation’s Lodrino facility is an EASA
and FAA approved repair station. It is a service center for a number of aircraft manufacturers, including Cirrus, Mooney, Piper and Textron Aviation, which manufacture
aircraft with state of the art props provided by Hartzell Propeller. Furthermore, RUAG
has complete MRO capabilities for Piaggio P180 and Pilatus PC-series aircraft
equipped with Hartzell props.
Max Grob at RUAG Aviation Business Development said, “We have been overhauling
Hartzell propellers for years and RUAG Aviation is greatly honored to be awarded the
Hartzell Recommended Service Facility status. The synergies between the aircraft
OEMs and Hartzell are obvious and this latest recognition strengthens our market
position significantly.”
“We are delighted to be able to add RUAG Aviation in Central Europe to our growing
international network of Hartzell Propeller Recommended Service Facilities,” said
Hartzell Propeller Executive Vice President JJ Frigge. “RUAG Aviation’s core competencies include maintenance, repair and overhaul services, upgrades as well as development, manufacturing and integration of subsystems on aircraft throughout their entire service life.”
The company encourages customers to use a Hartzell Recommended Service Facility for propeller repairs and overhauls. As a member
of the network, RUAG Aviation provides the highest-quality propeller overhaul and repair work available, reflecting Hartzell’s customer
commitment to quality and performance.
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At CAE, safe operations are our number one priority, as demonstrated by our
excellent flight training. But we’re also serious about giving you the best
experience possible. That’s why we offer convenient and enjoyable locations,
unsurpassed service, and tailored programs and schedules that meet your
needs. So work with the people who work with you. CAE. Elevate your training.
TrainWithCAE.com
Visit us at NBAA booth N2704.
©2015 CAE. All rights reserved.
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P&WC INCREASES PT6B-37A ENGINE TBO BY 1,500 HOURS
Pratt & Whitney Canada Corp. (P&WC) has boosted the basic Time Between
Overhaul (TBO) for the power section of the PT6B-37A turboshaft engine by a full
50 percent, jumping from 3,000 hours to 4,500 hours, resulting in improved operating economics. All PT6B-37A engines in service are eligible for the basic TBO
increase, meaning no minimum build standard is required.
“This 50 per cent increase in the TBO for the PT6B-37A is good news for operators as it allows them to benefit from decreased maintenance costs,” says Irene
Makris, Vice President, Marketing, P&WC. “The TBO extension is possible
because of the considerable investment we have made, resulting in a durable and
reliable engine. The PT6B family of engines has a solid legacy of performance and
dependability and P&WC is adding to that legacy with this TBO extension.”
The PT6B-37A powers the AgustaWestland A119 Koala single-engine helicopter.
More than 460 PT6B series engines power helicopters in service with 93 operators in
35 countries. The engines serve varied applications including corporate and oil and
gas transport, emergency medical services, firefighting and other utility operations.
The PT6B-37A engine has an automatic fuel control and an electronic power turbine
governor with a manual back-up – a feature unique to single-engine operations.
NEW FIXED BASE FACILITY IN TORONTO
EPIC and UVair have been selected to provide fuel and
FBO network branding to The Aerospace Centre, a new,
state-of-the-art business aircraft fixed-base facility to be
located on Convair Drive adjacent to runway 24L-06R at
Toronto Pearson International Airport. Construction is
underway on the new facility and it is expected to open
in stages beginning in 2016, with full-operation expected
in early 2017.
The Aerospace Centre will be operated by Aligned
Aviation Airport Development Services and will carry the
EPIC and UVair FBO Network brands. Under this
arrangement The Aerospace Centre will be part of a
growing alliance of leading FBOs dedicated to delivering
a superior customer experience through premier facilities, strict operational safety and customer service standards. The selection of EPIC and UVair was made after a
thorough review of options in fuel providers and network alliances.
“We felt confident in choosing EPIC because of their
outstanding reputation in the industry; especially in
terms of their safety record, excellent customer service
and its long-standing history of providing innovative programs to help FBOs succeed,” said an Aligned Aviation
spokesperson.
JET AVIATION
DELIVERS NEW AIRBUS A340-600 WITH VIP CABIN
Jet Aviation Basel recently delivered a brand new ACJ A340-600 that it outfitted with a VIP cabin interior for an undisclosed client in Europe. This is
the 18th Airbus delivery from the Basel Completions Center since 1999.
Equipped to carry up to 121 passengers in comfort and style, the ACJ A340600 features a forward galley, dining and lounge areas, a master bedroom
and ensuite bathroom with shower, a second bedroom with its own bathroom, an office, first class seating and dining areas, a mid-galley complex, a
staff seating area and an aft galley. A comprehensive humidification system
has been integrated to heighten comfort during long haul flights. In addition, the aircraft interior includes an extensive in-flight entertainment system, including satellite TV, and a wireless local area network linked to primary and alternate satellite communication systems with high speed data.
Completions Project Manager at Jet Aviation Basel Joshua Florio said,
“The timeframe in which we completed the stunning cabin interior of this
A340-600 is remarkable. This completions project is testament to our
robust processes and continuous improvement efforts over the last few
years.”
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Bart
We’re more than satcom.
We’re global connectivity.
At Satcom Direct®, the spirit of innovation is both our heritage and our future.
We have a history of solving the unsolvable and bringing you the
latest innovations in secured communications for business aviation.
We’ve been Satcom Direct since 1997, and now we’re even more.
e invite you to be art o the evolution o S . Let s y.
Explore our global connectivity solutions
NBAA booth C10134 | static display 100
www.satcomdirect.com | +1 321.777.3000 | nbaa@satcomdirect.com
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PIPER DELIVERS FIRST M500 INTO POLAND
Piper Aircraft will deliver the company’s first M-Class single-engine pressurized Piper M500 to Poland. The aircraft has been retail sold by JB Investments to a customer
in that region who will operate the aircraft in support of
his business. JB Investments is Piper’s dealer for new aircraft, serving the country of Poland.
“The delivery of the first Piper M500 into Poland demonstrates the global demand for aircraft with uncompromised safety and underlying sound economics, as well as
unparalleled performance,” said Piper President and CEO
Simon Caldecott. “Reliable, single-engine Piper M-Class
aircraft continue to outperform anything in the same
class.”
JB Investments President and Owner Jan Borowski said, “The Piper M500 is a large, cabin class, pressurized aircraft with club seating
and the amenities of a much larger aircraft, while delivering the economies of a single-engine piston.” JB Investments offers new aircraft
sales, as well as servicevia its sister company, Aero Club Sp. z o.o. JB Investments is one of the largest private airbases in Poland, located
15km from Warsaw in the Konstancin-Jeziorna commune.
Currently, there are eleven PA-46 aircraft registered in Poland, six that have been delivered by JB Investments. This is the first aircraft of
Meridian descent delivered into the country. The owner will take possession of the plane this week at an airbase just outside of Warsaw.
MOUNTAIN WEST AVIATION SELECTS EPIC
Mountain West Aviation, a family-owned and operated Fixed Based Operator (FBO) headquartered in
Lake Tahoe, NV, has selected EPIC as its fuel provider for its two new FBO locations in Nevada; one at
Carson City Airport (KCXP) and the other at Elko Regional Airport (KEKO). EPIC is the existing fuel
supplier for Mountain West Aviation’s FBO operations at the Lake Tahoe Airport (KTVL).
Mountain West Aviation’s new FBOs in Carson City and Elko include both full and self-serve EPICbranded fuel (100LL/JetA) and accept the EPIC CardSM for fuel and ancillary purchases.
“Our Carson City FBO is known to have the most competitive pricing in the region,” said Michael
Golden, Managing Partner of Mountain West Aviation. “Partnering with EPIC will help keep our
prices very competitive.”
“Mountain West Aviation’s impressive facilities in Nevada are an exciting addition to our branded
network of locations. We’re proud to be aligned with this first-class facility and look forward to
helping them continue to succeed,” said Steve McCullough, EPIC Senior Vice President of
General Aviation.
FlightSafety TAKES DELIVERY OF 20 NEW PIPER WARRIORS
Piper Aircraft, Inc. announced that FlightSafety International has begun taking
delivery of 20 factory new, single-engine Piper Warrior aircraft. The first five aircraft were handed over to FlightSafety Academy at the Piper factory in Vero
Beach, Florida during a delivery ceremony last week. The remaining aircraft will
be delivered throughout the fourth quarter, with all 20 expected to enter service
before the end of the year.
“As a recognized leader at the forefront of building training aircraft, Piper is honored to provide FlightSafety with these initial Warriors for the Academy,” said
Piper President and CEO Simon Caldecott. “We are committed to manufacturing
the most reliable, best value aircraft for the next generation of pilots.”
“Our students will benefit from the training they receive using these wellequipped, efficient and reliable aircraft,” said Nancy Ritter, Manager FlightSafety
Academy. “We appreciate the outstanding value, quality and support Piper provides, and look forward to receiving the additional aircraft.”
All of the aircraft will be equipped with Garmin G500 avionics suites and ADSB
for the most comprehensive traffic and weather solution.
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SAFETY FIRST
Jet Aviation Maintenance and Refurbishment Services
You can count on Jet Aviation’s 50-plus years of industry experience whether you need a routine inspection, heavy
maintenance and repair, refurbishment, or the technical expertise of our round-the-clock AOG team. Strategically
located around the world, our repair stations are staffed by technicians trained in all major airframes. Keeping
your aircraft safe and operational is our No.1 priority at every Jet Aviation facility. You can count on us.
Visit our global MRO locations:
Basel, Boston/Bedford, Dubai, Geneva
Hong Kong, Jeddah, Moscow Vnukovo
Singapore, St. Louis, Teterboro, Vienna
www.jetaviation.com/maintenance
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MHS AVIATION ARE THE FIRST GERMAN OPERATOR OF A GULFSTREAM G650
Munich based operator, MHS Aviation has taken delivery of its
first Gulfstream G650, this also marks the debut of the aircraft in
Germany. The G650 is the ultimate long-range business jet and
flies up to 7,000 nm (12960 km) nonstop with 8 passengers. The
aircraft gives MHS Aviation the capacity to conduct nonstop, fast
flights for city pairings such as London-Los Angeles or MunichTokyo.
Andreas Otto, CEO of MHS Aviation comments “We are proud to
be the first operator in Germany to operate a new Gulfstream 650,
an excellent aircraft with an outstanding performance and cutting
edge technology. Our aircraft management programs attract more
and more high end customers and the G650 enables us to meet
their requirements with business jets like the Gulfstream G650 and
Challenger”. MHS Aviation currently operates three Gulfstream
aircraft and has a total of 17 aircraft.
WEST STAR AVIATION NAMED GOLD LEADER
OF ENVIRONMENTAL LEADERSHIP PROGRAM
West Star Aviation has announced they are currently a Gold
Leader Award winner from the Colorado Governor’s
Environmental Leadership Program (ELP)— the highest level of
recognition in ELP. This is the second year West Star maintains
the Gold Leader status in the three-year recognition program.
They were recognized as a Silver Achiever in 2010 after being
first recognized as a Bronze Achiever. West Star received their
award during a ceremony held on October 16, 2015 at Wings
Over the Rockies Air & Space Museum in Denver, Colorado.
The Environmental Leadership Program is a statewide environmental recognition and reward program administered by the
Colorado Department of Public Health and Environment’s
Sustainability Program.
The program’s goal is to foster relationships, reward environmental
performance and create a healthier, cleaner and more sustainable
Colorado. “It is exciting for us to receive the Gold Leader Award for
a second time since we first started participating in the
Environmental Leadership Program in 2010,” says Dave Krogman,
General Manager, West Star Aviation. “Environmental responsibility is one of our main priorities at West Star, and we will continue to
expand our ‘green initiatives’ throughout our facilities.”
TAG FARNBOROUGH AIRPORT
RECOGNIZED BY INDUSTRY PARTNERS
TAG Farnborough Airport has been awarded ‘Best Handling
Agent/FBO’ at the Baltic Air Charter Association (BACA)
Autumn Lunch & Excellence Awards, held at London’s Guildhall
on 14 October 2015. It is the second year in a row that TAG
Farnborough Airport has topped the ‘Best Handling Agent/FBO’
category.
BACA is a worldwide organization for air charter professionals,
representing the interests of 200 member companies, including
brokers, charter airlines, airports, business aircraft operators and
consultants. The winners of BACA’s Annual Awards are chosen
by its membership.
Elaine Turner, Events & Marketing Manager at TAG
Farnborough Airport, said: “We appreciate the endorsement from
our industry partners. This accolade reflects the hard work and
dedication of our entire team at TAG Farnborough Airport. Our
customers expect a bespoke, seamless service and that will continue to be our focus.”
Earlier this year, TAG Farnborough Airport was named
‘International FBO of the Year’ in the Aviation International News
(AIN) International FBO Survey 2015 for the ninth consecutive
year and ‘Best European FBO’ in the 2015 Pro Pilot PRASE
Survey for the tenth year in a row.
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BART-Int.indd 17
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BLACKHAWK ANNOUNCES FAA CERTIFICATION FOR NEW UPGRADE
Blackhawk Modifications, Inc., has announced that the Federal Aviation Administration
(FAA) has certified its powerful 867 horsepower XP140 new-engine upgrade for Cessna
208A and 208B Caravans.Work is already under way filling more than a dozen orders and
reservations that already have been received. Engine upgrade experts will be available to
answer questions and take orders at the Blackhawk exhibit (No. C12012) Nov. 17-19 at the
National Business Aviation Association (NBAA) annual convention in Las Vegas, Nevada.
“FAA certification now allows Blackhawk to quickly install this extremely cost-effective
system that is going to take operators above and beyond their current capabilities,” said
Jim Allmon, Blackhawk Modifications President and CEO. “The system allows operators
to retain many components from their original -114/-114A engines while boosting performance at the same time.”
The more powerful PT6A-140 engine provides up to a 44 percent increase in available horsepower over a stock aircraft and is designed to
replace the original 600/675 horsepower engine in non-G1000 equipped Caravans.
With deliveries already under way and upgrade slots filling up quickly, Allmon urged operators to make a reservation to ensure they
have a confirmed delivery schedule over the next several months.
DASSAULT OFFERS NEW FALCON SELECT II AVIONICS PACKAGE
Dassault Aviation has introduced a new avionics upgrade that will provide Falcon
900A and B operators with a range of important operational benefits, including an
enhanced air traffic management capability and more reliable, cost-effective component offerings.
Known as “Falcon Select II”, the upgrade will enable operators to take advantage of
next-generation ATM features such as ADS-B Out, FANS 1/A, and LPV offered on
newer Dassault EASy-equipped aircraft models. It will also allow them to replace
existing Cathode Ray Tube Flight displays with more powerful and reliable LCD displays designed to support electronic moving maps, electronic charts, XM weather
maps and other advanced new cockpit features.
The package is similar to the Falcon Elite II offering introduced in 2013 for Falcon
900C and 900EX operators.
“With Falcon Select II, a large portion of our older fleet can now take advantage of Next-Gen technologies, which enhance situational
awareness and operational capabilities,” said Jacques Chauvet, Senior Vice President of Worldwide Customer Service. “And it contributes to increase the aircraft value on the pre-owned market where Falcons are known to depreciate slower than their competitors. “
Falcon Select II can be installed as a package or a la carte, in accordance with individual Falcon operator operational needs and maintenance schedules. The installation can be performed by any Dassault Aircraft Services (DAS) facility, as well as by most Falcon
Authorized Service Centers (ASCs). FAA Approval has already been achieved with EASA approval expected in Q1 of 2016.
DEPARTMENT OF CIVIL AVIATION ARUBA APPROVED MRO’S
The Department of Civil Aviation of
Aruba would like to announce that
U.A.E. and the Republic of
Singapore certified MROs will not
be required to undergo a physically
audit by the DCA of Aruba unless
otherwise required.
This new policy extension was
authorized by Director Edwin Kelly
and has been put into effect as of
October 23, 2015.
This policy extension is set to compliment the already established regulation stating that EASA Part 145 MROs based world-wide do not
require an on-site audit and will be given a Certificate of Acceptance by the DCA, which is issued for a consecutive two (2) years. For
more information on aircraft registration solutions offered in Aruba please visit us at www.theregistryofaruba.com and explore our latest
brochure that outlines all the benefits and advantages offered when registering in Aruba.
BART-Int.indd 18
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Like nothing on earth.
No matter how exclusive your wishes are, Lufthansa
Technik VIP & Executive Jet Solutions can implement
them. With our dedication to unrivaled perfection,
we set new standards in interior completion.
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VIP solutions that will leave you breathless.
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Call us: +49-40-5070-5553
www.lufthansa-technik.com/vip-services
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EMBRAER CELEBRATES 300TH PHENOM 300 DELIVERY
Embraer Executives Jets celebrated the delivery of the 300th Phenom
300 business jet. The commemorative aircraft was accepted by an undisclosed US customer at Embraer’s facility in Melbourne, Florida, on
October 15. The Phenom 300 has been the most-delivered business jet in
the world for two consecutive years (2013 and 2014).
The 300th delivery confirms the outstanding worldwide reception the
Phenom 300 has received and is an eloquent testament to the aircraft,
which has redefined the light-jet segment. Embraer’s drive for customer
satisfaction and the cutting-edge design and performance of its products
continues to draw new operators and enhance customers’ loyalty.
The aircraft is in operation in 28 countries and has accumulated over
250,000 flight hours. In six years of operation, the Phenom 300 fleet has
reached a 57% market share in the light-jet category.
FIRST TWO FALCON 8X AIRCRAFT START CABIN COMPLETION
Two Falcon 8X aircraft have arrived at the Falcon
completion facility in Little Rock, Arkansas, marking a new milestone in the development program
for the new ultra long range trijet.
One of the two aircraft, 8X s/n 03, arrived in Little
Rock during the summer for installation of a full
interior that will be dedicated to the 8X cabin comfort and functionality test program. This aircraft will
also undertake an around-the-world operational test
campaign to demonstrate reliability and performance in different conditions of flight, including high and low temperature, high humidity
and high altitude operations.
The second unit to enter the completion line, 8X s/n 04, flew to Little Rock from Dassault Aviation’s Bordeaux-Mérignac final assembly
facility on October 9. This aircraft will be the first production unit to be delivered to a Falcon customer. Nine other aircraft are currently
in various stages of assembly on the Mérignac line as Dassault’s new flagship ramps up production.
As of October 10, the Falcon 8X flight test program had accumulated 315 flight hours over the course of 153 flights at Dassault’s flight
test center in Istres, near Marseille, France. The portion of the flight test program dedicated to opening up the flight envelope has been
completed and s/n 01 recently reached a speed of Mach 0.97. Initial certification tests, covering takeoff and landing performance and validation of the third generation EASy flight deck are also in advanced testing.
StandardAero EXPANDS GLOBAL FIELD SERVICE TEAM
StandardAero has announced the addition of two new Field Service professionals to support the company’s growing commitment to PT6 turboprop
engine operators.
Rick Herrera has been appointed Field Service Representative for the
Northwestern U.S., Alaska and Hawaii. He will be stationed in
Vancouver, Washington. With more than 18 years experience in the aviation industry, Herrera brings extensive mechanical expertise and substantial knowledge of a variety of airframes and engine models to his new role,
as well as experience developing creative maintenance solutions for customers.
In addition, Henry Young has been appointed Field Service
Representative to support customers in the Asia Pacific Region. He will
be based in Singapore. Young brings more than 28 years of extensive
experience and knowledge in the Aerospace industry, previously serving
in roles including engineering and maintenance, system configuration
testing and implementation of advanced aviation maintenance and material management software systems.
BART-Int.indd 20
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Think Fast.
The supersonic Mach 1.5 Aerion AS2 will shrink your world and create time.
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Riyadh to Singapore. Save more than six hours from New York to Sydney.
Learn about this revolution in business travel.
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sales@aerioncorp.com
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TBM OWNERS CONVERGE IN SOUTH CAROLINA
Daher and the TBM Owners and Pilots Association (TBMOPA) have
announced a record attendance at its latest annual gathering, with over
100 TBMs – including 20 brand-new TBM 900s, as well as the predecessor
TBM 850s and TBM 700s – arriving at Charleston Executive Airport
(KJZI) in the U.S. state of South Carolina.
The 2015 TBMOPA Convention was held October 7-11 in Charleston, a
city famous for its southern atmosphere and its historic landmarks, such
as Fort Sumter (where the first shots of the U.S. Civil War were fired) and
the decommissioned U.S. Navy aircraft carrier Yorktown, which is a
museum ship. South Carolina also boasts a large and fast-growing
aerospace industry, including a Boeing final assembly and delivery facility
for the 787 Dreamliner, and the company’s Advanced Manufacturing Research Center – both located in the North Charleston area.
TBMOPA’s meeting of its worldwide membership included three days of dynamic learning sessions customized for the TBM aircraft
family, featuring presentations by industry leaders and Daher as the aircraft manufacturer, as well as TBM system vendors such as Pratt
&Whitney Canada.
Attracting almost a quarter of the entire North American TBM fleet, the TBMOPA annual convention remains the largest fly-in convention
dedicated to a single-engine turbine aircraft or small private jet – registering an increase in attendance of four percent from last year.
“Year after year, the TBM gathering continues to improve in quality as well as numbers of attendees, and we are proud to bring our
support to this high-level flying community,” commented Nicolas Chabbert, Senior Vice President of the Daher Airplane Business Unit.
“This 12th TBMOPA Convention maintained the event’s ascension under the direction of Chairman Frank McKee, with its organization
remarkably managed by Bill Alberts and Andrew Knott.”
FLIGHTSAFETY’S CITATION MUSTANG SIMULATOR
RECEIVES LEVEL D QUALIFICATION
BELL HELICOPTER HOSTS GRAND
OPENING OF MEXICO CITY OFFICE
FlightSafety International announces that its Cessna Citation Mustang simulator
has received Level D qualification from the European Aviation Safety Agency and
the National Civil Aviation Agency of Brazil. The simulator is located at
FlightSafety’s Wichita East Learning Center.
“The Level D qualification of our Citation Mustang simulator by EASA and the
National Civil Aviation Agency of Brazil demonstrates our ongoing commitment
to provide Customers with training that meets their specific needs,” said Daniel
MacLellan, Vice President, Operations.
The simulator is also qualified to Level
D by the United States Federal
Aviation Administration, Transport
Canada, Civil Aviation Administration
of China, and Directorate General of
Civil Aviation of Mexico. It is equipped
with FlightSafety’s electric motion and
control loading technology and VITAL
visual system. These advanced technology systems combine to create the
highest level of fidelity.
FlightSafety has provided training to
operators of Cessna aircraft since
1969. Training is available in Atlanta,
Georgia; Columbus, Ohio; Long
Beach, California; Orlando, Florida;
San Antonio, Texas; Wichita, Kansas;
and at the Farnborough airport in the
United Kingdom using a fleet of flight
simulators and other advanced training devices.
Bell Helicopter has announced the grand opening of
its new sales office based in Mexico City, where the
company will support local and regional customers.
Many state and federal officials, as well as longstanding customers, joined Bell Helicopter’s
Executive Vice President of Commercial
Business, Matt Hasik, for a reception at the site of
the new office in the Torre Mayor Complex.
“Bell Helicopter has been and remains a major
player in both the aviation and industrial sectors
within Mexico,” said Hasik. “The opening of this
office supports our existing customer base and is
a key part of our ongoing expansion efforts
throughout the country. Our increased presence
in Mexico is yet another example of how we continue to put in motion our strategy of being closer
to our customers, no matter where they are in the
world, and providing the superior customer service we are known for.”
Bell Helicopter has a rich history in Mexico,
which started more than 50 years ago with the
delivery of the first aircraft to the region.Bell
Helicopter’s footprint spans two Customer Service
facilities, in addition to the manufacturing facility
based in Chihuahua and the new addition of the
sales office in Mexico City. Under Bell
Helicopter’s parent company, Textron, also maintains six additional service and manufacturing
facilities throughout the country.
BART-Int.indd 22
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YOUR SEARCH
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STANDARDAERO IAH INSTALLS GOGO SMART ROUTER ON HAWKER 800XP
StandardAero’s Houston, TX MRO facility recently installed its
first GOGO Business Aviation UCS-5000 smart router and
media server on a Hawker 800XP aircraft. Along with the new
router, the company also installed an ATG-5000 system.
Together, these two systems provide passengers the ability to
watch the latest television shows and movies, while also using
the internet. As part of the project, StandardAero utilized a
Liberty Partners Supplemental Type Certificate (STC) to activate the WIFI.
“We are pleased to provide expanded cabin and IFE capabilities
for our customers,” said Melissa Maddox, Vice President and
General Manager of StandardAero’s Houston facility. “In particular and for this customer, the UCS-5000 adds extra functionality to allow passengers to stream video content from the
router to mobile devices versus standard ATG-5000/4000 installations.”
In addition to StandardAero’s long presence at George Bush
International (IAH) airport, the company launched an authorized official Federal Aviation Administration (FAA) Satellite Repair Station
at Houston Hobby (HOU) airport last year, with direct access to the airfield. The HOU facility operates service vehicles complete with
tooling needed to deliver repair services directly to operators within the airport perimeter as well as surrounding airports including
Ellington, Sugarland, West Houston Executive, Hooks and Conroe.
SATCOM DIRECT ENABLES INMARSAT HIGH DATA RATE SERVICE
Satcom Direct is the first Inmarsat SwiftBroadband (SBB) distribution partner to provision and enable the new SwiftBroadband high
data rate (HDR) service with Honeywell avionics, nearly doubling
in-flight data speeds available to Business Aviation.
In its latest "first" for Business Aviation, Satcom Direct has made
HDR service available to SwiftBroadband customers, providing a
faster and more efficient broadband connection. HDR enhances passengers' overall network connectivity experience by unlocking the
ability to use high-bandwidth applications in-flight. The service can
provide up to 650 kbps per streaming channel. Customers with a
Satcom Direct Router (SDR™) can use Satcom Direct's exclusive
SkyBondSM service to combine up to 2 channels, currently, providing speeds of up to 1.3 Mbps. This is approximately two times faster
per channel than traditional SwiftBroadband in-flight connections.
