EUROPE'S PREMIER BUSINESS AVIAT ION MAGAZINE

OEMs KEEP UP IN GENEVA

FROM THE COCKPITTHE V1 CONUNDRUM P 100THE DOCKETARE YOU WELL COVERED P 104EBACETHE EUROPEAN MARKET BOOSTER P 34

BI-M

ONT

HLY

/M

AY

- J

ULY

201

1/P

OST

ING

OFF

ICE

BE 1

380

LASN

E

132 MAY-JULY 2011132 EST. 1988

bace11BUILDING ON MOMENTUM

1 COVER.qxp 2/05/2011 10:19 Page 1

4 - BART: MAY - JULY - 2011

E D I T O R I A L

DO YOU REALIZE THAT THE TYPICAL NUMBER OF HOURS undertaken annually inthe front office of a business aircraft is around a mere 450 hours! I am sure that somepilots reading those lines will protest, claiming that their working stiffs run in the 500to 600 hour breach. Of course there are exceptions like that company who bought anew jet and put 200 hours on it in six weeks! Charter pilots and instructors log moreflying time than business pilots but I question seriously whether they log more waitingtime than the executive pilots.

Take a look next time you fly into LFPB or EGKB or EDFH and you see the row ofshiny business jets on the tarmac while some place in the airport you will find the guysthat fly them. They all got there sometime in between 08.00 and 09.00 and they arefree for the day while the boss is thrashing out an important business meeting down-town. Of course some chores have to be done like refueling maybe, taking care of thecatering for the flight back to base and updating the Jeppesens. In the meantime, theyare completely free to do anything they want. That’s where the role of the FBO isimportant, because if the passengers will hastily run off from the airport for their busi-ness affair, the pilots have nothing to do besides grow ennui..!

The FBO concept is relatively new in Europe where in the past the majority of the air-ports were run by local Chamber of Commerce, the States or the military. Recentlyattending the first Business Airport World Expo in Farnborough, I had the opportunityto see the efforts made by dedicated European airports to get the business of the execu-tive aviation. Shower, snooze room, flat screen TV, pizza, snack and coffee are nice butpilots like something different. To keep a bored pilot from watching CNN or worse topay a visit to the airport bar, some European FBOs now have pool tables and a gym.Europe has made great progress in terms of modernizing the infrastructure of itsregional airports but we are still far away from the US. As an example, the Flying WAirport at Medford NJ highlights a 18 hole golf course on site and an airplane shapedheated swimming pool, while the airport at Harrison AR invite crew members to taketheir new Ford Mustang for a spin to lunch.

Pilots like action. Sitting in a comfortable lounger in front of the boob tube is passé. Apool table…and why not a ping pong table?… Be prepared Chinese exec pilots will soonbe here in force.

F R O M T H E D E S K O F …

Fernand FrancoisFLYING ONE GROUNDED THREE

4 EDITO.qxp 3/05/2011 10:35 Page 4

Find out more: +1 (254) 755-6711sales@blackhawk.aerowww.blackhawk.aero

WORRIED ABOUT THE COST OFOVERHAULING YOUR ENGINES?

YOU SHOULD BE.Engine overhauls are expensive, often revealing unexpectedproblems and hidden costs. Blackhawk makes your KingAir “better than new” with factory-new engines that deliverimproved performance and savings for the life of your aircraft.