"The number one request we get from operators, passengers and VVIP customers worldwide is faster internet. Satcom Direct is constantly developing and leveraging ways to increase airborne data speeds, so it's only natural we would be the first to bring HDR to business aviation. Checking email, streaming video, and internet browsing just got significantly faster for our customers and we couldn't be
more pleased to be able to deliver it," said Jim Jensen, CEO and Founder of Satcom Direct.
SIERRA INDUSTRIES INTRODUCES RE-DESIGNED ENTRY STEP
Cessna Citation modification firm Sierra Industries is proud to introduce version 2.0 of the
Citation cabin step. Designed with significant improvements in functionality and appearance over
the original factory step, the “SkyStep” improves safety and utility at a highly competitive price.
Manufactured at Sierra’s PMA-approved manufacturing facility in Uvalde, TX, the SkyStep is
applicable to a wide variety of classic Citation aircraft.
The SkyStep is now available at an introductory price of $15,500 installed, a superb value, compared to the cost of the stock Cessna Citation replacement step. Sierra’s price includes onsite
(continental US) installation by Sierra technicians. A discount of $1,500 applies if installed at one
of Sierra’s MRO facilities in Uvalde or San Antonio, Texas.
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PEOPLE
Comlux
America
has
announced the reinforcement of
its management team in
Indianapolis IN.
On the Procurement side,
Comlux America is appointing
Philippe Karam as Chief
Procurement Officer.
Duncan
Aviation
has
announced that two wellrespected leaders at the company, Doug Alleman and Mike
Minchow, have joined its
Senior Management Team.
Currently manager of customer
service in Lincoln, Nebraska,
Alleman joined Duncan Aviation
as an A&P mechanic in the
engine shop in 1988. As vice
president of customer service,
Alleman will lead the customer
service team in Lincoln and take
on the new responsibilities of
overseeing those efforts for the
Duncan Aviation facilities in
Battle Creek, Michigan, and
Provo, Utah.
rate leadership team with a special focus to generate business
growth in the region.
West Star Aviation has
announced that Chad Adams
joined the WSA team as
Bombardier Global Aircraft
Program Manager.
Chad has more than 19 years of
aviation experience, and in his
new role at West Star he will be
pioneering a new team for them.
Chad started his career in the
U.S. Air Force working on A10
aircraft. He most recently held
the position of Lead Technician
at Bombardier.
Andy Parrish
Ken Goodman
FlightSafety International has
also announced that Jeff Rose
has been promoted to Manager
of the company’s Learning
Center in Atlanta, Georgia. He
succeeds Ed Klonoski who has
retired from FlightSafety.
TAG Aviation Europe has
announced the appointment of
Carlos Gomez as Managing
Director of TAG Aviation,
España, effective 1 January 2016.
Mr Gomez succeeds Rafael
Villaneuva who has decided to
pursue other opportunities outside the company.
Greenpoint Aerospace, Inc.,
an interiors refurbishment and
maintenance, repair and overhaul (MRO) facility, announces
Ron Worley as the new
Regional Sales Manager.
Ron Worley joins Greenpoint
Aerospace with over 30 years of
experience in Aerospace Flight
Operations,
Maintenance
Operations, Sales and Business
Development.
Prior
to
Greenpoint, Ron held senior
sales positions at Sagem, Dallas
Airmotive, Rockwell Collins,
Honeywell and Gulfstream.
Doug Alleman
FlightSafety International has
announced that Andy Parrish
has been named Manager of the
company’s Learning Center in
San Antonio, Texas. He succeeds Gil Viera who has relocated to FlightSafety’s Orlando
Center to become a Program
Manager.
Jet Support Services, Inc.
(JSSI), has announced that
finance industry veteran, Ken
Goodman, has joined the company as its new Chief Financial
Officer.
“Ken brings exceptional financial and industry experience and
knowledge to JSSI. His track
record both inside and outside
the aviation industry speaks for
itself,” commented Neil Book,
President and CEO for JSSI.
“We welcome Ken and his leadership to the JSSI team.”
Chad Adams
Carlos Gomez
After leading TAG Aviation
España earlier in his career with
the company, Mr Gomez held
the position of CEO, TAG
Aviation Asia, for the past four
years.
In returning to Madrid, Mr
Gomez will also take on additional responsibilities as a member of
the TAG Aviation Europe corpo-
The company has also
announced that Joe Daugherty
will join the WSA team as
Corporate Aircraft Interior &
Exterior Paint Sales Manager,
and that that Veta Traxler will
join the WSA team as Paint &
Interior Designer.
Veta has more than five years
interior design experience with
the last three exclusively in aviation related to the interior design
of cabin class aircraft. She most
recently held the position of Paint
& Interior Sales Manager at
Elliott Aviation. Veta holds a
Bachelor of Science degree in
Interior Architecture (C.I.D.A.
accredited) and a minor in
Business Administration.
BART: NOVEMBER - DECEMBER - 2015 - 25
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UK MARKET SLOWS,
BUT ULTRA LONG RANGE CONTINUES TO GROW
CAE APPLAUDS
SIGNATURE OF THE
TRANS-PACIFIC
PARTNERSHIP
CAE expressed its support for Canada’s participation in the Trans-Pacific Partnership
(TPP). CAE already has sales, operations or
joint ventures in the 12 countries of the
Trans-Pacific Partnership (Australia, Brunei,
Canada, Chile, Japan, Malaysia, Mexico,
New Zealand, Peru, Singapore, the United
States and Vietnam) including training centres for civil aviation and defence & security
or flight academies which train cadets to
develop them into first officers.
“The market covering the TPP countries is
very important for CAE’s business and we
therefore applaud the signature of the TPP,”
There were 72,640 Business A viation flight
departures in Europe in September 2015,
slightly more than August, but -4% year on
year, and takes the YTD trend for 2015 to 1.4%.
The UK was the weakest market this
month, - 8% YOY, almost 800 fewer flights.
Other major markets with similarly large
declines this month included Italy, Spain,
and Switzerland.
Most secondary markets were also well
back this month, Russia at a rate of 20%
YOY, Turkey back by 11% YOY.
On the brighter side, France and Germany
were only slightly down this month, and
both, as well as the UK, are still ahead YTD.
Western Europe is relatively the most
resilient region, down 2% but holding its
own YTD. Southern European activity contracted sharply this month. Inbound traffic
from Middle East, US, Africa and CIS was
all down YOY.
The core of the decline is in the business jet
fleet, flights down 8% this month, and specifically, Heavy Jets, this segment´s activity
down 15% in September. In particular,
Heavy Jet charters fell almost 20% YOY.
Gulfstream aircraft took the brunt of the
decline in Heavy Jet activity. Gulfstream as
well as other OEM jets were more active in
Ultra Long Range and Super-midsize seg-
ments. The Very Light Jet segment was
down.
Turboprop activity was slightly behind this
month but has retained its YTD recovery
trend. The PC12 continued to grow activity.
Piston activity was up this month, especially
AOC missions.
Almost all the top 20 airports in Europe saw
a decline in activity this month. Le Bourget
had the largest drop, also Ciampino,
Farnborough, Vnukovo activity was substantially reduced. Biggin Hill and Oxford were
up.
Richard Koe, Managing Director of WINGX
Advance, comments:
“Business Aviation activity in Europe
relapsed this month. The decline in the CIS
market continued to sap the market, but in
addition, flight activity was significantly
down in the UK, Switzerland, Italy and Spain
in September. This may reflect the torrid
financial markets and the darkening
prospects for the global economy in the last
couple of months. The summer´s leisure
activity has also been softer this year. There
are still a few bright spots. Ultra-long range
activity continues to grow, the super-midsize segment is reinvigorated with new aircraft, and the Phenom light jets are in great
demand.”
$
said Marc Parent, President and Chief
Executive Officer of CAE. “The TPP will
consolidate trade relationships between
Canada and these countries and open up
markets further. For a company like CAE,
headquartered in Canada, but which derives
93% of its revenues from outside Canada,
the TPP represents a great opportunity to
be well-positioned to benefit from the growing markets of the 12 countries covered by
the TPP.”
Earlier today the Government of Canada
announced that the members of the TransPacific Partnership (TPP) have successfully
concluded negotiations on a free trade
agreement. The TPP currently comprises 12
countries: Australia, Brunei, Canada, Chile,
Japan, Malaysia, Mexico, New Zealand,
Peru, Singapore, the United States and
Vietnam. Together, these countries represent a market of nearly 800 million people
and a combined GDP of $28.5 trillion.
$
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JETCRAFT RELEASES
BUSINESS AVIATION FORECAST
Jetcraft, the leader in international business aircraft sales,
marketing and ownership strategies, today released its
first-ever business aviation market forecast. The report
delivers an agnostic, non-manufacturer-based perspective
on the business aviation sector. The forecast draws on the
depth of Jetcraft’s five decades of experience connecting
buyers and sellers of business aircraft and its position as
the leading authority on aircraft ownership strategies.
Jetcraft’s “10 Year Market Outlook” projects not only aircraft deliveries and revenue, but also avionics and engine
OEM sales, depicting a complete picture of the whole
business aviation industry.
“We wanted to provide an objective, comprehensive forecast of the sector, given our industry’s lack of predictability since 2008, from a viewpoint that no other party could
offer,” said Jetcraft’s Chairman Jahid Fazal-Karim. “Our
position in the transaction process—sitting between buyers and brokers on one side, and OEMs on the other—
gives us a unique perspective on one of the most watched
sectors globally.”
tloo lat
o
o e i t
ot on t e o i on
Jetcraft’s forecast indicators cite aircraft unit deliveries
worldwide will plateau at 7.5% CAGR. The report further
predicts a slight industry downturn around 2022, with the
business aviation sector remaining flat overall for the period of 2015-2024.
e o e a t in in
n l e
❍ 8,755 aircraft representing $271.1 billion in revenues to
be delivered through 2024.
❍ Bombardier to secure the highest market share in unit
deliveries (24.3%) and revenues (31.6%).
❍ The most intriguing aircraft development opportunity is
Dassault’s launch of a stretched version of the F5X into an
ultra long-range jet.
❍ Rolls-Royce’s dominance in business aviation being
challenged by Pratt & Whitney Canada.
❍ Pratt &Whitney Canada will occupy every engine segment in business aviation.
❍ The EMEA region will contribute 20% to the total aircraft deliveries market, representing 1,751 units combined
for Europe, the Middle East and Africa.
“We noticed some definitive behavior in the current business cycle,” said Chad Anderson, President of Jetcraft.
“Customers are tending to shy away more from emotional
purchases. Companies are allocating some cash reserves
to buy back shares (and as a consequence away from aircraft purchases).”
Regarding aircraft production during the forecast period,
Anderson added: “OEMs are developing more wide
body models (at the expense of new narrow body models), crowding the higher segment with multiple offerings.”
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TRANSATLANTIC
EUROPE ON OUR RADAR THIS MONTH
Fabio Gamba CEO EBAA
DIGGING INTO THE SKILL SHORTAGE
Earlier this year, the EBAA launched a call
for tender to conduct a study on the
shortage of skills in Business Aviation. The
goal is to assess current and future gaps in
the workforce, along with obtaining a
better understanding of how our industry
does in both attracting and retaining the
talent it needs to drive us into the future.
Today, I am pleased to announce that the
contract for this study has been awarded
to the HAY Group, a highly-qualified global
strategic consultancy in the area of people
management.
The idea of this study was born out of the
general consensus that we need to do
something about the skill shortage,
without anyone really knowing exactly
what that shortage is. For example, I am
regularly told the problem is that young
professionals are simply not attracted to
our industry. Perhaps hard to fathom for us
who have made a career out of business
aviation, but there is probably some truth
to this. As you well know, our industry is
one that favours specific academic
backgrounds and operational skills,
whereas many young professionals look for
career flexibility. Clearly, this gap could
rapidly expand into a skill shortage.
What we want to do is quantify the
perceived gaps like this – as they play out
in all Member States and across the entire
value chain – in order to measure the
reality. If, as an association, we are to be
proactive in addressing this issue, it is
essential we start by fully understanding
what the issue is or, as is more likely,
issues are. Hence, the launch of a study
that is intended to get to the truth of the
matter and present us with a clear
overview of the current situation.
An Intricate Web of Issues
What we need is a short to mid-term
solution – and this means taking a broad
approach. Not only will this study take a
top line look at the situation in Europe as a
whole, it will also provide in-depth case
studies of seven countries, including some
from Eastern Europe. Most importantly,
the study will approach the skill shortage
from a handful of issues, looking at how
these issues relate and combine to create a
shortage.
For example, in addition to the issue of
attractiveness mentioned above, I suspect
the issue of perception also plays a role
here. Now you may think how the public
perceives Business Aviation is a separate
issue, and in some senses it is, but it could
also play into the skill shortage. When we
think of perception, we often think about
how our politicians perceive us, and how
this perception affects their policy making.
But perhaps the public’s perception of us
also impacts how young professionals see
us and, in turn, effects how attractive they
view our industry as a career option?
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/EUROPE
TRANSATLANTIC
I would also venture to guess that there is a clear
disconnect between supply and offer. Is our industry
failing to communicate to job seekers? Are we
promoting jobs in a way that successfully reaches the
modern job seeker?
This very topic came up at our recent European Cabin
Crew Conference in Brussels. We wanted to know what
motivated them to choose their career paths. One thing
we learned is that many cabin crew are self-employed,
but is this because of necessity or choice? And what
effect does this reality have on recruitment? These
types of skill or sector-specific dialogs are fascinating,
and we need to initiate them across the value chain –
with pilots, engineers, etc.
The Association’s Role
The more I dig the more I see the skill shortage being
the combined sum of three issues: 1) the highly
specialized skill set often required by our industry, 2)
the unique needs of today’s young professionals, and 3)
a general lack of communication between our industry
and potential job seekers. In other words, there are
multiple issues that we first need to know if we are
going to truly understand what the skill shortage means
to Business Aviation – and that’s exactly what this study
aims to do.
Although the study’s results aren’t expected until early
next year, the EBAA is already looking at the role the
association can play. For example, we are exploring the
idea of creating a one-stop-shop for all Business
Aviation job ads. Currently we have nearly 500
companies posting jobs on their own websites. Imagine
being a job seeker trying to get a sense of the job
market and whether there is a place for them – where
would you start? By creating a centralised job hub,
perhaps hosted on the EBAA website, we can simplify
the search and help close the gap.
We Need Your Help
Combine short-term solutions like the job hub with the
mid-term solutions the study will recommend, and we
should succeed at creating a climate of visibility and
reciprocity between employers and job seekers. But to
do this, we also need your help.
We’re asking members to provide us with a contact
person that the HAY Group can approach, either for an
expert interview or with a quick questionnaire on the
status of your workforce.
What’s in it for you?
You will be the first to receive the results of our study,
presented and discussed in an exclusive session
reserved for those who participate in the study. More
so, the HAY Group will provide your company an
individual benchmarking summary, comparing key
workforce KPIs with your peers. For more information,
please contact Romain Muller, EBAA Chief Project
Officer.
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CEPA EXPO 2015
BRINGS NEW PERSPECTIVES
TO BIZAV IN CEE
CEPA Expo & EBAA Regional Forum 2015 came to an end last week
after two intensive days of presentations and networking.
Delegates and organisers alike agreed that the event was a huge
success, reflecting the excitement of a region that is ripe with new
optimism for business opportunities. The teaming of CEPA Expo
and the European Business Aviation Association resulted in a topnotch programme that addressed key issues for the business aircraft industry in Central and Eastern Europe (CEE) today. In addition, networking opportunities, coupled with Czech hospitality,
brought an extra dimension to delegate interaction in an informal
and enjoyable atmosphere.
Overall, the outlook for the CEE region is positive based on
expected growth from its key economies, according to
Bombardier’s CEPA Expo Industry Forecast. Thomas Fissellier,
Manager Market Intelligence and Analysis at Bombardier
Aerospace said: “We forecast the fleet in the region to double
over the next 10 years, adding 125 aircraft deliveries representing $3 Billion in revenues.”
✈
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TRANSATLANTIC
U.S.A. ON OUR RADAR THIS MONTH
NBAA WORKS WITH CBAA
TO ADDRESS EASA TCO CONCERNS
From the Desk of
Ed Bolen NBAA
President and CEO
DEMONSTRATING OUR LONG-STANDING
commitment to addressing operator
concerns over access restrictions around
the globe, the National Business Aviation
Association (NBAA) recently joined with
the Canadian Business Aviation Association
(CBAA) to address early signals that some
business aviation operators from outside
the European Union (EU) will be denied
safety authorization by the European
Aviation Safety Agency (EASA) to fly to,
from or within the 28 EU states and other
EU territories and trade areas.
Although operators from the U.S. and
Canada face different issues with this
policy, these “third-country operators”
share similar concerns with this policy. Our
respective Associations believe a joint
effort will be most effective in addressing
these concerns, and representatives from
both groups will meet with EASA officials in
late October to discuss reports that some
North American operators will have had
their applications for safety authorization
denied.
All airlines and charter companies,
including Part 135 operations in the U.S.
and CAR704 ad hoc charter operations in
Canada, are termed commercial air
transport (CAT) operators by the EU. All
such operations that fly to, or intend to fly
to, Europe - even for fuel stops - are
required to apply for TCO authorization to
demonstrate compliance with EASA’s
safety requirements.
Last year, EASA implemented a unified
standard for non-EU CAT operators to
apply for a single EU-wide safety
authorization to simplify the process. Initial
applications for operators seeking TCO
authorization were required by November
2014, and newly certificated operators are
encouraged to apply 30 days prior to their
first trip to the EU.
Despite this effort to simplify the
application process, some NBAA and CBAA
members have continued to report
indications that EASA will deny
applications, based on differences between
EASA’s requirements and regulations in
place for Canadian and U.S. commercial
operators.
For example, some NBAA Members have
reported feedback from EASA that
indicates their applications may not meet
the European safety agency’s standards,
due to their lack of a flight data-monitoring
program that the U.S. Federal Aviation
Administration (FAA) does not yet require
for Part 135 operations.
Both NBAA and CBAA have tremendous
respect for EASA, and the aviation body
should be lauded for its efforts to assess
and mitigate risk to aviation operations
throughout the EU.
That said, the business aviation industry
represents an extremely low-risk category
of aviation operations, thanks to a wellmanaged industry safety culture combined
with safety-oriented regulations
throughout Canada and the U.S.
Small commercial operators should not be
penalized for meeting the requirements of
their home regulatory entity, particularly if
such policies may later affect private
operations, as well.
Fortunately, there are additional signs that
our respective aviation safety agencies may
soon leverage the high level of safety
performance established by Canadian, U.S.
and European operators, and that any
confusion over differing standards may
soon be put to rest.
Earlier this year, officials with the FAA
signed agreements with Transport Canada
(TC) and EASA to allow the authorities to
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/U.S.A.
rely on each other’s regulatory systems. NBAA expects
this encouraging step will provide further clarity on
shared regulatory matters, eliminating duplicate
processes and ensuring that operators from these
countries may continue to benefit from the
unencumbered movement and security provided by
business aviation when operating in the EU.
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A HEARING BEFORE THE U.S. HOUSE Committee on
Transportation and Infrastructure’s aviation
subcommittee regarding the safe utilization of
unmanned aircraft systems (UAS) highlights the urgent
need for the Federal Aviation Administration (FAA) to
issue federal regulations for the burgeoning industry,
said NBAA President and CEO Ed Bolen.
“It is clear that lawmakers share our concerns about the
widespread proliferation of UAS without clear guidance,
or definitive regulation of the industry,” Bolen said
immediately following the hearing. “It is now more
apparent than it’s ever been that we urgently need
guidance, through the established rulemaking process,
which produces a national regulatory framework that
enhances safety and creates a reliable set of operating
procedures for UAS operators and the broader public
alike.”
Testifying at the hearing “Ensuring Aviation Safety in
the Era of Unmanned Aircraft Systems,” were Michael
G. Whitaker, FAA deputy administrator; James Hubbard,
deputy chief for state and private forestry with the U.S.
Forest Service; Capt. Tim Canoll, president of the Air
Line Pilots Association; Rich Hanson, director of
government and regulatory affairs for the Academy of
Model Aeronautics; and Dr. Mykel Kochenderfer,
professor of aeronautics and astronautics at Stanford
University.
A primary topic at the hearing was the FAA’s failure to
meet a three-year-old, congressionally mandated Sept.
30 deadline to implement regulations governing the use
of small unmanned aircraft systems, or s-UAS. The
agency issued a proposed framework earlier this year,
but final rules aren’t expected before 2016.
In his testimony, Deputy Administrator Whitaker noted:
“FAA does not underestimate the importance of
integrating the range of UAS technology into the NAS,
but there are significant safety challenges that must be
mitigated for this to occur.”
Bolen echoed that sentiment, noting that NBAA has
been directly involved for years in efforts to assist the
FAA in moving ahead on UAS policies and regulations in
a deliberative, though expeditious, manner.
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PREVIEW
NBAA
THE US RETURNS TO DOMINANCE
By Paul Walsh
After years of hype about
emerging markets, the
upcoming NBAA meeting and
convention is set to celebrate
the US’s return as the world’s
dominant Business Aviation
player.
T
he show has always been the preeminent gathering for the global
Business Aviation community
and this year will be no different.
Expect some serious company
announcements and product introductions as well as over 1,100 exhibitors
showcasing their products and services to people from all over the world.
small and midsize piston and jet-powered aircraft, offering attendees two
distinct venues to review and compare
a wide variety of aircraft, to determine
those best suited to their individual
needs. “NBAA’s annual gathering represents the strongest opportunity of
the year for our international Business
Aviation community to gather together,” Hart added. “Given the gradual
recovery of the marketplace, we
expect there will be several new product announcements throughout the
show.”
But the NBAA is much more than a
business to business love-in, it’s also
an important educational opportunity
PRIMARY
The NBAA is the
world’s
preeminent
Business
Aviation show.
In additional to a broad array of
exhibits on the show floor, nearly 100
business aircraft and rotorcraft will be
present at the sold out static display at
nearby Henderson Executive Airport
(HND). Indeed the NBAA reports that
this year marks the earliest the static
display has ever sold out.
“We have participation from all of the
major OEMs, and they are showing
their entire fleet,” said Joe Hart,
NBAA’s director of static displays.
“We expect a few OEM aircraft to
make their show debuts in Las Vegas.”
Complementing the venue will be a
separate indoor static display at the
LVCC, featuring approximately 20
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PREVIEW
SESSIONS
Don Chupp
President and
CEO of Fireside
Partners will lead
a safety
simulation
workshop at
the show.
to learn about where the industry is
headed in an uncertain market landscape.
So you can expect a robust slate of
sessions addressing all aspects of the
Business Aviation industry.
“These valuable sessions will cover
an array of topics relevant to established Business Aviation operators, as
well as to those who are relatively new
to the industry and to operating business aircraft,” says Mike Nichols,
CAM, NBAA vice president for operational excellence and professional
development.
Beginning on Sunday, Nov. 15 – two
days before the official start of
NBAA2015 – and continuing throughout the week, dozens of pre-conference seminars, education sessions and
Professional Development Program
(PDP) courses will take place at the
Las Vegas Convention Center. Preconvention offerings include the twoday NBAA Tax, Regulatory & Risk
Management Conference on Nov. 15
and 16, as well as Association’s annual
Single Pilot Safety Standdown, which
this year focuses on loss of control
prevention and recovery.
Education sessions, which run
throughout the show, range from
domestic and international Business
Aviation operations issues to aviation
weather to topics designed to enhance
your career, such as interviewing
skills and the power of internships.
Following a successful introduction
at last year’s event, NBAA2015 will
also offer an expanded roster of sessions devoted to the increasing use of
small, unmanned aircraft systems (sUAS) in Business Aviation, including
existing and future technologies that
will eventually allow integration of sUAS into the national airspace system.
Other sessions for NBAA2015 will
highlight topics such as the development of supersonic business aircraft,
the FAA’s ongoing transition to riskbased,
data-supported
Safety
Assurance Systems, and the increasing potential offered by “crowd
source” software – often in the form
smartphone apps – to facilitate ondemand charter of business aircraft.
Another session will address operational concerns of lithium-ion batteries
used to support complex aircraft electrical systems.
NBAA
Safety Focus
Aircraft safety will also feature prominently. In one interesting presentation
Don Chupp president and CEO of
Fireside Partners, Inc will lead a live
demonstration of various flight department roles at the “Aviation Emergency
Response Frontline Simulation.” He’s
encouraging attendees to use this
experiential session as a catalyst to
analyzing and improving their own
organization’s current emergencyresponse capabilities.
“Following an accident, your three
priorities should be to protect people,
protect the name of the business and
participate in an investigation to be
sure your interests are represented,”
he says calling these priorities the
“3Ps” of emergency response: people,
perception and participation.
Another critical concept of emergency preparedness is what Chupp
refers to as the “front end” of an emergency-response plan. This includes initial awareness of the accident, confirmation of the accident and activation
of the emergency-response plan.
“These steps often take place before
you even open the ‘big red book’, and
they can establish a path for success,”
said Chupp. “Otherwise, you’re often
struggling to catch up with the unfolding events.”
Mark Larsen, CAM, NBAA’s senior
manager of safety and flight operations, also encourages the use of emergency-response drills by flight departments. “A formal emergency-response
simulation is a critical component of
any aviation-safety program,” said
Larsen. “Emergency response is truly
a ‘practice makes perfect’ scenario. A
flight department that has conducted
realistic drills on a regular basis will
react to an emergency in a much more
organized, professional manner.”
As NBAA President and CEO Ed
Bolen recently pointed out, aviation
safety isn’t the responsibility of just one
manager or department. “For our safety
efforts to be most effective, a safety
focus must be engrained in the work of
all vocations within Business Aviation.”