Visit us at EBACE Booth #783

Blackhawk 1P BART.indd 1 4/27/11 4:15 PM

Editor and Publisher Fernand M. Francois Senior Editor Marc GrangierManaging Editor Paul Walsh Editor-at-Large Nicholas J. KlenskeSenior Writers Liz Moscrop, Jack Carroll Contributors Brian Humphries,Michel R. Grüninger, Capt. Giancarlo Buono, Markus Kohler, Aoife O'Sullivan,LeRoy Cook, Louis Smyth, Derek A. Bloom, Steve Nichols, Eugene GordonBusiness Aviation Consultants Walter Scharff, Guy ViseleDirector Marketing & Advertising Kathy Ann Francois +32 472 333 636 e-mailadvertising@bartintl.com Administration and Circulation Carolyn BerteauProduction Manager Tanguy Francois Photographer: Michel CorynCirculation and Editorial Office: BART International, 20 rue de l'Industrie, BE1400Nivelles, Europe Phone +326 788 3603 Fax +326 788 3623, e-mail info@bartintl.comBART International Business Aviation Real Tool (USPS #016707), ISSN 0776-7596Governed by international copyright laws. Free subscription obtainable for qualifiedindividuals. Bank account: Fortis 271-0061004-23. Printed in Belgium. Bimestreil.Bureau de depot B-1380 Lasne. Responsible editor Fernand M. Francois, 38 rue deBraine 7110 La Louviere. Periodicals postage paid at Champlain, N.Y., and additionalmailing offices. Address changes should be sent to IMS of N.Y., 100 Walnut St. #3, POBox 1518, Champlain, N.Y. 12919-1518. For details call IMS at 1 (800) 428 3003

SECT IONS4

EDITOR IAL10

FAST TRACK28

EUROPEAN UPDATE30

BUSINESS NEWS1 14

INSIGHT

MAY - JULY - 2011V o l u m e X X I I - N o 2B A R T N o 1 3 2W W W . B A R T I N T L . C O M

OUR ADVERT ISERS AND THE IR AGENC IES29 Air BP94 AMSTAT55 ARINC111 Baldwin Aviation Safety & Compliance45 Bizjet Group: Bizjet SA - Eurofly Service SpA5 Blackhawk Modifications, Inc.27 BLR Aerospace (BDN AEROSPACE MARKETING)2-3 Bombardier39 Bombardier Customer Services103 CAE33 Cessna (MEDIASSOCIATES INC.)15 Cessna Service Centers, Home Service (COPP MEDIA SERVICES, INC.)28 CRS Jet Spares21 Dassault (SINGULIER & ASSOCIES)25 Duncan Aviation91 EADS SECA57 EBACE 2012

19 Embraer Executive Jets (UNIVERSAL McCANN)17 FlightSafety International (GRETEMAN GROUP)107 GATES AND PARTNERS Solicitors13 GE Aviation116 Hawker Beechcraft Corporation11 HondaJet (ROUND2 COMMUNICATIONS, LLC)99 JetExpo 201147 JetNet LLC93 Jet Support Services Inc. (JSSI)37 Lufthansa Technik (MEC GmbH)51 NBAA 201123 Pilatus Aircraft81 Powerplan49 Rockwell Collins31 RUAG Aviation8-9 Snecma, Groupe Safran41 StandardAero115 Universal Avionics35 Universal Weather and Aviation65 Wyvern83 Yankee Pacific Aerospace (ROMEO OSCAR MARKETING)

6-7 CONTENTS.qxp 3/05/2011 14:46 Page 6

C O N T E N T S

34SHOWTIME

That's right it's EBACE time again and as always, BART - theOfficial EBACE Publication -gives you the information you need

for a successful show. From the OEMs to engines, avionics,interiors, and everything in between - BART's team of expertwriters check in to give you a one-of-a-kind preview of what to

expect this year in Geneva.

62TURBOPROPS, HELICOPTERS AND SUPERSONIC JETS

The time is ripe for Turboprop growth in Europe andMarc Grangier reports on what the aircraft really offer.

Meanwhile, Liz Moscrop fills us in on the latest helicopterdevelopments, Jack Carroll explores the exciting world of

supersonic business jets and Steve Nichols gets technical with thelatest innovations in avionics.

82INTERIORS, TRAINING AND MROs

We get the inside track on aircraft interiors and VIPconversions with Liz Moscrop, who also updates us on thelatest developments at FlightSafety International and CAE.

Marc Grangier reports that business is booming in the MROsector and we review the Business Airport World Expo

and preview Jet Expo.