“We must continue our effective collaborative efforts with government officials, like those at the FAA, NTSB and
elsewhere,” said Bolen, reiterating
NBAA’s pledge to work with existing
Business Aviation flight operational
quality assurance groups to analyze
data for noncompliance with manufacturer-required routine flight control
checks before takeoff, and provide the
results of this analysis to members.
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PREVIEW
32-4
NBAA
For the first time this year, the afternoon of the first day is divided into
breakout sessions customized for different kinds of aircraft operators: family office and individual owners; public
companies and private companies.
“There are different tax and regulatory concerns for family offices or individual owners vis-à-vis public and private companies,” said Glenn Hediger,
CPA and president of Aviation
Financial Consulting, LLC. “We’re trying to provide this year’s attendees
with a learning experience that parallels their ownership experience.”
“For example,” said Hediger, who
chairs programming for the Tax
Conference. “Individual owners may
E EN
Capt. Chesley
Sullenberger (top
right) will speak
during the show.
NBAA CEO
Ed Bolen (top left),
US Airways Flight
1549 captained by
Sulllenberger
(center).
In what’s sure to be a highlight for
many at the show, Capt. Chesley B.
“Sully” Sullenberger III will be a featured speaker during the second-day
Opening General Session.
“We’ve asked Capt. Sullenberger to
speak about the relevance of the 2009
water landing, about the significance
of that in terms of aviation safety,
about leadership, professionalism and
preparedness training,” said NBAA
President and CEO Ed Bolen. “We’re
very excited to have this living legend
with us at this year’s convention.”
The Nov. 18 appearance at NBAA’s
2015 convention marks the second
time Sullenberger has spoken at an
NBAA event. In 2010, Sullenberger
spoke at NBAA’s Leadership
Conference in San Diego. CA.
A 20,000-hour pilot, Sullenberger
dedicated his career to aviation safety
long before the 2009 incident. A graduate of the U.S. Air Force Academy,
Sullenberger served as a fighter pilot
for the U.S. Air Force from 1975 to
1980. He advanced to become a flight
leader and a training officer, attaining
the rank of captain.
Prior to gaining worldwide attention,
Sullenberger was an active and ardent
safety advocate throughout his career.
He was selected to perform accident
investigation duties for the United
States Air Force, and served as an Air
Line Pilots Association (ALPA) representative during a National
Transportation Safety Board (NTSB)
investigation.
Additionally,
Sullenberger served as a local air safety chairman for ALPA, and was a mem-
ber of one of its national technical
committees, where he contributed to
the creation of a Federal Aviation
Administration (FAA) Advisory
Circular.
Sullenberger also helped design US
Airways’ CRM course, teaching it to
hundreds of other airline crewmembers before his retirement.
Although it’s perhaps not the most
exciting topic, it’s worth mentioning a
tax conference which runs which runs
Nov. 15 and 16, and kicks off with an
introductory session on “Business
Aviation Options to Achieve Your
Mission,” followed by sessions on regulatory planning, federal tax planning
and state tax planning.
have leasing structures in place for
asset protections and FAA compliance,
but those structures may limit or delay
some tax deductions. On the other
hand, public companies are required
by the Securities and Exchange
Commission to report some types of
aircraft use by executives and transactions with related parties. Our sessions
go into these dynamics.”
The second day of the conference
focuses on more advanced topics,
such as asset management, personal
use and cost-sharing. “All of these
issues are affected by regulatory and
tax factors covered on the first day, so
we’re constantly tying it all back
together,” said O’Brien.
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Manufacturers
For many the show’s main focus will
be the manufacturers. For instance
Gulfstream will bring its full fleet of
in-service aircraft including the
G650ER which continues to set speed
records across the globe.
There will also be a lot of talk about
the G500, which has completed
numerous test flights since it first took
to the skies on May 18.
During more than 15 hours of flying,
the aircraft achieved a top speed of
Mach 0.80 and a maximum altitude of
38,500 feet/11,735 meters. The aircraft’s longest flight was more than
four hours.
“The first five flights exceeded our
expectations,” said Dan Nale, senior
vice president, Programs, Engineering
and Test, Gulfstream. “And they
demonstrated that our testing facilities
on the ground are having very real
benefits in the air, allowing us to identify and address issues before they’re
ever seen in flight.”
Gulfstream say that the G500 and
G600 programs are progressing well
and together the two programs have
completed more than 36,000 hours of
lab testing, and both the G600 integration test facility (ITF) and the G600
Iron Bird are now operational. The
engines for the G500 and G600, the
PW814GA and the PW815GA, respectively, were certified by Transport
Canada in February.
The G500 and G600 offer an optimized combination of speed, wide-
cabin comfort and efficiency providing
best-in-class performance with
advanced safety features.
The G500 has a range of 5,000 nautical miles/9,260 kilometers at Mach
0.85 or 3,800 nm/7,038 km at Mach
0.90, while the G600 can carry passengers 6,200 nm/11,482 km at Mach
0.85 and 4,800 nm/8,890 km at Mach
0.90. The maximum operating speed
for both aircraft is Mach 0.925, the
same maximum speed as Gulfstream’s
G650 and G650ER.
The G500 and G600 also include
Gulfstream’s all-new Symmetry Flight
Deck, one of the most advanced, stylish, comfortable and intuitive flight
deck in Business Aviation. The tech-
nology comes in the form of active
control sidesticks (ACSs), integrated
touchscreen controllers, next-generation enhanced vision system (EVS III),
and Honeywell Primus Epic avionics.
The G500 and G600 also boast a
cabin altitude of 4,850 feet/1,578
meters at FL510 and 100 percent fresh
air that boosts mental alertness and
productivity while reducing fatigue.
Gulfstream anticipates certification of
the G500 in 2017, with entry into service in 2018. The G600 certification is
slated to follow in 2018, with entry into
service in 2019.
Meanwhile expect French stalwart
Dassault to be giving updates on their
in development Falcon 5X and 8X programs. For instance the third and final
Falcon 8X test aircraft has taken to the
skies as the flight test campaign for
the new ultra long range trijet moves
into high gear.
Recently, Falcon 8X s/n 03 was ferried to the Falcon completion facility
in Little Rock, Arkansas, where it was
fitted out with a full cabin and tested
for cabin comfort and sound level.
“We are very pleased with the way
the Falcon 8X flight test program is
progressing,” said Eric Trappier,
Chairman and CEO Dassault Aviation.
“All three aircraft have exhibited flawless handling and responded exactly
as intended when designed.”
The first two test aircraft are both
well into the certification campaign at
the Dassault flight test center at Istres,
near Marseille, France.
S/n 01 recently finished opening the
flight envelope, including high speed
BUZZ
Dassault
Falcon’s 8X
and Gulfstream’s
G500 will be
creating
excitement at
the show.
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PREVIEW
PRESENCE
Textron Aviation
will have a large
aircraft lineup
including
Cessna’s
Citation Latitude
(top right).
Scott Ernest
Textron Aviation
President and
CEO (top left).
performance testing at Mach 0.96
(beyond its MMO), maximum ceiling
of 51,000 ft and full range of angles of
attack. The aircraft also tested out different weight configurations, including
MTOW, and underwent a high energy
brake test campaign.
Unveiled in May 2014 at European
Business Aviation Convention &
Exhibition (EBACE), the latest addition to the growing Falcon business jet
family rolled out on December 17 and
made its maiden flight on February 6.
It will offer all the advanced technological features of the popular Falcon 7X
from which it is derived, including the
industry’s quietest and most comfortable cabin. The 8X will also feature the
greatest range and the longest cabin in
the Falcon line, along with the most
extensive selection of cabin configurations available on any large cabin business jet.
Textron Aviation will also be a big
presence at the show and for Cessna
one of the main focuses will be the
Citation Latitude, which has just completed a US-wide tour to demonstrate
its stand-up, flat floor cabin.
“Incorporating our customers’ input
into the initial concepts of the Citation
Latitude to now having the aircraft in
their hands is both rewarding and
exciting for everyone at Textron
Aviation,” said Scott Ernest, president
and CEO, Textron Aviation. “Like each
new model, the Latitude reflects our
continued investment in bringing
NBAA
products to market with the latest
technology, enhanced performance
and best value proposition. The
momentum continues with the ongoing global tour and opportunity for
prospective customers to see firsthand
the latest in the Citation stable of products, which sets the standard for what
they can expect to see from new products in the future.”
Among the first operators to take
delivery of the Citation Latitude is
Aircraft Management Group, Inc., in
Pittsburgh, which will offer the aircraft
as part of the company’s charter operation.
John Sieckowski, president of
Aircraft Management Group, said customers prefer the comfort of the wide
cabin and the flexibility of flying into
smaller airports. “What’s appealing is
that it’s got the amenities of larger aircraft but the flexibility to fly into short
fields with trans-continental range,” he
said. “That appeals to a lot of customers.”
Over the next year, Sieckowski
expects the addition of the Latitude to
the fleet to expand his customer base
by allowing him to offer flights to the
west coast and Europe.
As part of its global debut, prospective U.S. customers had the opportunity to experience the Latitude during a
28-day, 39-airport, coast-to-coast
demonstration tour that began at
Chicago Executive Airport. Other
stops included executive and interna-
tional airports in locations such as
Milwaukee, Indianapolis, Cleveland,
White Plains, Orlando, Atlanta,
Houston, Dallas, Denver, Salt Lake
City, Boston, Seattle and several cities
in California.
The U.S. tour followed an active
entry into service for the Latitude, with
previous successfully completed missions for its debut at major tradeshows
in Europe and Latin America. In addition to its first trans-Atlantic crossing,
the aircraft recently completed its first
U.S. coast-to-coast and trans-Pacific
flights.
Moving on to Cessna’s sister company Beechcraft Corporation, which
recently announced that it has
received type certification from the
Federal Aviation Administration (FAA)
for the latest version of its new production Beechcraft King Air 250 turboprop, allowing deliveries to commence
shortly. The upgraded King Air is
equipped with the Pro Line Fusion
avionics system and new cabin
enhancements. The aircraft is making
its North American debut this week at
the EAA Airventure in Oshkosh,
Wisconsin.
“We are pleased to put the upgraded
King Air 250 in the hands of our customers so quickly after announcement
two months ago,” said Christi
Tannahill, senior vice president,
Turboprop Aircraft and Interior
Design. “This aircraft brings the latest
technology to the cockpit and cabin
BART-Int.indd 38
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In the Pilatus PC-12 NG, the right economics and right versatility converge most definitely
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or all points in between, the pure joy of high-performance flying doesn’t get any sweeter.
Pilatus Aircraft Ltd • Switzerland • Phone +41 41 619 61 11 • www.pilatus-aircraft.com
PC-12
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39 Spot_210x285_290915.indd 1
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PREVIEW
NBAA
allowing pilots and passengers alike to
experience the Beechcraft King Air in
a whole new way. EAA Airventure is a
great venue for attendees to experience firsthand the investments we are
making in this proven platform.”
Certification for the Pro Line Fusionequipped King Air 350i/ER is expected to occur in the fourth quarter of
this year, followed by the King Air
C90GTx in the first half of 2016.
Pro Line Fusion for the King Air
brings one of the most trusted avionics
architectures to the first full touchscreen flight display system. The new
avionics system changes how operators aviate, navigate and communicate
through a one-of-a-kind intuitive flight
deck interface. Its three 14-inch displays are interchangeable, high-resolution and cursor controlled.
IMPACT
Bombardier’s
Challenger 350
(top) is achieving
success across
the US.
Beechcraft’s
King Air C90GTx
is due for
certification
early in 2016.
In addition to the avionics, the company has made enhancements to the
King Air’s cabin technologies, which
offer an improved and connected passenger experience. The personal
device-centric cabin includes international or domestic Wi-Fi as standard
on the King Air 350i and King Air 250
aircraft and optional on the King Air
C90GTx, allowing customers to stay
connected on the ground and in the
air. Also standard on all three models
will be electronically dimmable window shades, offering a simple interface that provides clearer views and
darker shading.
Canadian manufacturer Bombardier
may be struggling in the airline world
with its troubled C-Series program,
but it’s clear that its Business Aviation
offerings are still in high demand.
Indeed NetJets Europe recently
unveiled the company’s first European
Signature
Series
Bombardier
Challenger 350.
Jordan Hansell, NetJets Chairman
and CEO, spoke alongside Alain
Bellemare, President and CEO,
Bombardier Inc., and reaffirmed the
company’s steady performance over
the past 12 months and talked through
the upcoming aircraft deliveries and
fleet renewal plans for 2015 and
beyond.
“NetJets announced it was to be the
launch customer for the Challenger
350 aircraft at EBACE back in 2013,”
Hansell said. “We have 75 firm orders
planned and an additional 125 optional
orders available. These deliveries
alone are worth $5.4 billion US ( 4.8
billion) – cementing our position as a
market leader in fractional ownership
Business Aviation and reinforcing our
commitment to continue investing for
our clients. We already have 11
Challenger 350 aircraft operating in
the United States. These are proving
to be a very popular choice of super
mid-size aircraft for our customers,
and we are selling shares at a fast
rate.,” said Hansell.
NetJets pioneered the concept of
Signature Series jets in 2012, which
means clients can experience cabin
interiors and technical specifications
that are only found on NetJets’ aircraft.
The internal design team works alongside Bombardier to ensure client feedback along with step-change innovations in business jet design are taken
into account when customising the
final product.
Hansell added, “We’re particularly
proud of what we’ve achieved with
our Signature Series jets at NetJets.
All of the cabin materials you see onboard the Challenger 350 aircraft are
hand-selected by our design team.
This is complemented with iPads on-
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Fuel. And so much more.
®
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PREVIEW
NBAA
way performance, hot-and-high takeoff
distance and maximum payload.
Conclusion of the process in Europe
follows the recent certification granted
by the Brazil and U.S. aviation agencies.
“This is a great achievement that
paves the way for deliveries to begin
in the member states of the
European Union as well as in EASAassociated countries,” said Tulio.
“The Legacy 450 is a revolutionary
business jet that re-enforces our
commitment to deliver true innovation to the market.”
With a range of up to 2,575 nautical miles (4,769 km), the mid-light
Legacy 450 can fly nonstop from
New York to Las Vegas, Dubai to
Moscow and Jakarta to Hong Kong.
The aircraft has the largest cabin in
its class, comfortable seating for up
to 9 passengers, and is the first jet in
its category to replace conventional
controls with full digital fly-by-wire
technology.
Right now the Honda Aircraft
Company is one of the fresh winds
blowing through the industry and its
momentum just seems to grow and
board each aircraft that feature preloaded entertainment content, along
with a Blu-ray player and HD monitors. Additionally, our Signature
Series Challenger 350 jets in Europe
will have in-flight entertainment available later this year, which helps set
us apart further from the competition.”
LEADERS
Marco Tulio
Pellegrini
President and
CEO Embraer
Executive Jets
and Michimasa
Fujino of Honda
Aircraft
Company will be
among the many
top figures at
the show.
Embraer Legacy
450 (center).
NetJets’ Challenger 350 aircraft
includes seating for up to ten passengers and includes a club configuration and berthable three-place divan.
The aircraft has a 1.85 metre high
stand-up cabin with a flat floor along
with a spacious cabin width of over
two metres. The aircraft is capable of
connecting all corners of Europe and
beyond – reaching North Africa and
the Middle East from London with
ease.
You can expect some serious
announcements from Embraer at the
show, as its Legacy 450 and 500 programs gather steam.
Indeed Dallas-based Flexjet LLC, a
provider of fractional jet ownership
services, has already received its first
Legacy 500 business jet.
“It’s a great privilege to have been
selected by Flexjet for the expansion
of its world-class fleet,” said Marco
Tulio Pellegrini, President & CEO,
Embraer Executive Jets. “The Legacy
500, and soon the Legacy 450, will
deliver true innovation to Flexjet customers, and we are committed to pro-
viding the highest level of customer
support and service.”
Flexjet Chief Executive Officer
Michael Silvestro said, “We know that
current and prospective Owners are
seeking cabins that are larger and
more luxurious than those typically
found in this category, complemented
by the newest technology and optimized performance. We are thrilled to
bring the innovative Legacy midsized
cabin solution to the market starting
this month.”
Flexjet’s fractional program already
features the Embraer Phenom 300
light jet.
Since certification by Brazil’s ANAC
(Agência Nacional de Aviação Civil) in
August 2014, the Legacy 500 has been
certified by another five aviation
authorities in the U.S., Mexico, the
European Union, the Middle East, and
Australia.
In other Embraer news, the Legacy
450 is powering its way through the
certification processes. The aircraft
has met or surpassed all design goals,
exceeding targets such as range, run-
© 2015 UAS International Trip Support, L.L.C. All rights reserved.
grow. The company recently returned
from a successful LABACE and will be
looking to replicate or even improve
on that success at NBAA. It’s innovative HondaJet was met with an enthusiastic welcome from business and private jet users with Honda Aircraft
Company receiving multiple orders
after the first day.
| ww
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When You Land
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UAS International Trip Support makes sure that you receive the
customized, quality ground handling support you depend on – whether
that’s an English-speaking supervisor, customs and immigration assistance,
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PREVIEW
32-4
NBAA
“We are extremely pleased with the
early response to the HondaJet by customers in South America,” said Honda
Aircraft Company President and CEO
Michimasa Fujino. “In addition to
receiving orders, many more individuals at LABACE have expressed interest in the HondaJet, saying they are
impressed with its class-leading performance, comfort, fuel efficiency and
overall fit and finish.”
Honda Aircraft Company recently
expanded sales of the world’s most
advanced light jet to South America
and appointed Líder Aviação as the
exclusive dealer to provide sales, service and support for the HondaJet in
Brazil. Based in Belo Horizonte,
Líder operates more than 23 fixed
base operations (FBOs) throughout
Brazil.
ADVANCED
The Honda Jet
and the Pilatus
PC-24 are two of
the most
innovative
aircraft flying at
the moment.
Pilatus is another success story
that’s set to take this year’s NBAA by
storm. Already this year the PC-24
made its first flight, while the venerable PC-12 continues to achieve success. Indeed in June this year at
Pilatus’ facility at Rocky Mountain
Metropolitan Airport in Broomfield,
Colorado, USA, the company delivered
the first PC-12 NG to be flown under
Chilean registry.
The customer, Aerocardal, configured the new aircraft for both executive transport and medevac roles. The
PC-12 NG can be easily converted
from one interior to the other in less
than two hours.
“We had a great experience with the
delivery of SN 1513 and a superb trip
back home to Chile,” said Aerocardal
Director Alex Kauffmann, “the plane
was immediately put to use in our
operations, and has been extremely
well received by our passengers, flight
crews, and customers.”
Thomas Bosshard, President and
CEO of Pilatus Business Aircraft Ltd
stated: “We are very pleased that
Aerocardal has chosen the Pilatus PC12 NG for their operations in Chile and
surrounding countries. The aircraft’s
flexibility, efficiency, and performance
make it an excellent match for the
multiple roles in which Aerocardal will
use it.”
In Aerocardal’s operations, the new
PC-12 NG joins an existing fleet consisting of numerous helicopters, business jets and turboprop aircraft.
Aerocardal had already flown more
than 100 hours on their new PC-12 NG
within the first few weeks of delivery.
The aircraft is used for executive
transport, as an air ambulance, and for
cargo.
Aerocardal specifically selected the
Pilatus PC-12 NG for its range, cabin
size, speed and low operating costs. In
Chile, Argentina, Peru and Bolivia,
Aerocardal sees an excellent opportunity to grow their market share relative to higher cost twin-turboprop aircraft currently providing these services.
The Aerion Corporation continues
to lay the ground for its AS2 supersonic Business Jet and recently
announced the appointment of Sean
McGeough as Regional Vice President
for the Northeast United States.
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smoother flight. For example, the
lower cabin altitude of the Avanti EVO
ensure passengers disembark feeling
more revitalised. Furthermore, the
next–generation Avanti is not only significantly quieter in the cabin but also
has a lower noise footprint than comparable size turbo-props, making it a
‘good neighbour’ as well.
S tu art M u lhollan d , M an ag ing
Director of Zenith Aviation, said:
“We are delighted to be able to be
the first UK based charter operator
to offer the aircraft broker community access to the significant benefits
the Avanti EVO affords them and
their clients. With its remarkably
lower cost of operation in particular,
the EVO will en ab le b rok ers t o
effectively promote how productive
and cost effective it is to make business and private aviation a key part
of their client’s business growth and
development strategy”.
At Aerion, McGeough will drive the
growth strategy for a region that is
expected to show some of the
strongest demand for the AS2 supersonic business jet. The company
opened its order book for the Mach
1.5 aircraft in May.
“We are proud to welcome an industry leader and trend maker to our
team,” said Ernie Edwards, Aerion’s
chief commercial officer. “He brings
broad sales experience and the
proven ability to develop a new market from the ground up. It’s critical
that our regional leaders have the
vision, enthusiasm, and insight to
convey the potential of commercial
supersonic travel to increase productivity and create real competitive
advantage.”
McGeough holds a Master’s
degree from the Florida Institute of
Technology where he wrote his thesis on the commercialization of
supersonic technology for business
aircraft.
“It is tremendously exciting to be
part of the next frontier in Business
Aviation,” said McGeough. “I began
my sales career in the Northeast
and it’s great to come back to my
roots. I have always been passionate about a supersonic business
jet’s ability to save valuable time,
shorten journeys, and create new
business opportunities. The Aerion
AS2 is unquestionably a game
changer.”
And we mustn’t forget Piaggio,
which is enjoying continuing success
on the back of its recently launched
EVO program. To take one example,
Piaggio recently announced that
Zenith Aviation has purchased its first
Avanti EVO aircraft with the option for
a further seven aircraft..
The Avanti EVO will offer Zenith a
step-change in short-haul charter operations. It is the fastest next-generation
twin turboprop in production. Cruising
at 460 mph (402KTA) and with a range
of 1,980 miles (1,770nm), the EVO can
seat up to nine passengers in the most
comfortable and spacious of in-flight
cabins (5 feet 9 inches high and 6 feet
wide).
The design innovations are focused
on ensuring that passengers have a
The aircraft’s certification process is
also moving forward with the Italian
aircraft manufacturer obtaining both
the EASA and the FAA certifications
for the new Landing Gear System that
completes the significant improvements of the aircraft.
The new certification concerns the
installation of the new Main Landing
Gear System, the new Nose Landing
Gear System and the Nose Wheel
Steering System (NWSS), parts of the
new Magnaghi landing gear that
improves performance, reliability and
cuts maintenance costs. The official
approval arrives after an intense test
program. The new landing gear is now
ready to be installed as a standard on
all the Avanti EVO that are going to be
delivered from now on.
TRANSFORM
Aerion’s
supersonic AS2
is set to
revolutionize air
transport.
The Piaggio
Avanti EVO is
causing a stir in
the US.
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French manufacturer Daher will be
present with its TBM 900, which is
steadily achieving prominence across
the globe. Indeed VIP Empresarial
recently became the first Mexican
operator of the aircraft.
This TBM 900 was sold by Jet Mach
– the TBM distributor in Mexico – to,
a business charter operator based at
Del Norte International Airport
(MMAN) in Monterrey, Mexico.
While TBM 700s and TBM 850s
have been delivered to Mexican private operators in the past, all had
been registered in the U.S. As the
initial TBM-series aircraft on the
Mexican civil aviation register, the
VIP Empresarial aircraft carries the
tail number: XA-TSN.
PROGRESS
Daher Socata’s
TBM 900 (top) is
making headway
in the US and
Piper Meridian
M500 (bottom)
Roberto Ramírez, the principal of
VIP Empresarial, said his company
selected the TBM 900 for its cruise
performance and range, as well as
the aircraft’s ability to operate in hot
and high conditions and from short
runways. Hot-and-high performance
capabilities are a must in Mexico,
where many airports are situated at
altitudes of more than 6,000 ft.,
including Mexico City (7,316 ft.),
Toluca (8,466 ft.) and Puebla (7,361
ft.). With a maximum payload, the
TBM 900 is able to take off from an
8,000 ft.-altitude airport, using a
4,500-ft. runway in ISA +30°C conditions.
“This first TBM 900 delivery to a
Mexican charter operator is a new
step in our penetration of the dynamic
Latin America market. We expect this
year to have more deliveries in the
region especially in Brazil, through
our distributor Algar Aviation which
has ordered 6 TBM 900 and already
delivered 2 to final customers and
Mexico with the support of JetMach.”
said Nicolas Chabbert, President of
SOCATA North America Inc., Daher’s
US subsidiary; who also is Senior VicePresident of the Daher Airplane
Business Unit. “We are building on by
further strengthening the position of
our very fast turboprop aircraft to the
satisfaction of our customers.”
Last but not least Piper will be present promoting its innovative turboprop range, including the Piper
Meridian M500 which continues to
receive enhancements. Indeed Piper
recently announced a collaboration
with Hartzell Propeller for the certification of a five-bladed composite propeller for the aircraft.
"The Hartzell Propeller five-bladed
prop was designed with the intention
of enhancing flight performance," said
Drew McEwen, Vice President of
Sales and Marketing at Piper Aircraft.
"This composite prop will help
increase climb rate and decrease
noise, with the secondary benefit of
elevating ramp aesthetics. It is a win,
win, win for our products."
"We are thrilled to work with Piper
Aircraft on this next generation of
enriched performance composite fiveblade propellers for Piper's top-of the
line M-Class series," said Hartzell
Propeller Executive Vice President JJ
Frigge. "The durability of the new
Hartzell prop integrates exceptionally
well with the Piper Meridian and
M500 for all around better performance."
The Hartzell five-bladed composite
propeller has been identified for use
on current production M500 products
and will be offered as a factory
installed option once certified.
Meridian aircraft already in the field
can take advantage of this advancement through the STC.