100THE DETAILS

LeRoy Cook tries to crack the V1 Conundrum, Aoife O'Sullivanopens the docket on aircraft insurance and Paul Walsh catches

Alessandro Baviera of Italian operator, Eurofly.

ELEGANCEAside from its elegance,

the P180 Piaggio Avanti IIoffers the speed of a light/mid

size jet and the comfortof a stand up cabin.

up with ARINC Direct in London. Finally we sit down with

M e m b e rB U S I N E S S A V I A T I O N R E A L T O O L

OUR COVERWith its T-tail and wider-span

natural laminar-flow wing, theCessna Citation CJ3 is configuredfor precise handling, performance

and aerodynamic efficiency.

6-7 CONTENTS.qxp 3/05/2011 14:46 Page 7

10 - BART: MAY - JULY - 2011

EMBRAER DELIVERS 8 EXECUTIVE JETS IN 1Q11During the firstquarter of 2011( 1 Q 1 1 ) E m b r a e rdelivered eightexecutive jets. OnMarch 31, 2011, thefirm order backlogtotaled US$ 16 bil-lion, an increase ofUS$ 400 millionover December 31,2010.

AGENDA

FLIGHTWORX® MOVESINTO NEW FACILITYFlightworx® has moved into anew purpose built facility to copewith demand and better serve itscustomers. Director, ChrisAnderson-Jones states: “Over thelast three years Flightworx® hasgrown from a small UK basedFlight Support facility to a fullyWorldwide capable service direct-ly managing over 300owner/operators globally. TheUK company headquartersexpansion has now given us suit-able capability to expand the com-pany further as new clients andrequirements continue to grow”.

BizAv FINANCE EVENTTO TAKE PLACE INSHANNON, JUNE 2011MIU Events has joined togetherwith Shannon Airport andShannon Development to initi-ate a new two day event whichseeks to address the topic offinancial solutions for BusinessAviation. There will be a signifi-cant networking element to pro-ceedings with evening functionsat the end of both conferencedays, 29/30 June and a golf tour-nament on Friday 1 July.

10-27 NEWS.qxp 2/05/2011 10:11 Page 10

12 - BART: MAY - JULY - 2011

HAWKER BEECHCRAFT ACCELERATES 400XPR CERTIFICATION PROGRAMHawker Beechcraft Global CustomerSupport (GCS) announced it is acceler-ating the Hawker 400XPR developmentprogram by adding a second aircraft tothe test program. This aircraft will beused primarily to develop and certifyvarious avionics upgrade options.“This additional aircraft allows us toengineer the program’s optional avion-ics upgrade concurrently with theWilliams International FJ44-4A engineintegration,” said Christi Tannahill,Hawker Beechcraft Vice President,GCS. “This will keep the momentumgoing on the certification in order tomeet the growing demand from ourcustomers.”

MULTI SERVICE UNVEILSNEW CARD ARTMulti Service unveiled new cardartwork for the Multi ServiceAero Card program. The deploy-ment of the new aviation fuelcards coincides with the aggres-sive expansion of the programamong global military and gov-ernment agencies.As the new Multi Service AeroCard artwork is rolled out tocardholders, merchants shouldbe ready to accept purchasesfrom accountholders carryingeither the old, gray MultiService Aero Card as well as thenew, blue Multi Service AeroCard.

GLOBAL PARTSRECEIVES QUALITYCERTIFICATIONGlobalParts.aero, the HawkerBeechcraft parts specialist basednear Wichita, has receivedInternational StandardsOrganization (ISO) 9001 +Aerospace Standard (AS) 9120certification for the company’sQuality Manage-ment System.This distinction follows on theheels of the company’s earlieraccreditation to the AviationSuppliers Association ASA-100Quality System Standard.