Piper Service Centers will be the first
facilities to offer five-blade prop installation. Hartzell's five-bladed propeller,
with a monocoque structure and
advanced composite materials, was
determined the ideal component for
the PA-46-TP line for its low weight,
low inertia, and low maintenance lifecycle costs.
✈
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600 shp | 260 ktas | 1300 nm
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Meet the official aircraft of visionaries, the revolutionary
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this game-changing turbine is in a class of its own.
600 shaft horsepower, 260 KTAS, and up to 1,300 NM
are only a few impressive attributes of M600. Garmin
G3000 avionics with the most advanced safety features
available will inspire you. M600: Envision It
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© 2015 Piper Aircraft, Inc.
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ENGINES
ENGINES ROAR QUIETLY AT NBAA
By Kirby Harrison
Engines are roaring at NBAA
2015, but quieter, more
efficiently and with fewer
emissions than ever.
O
REEN
Fuel efficient
aircraft such as
GE’s Passport,
Honeywell’s
HTF 750 and
Snecma’s
Silvercrest will
be on display
at NBAA.
ne example is General Electric
Aviation’s (Booth No. N2304) allnew HF120 Passport. In the
16,500-b thrust class, has been selected by Bombardier Business Aircraft
(C9343) for its new Global 7000 and
Global 8000 long-range business jets.
At the NBAA convention in Las Vegas
17-19, it is an exhibit highlight, “incorporating advanced technologies and
materials to provide eight percent
lower specific fuel consumption than
Rolls-Royce’s BR725, margin to
CAEP/8 emissions, and margin to
Stage 4 noise regulations.”
Among the Passport’s other advantages is a composite fan that reduces
overall weight, a unique 52-inch, frontfan blisk for lower cabin noise and
vibration, and technologies from GE’s
eCore suite to reduce emissions and
improve fuel efficiency. The integrated
propulsion system from Nexcelle
nacelle specialist, a joint venture of GE
and Safran, offers aerodynamic advantages and outward opening clamshell
upper and lower cowl doors for ease of
maintenance. The engine marks the
commercial debut of oxide-oxide (OxOx) materials. Ox-Ox will be used in
the exhaust mister, center-body and
core cowls. They will enhance durability and lower fuel consumption.
The first Passport engines have been
delivered to Bombardier and installed
on test flight vehicle.
Honeywell engines (Booth No.
7807)will ride a wave of good news into
this year’s convention. The Phoenix,
Arizona manufacturer has set a new
standard for its HTF7000 family with
more than 1.7 million flights in which,
“the engine has exceeded all expectations for reliability, durability and maintainability.”
The HTF7350 is the power plant for
the Challenger 300 series, the
HTF7250G is in the Gulfstream G280
and the HTF7500E provides thrust for
Embraer’s new 450 and 500.
Reliability and maintenance are high
on Honeywell’s customer support
requirements. Enhancements for the
TFE731-20, 40, 50 and 60 were unveiled
this year and include composite fan
bypass stator vanes with a metal leading
edge, and software designed to help
reposition TFE731-50 fan blades on the
disk to reduce acoustic noise and
reduce ware on the inlets.
Snecma , part of the Safran Group
(Booth No. N5317), will be heavily promoting its new Silvercrest, an engine
already selected by Dassault Aviation
for its new Falcon 5X and by Cessna
Aircraft for its Citation Longitude. For
the Longitude, the 2C model will develop 11,000 pounds of thrust. For the
Falcon 5X, each of the model 2D
engines will develop 11,450 pounds of
thrust.
The Silvercrest features the
ForeVision predictive maintenance system and the company claims fuel consumption that is “15-percent better than
current engines in its class.” It also
offers 15-percent lower CO2 emissions,
a 50-percent decrease in NOx (oxides of
nitrogen) and “a significant reduction in
noise.”
In June, Rolls-Royce Holdings (Booth
No. C8134) announced plans to refresh
its lineup of aircraft engines aimed at
the business jet market. It was
described as “a technological push” to
extend the reach of its jet-engine business.
Last year, Rolls-Royce unveiled plans
to build a series of demonstration turbines to validate advanced technologies for the future with more fuel-efficient, easy-to-maintain jetliner
engines. According to Tony Wood,
president of Rolls-Royce Aerospace,
the company plans a similar arrangement for smaller business jet engines.
He added that Rolls-Royce is “positioning for the next generation business
aircraft. Rolls-Royce spends approximately £1.2 billion on research and
development.
Always conscious of the end-user,
Rolls-Royce has made considerable
improvement in customer support,
including automated engine health datamonitoring downloads for Gulfstream’s
G450, G550 and G650. The system provides data within minutes after landing,
rather than the 30-day wait for a manual
download.
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rolls-royce.com
Nobody does it
like CorporateCare®
Bringing you the most comprehensive and sought after
business jet engine maintenance program in the world,
with industry leading service and expertise provided by
the original manufacturer. Regardless of where you
travel, CorporateCare will be there to support you. To
help maximize your assets availability, value and
liquidity, Rolls-Royce is proud to offer CorporateCare.
To find out more contact Steve Friedrich, Vice President
– Sales and Marketing, at +1 (703) 834-1700, or email
corporate.care@rolls-royce.com. Visit us at
NBAA booth no. C8134.
Trusted to deliver excellence.
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PREVIEW NBAA
TE
(From bottom to
top) William’s
FJ44, Pratt and
Whitney’s
PW800 Pure
Power,
Turbomeca’s
Arrius 2R, and
Rolls-Royce’s
BR725 are at the
cutting edge of
engine
innovation.
The authorized service center network
has also grown, with additional centers
in Australia, Brazil, Dubai, Malaysia,
Nigeria and Malaysia. The network now
totals 55 centers worldwide. Parts distribution has also grown, with additional
sites in North America and Europe.
Additional parts centers are planned for
Hong King and Dubai, all of which
means parts can be delivered anywhere
in the world within 16 hours.
Turbomeca, a Safran company, delivered its first production Arrius 2R
engine to Bell Helicopter in September,
on schedule to power the new Bell 505
Jet Ranger X. It is the only turbine in
the 500 shaft horsepower range to feature a dual-channel FADEC, claims
Turbomeca.
The engine handover came at the new
Bell 505 assembly plant in Lafayette,
Louisiana. The first flight using the
Arrius 2R was in France in late 2014 at
Bell’s Mirabel facilities.
ENGINES
To date, Turbomeca has delivered
more than 3,000 Arrius engines to 430
customers in 60 countries. Turbomeca
recently celebrated the 50th anniversary
of the Tarnos customer support and service network in France and the launch
of a new building project.
Pratt & Whitney Canada’s
PurePower PW814GA engine (Booth
No. C10807)is now flying on
Gulfstream’s new G500 long-range business jet. “We are thrilled to shape the
future of business aviation with cutting
edge design technologies, advanced
manufacturing processes and new levels of customer service,” said Pratt &
Whitney President John Saabas (sic).
The PurePower PW800 series is
meant for the next-general of large business jets in the 10,000- to 20,000-pound
thrust class and P&WC claims it using
“the most environmentally sustainable,
high-performance technologies [and)
and offers double-digit improvements in
fuel burn, emissions, noise and maintenance times. To date, the PW800
engine family has exceeded 3,600 hours
of full engine testing and more than 470
hours of P&WCs 747 flying test bed.
To describe Williams International
(Booth No. C8125)as the little guy on
the block is to pay the company a certain disservice. The Commerce
Township, Michigan-based manufacturer is consistently among the top engine
manufacturers when subjected to customer support and engine reliability surveys.
The company opened its doors in 1955
and has expanded in terms of development, manufacturing and support for its
line of small-jet turbine engines covering a thrust range from 1,000 to 3,600
pounds.
CSE Citation Centre at Bournemouth
International Airport recently renewed
its authorized service center agreement
to cover Williams International FJ44
engines for five more years, “cementing
our ongoing relationship with
Williams,” said a CSE spokesman.
In Poland this summer, Flaris
announced it had selected the Williams
FJ33-5A to power its LAR 1 five-seat single-engine very light jet. The LAR 1 prototype was unveiled at the Paris Air
Show in 2013 and certification was
expected this year. With the FJ33-5A
engine producing 1,700 pounds of
thrust, the all-composite aircraft is
expected to have a max cruise speed of
380 knots and maximum range of 1,700
nautical miles.
No less impressive is the selection of
the FJ44-4A turbofan to power the new
PC-24 business jet from Swiss OEM
Pilatus. Perhaps the most remarkable
feature of the engine is that in its quiet
power mode, the engine can be used as
an auxiliary power unit (APU) on the
ground. Certification of the PC-24 is
expected in 2017. It will be Pilatus’ first
business jet.
Then there’s the Nextant 400XTi, perhaps the ultimate in an upgrade. It is a
remanufactured Beechcraft 400A/XP.
It will be powered by the FJ44-3AP, a
power plant Williams claims is 32 percent more fuel efficient that its predecessors. The Williams FJ44-3AP
engines have performed well in tests,
indicating maintenance costs 27 percent less than for the engines it
replaces, and 5,000 hours between
overhauls. It will also produce 32-percent fewer greenhouse gases than previous generation engines, claims
Nextant.
The airplanes comes with Collins Pro
Line 21 integrated avionics, major aerodynamic
enhancements,
and
redesigned engine mount configuration
and redesigned nacelles.
✈
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All of these names
have one name in common.
AgustaWestland • Airbus • Airbus Helicopters • Bell • Boeing • Bombardier • Cessna
Dassault • Embraer • GE • Gulfstream • Hawker Beechcraft • Honeywell
MD Helicopters • Pratt & Whitney • Robinson
Rolls Royce • Sikorsky • Williams
Lower Maintenance Costs • Higher Residual Value • Global Support
JSSI ® is the leading provider of hourly cost maintenance programs covering virtually
all makes and models of business aircraft, engines and APUs, including helicopters.
jetsupport.com/gettoknowus • +1.312.644.8810 • +44.1252.52.6588 • Visit us at NBAA Booth #C7318
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NBAA PREVIEW
AVIONICS
RAISING THE GAME AT NBAA
By Steve Nichols
This year’s National Business
Aviation Association (NBAA)
Conference and Exhibition,
being held in Las Vegas from
November 17 to 19, promises
to highlight the very latest
in avionics products from
the big manufacturers.
R
ockwell Collins, Honeywell,
Garmin, and many others will be
keen to show their latest developments to more than 25,000 expected
show visitors. So what can we expect
to see this year?
standard feature, including Rockwell
Collins’ patented airport dome, and
extended runway centre lines with
mile markers to help the pilot from top
of descent through final approach.
Other features include touch-interactive maps with eyes-forward flight
planning, high-resolution topography,
real-time onboard weather radar overlays, obstacles, and special-use airspace and search patterns for expanded situational awareness and reduced
workload.
Along with its Pro Line Fusion
demonstration, Rockwell Collins will
also be showcasing its Head-up
Guidance System and multi-spectral
Enhanced Vision System.
TE
NO O
Pro-Line Fusion
for King Air (top)
Honeywell Epic
(center),
Garmin G5000
(bottom) make
flying safer and
more intuitive.
Rockwell Collins (C9232) says it
will have its full Pro Line Fusion
advanced avionics system on display
at its booth, including the recently-certified touchscreen flight display configuration.
At EBACE, Textron announced that
all new King Air turboprops will come
equipped with Pro Line Fusion with
touch-screen flight displays. At this
year’s NBAA static display, look out
for a number of Pro Line Fusionequipped aircraft, including King Airs.
Pro Line Fusion features three 14inch widescreen LCDs with advanced
graphics, configurable windows, and
touchscreen or point-and-click navigation. It also has Synthetic Vision as a
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HCO
connectivity simplified
Wireless connectivity transformed the way you
work in the office. Why not do the same for your
hangar? Honeywell’s Wireless Data Loader provides
secure wireless connectivity to the Primus Epic®
cockpit — eliminating the need for special cabling
and equipment. Using a tablet, pilots or maintainers
can upload databases with a single touch and
download an aircraft’s maintenance information in
just minutes.
Connect with us and find out how Honeywell can
help you achieve quicker aircraft turns.
For more information, visit aerospace.Honeywell.com.
© 2015 Honeywell International Inc. All Rights Reserved.
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NBAA PREVIEW
AVIONICS
This includes the HGS-3500 “compact HUD” and EVS-3000 that is successfully flying in tests aboard
Embraer Legacy 450 and Legacy 500
business jets.
Honeywell (C7807) will feature its
Primus Epic integrated flight deck. It
says the flight deck has set new
benchmarks for reliability and “a high
density of functional integration on a
small, lightweight hardware platform”.
It will also be there to talk about its
Ovation Select high-definition cabin
management system.
Honeywell will also be showing
the new Jetwave hardware for
Inmarsat’s upcoming Ka-band GX
inflight connectivity service. This is
scheduled for global service launch
early next year.
E
TE ENT
Honeywell’s GX
connectivity
service,
Rockwell Collin’s
Head Up and
Garmin’s G5000
FMS will be
causing a stir
at NBAA.
Honeywell says that it should obtain
an FAA STC for its fuselage-mounted
MCS 8200 antenna for GX system by
the end of 2015. This antenna is suited
to VVIP aircraft, with the first STC
being available on the B757. There are
more than 15 different platforms listed
for certification, with the Airbus STCs
scheduled to be completed in 2016 and
those on Boeing platforms by the end
of 2017.
Honeywell is also working hard on
getting testing completed on the tailmounted Ka-band antenna for the business aviation community.
Honeywell has installed its tailmounted antenna for the GX
JetWave service on a Bombardier
Global 5000 and Falcon 900 for testing. The Global 5000 is flying out of
Hartford,
Connecticut
and
Honeywell’s F900 is operating out of
Deer Valley, Phoenix.
Inmarsat added that the Kymeta flatpanel meta-material antenna for GX,
which would fit on smaller business
aircraft, is still in the early stages of
development (TRL3) and is not expected to be ready until 2017/18.
Honeywell’s team will also be on
hand to answer any questions you
might have about mandates, its
Avionics Protection Plan (HAPP), and
Maintenance Service Plans for engines
and APUs.
Visitors to the Universal Avionics
(N5733) booth in the North Hall of the
Las Vegas Convention Center can
learn more about the company’s
NextGen solutions.
These cover Automatic Dependent
Surveillance-Broadcast (ADS–B),
Performance-Based
Navigation
(PBN)/Localizer Performance with
Vertical Guidance (LPV)/SatelliteBased Augmentation System (SBAS),
Controller-Pilot
Data
Link
Communications (CPDLC), Future Air
Navigation System (FANS) and more.
Universal Avionics will also have inbooth demonstrations available for
InSight, the Falcon 900B Avionics
Upgrade, FANS/CPDLC and Software
Control Number (SCN) 31 for
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See us at NBAA Rockwell Collins booth C8807
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NBAA PREVIEW
AVIONICS
UniLink, which includes the data link
message set to meet the European
Link 2000+ mandate.
In addition, they’ll have exclusive
demos of the soon-to-be-released
UniLink Trainer Desktop Software
Program featuring FANS training and
familiarisation.
Also, make sure you schedule time
to visit Universal’s Citation VII with
the InSight Integrated Flight Deck on
static display at Henderson Executive
Airport in space No. 800.
Garmin (C8943) says it continues to
progress toward certification of its
G5000 integrated flight deck on the
Beechjet 400A/Hawker 400XP.
The G5000 brings advanced flight
deck technology to these popular aircraft and increases aircraft utility,
offering additional weight savings,
E E O
Avidyne and
Flight Display
Systems are
continuously
improving their
offerings.
solving parts obsolescence, while
exceeding NextGen requirements.
Garmin also has some good news for
early adopters, but you will have to
wait until 12 November to find out
more.
Garmin says Beechjet 400A and
Hawker 400XP owners and operators
placing an order for the G5000 integrated flight deck upgrade by March
31, 2016, may take advantage of substantial savings on safety-enhancing
G5000 options, including Synthetic
Vision Technology (SVT) and a
Turbulence Detection enablement for
the GWX 70 weather radar.
It says for a limited time, the
G5000 Premier Package for the
Beechjet 400A/Hawker 400XP is
available for $10,000, offering a savings of more than $19,995.
Garmin will also have a G1000equipped King Air 350 on static display at the airport for NBAA 2015.
It also recently announced a new
software upgrade that incorporates
high-end flight deck technology into
the GTN 650/750 Touchscreen
Avionics. These advanced features
include user-defined holding patterns, search and rescue patterns
and the display of NEXRAD imagery
on the GTN from a variety of weather sources.
Avidyne Corporation (C11540)
will be showing its expanding line of
avionics products including the
IFD540/440
GPS/NAV/COM,
DFC90/100 digital autopilots,
EX600 multi-function display, and a
full line of safety sensors including
the ADS-B upgradeable TAS600
Series Traffic Advisory System,
MLX770 datalink system, and the
TWX670 Tactical Lightning system.
Flight Display Systems (C7824)
says it is continually developing and
delivering state-of-the-art in-flight
cabin solutions, including wireless
streaming, moving maps, and 4K TV
displays.
It says the 4K displays are engineered from the ground up and
measure just under 1” thin. The new
LCDs provide stunning, crystalclear video, giving passengers the
finest displays on the market. Its
Smart Cabin also enables VIP passengers to have intuitive control
over cabin amenities, including control via their own personal electronic devices.
In total, there are 98 exhibitors
listed under the avionics banner
heading at NBAA, covering everything from OEMs to maintenance
specialists.
✈
BART-Int.indd 56
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2661
Put more capability up front.
And get more capacity in back.
It’s just smart business. By replacing the panel in your King Air series, Beech 1900D, Twin Commander,
Twin Otter, Meridian, Metroliner or Cessna 501 or 525 with a Garmin G1000/G950 integrated flight
deck, you not only add to your aircraft’s book value, but you also save weight. All from an avionics package
that ensures your aircraft is equipped for the future—with moving maps, electronic charts, WAAS/LPV
approach capability, integrated FMS, ADS-B*, traffic and weather links, plus available SVT™ 3-D synthetic
vision displays—at a fraction of the cost of traditional integrated flight deck retrofits.
For more information, contact Scott Frye, Garmin Integrated Flight Deck Sales Manager at
Scott.Frye@garmin.com or 913-440-2412. Or visit Garmin.com/aviation.
G1000/G950 Upgrade
©2015 Garmin Ltd. or its subsidiaries
*ADS-B is not available with Citation 525 installations
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ROTOR REPORT
By Mark Huber
ea oil prices the apparent
oversaturation of the domestic
helicopter
S mar et the
increasing role of drones in
assuming what had been
traditional helicopter missions in
law enforcement, mapping,
and agriculture and the
increasing effectiveness of
environmentalists in persuading
politicians to become involved
in helicopter routings and other
noise abatement tactics.
58-6
US MARKET
THE TOP OF THE WORLD
poised to do double-duty of smaller
mediums and larger heavy categories.
The outlook at the OGPs is particularly bleak. Most instituted aggressive
cost-cutting measures last year including cancelling or deferring new helicopter deliveries and the consensus
seems to be not to look for a market
uptick until 2017.
Manufacturers
OEMs are equally sanguine when it
comes to declining commercial helicopter sales. Scott Donnelly, CEO of
Bell Helicopter parent company
Textron, told stock analysts in July,
“Things shut off pretty hard over the
last 18 months. I would expect to see
W
MARKET
Weak oil prices
are hurting the
helicopter
industry.
Helicopter
refueling (top),
Airbus AS350
(center),
Augusta
Westland
maintenance in
Philadelphia
(bottom).
eak oil prices in the U.S. and
worldwide are having the most
dramatic and immediate
impact on helicopter operations with
all service providers feeling the pinch
and they in turn sharing the pain with
leasing companies and OEMs. The
only gusher of late in the offshore oil
patch is one of red ink, even, ironically, as new automatic dependent surveillance—broadcast (ADS-B) procedures and the introduction of supermedium helicopters have made servicing these routings in the U.S. Gulf of
Mexico more efficient.
Offshore margins are thin almost
everywhere when oil slips below $50
per barrel and almost all offshore service companies (OGPs) have instituted pilot layoffs in the current environment as new helicopter sales have
slowed in virtually all categories, save
the new super-mediums, which are
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some recovery as we go forward. But
it’s going to be modest. At least there’s
a fair bit of customer activity, discussions going on. But it’s going to be a
while probably for those things to
come to fruition.” Translation into
English: The market is awful and it’s
going to stay awful—at least for a
while.
According to data from the General
Aviation Manufacturers’ Association
(GAMA), last year almost all civil helicopter makers took a big hit on turbine model deliveries from 2013;
Airbus Helicopter dropped from 364 to
324; Bell from 213 to 178;
AgustaWestland from 131 to 102; and
Robinson from 192 to 101.
That doesn’t mean that it is dormant—far from it. But the OEMs
are not driving the train. While the
relationship with oil may be less
purely symbiotic than in the past, it
is still a powerful determinant when
it comes to the sales of medium category and larger helicopters as is
the health of the parapublic sector.
But here again, the U.S. economy,
while faring better than some of its
global counterparts, is seeing only
modest growth, and is therefore
deferring many capital expenditures
including some large equipment
buys. As a mature economy, even
in economic boom times, the U.S.
economy typically grows slower
than the rest of the world. Average
gross domestic product in the U.S.
grew at an annual adjusted average
rate of 3.25 percent between 1947
and 2015 according to the U.S.
Department of Commerce Bureau of
Economic Analysis.
That said there has been movement
in recent years with large fleet buys by
various state police and other agencies
in places including California,
Maryland, and Virginia. And a new
crop of helicopters coming to market
may provide more cost enticing solutions to parapublic customers. They
include the Enstrom TH180, the
Robinson R66 Police, and the Bell 505.
The Enstrom is a two-seat piston
engine adaptation of the company’s
280FX three seater. Power comes
from a new 210 horsepower Lycoming
HIO 390 engine. The new helicopter is
expected to have a useful load of 700
lbs. and to be certified in 2016.
Robinson Helicopter has developed a
police package for its R66 turbine single. The R66 “Police” features a variety
of law enforcement specific options.
The Bell 505 is a clean sheet turbine
single design currently undergoing
certification testing that should finish
up next year and hit the market near a
$1 million price point.
EMS market
Similarly, the helicopter EMS market
is on the hunt for value, especially in
the age of government-mandated
health care reform and cost-cutting,
using single-engine helicopters whenever possible. The helicopter EMS
market in the U.S. exploded, growing
from 377 ships is 2000 to more than
900 in 2014 after the U.S. Centers for
Medicate and Medicaid Services
(CMS) instituted a 434 percent
increase in reimbursement for helicopter transport. Government programs now pay for more than half of
all health care in the U.S.
For helicopter EMS this was the big
casino. Imagine a bunch of drunken
hardware salesmen conventioning in
VERSATILE
Bell 505 Jet
Ranger X,
Enstrom TH180
and Robinson
R66 are among
the most flexible
and robust
helicopters
available.
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ROTOR REPORT
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US MARKET
Las Vegas. They stuff their pockets
full of cash and head off to the “gentlemen’s club.” Okay, so it wasn’t like the
government was dumping bags of
cash into rotating rotors, but it came
pretty close. Having a helicopter
attached to a hospital, either through a
hospital-based program or a for-profit
community based program run by a
publicly-traded company like Air
Methods, became not only a symbol of
prestige, but an important way to
channel patients into a hospital network and keep them there as that net-
work migrated them into progressively higher levels of care.
The patient is strapped to a gurney
and not in a position to bargain. By
some estimates, there may be as many
as 30 percent more EMS helicopters
than required to rationally service the
domestic market. It is not a question
of if there will be market consolidation, but when, and what form will it
take.
That said, we are beginning to see
some hybrid law enforcement/ helicopter EMS models emerge joining
the ranks of departments including the
Maryland State Police, New Jersey
State Police, Los Angeles County
Sheriff, and Fairfax (Virginia) County
Sheriff. If there is helicopter EMS consolidation in certain areas, expect to
see this hybrid model spread into
other areas of the country. These
FLEXIBLE hybrid programs tend to fly twin
Augusta engine helicopters including the
Westland 139 AW139 and the Bell 429.
and Bell 429
perform well in Corporate Helicopters
The corporate market is looking up
governmental
and corporate thanks to innovative new helicopters
roles. such as the Bell 429, Bell 525,
AgustaWestland 169, AgustaWestland
189, and Airbus H 175, and soon the
H160. There are also new rideshare
services out of New York called Blade
and Gotham Air that are creating
whole new markets for individual
users.
First the hardware. The new light,
medium, and super-medium twin helicopters coming to market really are
works of art—fast, slick, and very functional—when fitted with executive cabins they have most of the goodies you
are likely to find on a midsize corporate jet including some truly opulent
levels of fit and finishes with custom
interiors from some leading design
houses.
For an extra $1.5 million plus you
can get a Mercedes style interior on
your new Airbus H145 resplendent
with color-adjustable LED lights and
oversized seats; about that much will
make you feel like you are sitting
inside a chocolate brown Hermes
handbag on the slightly smaller H135.
Of course if peppermint is more you
liking, check out something completion house Mecaer calls the
MAGnificent interior on the Bell 429
with wheeled landing gear. Then there
are some truly wild concepts floating
about. My favorite is the Lemans concept for the Bell 525, an unabashedly
over-the-top gold and cream six seat
layout punctuated with burled maple
veneer. With helicopters, as with jets,
if you can dream it and pay for it, you
can have it. But weight will be a much
more critical consideration than on a
jet.
There is a new category of aircraft
coming to market that is neither helicopter nor airplane that could change
everything. By 2018, AgustaWestland
(AW) hopes to certify the AW609 civil
tiltrotor. It falls into a new category
called “powered lift”: able to take off
and land like a helicopter while achieving the forward flight speeds of a turboprop. In theory this will allow direct
connections between major congested
city centers within 700 nm of each
other without auxiliary fuel tanks.
Provided, of course, it doesn’t run
afoul of the noise police.
Politicians on both American coasts
have discovered that helicopter noise
has been a sure-fire vote getter and
have sought to capitalize on it, even in
the presence of contrary empirical
data. This has resulted in the creation
of mandatory helicopter routes
between New York City and summer
vacation communities in Long Island,
New York and could also result in similar restriction being imposed in the
Los Angeles Basin in California.
Congested freeways and street traffic
have made helicopter charters more
popular in these markets than ever as
has new technology that enables people to book whole helicopters or
“crowd source” them using smartphone apps.
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Gotham Air CEO Tim Hayes thinks
he can make his new helicopter service as cheap as an Uber sedan ride,
or about $200 at rush hour out to
New York’s JFK airport from midtown Manhattan. Gotham plans to
become a scheduled helicopter carrier early next year with flights every
15 minutes with fares as low as $100.
That should drive demand—as well
as noise complaints— and put even
more helicopters in the sky. More
than 45,000 people already have
downloaded the app for Gotham’s
better established competitor, Blade,
that has been up and running since
2013, with inter-island flights
between the East and West side of
Manhattan as well as New York area
airports and the tony Hamptons and
Montauk on Long Island. Blade even
treats its customers to signature
lounges at its heliports.
Another good sign—heliports are
opening in other parts of the country
including Chicago, where general
aviation had long suffer an antagonistic relationship with local government. This summer the Chicago
Vertiport opened for business near
Chicago’s South Loop and the
Illinois Medical Center. The 10-acre,
$11 million Vertiport was 22 years in
the making and planning and features fuel service,a generous tarmac
with room for up to 60 helicopters, a
30,000 square-foot hangar and a
large terminal building with thoroughly modern amenities. The vertiport’s location puts it within a 15minute flight radius within any of the
five reliever airports serving the
greater Chicago area.
Vertiport Chicago joins a small, but
growing number of new heliports
opening nationwide. In 2008, Los
Angeles opened a new commercial
heliport on top of a parking garage
near California Hospital, the Los
Angeles Convention Center, the
Staples Center, the University of
Southern California and L.A. Live. It
enables quick connections: a fourminute flight to Los Angeles
International Airport; a five-minute
flight to Santa Monica Airport, seven
minutes from Van Nuys, and 14 from
John Wayne/Orange County. This
past year Galaxy Aviation opened a
public use heliport at the Woodlands
in the Houston, Tex. area. The facility includes a landing pad and 5,600
sq. ft. hangar.
The Los Angeles area would definitely benefit from the addition of
more public use heliports but those
would face stiff political opposition
given the local vociferous public
debate surrounding aircraft and in
particular helicopter noise. In a 2013
study, the U.S. Federal Aviation
Administration (FAA) concluded,
“There is no single remedy that can
be implemented on a large-scale
basis throughout the Los Angeles
Basin. The airspace over Southern
California is among the most congested and complex in the world.
For safety reasons, helicopter traffic
must be separated by altitude from
higher-performing and faster-moving
fixed-wing aircraft. The density of
land use in the area, as well as the
complexity and diversity of airspace
users present challenges to identifying optimal helicopter routes that are
safe, efficient, and serve noise abatement purposes.”
The FAA emphasized that any solution must be “effective for noise
abatement, such measures must be
safe, operationally manageable in the
complex Los Angeles airspace, and
responsive to community economic
interests and public safety needs.”
In a geographic bowl home to 11 million people that is easier said than
done. Meanwhile the debate rages
on.
One thing that will not change: The
United States is, and will continue to
be, the most important civil helicopter market in the world.
✈
PIONEERS
Augusta
Westland’ s
AW609 and
Airbus
Helicopter’s
EC130 lead the
way in rotorcraft
innovation.
Tim Hayes of
Gotham Air is
offering an
innovative new
helicopter
service.
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62-6
COMPLETIONS
IT’S WHAT’S INSIDE THAT COUNTS
By Kirby Harrison
There are few challenges to
match those that face the
designers, engineers, builders
and installers, of the world’s
business and personal jet cabin
completions specialists,
whether it’s a steam shower, a
stone floor, self-leveling bed,
worldwide high-speed Internet,
connectivity or a lavatory
exhaust fan. From New
Zealand to Switzerland, if the
customer wants it, they will find
a way to deliver, on time and
on spec.
flight information, as well wireless
streaming to personal electronic
tablets. Quasar light from EMTEQ
flows throughout the cabin, offering
“an infinity of variable color pallet to
choose from, including mood lighting.”
Perhaps most impressive is that the
noise level in the master suite measures 45.5 dB(SIL); roughly the same
level as that of the average home.
In Basel, Switzerland, Jet Aviation
(Booth No. N5131) recently introduced “a cutting-edge, plug-and-play,
in-flight dishwasher” with a threeminute wash cycle that requires just
three liters of water and uses an ecofriendly soap. It comes in three different sizes to ensure a fit for all galleys
APPROVAL
Customer
satisfaction is
paramount for
completions
providers.
Comlux (top)
Jet Aviation
(center)
Flying Colours
(bottom).
Comlux America in Indianapolis,
Indiana (Booth No. 5506) recently
completed its 9 th VIP interior on an
Airbus ACJ320, an interior that took
Comlux designer Lauri Church and
Fiona Riddle of In Flight Solutions in
Lisbon, Portugal, well beyond the
usual. “We worked closely with the
customer and his family to create a
beautiful, modern interior that has a
residential feel,” said Riddle. “Each
area has its own unique elements,
while maintaining a muted color palate
to allow the flow between rooms to
feel natural and relaxing.”
Further, the Venue in-flight entertainment system from Rockwell Collins
features real-time moving map and
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and a quick-connection system. It is
approved for taxi, take-off and landing
with up to 44 pounds of dishes. “Our
state-of-the-art ADW dishwasher is
compatible with an eco-friendly soap
that is gentle enough for the most delicate dishes,” said Matthias Mueller,
project manager for cabin modifications and upgrades at Jet Aviation
Basel.
And this past summer, the U.S.based Jet Aviation St. Louis division
signed an agreement to certify and
install the industry’s first airborne 4G
LTE-based wireless network in a
Global Express business jet. The joint
effort includes SmartSky Networks
and working together, the two companies will develop supplemental type
certificates (STCs) for retrofit installations on the Global Express platform.
The SmartSky 4G will expand access
in airborne WiFi and provide more
than 10 times the typical speed and
capacity of existing networks.
tional hangar, approximately 60,000
square feet, will be added, and the
facilities shared with Bombardier at
the OEM’s service center at Seletar
Aerospace Park in Singapore opened
in April. Bombardier is handling maintenance while Flying Colours takes
care of interior work at Bombardier’s
Seletar center.
Currently in the Lufthansa Technik
(Booth No. C10416) shop in Hamburg,
Germany, there are three BBJ 747’s
undergoing cabin completion, and the
backlog includes three more interior
completion jobs and two aircraft maintenance checks that include cabin
upgrades. Two narrow-body completion projects are underway in the company’s Bizjet International subsidiary
in Tulsa, Oklahoma. There are also
plans to open a service point in Dubai
in the United Arab Emirates.
Lufthansa Technik’s exhibit at NBAA
will feature a number of scale models,
among them a 1:20 scale model of a
Taking business jet cabin completion
well out of the norm, Flying Colours
Booth No. C9340) is working on special mission interior completions on
three Bombardier Challenger 650s for
an unidentified European customer.
The first aircraft was recently inducted
at Flying Colours’ Peterborough,
Canada facilities. The project requires
the close coordination of Flying
Colours, Bombardier and the unidentified end-user.
In Canada, Flying Colours’ activity
includes considerable expansion. This
year, the facility in Peterborough,
Ontario will complete expansion of the
cabinetry and refinishing shop, which
will double in size. Next year, an addi-
BBJ 787, a 1:1 scale model of the company’s next-generation patient-transport unit and a 1:1 scale model of the
company’s TIOS antenna.
With first-half 2015 profit of £268 million, Lufthansa Technik is anticipating
a good year in 2015. The company
posted an operating profit for all of
2014 of £392 million.
At Associated Air Center (Booth
No. N4500) in Dallas, Texas the
completion and refurbishment specialist is nearing delivery of a BBJ
787-8 and an ACJ320 is now in the
midst of a Fit Phase of green completion. Two BBJs in for a 12-year
inspection include cabin refurbishment.
Sharing an NBAA exhibit with parent
company StandardAero, AAC excepts
to announce customer deliveries of a
BBJ 747-8 and a BBJ 787-8. According
to Executive VP of Sales Patrick
Altuna, “Our completions facility has
been and continues to operate at full
capacity, with some availability for
growth in maintenance, repair and
overhaul.”
Following a two-year program,
AMAC Aerospace recently delivered
a new VIP BBJ 747-8i completion this
past summer. And while a major player in the completion and refurbishment business, AMAC is no less
involved in the maintenance, repair
and overhaul (MRO) side.
The facility won FAA repair station approval in June this year and
since then has taken on four major
MRO projects for aircraft from a
BBJ 777-200 heavy base maintenance job to an ACJ330-200 Ccheck.
EXPERTISE
Lufthansa
Technik (left),
Associated Air
Center (right),
and AMAC
(bottom)
combine design
excellence with
technical
expertise.
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NBAA PREVIEW
FOREFRONT
Aeria Luxury
(left),
Greenpoint
(right),
and GDC
Technics
(center)
are some of the
leading
completions
centers in
the US.
While AMAC does not exhibit at
NBAA, the company recognizes the
importance of the show as a meeting
place for the industry and its customers
and regularly sends representatives to
the event, primarily to meet contacts
who do not exhibit at shows AMACE
does attend. However, said a company
spokesman, “We never discount the fact
that maybe next year might be the time
to exhibit, but for the moment we look
forward to visiting NBAA to see what
new features, services and products are
emerging from the U.S.”
Aeria Luxury Interiors (Booth No.
N2326) is relatively new, but the support of well-known and reputable parent
company ST Aerospace has added to its
stature in the completion and refurbishment industry, as well as MRO. The San
Antonio, Texas-based center is now
working on its first green BBJ and anticipates customer delivery later this year.
Another green BBJ outfitting contract
was won last year and is expected to be
delivered in early 2017.
Meanwhile, Aeria is adding another
1,400 square feet to the current 100,000
square foot hangar and shops. It will
serve to accommodate additional cabinetry and upholstery, as well as an interior design space.
Earlier this year, Greenpoint
Technologies (Booth No. N1730) was
the first center to deliver a BBJ 747-8
and hasn’t slowed down. A 777-200LR
VIP completion is underway at design
and engineering and the airplane is
expected to arrive early next year. In
addition to the BBJ 787 already in outfitting, the Kirkland, Washington facilities
recently inducted a second BBU 787
“The 787 is a fascinating aircraft to modify,” said Greenpoint CEO Scott
Goodey. “The sophisticated systems
COMPLETIONS
and composite structure offers a platform to further expand our team’s
expertise.”
Greenpoint is a finalist in the visualization category of this year’s Society of
British International Design Awards for
its VIP BBJ 787-9 Azure cabin design.
The aircraft features private staterooms,
offices and an open living area with
entertainment lounge, formal dining
room and an “organic light-emitting
diode (LED) sculpture.”
Most recently, Greenpoint Aerospace
in Denton, Texas delivered four
Challenger 600 series interior refurbishments with exterior paint in a threemonth period. The maintenance, repair
and overhaul shop, like Greenpont
Technologies, is part of the Zodiac
Aerospace family.
GDC Technics (Booth No. N5900) is
looking at a bright future, based on a
letter to shareholders in mid-January
this year that cited more half-billion dollars in contracts. In it, general manager
Mohammed Alzeer said that as of
January, “The current backlog stands at
$650 million, and our target in 2015 is to
increase [that] to $900 million,” he
added.
In 2014, the San Antonio company
won contracts for completion of two
BBJ 787s, a BBJ1 and a BBJ 777-300ER.
With the heavy backlog, GDC signed a
lease in February for 840,000 square
feet at Alliance Airport in Fort Worth,
Texas. GDC anticipates investing in
major capital improvements and
upgrades to hangar buildings, a wash
bay and parking areas. “The Alliance
facility enables us to accommodate our
growing aircraft engineering, modification and systems development services
in a world class facility,” said Alzeer.
With a combination of green completion work, major and minor refurbishments and MRO work in abundance,
that business aviation industry segment
is not only busy, but appears to be well
booked into the next several years. As
GDC’s Alzeer put it after noting a massive backlog and the need for expansion, “We are confident in the business’s overall growth, not only in 2015,
but for many years to come.
✈
BART-Int.indd 64
04/11/15 11:34
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have long-range plans.
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BART-Int.indd 65
™
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Name: API–Falcon Longe Range–BART EBACE 2015 Date: April 17, 2015 7:31 AM
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By Kirby Harrison
Business jet cabin technology is
moving fast and what was new
is all too quickly old. Within just
a few years, owners are
considering upgrades,
and the industry is listening.
At the same time, aviation
authorities are regularly issuing
mandatory upgrades, mostly in
the name of safety. So it is that
hardly a week seems to pass
without news of yet another
upgrade to make the business
jet, no matter the age, faster,
more efficient, more
comfortable and safer.
J
MODIFICATIONS
Upgrades are
making business
jets faster
and safer. Global
7000 (top)
and Lufthansa
Technik winglets
(center).
ust when the market thinks
there’s not much more you can
do to improve the venerable
Boeing Business Jet, here comes completion, refurbishment and maintenance, repair and overhaul specialist
Lufthansa Technik (Booth No.
10416)with the first installation in
Europe of scimitar winglets. It is, in
fact, the third BBJ with the scimitar
winglets from supplier Aviation
Partners Boeing partnership of
Seattle.
The mod took a mere ten days at
Lufthansa Technik’s VIP and
Executive Jet Solutions Division in
Hamburg, Germany, and the center
claims a fuel savings of 2.2 percent
with the new winglets.
In May this year, Bombardier
Business Jets unveiled the Challenger
650. Described as “a refresh” of the
MODIFICATIONS
AIRCRAFT UPGRADES
POINT TO THE FUTURE
popular Challenger 605, it is in reality
a major upgrade, complete with new
avionics and an increase in engine
thrust.
The super mid-sized twinjet is priced
at a touch over $32 million and is powered by twin GE Aviation CF34-3B
MTO (sic) engines. With 9,220
pounds of thrust each, they provide
five percent more thrust than the
CF34-3Bs on the Challenger 605. The
new Bombardier Vision flight deck is
marketed by Rockwell Collins as Pro
Line 21 Advanced. Improvements over
the 605 include: enhanced speed and
memory for a growth-capable flight
management computer; synthetic
vision system; MultiScan weather
radar; and Automatic Dependent
Surveillance-Broadcast (ADS-B Out)
compliant future Air Navigation
Systems (FAMS 1/A).
Interior upgrades include wider
seats, a galley with an oven, increased
personal storage in and around the
seats, and an audio/visual on-demand
(AVOD) server. Bombardier is anticipating entry into service in late 2015.
Also from the Canadian OEM is
progress on its new Global 7000, one
of the latest twin-jets in the Global family. “We are very excited by the significant progress being made on the
Global 7000 test vehicles,” said David
Coleal, president of Bombardier
Business Aircraft.
While a review of both the Global
7000 and Global 8000 programs moves
ahead, Coleal added, “We continue to
hold to our current commitments.”
The 7000 is a stretch variant of the
Global 6000, adding 11 feet 3 inches to
the fuselage and bigger cabin windows. It will feature fly-by-wire controls, a new, thin, high-speed wing,
more fuel-efficient GE Aviation
Passport engines and Rockwell Collins
Pro Line Fusion cockpit avionics. The
7000 is expected to enter service in
2016 and the Global 8000 in 2017.
At EAA AirVenture this past July,
Textron Aviation (Booth No. 3032)
announced the selection of McCauley
Propeller System for a number of its
leading turboprop and piston-engine
aircraft, including the single-engine
Cessna Grand Caravan EX turboprop.
The swept-blade scimitar Blackmac
propeller will be standard on the Grand
Caravan EX. The benefits claims
Textron, include 15 additional pounds
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Now finding its way into the Cessna
Caravan (Short and Grand models)
with the new Blackhawk XP42A engine
upgrade is the new 325 Amp starter
generator. The generator was approved
by the FAA in July and replaces the
stock 2009 amp starter generator.
Key benefits of the new generator
include 50-percent reduction in start
time, 100-deg C reduction in start temperatures and 325 amps of continuous
power for the aircraft on a wider range
of ground and flight equipment and
operations. Installation of the improved
starter takes less than two days of
down time, according to Blackhawk
UPGRADES
From the top:
McCauley four
blade propeller,
Blackhawk
PT6 140,
King Air Proline
Fusion, Duncan
Honeywell Epic
CDSR.
of payload, increased ground clearance
of two inches, increased ground clearance of two inches, a 10-percent
improved climb performance, and
greater time before overhaul intervals.
The latest Blackmac is also being
offered as an after-market option
through the Textron Aviation companyowned service network.
Elsewhere in the Textron family, the
King Air 250 upgrade from Beechcraft
began finding its way into the hands of
new owners earlier this year. “This aircraft brings the latest technology to the
cockpit and cabin, allowing pilots and
passengers alike to experience the
Beechcraft King Air in a whole, new
way,” said Christi Tannahill, senior vp of
turboprop aircraft and interior design.
According to Cessna Aircraft, the Pro
Line Fusion for the King Air “brings
one of the most trusted avionics architectures to the first full touch-screen
flight display system.” The three, 14inch, high-resolution displays are interchangeable and cursor controlled.
There are also integrated touch-screen
checklists, intuitive graphical touch-
screen flight planning, full multi-sensor
flight management system, and open
and scalable architecture for future
upgrades and mandates.
Certification of the Pro Line Fusionequipped King Air 350i ER is anticipated in the fourth quarter 2015. It will be
followed by similar certification for the
King Air C90GTx in the first half of
2016.
Modifications President and CEO Jim
Allmon.
Duncan Aviation, like many other
independent completion, refurbishment
and MRO centers, is constantly designing and engineering aircraft upgrades.
Most recently, the Lincoln, Nebraskabased center (Booth No. 4910)
strengthened its partnership with
Safran Engineering Services to create a
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IF IT CAN BE DREAMED
IT CAN BE DONE.
SM
Engineering the impossible.
Leading the industry in Next Generation Aircraft modification
and technology, GDC elegantly delivers the impossible in the form
of the finest VIP & Head-of-State aircraft modifications to the world’s
most discerning clientele. GDCTechnics.com
NORTH AMERICA • EUROPE • MIDDLE EAST • AFRICA • ASIA
Visit GDC at booth #N5900
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NBAA PREVIEW
new STC for FANS-1A, the avionics system providing direct data link communication between the pilot and air traffic
controller. It will cover the Bombardier
Challenger 601-3A and 3R.
The center sees a market potential
among some 134 aircraft eligible for the
upgrade, according to completions and
avionics modifications sales manager
Mike Minchow. He noted that Duncan
has also installed a large number of WiFi systems and Change 7.2 upgrades,
and completed three Falcon 900B
Universal cockpit upgrades.
RESPONSE
Raisbeck’s five
blade propeller
and Elliot’s
Gogo upgrade
for the
Phenom 300 are
receiving strong
feedback from
customers.
MODIFICATIONS
Duncan (Exhibit No.4910) plans a
40x40-foot booth this year. It is set up
the idea of cementing relationships
with old customers and creating new
ones. “It’s a great place to sit, catch up
and talk about upcoming service needs,
industry happenings and technical
developments,” Minchow said.
The FANS system developed for
these Challenger models will utilize
new Honeywell equipment, fully integrated with the existing Honeywell
NZ2000 flight management system
(FMS).
A major event in July saw Elliott
Aviation (Booth No. 6624), an authorized Embraer Phenom service center
announce STC approval for activation
and use of all Gogo Business Aviation
Wi-Fi products in Embraer’s Phenom
300 light-jet.
In addition to the Wi-Fi connectivity,
the STC allows operation of Gogo’s
UCS 5000, an all-in-one smart router
and media server. The service includes
the Gogo Vision all-in-one cabin entertainment system.
Gogo Vision is described by the company as “Business Aviation ’s first, turnkey, on-demand, in-flight entertainment
system that puts movies, television
episodes, news, weather, flight
progress and more at your fingertips.”
The Gulfsteam G280 has gotten a
recent performance boost through a
software upgrade, the company
announced in September. The
Savannah, Georgia-based OEM (Booth
No. 9406) said the avionics upgrade,
offer in conjunction with supplier
Rockwell Collins, results in slower
approach speeds, shorter landing distances and enhanced flight management system performance.
Approach speeds are reduced by as
much as nine knots and the landing distance with the new software is shortened to 2,380 feet. The flight management system performance includes
improvements to basic time and fuel
predictions, optimum and maximum
altitude, and best rate-of-climb speed.
Performance feature upgrades allow for
automatic calculations for long-range
cruise, maximum cruise and maximum
endurance cruise speeds.
“Our customers will appreciate the
increased functionality and utility, the
operational improvements and the
enhanced display layout and the
improved situational awareness,” said
Dan Nale, senior vp of programs,
engineering and test for Gulfstream.
Legacy G280 owner can obtain the
upgrade free of charge through
Gulfstream service center in
Savannah, Dallas and Luton, England.
If there is a king among upgrade
specialists, it might be Jim Raisbeck,
the
founder
and
Raisbeck
Engineering (Booth No. N4900). The
company was founded in 1974 and the
first projects included thrust
reversers developed with Dee
Howard, followed by a redesigned
Saberliner supercritical wing which
brough an order for 75 shipsets for
Rockwell production.
Raisbeck estimates more than 4,000
King Air twin turboprop aircraft are
equipped with a Raisbeck upgrade –
propellers, body strakes, dual leading
edges, lockers and more. “The world
has spent $210 million on Raisbeck
upgrades in the last 33 years, on King
Air and Learjet upgrades alone. We
are also currently on all three King
Air production lines in one form or
another – some upgrades as options
and some as standard equipment.”
Among the upgrades now part of the
King Air production line are strakes
and wing lockers for the 350i and
350ER, Ram Air Recovery System for
the 250, and the full EPIC performance package for the C90GTx.
Most recently there are two new
swept blade propeller designs developed with Hartzell Propellers for the
King Air 350. They are also available
for the King Air 90 and 200 models.
Both versions of the props will be on
display at the Raisbeck exhibit at the
NBAA convention in Las Vegas.
While Raisbeck owns another 15
acres adjoining the current facilities
near Boeing Field where flight testing
is done, there are no current plans to
expand, “as we have suppliers who
perform the actual manufacturing for
us.”
Asked what’s next for Raisbeck, he
said, “Tell ‘em we have our eyeballs
on the Beechcraft and Cessna
Citation lines; there are a lot of
Cessnas out there that could use a
tune-up.”
✈
BART-Int.indd 70
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BART-Int.indd 71
1
Telephone + 4 1 58 310 31 31
info @ amacaerospace.com
www.amacaerospace.com
18.10.15
04/11/15 11:24
11:34
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NBAA PREVIEW
72-7
MARKET ANALYSIS
MIXED MESSAGES FROM THE US
U
By Richard Koe
BACKING
Finance for
business jets in
the US is
more available
than ever.
usiness jet deliveries last year
showed a year on year
increase on the previous year
for the first time since the reat
ecession in
.
That’s the view of In terms of
value of new jets delivered,
ran ed as the nd largest
year ever for the industry. So
even if deliveries are no greater
this year, it could still be ran ed
as successful.
sed aircraft transactions have
never been higher. The combination of low prices and low interest rates have clearly attracted buyers.
It helps that financing is also more
available and creative, as non-specialist lenders have entered the market.
US-based aircraft buyers are also finding bargains abroad, reflecting the
appreciation of the USD as well as
excess capacity in overseas markets.
Some OEM products are selling very
well into the US market, such as the
Gulfstream 650 and 280, Challenger
350, and Phenom 300. The success of
these products spanning ultra-long
range, super midsize and light jet
show there is demand across the spectrum of different types of customer.
At some point US corporations need
to replace and upgrade their ageing
fleets, as their hold-cycle is already
extended by historical comparison.
The market may also be coming to
terms that residual value expectations
need a reality check. The new products now coming to market could
prompt quite a substantial reinvestment cycle.
Business aviation activity is up by
more than 3% YTD in the US, and has
been growing consistently for over 2
years now. The main growth has come
in charter demand, historically a leading indicator of ´bottom up´ recovering
in user confidence. The charter market is also being extended by a number of new and innovative operator
models, such as Surf Air and Wheels
Up. The 20% increase in charter activity in California this year attests to this
growth market. Investors clearly think
there is much more to come, to go by
the extravagant financing raised this
year by upstart Miami-based charter
broker Jet Smarter.
The strength of the large cabin market the last two years has swelled the
heavy jet fleet and is evident in the big
increase in its aggregate activity, up
9% in the first half of the year. In the
first half of 2015, Bombardier Global
Express aircraft activity was up around
15%, the Gulfstream ultra-long range
segment up by 8%. Light aircraft activity was also trending up strongly, with
older Citations flying more, and newer
jets such as the Phenom 300 growing
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12:13
activity more than 30%. And the drop
in VLJ activity may simply reflect a
shift in users towards the value-formoney offered by the turboprop market, with King Air 350 and PC12 activity indicating very strong growth in
demand.
As well as these promising signs in
the industry, there is some solid support from the wider US economy. GDP
trend has strengthened this year and
will approach 3% in 2016, among the
strongest of Advanced Economies.
Historical benchmarks suggest the US
economy is still mid-cycle, with several more years or growth to come.
Several years of stock market gains
and corporate profits, as well as balance sheet deleveraging, have generated substantial disposable income for
US corporations and high net worth
individuals. Lower energy costs, via
the drop in oil price, is another boost.
The pressure on corporations, in particular, to invest their cash balances in
productive investments – such as business jets – is growing.
R
New business jet deliveries in the
first half of 2015 were down on H1
2014, which disappointed expectations
for a pick up on last year´s anemic
growth.