CRS JET SPARESANNOUNCES COSTSAVING PROGRAMCRS Jet Spares, a leadingBusiness Aviation aftermarketparts supplier, has introduceda new plan to benefit opera-tors with unscheduled mainte-nance requirements. The payas you need program isdesigned to support capableflight departments with (in-house) competent staff. Sucha program eliminates the needfor any pay-by-the-hour exces-sive maintenance charges.

10-27 NEWS.qxp 2/05/2011 10:11 Page 12

GE AviationBusiness & General Aviation

Introducingthe GE Passport™

The power to go where you want to go

The GE Passport is the world’s first integrated propulsion system (engine, nacelle and thrustreverser) specifically designed for ultra-long range, large-cabin business jets. IncorporatingTechX technologies, the GE Passport offers longer range from reduced fuel consumption, feweremissions from state-of-the-art combustion performance and enhanced cabin comfort createdfrom reduced noise and vibrations.* With the GE Passport, you have the power to fly powerfully,more quietly and efficiently – anywhere you want to go.

To learn more, visit geaviation.com/bga.

*versus current generation engines

66117_passport_ebace_bart_intlad.indd 1 4/28/11 12:50 PM

14 - BART: MAY - JULY - 2011

EMBRAER TO PUT LEGACY 600/650 PRODUCTION LINE IN CHINAEmbraer signed a framework agreement with AVIC (Aviation Industry Corporation of China) aim-ing to implement a Legacy 600/650 production line in China, using the infrastructure, financialresources and workforce of their joint venture company Harbin Embraer Aircraft Industry Company(HEAI). In the next few weeks the parties shall finalize the details of the project and execute the rele-vant documentation

ROCKWELL COLLINSOPENS SEATTLESERVICE CENTERRockwell Collins announced atMRO Americas 2011 the open-ing of a new, expanded Seattleservice center that will enhancethe company’s ability to provideasset management and testingfor The Boeing Company andits 787 Dreamliner customers.“This new service center rein-forces our commitment toBoeing and its customers,” saidScott Gunnufson, Vice Presidentand General Manager of ServiceSolutions for Rockwell Collins.“This expansion will allow us toprovide airlines operating thenew 787 and other Boeing air-craft with prompt, comprehen-sive support and spares provi-sioning through our GlobalAsset Management program.”

NEW CITATION SERVICE FACILITY IN PRAGUECessna Aircraft Company has established a Citation business air-craft service facility in Prague at sister company Bell Helicopter’sservice facility at Prague Ruzyne International Airport.Certified by the European Aviation Safety Agency in February, thecenter has already begun performing scheduled and unscheduled

maintenance operations. The new Citation service center, sharingnearly 3,000 square meters of shop space, is staffed and managedby Cessna.“With the growing fleet of Citations in eastern and central Europe,business already has been brisk,” said Cessna Service Facilities VicePresident Stan Younger. “We are beginning with line maintenance andover time we will add more capabilities to provide base maintenance.”

10-27 NEWS.qxp 2/05/2011 10:11 Page 14

DISCOVER THE DIFFERENCE316-261-8007

SOME SERVICE CENTERS WILL SEND YOU A MECHANIC.WE SEND YOU A WHOLE SERVICE CENTER.

Cessna's Citation Service Center’s HOMESERVICE®:Everything you need, in one box, in your hangar.

HOMESERVICE® provides the office and equipment you need with everything fromlong-term technician support to routine maintenance and minor inspections.

And it can be customized specifically for your fleet.So bring the service center home to your hangar.

16 - BART: MAY - JULY - 2011

METROJET ACHIEVES IS-BAO REGISTRATION

Metrojet has achieved the International Standard for BusinessAircraft Operations (IS-BAO) registration. “In achieving this reg-istration, Metrojet has implemented a portfolio of the internation-al standards and industry best practices to manage the safety,security, efficiency and effectiveness of our operations,” saidDonald Spruston, Director General of International BusinessAviation Council Ltd.