The major OEMs´ order books are
also down this year, taking the book to
bill ratio below 1, suggesting a weakening market.
Bombardier, historically a bellwether for the industry, with almost a
third of global jet deliveries, is in troubled waters. It appears that
Bombardier´s non-business aviation
activities
(C-Series
aircraft,
Transportation division) have distracted it from scheduled business jet
launches, with the Global 7000 now
delayed at least until 2018. In the
meantime, Bombardier 5000/6000
production has been cut back in
response to deteriorating demand for
large cabin aircraft. And earlier this
year Bombardier had to park its Lear
75 launch, having under-estimated the
slump in demand for the light-midsize
business jets.
Bombardier isn´t the only OEM with
delayed product launches. Honda has
repeatedly had to delay its muchawaited Honda Jet over the last few
years. The Embraer 450/500 was initially expected in service in 2013, but
has only recently entered the market.
Page 73
These delays were mostly down to
technical and regulatory issues, but
have tended to further unsettle market expectations.
Cessna´s new product, the Latitude,
has come into the market on schedule, but not without price discounts.
Indeed price deals on almost all the
OEMs´ new aircraft are inducing a
cascade of price declines throughout
the pre-owned market. This is despite
inventory-for-sale levels falling below
10% of the total fleet, which should
presage a shortening supply and price
stabilisation. It´s clear that even bargain-prices aren´t inducing enough
buyers back into the market.
Meanwhile the erosion to residual
value expectations may be undermining buyer (and financier) confidence
in the value of their assets.
Aircraft activity in the US is still
below where it was in 2007. Taking
into account the fact that the fleet of
aircraft has increased quite significantly, the average flight hour utilization
per aircraft has barely improved since
the bottom of the recession. Super
midsize, Midsize and Super light activity has been weaker this year, notably
for the Citation X and Sovereign. And
Very Light Jet activity was down
almost 10% in the first half of 2015,
which raises some doubt as to the sustainability of demand for air-taxis.
The macroeconomic environment
for business aviation in the US is deteriorating in some ways, with emerging market volatility translating to big
corrections in US equity markets the
last couple of months, directly diminishing the purchasing power of corporations and individuals. The signs are
that the Fed´s interest rate rise, likely
in the next 6 months, will precipitate
major disruption in global markets
and worsen the already troubled economy in China.
Weaker emerging markets – especially Brazil and Russia – have steadily
eroded the order books of the North
American business jet OEMs in the
last year, particularly the heavy cabins. If the emerging market wobbles
turn into a crisis, as widely predicted,
the damage will also resonate in the
US economy. Waning export markets
will directly impact US corporations
and that prospect adds to their inhibitions in making large investments
(such as aircraft purchases) in the
short term.
✈
Richard Koe is joint Managing
Director of WINGX, taking the lead on
strategy, business development and
sales initiatives. Together with
Christoph Kohler, Richard has grown
WINGX to be the leading provider of
market intelligence to the global business aviation industry. As well as managing WINGX, Richard is a regular
speaker, panellist and moderator at
industry conferences worldwide, writes
on a wide range of business aviation
issues, and works closely with regional
regulators and industry associations.
Bombardier’s
C-Series
program is
impacting its
Business
Aviation
activities.
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NBAA PREVIEW
MARKET ANALYSIS
THE BIG (CABIN) CHILL
By Brian Foley
AFTER YEARS OF BEING a major,
reliable revenue driver in the
Business Aviation industry, sales of
large business jets are beginning to
show signs of fatigue. “The market
for these intercontinental aircraft with
seating for 15-plus and price tags in
the $35-75 million range were barely
fazed by the 2009 worldwide financial crisis,” notes aviation analyst
Brian Foley. “Conversely, sales of
DOWNSIZING
he arge ca in
ar et is not as
strong as it used
to e. o a
to
u fstrea
center .
smaller, more modest jets declined
by two-thirds forcing planemakers in
that segment to halve staffing and in
one case fold. The split personality
between big and small is showing
objective evidence of change, and is
in fact reversing.”
Foley delved into recent jet delivery
figures published by the General
Aviation Manufacturers Association
(GAMA) and noted that while overall
deliveries in 2014 were up 6.5% over
2013, small and medium jets drove
that growth and were up 11.9%
whereas big cabin jets sank 2.8%.
The trend is even more pronounced
when comparing the first half of 2015
with 2014 which indicates 3.6% more
small/medium jets deliveries but
12.7% fewer big cabin jets.
There’s other anecdotal evidence
pointing to a slowdown in the large
segment, with manufacturers who
participate at the top end either
directly or indirectly telegraphing their
declining situation. Bombardier
slowed production of its large Global
5000 and 6000 business jets idling
1750 employees, and then delayed
their new (even bigger) Global 7000
and 8000 jets by 2 years.
Dassault reports just 5 net Falcon Jet
sales in the first half due to weaker
global demand and a large fleet
order cancellation. “Gulfstream rarely
shows its hand, but by recently
accelerating deliveries of two new,
large G450 jets to a fleet customer
suggests to me that they’re managing their order book by making
unsold delivery positions available
sooner to waiting customers.”
Foley attributes the slowdown in the
upper echelons to a combination of
factors, including an economic
decline in emerging markets that
geographically have a need for ultralong range jets, a strengthening US
Dollar making them cost more overseas and declining commodity
prices. “Oil-related companies and
regions like their big-cabin jets, but
that sector now sees oil prices that
are less than half what they were a
year ago.”
While Foley believes total 2015 business jet unit deliveries will match or
exceed 2014 levels, he expects overall delivery values to fall due to a
change in mix that has fewer highvalue big cabin jets and more of the
less-expensive smaller ones.
“There’s now clear evidence of
change, but the industry’s muscle
memory of big jets always outperforming small will be tough to overcome.”
✈
BART-Int.indd 74
04/11/15 11:34
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BART-Int.indd 75
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76-7
MAINTENANCE
MATTERS
DOMINATING THE APU MARKET
By Bernard Fitzsimons
An established global support
network, including
StandardAero’s facility in
Augusta, Georgia, backs up
Honeywell’s dominance of the
business jet APU market.
LEADER
After inventing
the APU in the
early 1950s,
Honeywell still
dominate the
market.
The role of the auxiliary power unit
goes well beyond the provision of
pneumatic power for starting the main
engines. Air conditioning and electrical power supply on the ground are
important, too, cooling avionics as well
as the cabin and catering and enabling
the crew to carry out pre-flight checks.
Honeywell claims to have invented
the APU in the early 1950s and has
delivered well over 90,000 for use in
more than 450 applications. Many
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small and medium range business jets
are equipped with Honeywell 36
Series APUs, which include more than
20 individual models offering various
combinations of bleed air, shaft horsepower and size.
Some offer performance upgrades,
such as the he 36-150[CL], a replacement for the 36-100 originally installed
on Bombardier Challenger 601s and
early 604s and the 36-150[G] for the
Gulfstream GIV, GIV-SP, G300 and
G400. The new units feature high efficiency compressors and an innovative,
ported shroud design for better onwing reliability and increased performance for improved main engine starting. They also reduce exterior noise.
Other models are the RE100, used in
light and medium jets such as the
Cessna Sovereign, Learjet 45 and
Gulfstream G150, and the RE220 used
by larger types such as the Gulfstream
550 and 650 and the Bombardier
Global 5000 and 6000. The RE220 is
the first general aviation APU to communicate with the aircraft’s maintenance data acquisition unit (MDAU),
so that pilots and mechanics can monitor performance and troubleshoot
from the flight deck.
Honeywell’s APU’s are supported by
a network of authorized global service
centers that range from line service to
heavy repair facilities and includes its
own heavy repair bases in Phoenix,
Arizona, Raunheim in Germany,
Singapore and Xiamen in China.
The network continues to expand.
Last year the company teamed with
13:37
Page 77
Deer Jet to establish the first APU line
maintenance service centre for business jets in mainland China. This year
Honeywell appointed Jet Aviation to
establish an APU overhaul facility for
the 36-100/150 family at its Basel base.
A more established member is
StandardAero, which became
Honeywell’s first APU maintenance
partner in 1993. Many of its technicians have over 20 years of experience
and, says Gregg Washburn, APU customer
program
manager
at
StandardAero’s Augusta, Georgia
repair facility, “they bring great
insights and value to our customers.”
The Augusta facility also provides realtime trouble shooting support and
offers a very popular APU training program , available to customers upon
request.
In addition, StandardAero has 14
mobile service teams (MSTs) strategically located across the US plus global
field service representatives to service
our customers. “These teams and individuals are experienced in both
removals and repairs, LRUs, troubleshooting and maintenance at customer locations,” says Washburn. “If a
repair can be conducted on-site, our
MSTs and field service representatives, will take care of the issue immediately. If the repair needs to be sent
to one of our shops, our field technicians will facilitate that process for our
customers.”
Typical maintenance schedules for
business jet APUs vary depending on
the model. The 36-150, for example,
has a 4,500 hour hot section inspection
interval. “These hot section inspections require the removal of the APU,”
says Washburn. “Repairs can be conducted in the customer’s hangar or,
preferably, in our repair shop.” For
some of the older classic APUs intervals are shorter, ranging from 2,100 to
2,250 hours depending on the model.
One important consideration, says
Washbuen, is that it is very rare that
APU and propulsion engine maintenance can be coordinated because of
the difference in the timing of their
maintenance intervals, so APU repairs
are typically a separate event. For the
newer model APUs, he adds, on-condition maintenance and repairs are the
norm and OEMs set the maintenance
schedules through the manufacturer.
For major repairs, StandardAero’s
typical turnaround time ranges from
15 to 30 days and the company offers
customers rental APUs through OEM
rental banks. “In extreme circumstances we have been able to turnaround major repairs in as little as five
days,” he comments.
To reduce engine downtime
StandardAero has optimised the
process flows through its facilities for
maximum efficiency. “We have a dedicated APU shop, accessories shop,
technicians, crew chief, inspector, balance lab and test cell,” explains
Washburn. “Through coordination
between the different departments and
by working together as a team – frequently communicating with each
other and with our customers — we
have been able to optimise our work
flow to increase quality and improve
our turnaround times.”
Maintenance service plans
The manufacturer has offered a
maintenance service plan (MSP) to
cover its APUs and engines for nearly
40 years; Honeywell believes it is the
most recognized program in the
industry. As currently offered, the
standard plan covers routine inspection, major periodic inspection (MPI),
compressor zone inspection (CZI) hot
section periodic inspection (HIS) and
unscheduled maintenance.
For routine inspections it includes
parts and the spectrometric oil analysis PROGRAM (SOAP) kit as well as
the analysis itself. SOAP inspections
are required for MSP coverage of
unscheduled maintenance and are
specified at intervals that coincide with
PARTNER
StandardAero
was Honeywell’s
first APU partner
in 1993.
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Page 78
MAINTENANCE
MATTERS
OPERATIONS
APUs are proven
to lower
operation costs
when installed
across a fleet.
other inspections. They track the
health of the unit by identifying metals
found in the oil and oil filter in order to
determine the wear rate of APU components.
For major inspections and unscheduled maintenance the plan covers
labour and parts, including life limited
parts and the labour required for component repair. In the case of unscheduled maintenance it also provides for
rental units and exchange units, modules and LRUs. The Gold version of the
plan, available for a flat rate additional
cost per hour, adds coverage for routine inspection labour and up to 20
hours of troubleshooting labour rather
than the standard plan’s maximum of
10, plus engine removal, transport, reinstallation and/or access time for major
inspections and unscheduled maintenance, and logistical support for road
trips in the event of an AOG. The Gold
NLS variant has no logistic support.
A new addition to the MSP portfolio
is foreign object damage (FOD) “gap”
coverage of wear and tear items
replaced in the course of an FOD
repair that are not otherwise covered
by airframe FOD insurance policies.
The extension applies to FOD damage
caused since the beginning of 2015,
and the OEM cautions that the coverage is not a substitute for aircraft
insurance.
Additional benefits included in all
variants include labour for service bulletins as long as they are incorporated
in conjunction with other covered
maintenance activities that provide
convenient access to the applicable
engine area. An MSP also reduces the
cost of conversions or upgrades. For
APUs on new aircraft the MSP is
offered on a no-cost basis if the propulsion engines are on their own MSP.
Honeywell offers a separate APU
maintenance plan (AMP) for the
Boeing Business Jet. The AMP gives
access to fixed rate servicing, repair
and spares for the 131-9B APU that is
standard on BBJs and all other Boeing
737NG aircraft. The company says it
was designed to fill the aftermarket
gap that bizliner operators face,
between the maintenance services
offered by commercial air transport
service centers and those from regular
business jet providers. Its extended
coverage includes complete on-condition unscheduled heavy maintenance
costs, such as inspection and lifecyclelimited parts and labour, special AMP
rates for temporary rental units from
Honeywell’s APU bank, and access to
all major Honeywell service centers.
An AMP is transferable to a new
owner at the point of sale.
Unscheduled maintenance
Unscheduled maintenance is typically related to compressor seal leaks,
says StandardAero’s Washburn.
“That’s the most typical cause. Other
problems can include metal contamination and performance issues.”
Honeywell has addressed the problem of the 36-150’s carbon seals, which
were found to be leaking occasionally
into the gas path, causing an oil smell
in the cabin and leading to flight
delays as well as inconvenience. “We
were faced with developing a technology that would not only solve the problem itself but solve it in an affordable
way for all parties,” says PROGRAM
manager Edward Pellegrino.
The solution was a hydrodynamic
seal featuring a rotor that uses its
60,000 rpm spin speed to create a thin
film of air, minimising frictional heating of the seal’s carbon element and
preventing the temperature that was
contributing to the leakage. Additional
system modifications addressed other
variables to ensure that the seal capabilities remained robust under all operating conditions.
The FAA approved the solution earlier this year after extensive development to validate the entire APU opera-
tion spectrum with the seal and system components, plus more than 1,000
hours of APU endurance testing.
Honeywell says the new seal is available so far for the 36-150[FN] used by
Dassault Falcons and service bulletins
covering other variants will be published over the next 18 months: operators can inquire about service bulletin
availability through the Honeywell
MyAerospace portal.
Other maintainability features are
designed into Honeywell’s APUs. The
36-150, for example, has a V-flange
permitting easy removal of the fuel
control unit and an oil pump located
directly behind the FCU for ease of
removal. Other examples are load control valves and surge control valves —
where fitted — attached by marmonflange clamps for easy removal and
installation.
To minimise the risk of unscheduled
maintenance being needed, Washburn
advises operators to keep up on periodic inspections for the APU. “These
inspections include things like changing oil and oil filter, changing fuel filters, monitoring SOAP PROGRAM s
for oil quality and performing regular
visual inspections,” he says. “Another
measure is to monitor EGT changes,
especially as the APU accumulates
more hours/cycles.”
The manufacturer echoes his advice:
“Following the routine inspection
intervals and other procedures as
defined in Honeywell maintenance and
OEM aircraft manuals is key to onwing longevity,” the company says.
✈
BART-Int.indd 78
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NotA
THIS IS
NOT
AN AIRCRAFT.
It’s my handshake
in Helsinki.
It’s my deal in Dublin.
It’s a hardworking factory
back home counting on me
to make it happen.
Visit us at NBAA - EXHIBIT #N4500
WE GET IT. Your business aircraft is how you stay ahead in an unforgiving
world and help your company succeed. We are dedicated to keeping it flying,
increasing your aircraft availability and reducing your operating costs. Discover how
our engine MRO leadership and comprehensive services can meet all of your needs.
Visit us at www.standardaero.com/we_get_it.
ENGINES | AVIONICS | AIRFRAME | COMPLETIONS | PAINT
BART-Int.indd
79
NotAnAircraft-BART2014.indd
1
© Copyright StandardAero 2015. All Rights Reserved.
11:34
10/23/201504/11/15
10:32:29 AM
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REPORT
80-8
JETEXPO 2015
JET EXPO
NAVIGATES THE MARKET STORM
In the pre-crisis years et xpo
mirrored a booming, under
regulated economy, where
ussian billionaires lusted after
big, fast, far-flying jets, and
ignored discussions about
mission re uirements, and
even operating costs.
MATURITY
This year’s
JetExpo proved
that the Russian
market continues
to mature.
Agusta Westland
109 SP,
King Air 350.
A
nd if Jet Expo is a barometer for
the Russian market of today,
there are many reasons to be
optimistic. Yes the economy is the crisis and geopolitical tensions are running at a Cold War high. But the billionaires are still doing business,
although with a more cautious and
intelligent approach than before.
By Paul Walsh
They’re not interested in jets for the
sake of having them, they opt for aircraft that suit their missions and help
advance their business. In short they
want business jets that are real tools
and not expensive luxuries.
So while the show’s atmosphere at
Vnokovo-3 Airport was muted on
September 10-12, all the OEMs were
present and business was clearly still
going on.
As show organizer Anna Kislova put
it, “All economical crises come and
go”, and even in difficult economic
periods, manufacturers are working
actively with Russian customers. Their
goal, she says, is to be in the leading
position once the crisis passes.
One very active company at the show
was Gulfstream and its aircraft
included the G650ER and G550 which
garnered much of the attention.
However their mid-size G280 was also
attracting a considerable amount of
interest, which perhaps reflects the
growing maturity of the Russian market.
Indeed that aircraft continues to
improve with Gulfstream recently
announcing an avionics software
upgrade which results in improved aircraft performance.
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Page 81
2,380 feet/725 meters, a decrease of
270 ft/82 m.
Flight management system performance is enhanced as well, with
improvements to basic time and fuel
predictions, optimum and maximum
altitude and best rate-of-climb
speed. New performance features
are also included with the upgrade,
allowing for automatic calculations
for long-range cruise, maximum
cruise and maximum endurance
cruise speeds.
The software incorporates human
factors studies and pilot input to
enhance the flight deck interface and
optimize the display format.
Meanwhile Gulfstream’s Senior Vice
President Sales Trevor Esling is optimistic about the Russian market. He
notes that the fall in the Russian ruble
The new PlaneView280TM software,
offered in conjunction with supplier
Rockwell Collins, results in slower
approach speeds, shorter landing distances and enhanced flight management system performance.
“The G280 was already a top-performing aircraft in its class,” said Dan
Nale, senior vice president, Programs,
Engineering and Test, Gulfstream.
“With this upgrade, the aircraft’s performance is even better. Our customers will appreciate the increased
functionality and utility, the operational improvements, the enhanced
display layout and the improved situational awareness.”
The upgrade reduces G280 approach
speeds by up to 9 knots. The landing
distance with the new software is
has created difficulties, but with most
Russian buyers holding their money in
various different currencies, the
impact has been limited.
Another player on the Russian market is Dassault, who has been a firm
favorite since the early ‘90s when they
sold their first Falcon to Gazprom.
Nowadays they’re still going strong
and occupy one third of the large
cabin market. More than 50 Falcons
have been delivered to customers in
the region over the last decade, most
of them long range Falcon 7X and 900
trijets. The company says that the
three-engine design ensures additional
safety and operating margin, making it
possible to fly direct routes over water
and inhospitable terrain, saving time
and money.
STATIC
Bombardier’s
Challenger 650,
Dassault’s
Falcon 7X and
Gulfstream G650
drew much of
the attention on
the static.
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REPORT
80-8
JETEXPO 2015
Falcon is perfect for operations in and
out of the many small airfields that dot
the Russian landscape.
“The success of the Falcon line in
the Russian region stems from their
robustness, advanced design and fuel
efficiency,” says Gilles Gautier, Vice
President, Falcon Sales for Dassault
Aviation. “These features make them
perfect for the vast expanse and
rugged conditions of the Russian marketplace.”
In addition to the Falcon lineup, the
Dassault stand highlighted Falcon
Response, Dassault’s new AOG support service. Offered through Dassault
Falcon Service Moscow, the company’s regional satellite service centre,
Falcon Response can expedite a
Vnukovo-based Go Team around the
TREND
Mid-sized aircraft
are slowly
becoming more
popular in
Russian.
Citation Latitude
(top)
Embraer Legacy
650 (center).
At this year’s expo, Dassault featured the Falcon 7x, the Falcon 2000
LXS and a cabin mock-up of the allnew Falcon 5X very large body twinjet.
The ultra-long range Falcon 8x Trijet
that is set to begin deliveries next year
is also anticipated to reap a strong
demand. This 6,450 nm/11,945 km 8X
will offer the greatest range and the
longest cabin of any Falcon, allowing it
to take passengers from Moscow to
Los Angeles, Cape Town or Rio de
Janeiro non-stop. It will offer the same
low operating economics and operating flexibility for which all Falcons are
known, with the largest selection of
cabin configurations in Business
Aviation.
“Falcons are universally appreciated
for their large and quiet cabin,
unmatched performance, economy
and operating flexibility,” says
Dassault Aviation Chairman and CEO,
Eric Trappier. “The 8X and 5X will
continue with this storied tradition.”
Russia and the neighboring CIS
countries are indeed a key market for
Dassault and the company has made
heavy investments to its regional support network in recent years. Overall,
it expects long term prospects to
remain bright despite the soft present
market.
The Falcon fleet is exceptionally
young – less than six years on average
– reflecting the large number of new
aircraft that have entered service in
Russia and the CIS in recent years.
Half of Falcons in operation in the
region are 7Xs, which recently passed
the 250 production mark – the fastest
any Falcon has ever reached this milestone.
On the twinjet end, demand is also
expected to be high for the new 5X as
well as the Falcon 2000LXS, the
newest version in the storied Falcon
2000 family.
This 5,200 nm/9,630 km 5X will offer
the highest and widest cabin on the
market, yet provide sufficient range to
fly from Moscow to New York or
Hong Kong nonstop. The Falcon
2000LXS combines the best blend of
airport flexibility, cabin comfort and
efficiency in the 4,000 nm segment.
Certificated in early 2013, this rugged
clock to deal with an aircraft on
ground situation. If need be, it can call
on a dedicated Falcon 900 AOG support aircraft based in Paris-Le Bourget
to expedite parts, tools and repair
teams. The airplane can also provide
alternative lift for customers who
require it.
Canadian
manufacturer,
Bombardier was also keen to maintain their Russian presence at the
show, where it presented three jets:
the Challenger 350, the Global 6000
and the Challenger 650. The latter was
on display for the first time in Russia,
and is proving very attractive to existing Russian owners of the Challenger
605.
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However at the show much of the
talk was about the in-development
Global 7000 and Global 8000 aircraft
programs. The engines have been
mounted on the first Global 7000 flight
test vehicle (FTV1), which includes all
major structural components: rear,
centre and forward fuselage sections,
wing, landing gears, and vertical and
horizontal tail stabilizers.
“We are very excited by the significant progress being made on the
Global 7000 flight test vehicles,” said
David Coleal, President, Bombardier
Business Aircraft. “Our vision of building a game-changing aircraft is emerging as the first two state-of-the-art business jets take shape in final assembly.”
In addition to the new engines, installation of the wiring harnesses and
functional test procedures have commenced on FTV1. A second flight test
vehicle (FTV2) is in final assembly
with major structural components
joined such as the rear, centre and forward fuselage sections, and cockpit.
Two additional flight test vehicles are
in various stages of production and
assembly.
Other development milestones were
achieved with the aircraft program’s
airframe and systems testing: the
Integrated Systems Test and
Certification Rig (ISTCR) has been
commissioned and safety of flight testing is underway; the avionics System
Integrated Test Stand (SITS) rig has
been installed at the Toronto site, and
the Global 7000 Complete Airframe
Static Test (CAST) rig has been commissioned. These comprehensive test
articles will ensure the maturity and
reliability of the aircraft’s structure
Page 83
and systems throughout the flight test
program and before entry-into-service.
Meanwhile Textron Aviation were
also present at Jet Expo and company
executives noted that there’s a shift
taking place in Russia from an obsession with long-range aircraft to a growing interest in midsize jets. They add
that more and more attention are
being paid to aircraft price and operating costs.
Textron’s main focus at the show
was the Cessna Citation Latitude, an
aircraft that exceeds performance
expectations. During its flight test
program, the aircraft yielded further
improvements in aircraft range and
runway performance: 5,278 kilometers
(2,850 nm) at long-range cruise, an
increase of 277 kilometers (150 nm),
and improved takeoff distance of 1,091
meters (3,580 feet) compared to the
previously projected 1,116 meters
(3,660 feet). Performance specifications at certification will also reflect
the high-speed cruise range of 5,000
km (2,700 nautical miles).
“The new Citation Latitude has been
a performance winner from day one –
meeting or exceeding every milestone
in the certification effort and winning
the attention of customers with its
expansive, large cabin environment
and amenities,” said Scott Ernest,
president and CEO. “Customers also
appreciate the Latitude’s midsize
acquisition price and up to 20 percent
lower operating costs than competing
aircraft.”
The
Brazilian
manufacturer
Embraer made a splash with the
Legacy 650 and the Phenom 300, but
their main focus was the Legacy 500
which made its Russian debut and has
recently been making speed records
in different parts of the world.
The first two records were set for
“Speed over a Recognized Course” on
a round-trip flight from Oakland,
California to Lihue, Hawaii, with six
passengers on board, covering 2,135
nm (3,954 km). The flight from
Oakland to Lihue, on March 7, was
completed in 5 hours and 49 minutes,
achieving an average ground speed of
420 mph (676 km/h). The return flight
took only 4 hours and 11 minutes, at
an average ground speed of 586 mph
(943km/h).
The third speed record set by the
Legacy 500 was in route to
Friedrichshafen, Germany, from
Bangor, Maine, United States. The
3,210 nm (5,945 km) flight was com-
POPULAR
Pilatus PC-12
(center) and
Dassault Falcon
2000LXS
(bottom) were
among the most
visited aircraft at
JetExpo.
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EPO
E E PO
pleted in 6 hours and 50 minutes, with
three occupants onboard.