DASSAULT EXTENDS PRACTICAL TRAINING PROGRAMDassault Falcon is rolling out its certi-fied Practical Training Program forFalcon 900 and Falcon 2000 seriesbusiness jets, with approval from theFrench Aviation Authority, DGAC.The program was originally launchedin April of 2007 in support of theFalcon 7X entry-into-service and iscertified under EASA Part 66Regulations. The Technical TrainingProgram targets technicians andmechanics and complements the theo-retical training provided by Dassaulttraining partners, CAE SimuFlite andFlight Safety International.

10-27 NEWS.qxp 2/05/2011 10:11 Page 16

Master Technician

Certification

Exceptional Overall Value

Dedicated to Enhancing

Safety Since 1951

eLearning Convenience

International

Regulatory Approvals

Professional

Development

Training to

Proficiency

1,400 Highly Qualified

Instructors

Advanced Distance

Learning

Outstanding

Customer Service

Flexible and

Convenient

Scheduling

Troubleshooting –

Principles and

Advanced

Online Training

Program

Management

Worldwide Network of

40 Learning Centers

Programs Tailored to

Your Individual Needs

Master Technician –

Management

Endorsement

Authorized Training

for Business and

Regional Aircraft

Enhancing Safety by Delivering Superior Maintenance Training in the Areas That Matter Most

Quality • Value • Service • Technology

When you choose maintenance technician training

with FlightSafety International, you receive much

more than just basic instruction. You leverage the

unmatched resources of the world’s leading aviation

training company. More courses, more instructors,

more hands-on training devices and more training

locations. We’re the authorized trainer for the

majority of aircraft manufacturers. We deliver

training that meets or exceeds international

regulatory standards – online, on location and

at convenient Learning Centers worldwide.

Pratt & Whitney Canada. Elevate your engine

knowledge to the next level, thanks to our

collaborative agreement with Pratt & Whitney Canada.

The agreement leverages our six decades of training

mastery and worldwide Learning Center network to

deliver more courses with greater frequency at more

locations than ever before. The result: industry-leading

maintenance training for the full range of P&WC

engines – including turboprop, turbofan and turboshaft.

Master Technician. Training designed to produce

knowledgeable, motivated technicians capable of

benefiting the flight department bottom line and

improving aircraft availability while enhancing overall

safety. This FlightSafety-exclusive training increases

type-specific knowledge, challenging you to achieve

your profession’s highest levels. Advance your career

with Master Technician – Management Endorsement

training, emphasizing the importance of human factors

in aviation maintenance administration.

Factory-Authorized. Manufacturer-endorsed training

for most aircraft models ensures accuracy and the

latest, best practices. Our courses are approved and

recognized by relevant authorities the world over.

Our troubleshooting courses are among the most

popular and the most valuable in aviation maintenance.

Run down our maintenance training checklist and

then ask yourself an important question. Could you

benefit from the FlightSafety Advantage?

NOW OFF

ERING

FACTO

RY-AUTH

ORIZED TR

AINING

PRATT &

WHITNEY

CANADAENGIN

ES

For more information, please contact Scott Hunter,Director Worldwide Maintenance Training Sales800.291.0679 • mxtrainingsales@flightsafety.comflightsafety.com • A Berkshire Hathaway company

FLIGHTSAFETY MX ADVANTAGE AD FOR BART INTL - Bleed: 8.5” w x 11.5” h Trim: 8.25” h x 8.25” w COLOR VERIS PROOF PDF/X-1a

18 - BART: MAY - JULY - 2011

LEA CELEBRATES 15 YEARS IN BUSINESSLondon Executive Aviation is today celebrating the company’s 15th anniversary, looking back on sus-tained success through dramatic years for global aviation.Founded on April 1 1996 with just one aircraft, LEA has rapidly grown to become one of Europe’slargest and most respected executive aircraft operators, now flying a diverse charter fleet of 25 jets.Starting out at the company’s headquarters at Stapleford Airport, LEA today operates seven basesaround London and holds a worldwide air operator’s certificate (AOC).

BOMBARDIERINTRODUCES PARTSSATISFACTIONGUARANTEEBombardier Aerospace raisedthe bar for customer serviceexcellence with the introductionof a ground-breaking PartsSatisfaction Guarantee for itsbusiness aircraft customers.The guarantee sets high stan-dards for Bombardier’s partsperformance, while introducingaccountability by waiving theshipping, labour and restockingcharges in applicable situations.In addition, Bombardier contin-ues to make substantial head-way in reducing the incidence ofNo Fault Found (NFF) partscurrently in circulation.Bombardier is the first businessaircraft manufacturer to publiclyannounce parts guarantees andNFF targets for its customers.

10-27 NEWS.qxp 2/05/2011 10:11 Page 18

20 - BART: MAY - JULY - 2011

HAWKER BEECHCRAFT LEADS TURBOPROP MARKETHawker Beechcraft Corporation con-tinued its long-standing leadership inturboprop aircraft sales in 2010 byrecording nearly 25 percent of thegeneral aviation industry’s total deliv-eries in the segment, according tostatistics released by the GeneralAviation Manufacturers Association(GAMA) earlier this year.Turboprops comprised approximatelyone third of the general aviation tur-bine market last year.

JETFLITE INT’LRECEIVESCHALLENGER 601JetFlite International (JFI), aleading provider of aircraft man-agement and charter servicesworldwide, has added aChallenger 601 aircraft to itscharter fleet.The Challenger 601 is based inNew York at the JetFliteInternational Center inFarmingdale and is available forcharter operations.

PAR AVION LAUNCHESNEW WEB SITEPar Avion Ltd. has launched itsnew Web site — www.par-avionltd.com — with expandedcontent and added interactivesocial media functionality.Par Avion Ltd. is an interna-tional aircraft marketing firmbased in Houston. The firmspecializes in the exclusive rep-resentation and acquisition ofbusiness aircraft with specialexpertise.

10-27 NEWS.qxp 2/05/2011 10:11 Page 20

22 - BART: MAY - JULY - 2011

GULFSTREAM SUPPORTS NTSB IN INVESTIGATION OF G650 CRASHGulfstream Aerospace Corp., has had flight-test and engineering department personnel onsite in Roswell, N.M., participating in the National Transportation Safety Board’s (NTSB)investigation of the April 2 crash of a Gulfstream G650 aircraft.Immediately following the accident, Gulfstream elected to temporarily suspend the flightactivities of its four remaining G650 flight-test aircraft as the NTSB, the Federal AviationAdministration (FAA), the company and suppliers work together to analyze the accident.All other certification and production work on the G650 program continues, and all otheractivities at the company are proceeding normally.“We are participating fully in the aircraft investigation,” commented Pres Henne, SeniorVice President, Programs, Engineering and Test, Gulfstream, “and will only resume flyingthe G650 when we and the Federal Aviation Administration are satisfied it is safe to doso.”The crash of G650 Serial Number 6002 occurred during takeoff-performance testing.

FLYING COLOURSDELIVERS CHALLENGER 850 TO CHINA

Flying Colours delivered its first Chinese registered air-craft - a Bombardier Challenger 850 business jet (SerialNo 8102) to BAA Jet Management Ltd based inShenzhen on March 22nd. The aircraft left FlyingColours’ Peterborough, Canada facility routing to theEast and arrived into China on March 25th. The aircraftis scheduled to go into service this week as the secondof the type in the region available for third party charter.

10-27 NEWS.qxp 2/05/2011 10:11 Page 22

M O B I L I T Y :F O U N D

PILATUS. DESTINATION: FOUNDWWW.PILATUS-AIRCRAFT.COM + 41.41.619.6296

Your search for the ultimate aircraft will takeyou many places. But the true visionary is always led back to the PILATUS PC-12 NG.