“These speed records validate the
Legacy 500’s game-changing performance. Having achieved or exceeded
each of its design goals for certification, this revolutionary aircraft is now
demonstrating all of its operational
capabilities, including oceanic missions,” said Marco Túlio Pellegrini,
President & CEO, Embraer Executive
Jets. “The Legacy 500 is indeed the
best-in-class midsize jet, which delivers an impressive combination of comfort, advanced technology, speed and
range; all at a low operating cost.”
Giving highlights to the growing
interest for turboprops in Russia,
Nesterov Aviation debuted the high
E
Vnukovo-3 is the
one of the
largest Business
Aviation airports
in Europe.
ACJ 319 on the
static (center).
speed Pilatus PC-12 NG business turboprop at the show. The aircraft,
resplendent in the Jubilee paint
scheme of famous Swiss artist Hans
Erni, was displayed on the static at
Vnukovo Airport. Nesterov Aviation,
as the newly appointed exclusive sales
agent for the aircraft in Russia since
February this year, has secured a factory fresh PC-12 NG designed for the
Russian market, ready for an early
buyer.
General director of Nesterov
Aviation Eugene Okladnikov sees
strong potential for the aircraft in the
region, citing its versatility for executive air taxi in six plus two VIP interior
for corporate and government flights,
air ambulance, cargo, search and rescue and other multi role missions.
“The super versatile PC-12 NG has the
ability to take off and land anywhere,
even on 700 m gravel runways and
boasts terrific handling for pilot owners,” he says. Accordingly, Nesterov
Aviation is courting a wide base of
potential customers including individual owners, government institutions
and corporate flight departments.
Nesterov is looking forward to further expanding its relationship with
Pilatus with the opening of a dedicated
service centre facility for the PC-12
NG in north western Russia. This will
enable Nesterov Aviation to offer customized support to existing and future
PC-12 NG owners in the region.
“We see great opportunities for this
turboprop given that there are no
restrictions on single-engined operations in Russia,” explains Okladnikov.
With its excellent fuel efficiency
(US$ per hour), its 280 knots cruising speed and a pressurized cabin of
up to 30,000 ft, the PC-12 NG will
have its own appeal to the Russian
market. PC-12 NG is currently the
most popular in its class with over
1,300 sold worldwide.
It was also abundantly clear that
there’s still a significant demand for
maintenance services in Russia. One
of the biggest players is Jet Aviation
Moscow Vnukovo. Among its various
authorizations it recently received
EASA Part-145 approval for Dassault
Falcon 900EX EASy aircraft. With this
approval, Jet Aviation Moscow
Vnukovo is authorized to provide line
maintenance to Dassault Falcon
900EX EASy aircraft.
“We are delighted to expand our service offerings for the benefit of
Dassault Falcon 900EX EASy owners
and operators,” says Vitaly Aleksikov,
general director at Jet Aviation
Moscow Vnukovo. “Our ability to support long-range aircraft in this region
is vital to our customers and this
approval underscores our commitment
to meeting their needs to the highest
standards.”
✈
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SPECIAL FEATURE
AIRCRAFT REGISTRIES
STATES OF REGISTRATION
Bernard Fitzsimons
The options for registering a
private or corporate jet have
proliferated in recent years to
give owners a wide and
growing range of options.
O
E
There are more
options than
ever for
registering a
business jet.
Cayman Islands
(top)
Aruba (center
left) Jorge
Colindres ARG
chief executive.
U
ntil 20 years ago the British overseas territories of Bermuda and
the Cayman Islands were the
only options for offshore registration
of privately operated jets. Then the
island of Aruba, part of the Kingdom
of the Netherlands despite its location
in the southern Caribbean, formed its
own registry in conjunction with
International Aviation Safety Office, a
subsidiary of Miami-based Aviation
Registries Group.
ARG chief executive Jorge Colindres
traces the genesis of the idea to the
early 1990s, when he was engaged in
aircraft trading and decided to tackle
the difficulty of registering aircraft by
forming a new registry tailored to the
needs of private aviation. Discussions
with the government of Aruba led to
the new registry opening in 1995, with
ARG handling all marketing and
administration.
The next major change was the
arrival of the Isle of Man registry in
2007. A self-governing British crown
dependency in the Irish Sea, the island
opened the registry primarily to stimulate business for its financial and cor-
porate services sector, which was
already active in aircraft finance, insurance and leasing. So its charges were
set as low as possible specifically in
order to compete with the Caribbean
registries.
The strategy worked even better
than its founders must have hoped, as
the new registry “blew away” its competitors in Aruba, Bermuda and
Cayman, says Colindres. That was
partly an accident of timing, however.
“It came at a time when the economy
basically was collapsing in the US,” he
recalls. “The Isle of Man is a neutral
registry, they are not for profit. So a lot
of aircraft sales were channelled
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Experience comes with age.
Visit Us At Booth #N6106:
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SPECIAL FEATURE
86-8
AIRCRAFT REGISTRIES
through the Isle of Man because they
were extremely cheap. When you are
tightening your belt you look for the
cheapest alternative.”
Not that Colindres is averse to competition. “I think the Isle of Man
helped us to get our act together and
be more proactive,” he says. “I am for
competition. When you don’t have
competition you lose your creativity
and you lose focus of who you are
and what you want to give to the
industry.”
His competitive response was a new
registry formed in partnership with
the government of San Marino, the
ON EN EN E
er uda and
an arino
registries offer
s eed and
f e i i it to c ients.
tiny country on the Italian peninsula
that claims to be the world’s oldest
sovereign state. “We created San
Marino as a direct competition with
the Isle of Man,” he says. “We started
in 2007 and it took us five years to
make it better than the other registries.”
The new registry maintains the forprofit model established in Aruba,
and it also accepts commercial operators. Montreal-based business aviation support service provider ACASS
received the first commercial AOC
from the San Marino registry in
February: the company describes
San Marino as “a very competitive
registration jurisdiction, with ICAOcompliant commercial operations, at
very competitive pricing.” ACASS
adds that the AOC allows its clients
with aircraft registered in San Marino
to participate in its interim lift thirdparty leasing programme, while the
commercial designation will help its
clients generate additional revenue
by offering their foreign-registered
aircraft for charter.
More recently Dubai-based Empire
Aviation, which manages 25 business
jets based in the Middle East, Asia and
Africa, added a San Marino AOC to its
UAE certificate. Empire says the T7ticket enables registered aircraft to
perform commercial air operations
worldwide, wherever they are based.
One difference between Aruba and
San Marino is the latter’s status as a
member of ICAO whereas Aruba is
represented by the Netherlands. As a
result, says Colindres, implementing
a new requirement can take months
in Aruba, but “in San Marino we can
do it in a week.”
In operation, though, he says the
model of speed and service operated
by the two registries “is almost
impossible to be matched by the
industry.” ARG, he points out, is now
one of the largest employers of former FAA, UK CAA, Swiss FOCA and
German LBA inspectors: “We have
people based all over the world. We
have close to 100 hundred inspectors
in order to be able to service our
clients whenever there is a need. And
that is in addition to the local inspectors of the civil aviation authority.”
By the time the San Marino registry
opened in November 2012 another
European state had opened its existing commercial aviation register to
privately owned aircraft. Malta’s registry, too, has been a success, says
Colindres, though it has some
restrictions. Being EASA-based it can
only accept aircraft with EASA type
certification, whereas Aruba and San
Marino can accept aircraft with US
FAA and Transport Canada as well as
EASA type certificates. It has also
specialised in issuing air operator
certificates, the documents that
authorise operators to carry paying
passenger.
Subsequently another British crown
dependency, Guernsey in the
Channel Islands, opened its own registry in December 2013. The
Guernsey registry – officially the
Channel Islands Aircraft Registry, it
uses the name 2-REG after the 2- prefix applied to its registrations – is a
public-private partnership between
the island’s parliament, the States of
Guernsey, and Seabury Group subsidiary SGI Aviation. Amsterdam-
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headquartered SGI formed a local
subsidiary to manage day to day
operations. The registry is open to
non-commercial aircraft, including
airliners between leases as well as
corporate aircraft, specifically turbine-powered airplanes above 2,700
kg, rather than the common lower
limit of 5,700 kg, and turbine-powered helicopters based anywhere in
the world, plus Channel Islandsbased aircraft.
The registry represents “a great
opportunity,” said Guernsey’s director of civil aviation when the
schemed was unveiled in April 2012:
“The presence of an aircraft registry
will create an attractive environment
for private enterprise to flourish and
thereby contribute to the local economy.” Significant benefits envisaged
included revenue opportunities for
the aviation and financial services
sectors. When the registry opened,
Seabury president/CEO and SGI
Aviation chairman John Luth
promised the registry would “add a
level of service not normally seen by
government-run registries.”
Ireland launched a dedicated business jet register in May. Applying the
EJ- prefix, followed by four letters,
rather than the existing civil aircraft
register’s EI-, the new register is
administered by the Irish Aviation
Authority with marketing and support from the International Aviation
Services Centre (IASC) at Shannon
Airport.
The EJ register aims to capitalise
on Ireland’s prominence as an air
finance centre, its status as an
onshore EASA register and
Shannon’s tax efficient free zone. It is
open to public transport and noncommercial complex aircraft weighing over 5,700 kg, and IASC expects
the high quality of Irish regulatory
oversight to help maximise the residual value of the aircraft and reduce
insurance premiums. Another of
Shannon’s attractions is that it is the
only airport outside the Americas
offering US customs and border protection preclearance to corporate aircraft passengers.
More recently Jersey, Guernsey’s
fellow Channel Island, has appointed
Avisa Aviation Safety Systems to provide technical services to its own new
register, which was expected to start
operation in October this year, with
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Page 89
the first confirmed registration due at
the end of that month or early in
November. Economic development
minister Lyndon Fareham points to
Jersey’s “neutral fiscal regime, reliable infrastructure and highly
respected level of financial, legal and
fiduciary expertise” as making it “ideally placed to provide a world-class
aircraft registry.”
Avisa will provide regulatory airworthiness surveys, aircraft inspections, continuing airworthiness technical advice and flight operations
advice to the Jersey registry, which
will target high-value private and corporate aircraft. Using the ZJ- prefix, it
will allow for the registration of aircraft mortgages as well as the aircraft
themselves. A 24-hour online registration system is planned, along with
a competitive scheme of charges.
Offshore attractions
Colindres offers a pithy summary of
the attributes needed in a registry
aimed at private aircraft owners:
“Cost-conscious, service-oriented and
24/7.” And today, he says, technology plays a big role: “We manage
everything electronically, we process
everything electronically, and now
we are in the process of launching an
app for all our clients where they will
get automatic notification of expiration of documents and so on. We are
already doing it via email but we
want to be user-friendly, we want to
be able to be in touch with the client
as much as we can. We don’t have as
many telephone conversations and
interactions as we used to, every-
thing is electronic, so we want to
make it as easy and as engaging as
we can.”
So what factors should owners consider when choosing a registry?
“Offshore registries are not for everyone,” cautions Colindres. “They are
for people that have specific needs.
Because we are not cheap. At the end
of the day what matters is what is
your need, what kind of service are
you expecting.”
The credibility of the country of
registration is extremely important,
he stresses, as banks and other interested parties always look at the jurisdiction: “They want to know that the
jurisdiction has the appropriate
requirements, they are in good standing with ICAO, they are category 1
with the FAA, their SAFA [EU ramp
inspection] findings are not so significant so their airplanes are not
stopped unduly.” It is also important
that the state of registration should
have ratified the Cape Town
Convention.
Confirmation of San Marino’s status
came in October, when ICAO
revealed that after just 30 months of
operation the San Marino CAA had
achieved a rating of 92 per cent effective implementation of eight critical
standards in the universal safety
oversight programme audit conducted in August. “This demonstrates the
serious commitment of the San
Marino CAA and Aviation Registry
Group to the aviation industry and its
clients,” Colindres comments.
For his own part, Colindres says the
aim is to provide an alternative for
clients and to keep on improving:
“We don’t want to have another surprise like 2007, when the Isle of Man
came along and blew all the traditional registers away, so now we have a
team striving for technology, looking
after the future, doing a map of the
way we want to grow and how the
service is changing. Because now
you don’t have just one market, you
have the world.”
It has always been a world market,
of course, “but it was a different
world,” he says. “Now you can expect
a client from anywhere and you need
to be local. We’re trying to be very
local in understanding what the
client wants.”
✈
REPUTATION
Registries need
to be in good
standing with
the ICAO.
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90-9
UNIVERSAL WEATHER AND AVIATION
SNOWED UNDER
By Steve Arbogast
With the winter season now
upon much of the Northern
Hemisphere, it’s time to start
thinking about snow.
Different types of snow and
snow byproducts have the
potential to significantly impact
general aviation movements
throughout many parts of the
world. Awareness of the
different types of snow and
snow activity is important
when planning trips to snowprone areas.
DANGER
Snow can
significantly
impact Business
Aviation
operations.
A
ccording to the National
Weather Service (NWS)
Glossary, snow is precipitation
in the form of ice crystals – mainly
composed of intricately branched
hexagonal crystals agglomerated into
snowflakes. Snow is formed directly
by the freezing (deposition) of water
vapor in the air. The different types of
snow are dependent on the type of
snow crystals – such as snowflakes,
graupel, or ice crystals.
Ice pellets or sleet is defined as pellets of ice composed of frozen raindrops or refrozen partially melted
snowflakes. Snow pellets or graupel
consists of crisp, white, opaque ice
particles round or conical in shape and
about 2-5 mm in diameter. Slush is
melted or melting (water-saturated)
snow and can be in combination with
any of the above.
The International Civil Aviation
Organization defines a “SNOWTAM”
as “a special series Notices to Airmen
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Many forecasting techniques and
models are used to predict snow.
While overall accuracy in predicting
snow conditions has improved over
the years, it can still be a challenge to
accurately forecast snow amounts.
(NOTAMs) notifying the presence, or
removal of, hazardous conditions due
to snow, ice, slush or associated standing water on aerodrome movement
areas.” SNOWTAMs are issued by airport authorities, when warranted, to
notify users of the presence or
removal of hazardous conditions.
Maximum validity period for a SNOWTAM is 24 hours, and new
SNOWTAMs are issued whenever
there’s a significant change in conditions.The link below provides further
information on how SNOWTAMS are
issued (courtesy of Skybrary and
Eurocontrol).
Note that even though “SNOWTAM”
may be an ICAO listing, it isn’t listed
under FAA JO 7930.2P or AC
150/5200-28D. This means that operators shouldn’t expect to find
SNOWTAMs in the United States. It’s
recommended that operators review
the FAA NOTAM information (FAA
JO 7930.2P and AC 150/5200-28D) to
understand how U.S. NOTAMs handle
snow events.
As defined in the SNOWTAM, snow
types that may be deposited on the
runway are:
Dry snow – can be blown if loose or
compacted by hand, will fall apart
again upon release.
Wet snow – can be compacted by
hand and will stick together and tend
to form a snowball.
Compacted snow – can be compressed into a solid mass that resists
further compression and will hold
together, or break up into lumps, if
picked up.
Airports within polar or temperate
zones of the Northern or Southern
Hemispheres are generally at risk of
significant snow or ice events. Flight
diversions are common during significant snow events, and the average
decision point depends on how extensive and significant the local snow
event is.
Blowing snow
There is a range of situations in
which, due to snow events, pilots need
to be especially vigilant.
Blizzards are violent winter storms.
This snow event combines subfreezing temperatures and very strong
winds, laden with blowing snow that
reduces visibility to less than 0.25
miles.
Blowing snow is wind-driven snow,
occurring at moderate or great
heights, that significantly reduces surface visibility and can be accompanied
by drifting snow. Blowing snow can
occur during or after a snowfall.
Visibility at the flight deck level is generally very poor.
Drifting snow is snow on the ground
that’s blown by the wind to heights of
less than 6 feet above the surface.
Drifting snow can occur during or
after a snowfall and is often associated
with blowing snow.
For business aircraft operators, there
are a number of particular hazards
associated with snow and snow accumulation. Best practice is to take
advantage of all available forecasting
tools to “know before you go.”
Hazards to flight
Snow and blowing snow can greatly
affect aircraft on the ground, as well as
during ascent and descent. When visibility is significantly reduced, as a
result of snow activity, aircraft acceptance rates are often reduced. This
causes operational delays, and at times
aircraft may need to divert to alternate
airfields. Significant snow accumulation
can impact airport operations, and runways may close for plowing. If the rate
of snowfall is such that plowing and
treatment are not able to keep runways
clear, a particular airfield may be forced
to close.
For operators landing at airports
experiencing snow events there is a
concern of snow and slush freezing on
the aircraft brakes, so it’s recommended to avoid taxiing through loose
snow, slush, or puddles that may
adhere to the brakes and freeze.
Snow is designated by intensity,
based on rate of accumulation and visibility restrictions. Heavy snow is indicated by “+,” moderate snow has no
designation, and light snow is indicated
by “-.” As snow is often accompanied by
fog, using visibility alone as an intensity
descriptor will not necessarily be accurate. Snowfall rates can be calculated,
but if snow is melting as it falls or while
on the ground, projected snow depth
may not be accurate. Pilots need to be
aware of these differences.
Visibility impact
Snow can greatly affect visibility and
has potential to reduce visibility rapidly. This is particularly true in situations in which the intensity of snowfall
is increasing. When snow already on
the ground is blown about by strong
winds, this often leads to rapid reduction in visibility. The following definitions use visibility in determining
snow fall intensity. Use these with caution as other factors – such as liquid
water content, temperature, and daylight/darkness – also impact visibility.
Below you will see the visibility based
on the snow intensity:
Light Snow: Snow conditions in
which visibility is greater than 0.5 mile
HAZARD
Blowing snow
can greatly affect
aircraft on the
ground.
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OPERATIONAL INSIGHT
Snow: Snow conditions in which visibility is in a range from 0.25 to 0.5 mile
Heavy Snow: Snow conditions in
which visibility is less than .25 mile
Flat-light and white-out conditions
The FAA Safety Library provides a
good reference how to avoid white-out
situations.
Flat light
An optical illusion also known as
“sector or partial white out.” It’s not as
severe as a “white out,” but this condition causes pilots to lose depth-of-field
and contrast in vision. Flat-light conditions are usually accompanied by overcast skies, inhibiting any good visual
clues. These conditions can occur anywhere in the world but primarily occur
in snow-covered areas. Flat light can
completely obscure features of terrain,
creating inability to distinguish distances and closure rates. As a result of
reflected light, this condition can give
pilots the illusion of ascending or
descending when they’re actually flying level. With good judgment and
proper training/planning, however, it’s
possible to safely operate aircraft in
flat-light conditions.
White out
As defined in meteorological terms,
is a condition where a person becomes
engulfed in a uniformly white glow.
This glow may be a result of being surrounded by blowing snow, dust, sand,
mud, or water. In a white-out condition, there are no shadows, no horizon, and no clouds, and all depth-offield/orientation are lost. White-out situations can be severe in that there are
not any visual references to depend
on. Flying is not recommended during
any white-out situation. Be aware that
flat-light conditions can lead to a whiteout environment quite rapidly. Both
atmospheric conditions are insidious.
They sneak up on you as your visual
references slowly begin to disappear.
White outs, in snow-covered areas,
have been the cause of several aviation
accidents over recent years.
SUDDEN Self-induced white out
Snow can Typically occurs when a helicopter
reduce visibility takes off/lands on a snow-covered
rapidly. area. Rotor down-wash picks up parti-
cles and re-circulates them through
the rotor system. The self-induced
white-out effect can vary in intensity,
depending upon the amount of light
on the surface. This phenomenon can
occur even on the sunniest, brightest
day with good light contrast. When it
happens, there can be a complete loss
of visual clues. If the pilot has not prepared for this immediate loss of visibility, the results can be disastrous.
Dealing with snow events
Operators should play close attention
during trip planning stages to the
potential for significant snow events.
With the advent of today’s more accurate long-range global forecast models,
snow events are often accurately predicted seven-10 days prior to operation.
When choosing airport alternates,
bear in mind how extensive and
impactful a local or regional snow
event might be. During winter,
Northeastern U.S. airfields – from
Washington, D.C. to Maine – may be
impacted by significant snow conditions. Keep in mind that in some parts
of the world, suitable alternates may
be hundreds of miles from your
planned destination. After significant
snow events, certain airfields may
close for several hours. In the case of a
major blizzard, an aerodrome may be
closed for several days. At many airports, snow can’t be cleared from all
surfaces at the same time. This will
likely result in having the snow
cleared in order of priority (i.e. runways, taxiways, roads, and aprons).
Conclusion
Significant snow events, although
usually predictable, have potential to
develop rapidly. It’s important for
flight crews to be aware of how this
atmospheric phenomena may impact
visibility. In some cases, the best
course of action is to divert to an alternate airfield or make plans to operate
on different days to avoid the snow
event.
✈
About the author
Steve Arbogast has nearly 30 years’
experience in aviation meteorology.
After eight years of active duty service in
the U.S. Navy, he joined Universal in
1989. He currently serves as senior aviation and flight planning supervisor at
Universal headquarters in Houston.
Steve has attended and spoken at many
business aviation- and FAA-related seminars and workshops, including volcanic ash workshops.
BART-Int.indd 92
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FROM THE COCKPIT
94-9
SPEED
AIRSPEED, ALPHA AND ATTITUDE
P
By LeRoy Cook
recision control of an aircraft in
flight requires both piloting skills
and the tools to evaluate and perfect them. As pilots, we need to be
capable of hand-flying the airplane, not
just monitoring it. We can take satisfaction in knowing we can keep our
aircraft under control, using our eyes,
hands and feet. But, how do we know
we’re being successful? We have to
use instrumentation and visual cues to
do this job, each of them providing
some, but not all, of the feedback necessary.
There are some basics underpinning
the art of airmanship that I believe are
vital. One of them is, “attitude, plus
power, equals performance”, a formula
BASICS
Attitude plus
power equals
performance is
one of the
fundamentals of
airmanship.
behind every maneuver we perform
with an aircraft. Apply the right pitch
and roll attitudes, establish the correct
power setting, and the airplane will
settle into the performance state you
desire. Get either input wrong, and
you’ll be chasing the needles to adjust
the results.
Another fundamental precept is
understanding how to assess the aircraft’s energy state. Primarily, we are
interested in the total energy held, and
capable of being generated, by the
moving airplane. This includes kinetic
energy represented by the aircraft’s
motion, potential energy available
from the stored altitude that we can
tap, and further energy potential in the
fuel that can be called upon to produce
thrust. Excess energy can be useful,
or wasted, depending on how well we
apply it. If, on the other hand, we allow
our aircraft to become deficient in
energy, we’ll have to rebuild its energy
status by pushing up the power or sacrificing some altitude.
And so, much argument is made
over how to control an airplane; do we
manipulate speed by varying pitch attitude, or changing the power setting?
For my part, the reply should be
“Both, at the right times.” On the takeoff roll, for example, we are obviously
attaining the desired speed by applying full takeoff thrust, with the aircraft
in a level attitude. When it comes time
to lift off, we change over to attitude
control, rotating the nose up to a target pitch index, at which point the
angle of attack (“alpha”, in the popular
lexicon) produces the requisite lift and
the wheels leave the ground.
Did the attitude provide climbout
performance? Not by itself. Did the
firewalled throttles cause the airplane
to lift off? Not alone. The desired performance was achieved by combining
the two fundamental elements of flying—Power, plus Attitude, equaled
Performance. During the roll, the aircraft’s energy state was building
toward a speed that would generate lift
sufficient to support the loaded airplane’s weight against the pull of gravity, and a bit more to ascend the climb
gradient.
How do we determine the proper
climb attitude? Traditionally, we refer
to the airspeed indicator to see if it’s
showing the desired number; V2, Vy
or a cruise-climb speed or Mach. But,
we don’t fly the airspeed indicator—
we fly the airplane’s pitch attitude,
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either matching flight-director commands or using other familiar pitch
targets that generate the right speed.
If sufficiently over-powered, we may
slip the throttles back to a climb-power
setting, prolonging engine life and
reducing noise and fuel burn. Again,
our need is to fly pitch attitude, not the
ASI; if visual, it’s probably easier to reference the glareshield against the natural horizon. And it’s safer, since the
other airplanes representing a collision threat are coming from somewhere outside, rather than out of the
instrument panel.
Is an angle of attack indicator useful
for this effort? Certainly, although its
precise guidance may not be required
in ordinary operations. The instantaneous results of changing pitch and Gloading can be seen on the multicolored fast-slow Alpha indexer’s scale,
showing how our available reserve of
lift is doing. Again, we are only using
the angle of attack reference to show
the results of our efforts. If we adjust
pitch and power to keep the A of A reference exactly on the merging of the
green and yellow bands, we’re getting
the best safe performance from the
aircraft. If the absolute maximum lift is
needed, we can keep the indexer on
the yellow band’s juncture with the
red, but only for critical operations.
14:05
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Whether referencing ASI or AoA,
pitch control is primary, with appropriate power a necessary ingredient. One
cannot ignore pitch attitude, so it’s
important to fly by a working attitude
reference. In the dark or in cloud, only
the instrumentation showing the airplane’s attitude state will keep us
upright and level. If the referenced
attitude disagrees with the airspeed or
VSI, or with the heading and turn indications, a back-up attitude reference
must be sought. Chasing the performance instrument needles themselves
will lead to disaster. It usually takes
less than a minute for spatial disorientation to lead us into the “graveyard
spiral.”
Is there a case to be made for
automation? Certainly, a good autopilot relieves us of the tedium of constant corrections, and it allows for
workforce reduction on the flight
deck, so we can divert our attention to
programing changes into the FMS
while “George” minds the airplane.
Never, however, should we allow the
autopilot to boldly take us where we
aren’t capable of flying ourselves. Yes,
I know I can’t meet RVSM tolerances
at altitude without the autopilot’s
help—but I should be able to steer,
climb and descend on my own, albeit
with less precision.