BE-THERE-IN-A-FLASH FREEDOM + SPACIOUS, SO-SEDUCTIVE CABIN

TURBINE POWER, HALF-A-JET PRICE + AIRPORT DELAY GONE AWAY

EXTENDED-RANGE FUEL SIPPER + SHORT RUNWAYS, LAND CLOSER

+ UNCOMPROMISED SWISS CRAFTSMANSHIP

VISIT US ATEBACE

HALL 7, BOOTH 7031

24 - BART: MAY - JULY - 2011

LEGACY 650 JET CONTINUES LONG-RANGE FLIGHT DEMOSEmbraer’s Legacy 650 large executive jet recently completed a round trip between São Paulo andFort Lauderdale/Hollywood International Airport (FLL), located 20 miles (32 km) north of Miami.Following the Dubai-London flight (3,500 nautical miles or 6,482 kilometers) accomplished lastyear, this time the Legacy 650 demonstrator covered 3,641 nautical miles (6,743 kilometers) ofground distance in 8 hours and 48 minutes on the Miami-bound leg. The flight was conductedwith nine occupants – six passengers and three crew members – aboard a typically equippedLegacy 650. On the southbound leg, the aircraft flew nearly the same ground distance – 3,623nautical miles (6,710 kilometers) – in 8 hours and 43 minutes, but carrying 11 occupants – eightpassengers and three crew members.

DAN DOMINGUEZ GETSBALDWIN BUSINESSAVIATION MANAGEMENTSCHOLARSHIPThe National Business AviationAssociation (NBAA) today announcedthe recipient of its Donald A. BaldwinSr. Business Aviation ManagementScholarship, which benefits individualsseeking to become NBAA CertifiedAviation Managers (CAMs). Thescholarship, which is given annually incoordination with the family of DonaldA. Baldwin Sr., promotes professionaldevelopment in Business Aviation byproviding financial support for quali-fied CAM exam candidates. The recipi-ent of the 2011 scholarship is DanDominguez, Chief Pilot withTaughannock Aviation Corp in Ithaca,NY. Dominguez was recognized dur-ing the NBAA 19th Annual LeadershipConference held last month in SanDiego, CA, where Donald Baldwin Jr.announced the scholarship results inhonor of his father.

10-27 NEWS.qxp 2/05/2011 10:11 Page 24

Aircraft Acquisition & ConsignmentAirframe MaintenanceAvionics InstallationEngine & APUGovernment & Special ProgramsPaint & InteriorParts, Avionics, Instrument & AccessoriesEmergency Assistance (AOG)

■■■■■■■■

DUNCAN AVIATIONBUSINESS AIRCRAFT SERVICE & SUPPORT

Duncan Aviation is an independent business aircraft support organization providing complete serviceand technical support. The Duncan Aviation name is well-known and respected by manufacturers,service providers and operators around the world. We have a strong reputation for providing one-stoppremier aircraft services—delivered on time—for a wide variety of business aircraft.

Visit us at EBACE Booth #7001.LNK +1.402.475.2611 ■ www.DuncanAviation.aero/worldwide ■ BTL +1.269.969.8400

DuncanAviation_BART_DueApril26.indd 1 4/22/2011 1:15:17 PM

SATCOM DIRECTBECOMES DISTRIBUTIONPARTNER FORINMARSATSatcom Direct, provider of satel-lite voice, fax, datalink andInternet communications solu-tions, announces it has become aDistribution Partner forInmarsat's Global Satellite PhoneServices (GSPS), includingIsatPhone Pro, which targets thecorporate, government, and mili-tary aviation industries, mar-itime, emergency response andmedia outlets, as well as recre-ational users travelling to remotelocations with limited cellularand data network coverage.