I’ve always found it helpful to watch
an automated flight control system
work, particularly with autothrottles
engaged. The autopilot will nudge the
airplane, almost imperceptibly, back to
a courseline while I might be waiting
for more deviation before taking
action. The coupled thrust levers will
work aggressively in turbulence,
before the aircraft’s energy state is
depleted or we get too high on the
approach. My takeaway is to emulate
the autopilot’s smooth results, by making timely pitch and power corrections.
Most autopilots, however, fly a bit
crudely, particularly when challenged
by the environment, so we, as artistic
aviators, will probably accept a bit of
inconsequential error in favor of a
smooth ride for our passengers. When
the ground gets close, or ATC
demands immediate movement, we
may have to give up some of our chosen soft-ride maneuvering. Underlying
it all, however, is the fundamental
requirement to fly pitch and power to
produce performance.
The other day, I was testing a
trainee’s ability to recover from a sudden insertion into an unusual aircraft
attitude, solely by reference to instruments. We began with him ducking
his head down and closing his eyes
while I positioned the aircraft in a
nose-high pull-up or a rolling dive.
Upon command, he looked up, interpreted the situation and recovered to
stabilized level flight. His success
prompted a greater challenge. “This
time,” I instructed, “keep your eyes
closed and try flying the airplane only
by what you’re feeling. If you feel a
turn, roll out until it feels right; if you
think you’re diving, pull up to stop the
dive.”
After about 45 seconds, he had
allowed a 45-degree bank to develop
and the nose was slightly down, the
airspeed already accelerating well
above what it would be in level
flight. I told him to look up, whereupon he uttered an expletive and
yanked the controls to recover into
a straight-and-level attitude, all
while his senses told him otherwise.
My point was made; we can’t fly
without attitude references, visual
or artificial.
If our fancy instrumentation fails us,
we have to rely on the most basic references we have. A turning heading
indication almost certainly means we
have a wing down; stop the turn with
opposite control. If airspeed is
decreasing, yet power is normal for
the phase of flight, you’re probably
nose-up and need to reduce pitch.
However, check the VSI and altimeter
for correlation, and seek an attitude
that will correct to a stable airspeed. If
a standby attitude indicator is available, use it. Never chase an airspeed
indication alone; fly attitude to achieve
results.
An angle of attack indicator is simply
a graphic presentation of what an airspeed indicator is already telling us;
fly too slow and bad things will happen. It is superior to the ASI in that it
represents an energy state, without
interpretation, even under G-load, so
it’s a quick confirmation of what we
need to know. And yet, attitude and
power are still key to producing performance. Fly with the basic tools, and
you’ll survive any loss of supporting
instrumentation.
✈
FAIL
When
instrumentation
fails us, we have
to rely on our
most basic
references.
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SAFETY SENSE
96-9
RISK TAKING
JUST HAVING A LITTLE FUN
By Michael R. Grüninger
of Great Circle Services AG (GCS)
and Capt. Carl C. Norgren
JOIN THE ‘410 CLUB’
“Man, we can do it. 41 it”, joy mixed
with surprise and pride resounded in
the 23 year old copilot’s voice at the
controls. He had just reached FL410
during the positioning flight of a
Canadair Regional Jet (Bombardier
CL-600-2B19) operated by Pinnacle
Airlines.
At around 10 pm of the 14 th of
October 2004 Pinnacle Airlines flight
3701 levelled off at FL 410. The pilots
now had become members of the company’s infamous and secretive ‘410
club’.
For the 31 year old captain and his
copilot this flight felt not as an extraordinary event.
ABNORMAL
e ecuting
non standard
rocedures the
i ots of
e erted great
ressure on the
aircraft.
They were positioning the aircraft
from Little Rock, Arkansas, to
Minneapolis-St. Paul, Minnesota, without passengers and without cabin
crew on board. Without payload the
crew flew the aircraft to its supposed
certified maximum operating altitude.
Step Climb
During climb the crew decided they
wanted to have some fun. Being alone
and young, they executed non-standard procedures they were not in the
condition to perform during normal
passenger operations.
Admittedly, who has never indulged
in some additional action during otherwise dull and boring flights? Most of
us have heard stories from pilots who
have executed non-standard manoeuvres such as dutch rolls, loopings,
side-slipping, steep climbs and steep
descents when alone in the aircraft.
The crew of the Challenger performed three pitch-up manoeuvres
during climb.
At 450 ft AGL the crew moved the
control column to 8°ANU. The pitch
angle increased to 22°. The vertical
load to 1.8 Gs. The stickshaker sounded and the stickpusher kicked in. The
control column was deflected to full
AND.
At 15’000 ft the crew exerted a vertical load of 2.3 Gs.
Then they started making large left
and right rudder inputs pushing the
aircraft nose to sweep across the sky.
Finally, at an altitude of 24’600 feet
with the autopilot engaged and a vertical speed of 600 fpm selected, they
began the third pitch-up manoeuvre
during the ascent. During the pull the
vertical airspeed reached 5000 fpm for
several seconds. After that the crew
selected vertical speed mode again
starting at 3000 fpm decreasing to
1000 fpm.
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During the last part of the climb to FL
410 the airspeed gradually reduced
while the aircraft maintained the selected rate of climb of 500 fpm on vertical
speed mode.
Levelling Off at FL410
When the aircraft levelled at FL 410 the
airspeed had reduced to 163 KIAS/0.57
MN. It went unnoticed that the airspeed
should have been at 240 KIAS in accordance with flight procedures.
ATC and crew were amazed at being at
FL410. In the cockpit the joy was great
and commented upon. On the ground,
ATC wondered about the high flying
Canadair Regional Jet.
Soon after the short-lived moment of
joy and excitement, the crew understood
that they wouldn’t be able to maintain
the altitude.
Devastating Descent
Two and a half minutes at FL410 on,
the stick shaker activated as the airspeed
further reduced to 150KIAS, followed by
the stick pusher.
Instead of positively lowering the nose
to gain speed and recover from the lowenergy status, the crew repeatedly pulled
the nose of the aircraft up. This move
triggered the stick pusher at each time.
Finally the pitch angle increased to 29°
ANU and the aircraft entered an aerodynamic stall.
The angle of incidence of the airflow to
the engines increased beyond limits and
both engines flamed out.
On the Back Side
of the Power Curve
When the aircraft reached FL410 it was
operating in the region of reversed command, also known as operating “on the
back side of the power curve.” It occurs
when the available engine thrust cannot
overcome the increased induced drag
associated with low airspeed and high
aircraft pitch attitudes. As a result, the
airplane cannot accelerate and may lose
altitude or stall.
When the stall warning activated, followed by the stick shaker and stick
pusher, the crew should have lowered
the nose of the aircraft to recover air
speed.
Instead the crew attempted to avoid
any major altitude loss. What would have
been an appropriate technique in a low
altitude, low speed stall situation lead to
a full aerodynamic stall, aggravated by
the loss of both engines.
Tragic Ending
The crew recovered aerodynamic
control over the aircraft by FL 340. But
both engines were still not producing
thrust and N2 had decreased to 0. All
subsequent engine start attempts
failed. The crew tried both windmilling
and APU assisted starts without success.
While still at high altitude, there
would have been number of suitable
aerodromes within gliding distance.
But the crew did not report the dual
engine failure to ATC and repeatedly
attempted to restart the engines down
to a very low altitude.
Eventually the crew realized that they
could not restart the engines.
When the engine cooled, the assembly did not match anymore due to thermal stress and the blades stopped rotating freely. The NTSB report states that
the engines were ‘locked’, a condition
known to have occurred previously
with the Challenger’s General Electric
CF-340-3 engines.
Out of all available aerodromes in the
vicinity of the upset, now the crew was
left with less landing options and selected the one which lay beyond gliding
distance.
When the captain realized that the
emergency landing would occur in a
residential area, he courageously opted
to stretch the glide as much as possible
by not extending the landing gear. The
aircraft hit trees and crashed into backyards, but avoided impact with houses.
The aircraft crashed without causing
further casualties on the ground. Both
captain and co-pilot did not survive the
impact.
A Rollercoaster of Feelings
The NTSB did not comment on
human factor aspects. By reading the
CVR transcript and appreciating the
control input history from the FDR, it
becomes apparent that the crew was
playing with the aircraft.
Big control inputs, both by pulling
and pushing the yoke and large inputs
on the rudder pedals, exerted great
forces on the airframe. An inconsiderate use of flight automation reduced
the airspeed to critically low levels.
The crew was simply having fun with
the aircraft and enjoying the ride.
The mood in the cockpit changed
after they could not maintain FL 410.
Without the necessary performance
reserves to maintain level flight, the
crew slowly had to realise that their
fun ride was turning into a very different kind of ride.
And yet, down to almost the last communication with ATC the crew did not
admit they had lost both engines and
that they were actually in a full scale
emergency situation. They denied the
extent of the troubles they were in.
This young crew was not able to overcome their initial positive excitement
and to revert quickly to a professional
way of handling the chain of events.
By applying stall recovery techniques not appropriate to high altitude
flying the crew wanted to maintain
FL410 which made them a member of
the ‘410 club’.
The main airplane wreckage was
located at an elevation of 740 feet.
✈
Michael R. Grüninger is Managing
Director of Great Circle Services (GCS)
Safety Solutions and Capt. Carl C.
Norgren is a freelance contributor to
Safety Sense. GCS assists in the whole
range of planning and management
issues, offering customized solutions to
strengthen the position of a business in
the aviation market. Its services include
training and auditing (IS-BAO,
IOSA), consultancy, manual development and process engineering. GCS can
be reached at www.gcs-safety.com and
+41-41 460 46 60. The column Safety
Sense appears regularly in BART
International since 2007.
DISASTER
Having fun with
an aircraft can
have disastrous
consequences.
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REPORT
CEPA CONFERENCE 2015
OPENING UP NEW MARKETS
By Paul Walsh
DEMAND FOR Business Aviation is
growing faster in Central and Eastern
Europe than in Western Europe and
most other parts of the world. But
many companies still find the region’s
regulations and business practices
overly complex and at times downright baffling.
This is where the CEPA Expo comes
in. Founded and driven forward by the
indefatigable Dagmar Grossman, of
Grossman jets, the event invites foreign companies, local Central
European officials and local businesses to discuss how the region can
become a more inviting environment
for Business Aviation. This year the
conference made a small breaklast 10 years so the growth potential is
still enormous. The size of the countries of Eastern Europe and the distances involved means that business
aircraft are the best solution for travel
throughout the region and to destinations in Europe and beyond.”
UPBEAT
Optimism
abounded at the
recent CEPA
EXPO in Prague.
through by partnering with the EBAA;
a move which brought a wider perspective, more speakers, more exposure and most importantly, more delegates.
Of the 200 delegates present, many
were optimistic about the future of
Business Aviation in the region.
Marian Jancarik of Colibri Aircraft
noted that the overall fleet size of business aircraft in Eastern Europe and
Russia remains resilient despite of the
economic and political crisis in
Ukraine. He said that people may be
highlighting the fall in business aircraft flights but that overall the number of aircraft registered and based in
the region has been stable for some
years now. He added that any positive
growth in the economy and a firming
of the oil price can potentially lead to
an increase in activity in Eastern
Europe resulting in more aircraft
sales.
“The prospects for the region are
very positive and I am confident that
stability combined with an upturn in
economic growth will see an increase
in aircraft fleets in the region. The pattern has been stable through some
very difficult times, once we see even
minor improvements
in
the
economies of Eastern Europe I am
sure this will bring more new entrants
into the market. This is a market that
has only started to develop over the
Potential
Meanwhile José Eduardo Costas of
Embraer was also upbeat. “Despite
the weakness in western economies,
we see good prospects for Central
Europe. With GDP annual growth
rates above 3% over the next 3 years,
Central Europe is a bright spot compared to the slow economic recovery
countries in Western Europe.
Business Aviation in central Europe
may follow the current economic
growth in the region.” He added that
currently the great majority of the bizjet fleets in Central Europe are composed of light to medium jets. “We
don’t see any dramatic change in this
profile in the medium-term. We
believe that models in these jet classes
will continue to be the most popular in
region.”
Similarly with the recent certification
and entry into service of the Cessna
Citation Latitude, Textron Aviation is
seeing an increased interest of its
newest midsize business jet within
Central Europe. Speaking on behalf of
BART-Int.indd 98
130025 · sli.ch
04/11/15 11:35
10
years
Safety and compliance training & auditing
IS-BAO preparation and audit
Management
SMS implementation suppor t
Process Development
MELs and technical
publishing
Your Swiss Partner
for Aviation Safety and Compliance...
Now celebrating 100 years of combined aviation experience
130025 · sli.ch
safety solutions
Rigiblick 19 · CH-6024 Hildisrieden · phone + 41-41 460 46 60 · contact@gcs-safety.com · www.gcs-safety.com · Great Circle Services AG
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REPORT
Textron Aviation, Harduin Putrich,
regional sales director for Europe,
said: “Central Europe is an important
market for Textron Aviation, and now
with the addition of the Citation
Latitude, we have the ideal aircraft
portfolio to support the expansion of
Business Aviation in this region. With
one of the most comfortable and spacious cabins available in the midsize
category, in addition to its best-in-class
operating costs, we were right in anticipating the Latitude would be very well
received in the Central European market.”
“Business Aviation in this region is
incredibly buoyant and looking ahead,
we’re very excited about how this market will continue to grow and how,
with our broad product offerings, we
can help more businesses and consumers enjoy the time-saving advantages of Business Aviation.”
Bombardier Aerospace are also confident. “Based on my daily interactions with the Central and Eastern
European market, there is still significant potential for growth as we see
both renewals from existing owners as
well as new owners coming to the market,” said Mirkka Lampinen, Sales
Director for Eastern Europe. “We see
demand across our product range
from Learjet 75 up to the Global 7000
aircraft; so far the most popular model
in terms of requests in the recent
years have been the Challenger
300/350 aircraft.”
RE ENT
From left to right:
CEO EBAA
Fabio Gamba,
CEPA Chairman
Roger Whyte,
CEPA Founder
Dagmar
Grossmann and
EBAA President
Brian Humphries.
R
Meanwhile the event itself kicked off
with important discussions on the
state of the industry in Central and
Eastern Europe, and the demand for
Business Aviation there. It then moved
swiftly to a discussion of Russia, where
delegates received assurances from
Anna Serejkina, RUBAA’s, Managing
Director that the situation isn’t quite
as bad as many fear.
“Many people are still overly sceptical about the nature of Business
Aviation on the Russian market. In
truth, we haven’t seen any major fall in
Business Aviation service providers in
this market and all scheduled charter
flights have been able to be properly
handled – for example, during the
Olympic Games in Sochi.”
101-
CEPA CONFERENCE 2015
This was followed by a discussion of
the Business Aviation challenges that
face countries in the former
Yugoslavia as well as an in depth focus
on Prague Airport: how it’s succeeded
to become a Business Aviation hub in
Central and Eastern Europe, and
whether it can become a model for further growth in the region.
For operators concerned about the
upcoming regulations, there was a discussion of part-NCC as well as presentations on the success of industry standards such as IS-BAO and IS-BAH.
The focus then moved to what policies exist for war risks and with
Matthew Day of Hayward Aviation
pointing out that: “Aviation insurance
policies exist for war risks. Thankfully
the incidence of war related losses is
low and individual risks and regions are
carefully assessed. Insurance companies will settle this loss but recovering
any claims payments from the perpetrators is unlikely. This loss will be
absorbed by the industry but will have
a minimal direct impact on the cost of
insurance for individual airline or business jet operators as this policy is separate from conventional aviation hull
policies.”
At the event Doru Matei (Chairman
of Aviation Consult Jetexpert) and
Christina Riess (President & CEO of
A/SQUARE) that they had joined
forces to create ATMG LTD. – THE
AIRCRAFT TRADER & MANAGEMENT GROUP LIMITED.
The joint-venture has already proven
its effectiveness by successfully com-
pleting a number of projects. ATMG
provides sales and acquisition services
for a broad range of aircraft including
business jets, airliners, propeller aircraft and helicopters.
Doru Matei states “ATMG combines
the best features of our expertise in
terms of commercial and technical
capabilities.” Christina Riess adds:
“We are happy to broaden our service
portfolio through ATMG and look forward to continuously improving and
diversifying our aviation services via
our network of valued business partners.”
It was also announced that ABS Jets
has received two NBAA safety awards.
One award is for the number of hours
that ABS Jets has flown safely, this
represents 11 years (26,937 flying
hours) of flying without an accident.
The oth er Award is for maintenance
engineer, Vladimir Sip one of ABS Jets
most respected maintenance technicians, for the number of years he has
worked with corporate aircraft that
have been accident free.
“Our excellent safety record is due to
the fact that safety is top of our agenda
in everything we do,” said ABS Jets
CEO Vladimir Petak. “This is further
demonstrated by the fact that Vladimir
Sip is another member of our team to
receive the technician safety award, I
congratulate Vladimir and thank him
for outstanding job.” Petak added “ABS
Jets has a culture of putting safety first,
the NBAA Safety Awards reflect that
commitment. I am very proud of our
team members and the ongoing recognition for our safety record.”
✈
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Page 101
TURKEY
ALL EYES ON TURKEY
I
By Paul Walsh
n the unending hunt for new market opportunities one country that
should get more attention is
Turkey. It has a population of 75 million people, an economy that grew
throughout the economic recession,
and entrepreneurs that are just opening up to the value of Business
Aviation.
With a Gross Domestic Product
(GDP) of $ 799.54 billion, Turkey is
the 17th largest economy in the
world. In less than a decade, per capita
income in the country has nearly
tripled and now exceeds $10, 500.
Despite some recent bumps due to
election related uncertainties, and concerns over the Government’s handling
of corruption allegations, Turkey’s
economy continues to grow, for
instance in the second quarter of 2015
growth was up 3.8% compared to the
same quarter of 2014.
And unlike many emerging markets,
Turkey’s aviation infrastructure is
strong. “They have beautiful airports
run by TAV Airports Holding, which
has a number of airport holdings
throughout Europe and beyond,”
EBAA CEO Fabio Gamba said recently. “That goes a long way toward making Europeans feel more at home.”
Indeed Gamba mentioned that a new
airport had been recently built in
Ankara, and a third major airport is
under consideration for Istanbul.
Last but not least; according to
Forbes there are 35 billionaires in
Turkey, which begs the question: why
has Business Aviation being so slow to
take off there.
Small But Growing
Because the truth is that the Turkish
business jet fleet is relatively small,
with just 120 aircraft on the register
(not counting those operated by the
armed forces and police) and a small
number of service providers, mostly
based at Istanbul Atatürk, the country’s main hub
Here the problem is a familiar one,
infrastructure is not an issue as such,
it’s just that Business Aviation often
can’t access it. According to the EBAA
this is mainly due to overcrowding at
Atatürk, home to rapidly growing
Turkish Airlines. As well as this the
country’s focus over the past decade
has being the growth of its airline sector and so General Aviation lacks adequate regulations.
Another obstacle is the lack of an
open sky agreement and the rest of
the European Union. It’s worth noting
that all of these problems are being
addressed. Indeed at a conference
held by the EBAA in Turkey last year
the General Directorate of State
Airports Authority of the Republic of
Turkey (DHMI) proclaimed that
Business Aviation plays a crucial role
in facilitating regional investment and
subsequently has a direct economic
impact on Turkey’s economy. To that
end, the Director General co-signed a
declaration together with EBAA that
commits to working together on longterm actions that would help ensure
the steady growth of the sector in the
country.
The point is that if you want to start
doing business in Turkey, the time is
now. One company doing just that is
Dassault who say that the market for
high-end executive aircraft in Turkey
and neighboring countries in the
Balkans and Central Asia has been
very dynamic in recent years, a reflection of the region’s bustling economic
growth.
They add that the number of Falcons
operating in Turkey has tripled over
the past six years and the fleet now
numbers more than 20 units, with a
number of additional aircraft on order.
The reputation of the Falcon line for
unsurpassed flexibility, operating
economy and technological excellence
has enabled the company to capture
40% of the region’s large cabin long
range market.
Moreover, last May, Dassault named
AMAC Aerospace of Istanbul as an
Authorized Dassault Service Center to
better serve customers and operators
in the region.
Indeed Dassault Aviation recently
approved AMAC Aerospace Turkey as
a Falcon Authorized Service Center
for line maintenance.
The addition of AMAC is part of an
ongoing effort to expand our global
service network and ensure that product support is available as close as possible to Falcon customers and the
routes they fly,” said Jacques Chauvet,
Senior Vice President, Worldwide
Falcon Customer Service. “The fast
EXCITEMENT
There’s
remarkable
enthusiasm for
Business
Aviation in
Turkey says
Fabio Gamba,
EBAA CEO.
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TURKEY
Operating in Turkey
So with all of these opportunities:
what do businesses need to know
when operating into Turkey?
According to Universal Weather and
Aviation Istanbul is becoming an
increasingly popular and busy destination for business aircraft travel. There
are, however, assorted limitations and
restrictions to consider when operating to this location. Both landing permits and airport slots are required,
and extended parking may be difficult
to obtain.
ADVANCE
The market In
Turkey continues
to evolve.
Turkish operated
Hawker 850XP
(top)
Dassault and
AMAC
partnership
(center left),
Istanbul Airport
Turkey
(center right).
pace at which we have grown this network underscores our commitment to
provide the best service possible for
the more than 2,000 aircraft in service
in 80 countries around the globe.”
Based at Istanbul Ataturk Airport,
AMAC is equipped with 1,500 square
meters (16,135 square feet) of hangar,
shop and storage space and is staffed
by a team of highly skilled professionals with more than 20 years of experience in aircraft maintenance.
As a Falcon ASC, AMAC will provide
scheduled and unscheduled maintenance for Falcon 900 and Falcon 900EX
EASy series, including the DX and the
LX, under Turkish DGCA SHY-145 and
EASA Part-145 approvals. Maintenance
approvals for Falcon 2000 and Falcon
2000EX EASy family are anticipated
later in the summer and for the Falcon
7X, by the end of the year.
AMAC has invested heavily in tooling and spare parts to support its new
Falcon line service activity. It has also
established a GoTeam able to help
customers with AOG issues 24 hours a
day, 365 days a year, anywhere in the
region.
According to Dassault demand in
Turkey is being driven by the large
number of large corporate firms based
in and around Turkey, including well
over a dozen firms in the Forbes
Global 2000, a listing of the world’s
largest publicly traded companies.
Typical of these large corporations
is Koç Holding, which flies three
Falcons including the 2,000th Falcon,
a Falcon 2000LX that was delivered in
2009. Half of the regional fleet is composed of Falcon 2000’s, including the
new Falcon 2000S, an entry-level
derivative with exceptional short-field
performance characteristics. The first
Falcon 2000S off the assembly line
was handed over to a Turkish firm in
2013.
A Turkish company was also among
the very first to order Dassault’s new
Falcon 5X very large body twinjet,
unveiled last October.
These include improving access of
business aircraft to the infrastructure,
and ensuring that the region’s legal
framework and policies have a positive impact on daily air transport
activities.
The airport choices for Istanbul
include Ataturk (LTBA) and Sabiha
Gokcen (LTFJ). Both are 24-hour
Airports of Entry with 24-hour
Customs,
Immigrations,
and
Quarantine facilities for general aviation. LTBA is a 15-mile and approximately 30-minute drive to central
Istanbul while LTFJ is a 22-mile and
approximately one-hour drive to the
city center.
The main point about Turkey, however, is that it’s a growing market with
plenty of opportunity. As Gamba
notes, “it’s a nascent market, still in its
infancy. That makes it so interesting to
us, because there we see a remarkable
level of youth and enthusiasm.”
✈
BART-Int.indd 102
04/11/15 11:35
A
RRIVE IN STYLE
Style is personal. That’s why the Gulfstream G550™ offers a
variety of seating and sleeping options that can accommodate
up to four living areas and still has room for the largest, fully
accessible baggage area in its class. Every aspect of the exquisite
interior is designed to maximize the comfort of ultra-long-range
travel, so you can arrive feeling like you just left home.
Direct To the Fast Lane
One of the many perks of WAAS/SBAS
Say goodbye to step-down fixes and get cleared for the fast
lane with WAAS/SBAS. Smooth glideslopes reduce workload
while improving safety and fuel efficiency. Take advantage of the
thousands of LPV approaches available with WAAS SBAS today.
Visit NBAA booth N5733 or uasc.com to learn more.
To contact a Gulfstream sales representative
in your area, visit gulfstream.com/contacts.
GULFSTREAMG550.COM
uasc.com sales@uasc.com (800) 321-5253 (520) 295-2300
*At the typical initial cruise altitude of 12,497 m
SBAS-FMS Family – LP/LPV Monitor, UNS-1Lw, -1Fw and -1Ew
UASC_2015_BART_Nov_Dec_Ad_02.indd 1
04/11/15 11:36
10/30/15 9:27 AM
159
1 COVER.qxp
30/10/2015
09:56
Page 1
159 - NOV - DEC - 2015
OUR 27th YEAR
BUSINESS AIRCRAFT
COMPLETION WORLD
K E E P I N G YO U I N T H E A I R
W ITH E U RO P E ’ S LARG EST
S E RVIC E N ETWO R K
BI-MONTHLY / NOVEMBER - DECEMBER / POSTING OFFICE BE 1380 LASNE
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6 Company-owned Facilities
Mobile Service Support
2 Line Service Facilities
»
»
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»
»
»
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» Luton, United Kingdom
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s e r v i ce.t x t av.co m
AIRCRAFT UPGRADES
POINTING
TO THE FUTURE page 66
INNOVATION • PERFORMANCE • LEADERSHIP
U . S . + 1 . 8 4 4 . 4 4 .T X TAV
|
I N T E R N AT I O N A L + 1 . 31 6 . 517. 8 2 7 0
© 2015 Textron Aviation. All rights reserved. Cessna’s logo and Cessna are registered trademarks of Textron Innovations Inc., used by permission. Beechcraft and Hawker are registered trademarks of Beechcraft Corporation.
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04/11/15 11:36

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