GULFSTREAMENHANCES AIRBORNEPRODUCT SUPPORT™PROGRAMGulfstream Aerospace Corp.recently enhanced its AirborneProduct Support (APS) program,adding a back-up aircraft, threepilots and two technicians to sup-port customers facing aircraft-on-ground (AOG) challenges.Gulfstream introduced theindustry's first airborne aircraftmaintenance and support pro-gram in May 2002. It is the onlysupport program in the industrywith a dedicated aircraft avail-able 24 hours a day, seven daysa week, 365 days a year to deliv-er flight-essential parts or tech-nicians to customers whose air-craft are under warranty inNorth America and theCaribbean. The addition ofanother Gulfstream G100 meansone aircraft should always beavailable for customer support."As the in-service fleet ofGulfstream aircraft continues togrow, we are committed toenhancing our product supportcapabilities along with it," saidMark Burns, president,

Gulfstream Product Support."Since we launched the firstAirborne Product Support air-craft in 2002, we have heard timeand again from customers howmuch they appreciate this highlevel of service. Having a dedicat-ed team - two aircraft, nine pilotsand eight technicians - as well asbehind-the-scenes logistical sup-port, gives us the rapid-responseresources needed to get AOGcustomers back in the air andavoid a missed trip. We are com-mitted to enhancing the APS pro-gram to remain at the forefrontof AOG support."

NBAA COMMENDS FAAADMINISTRATORNational Business AviationAssociation (NBAA) President

issues of air traffic controllerfatigue and scheduling:"For years, fatigue and schedul-ing have been critical safetyissues across a number of avia-tion disciplines. NBAA com-mends the leadership of FederalAviation Administrator RandyBabbitt on his action to promptlyconfront the challenging set ofissues raised in recent air trafficcontrol events with revised rulesregarding rest time betweenshifts for controllers, and newsafety-conscious procedures forsetting controller shifts."Likewise, NBAA welcomes thecommitment air traffic controllershave demonstrated to work withthe Administrator on effectivesolutions to fatigue-related chal-lenges. The controllers are key

under the guidance of profession-al air crews and the approximate-ly 15,000 professional air trafficcontrollers in the National AirTraffic Controllers Association(NATCA).

26 - BART: MAY - JULY - 2011

PEOPLEAl Bateen Executive AirportAl Bateen Executive Airport hasappointed Pauline Smith to anew role as FBO Manager.

BDN Aerospace MarketingSam Jantzen has joined BDNAerospace Marketing as thecompany’s Vice President ofSales and Marketing.

Blackhawk Modifications.J im Allmon, President ofBlackhawk, announced todaythat the company has appoint-ed Edwin Black as Director ofGlobal Sales. Scott Cheairswill fill the newly created posi-tion of Director of Core PartsSales.

Bombardier AerospaceBombardier Aerospace hasappointed Carine Truong, SalesDirector, Asia-Pacific, responsi-ble for North and South-EastAsia, excluding Indonesia; andMichael Han, Sales Director,China, including Hong Kongand Macau.The Russia and Commonwealthof Independent States (CIS)team also grows with the addi-tion of Philippe Dalcher, SalesDirector, Russia; and MannyKapranos, Sales Manager,Russia and CIS and RossMitchell is appointed to SalesDirector, Eastern Europe.

CRS Jet SparesCRS Jet Spares, a leadingBusiness Aviation aftermarketparts supplier, has namedEduardo Rosales as MexicanSales Manager.

Dallas AirmotiveWendel Lambert has joinedDallas Airmotive, a BBAAviation Engine Repair andOverhaul Group (ERO) compa-ny, as Regional ServiceRepresentative for the compa-ny’s AgRight agricultural avia-tion services program.

DART Helicopter ServicesMike O’Reilly, President ofEagle Copters, Ltd., in Calgary,Alberta, Canada, has succeededJeff Shapiro as DART’sPresident and CEO.

and CEO Ed Bolen has issuedthe following statement on

aviation safety partners for Busi-ness Aviation. Every day, thou-sands of Business Aviation flightsin the United States operate safely

Sam Jantzen

Edwin Black

Wendel Lambert

10-27 NEWS.qxp 3/05/2011 14:12 Page 26

BART: MAY - JULY - 2011 - 27

FlightSafety InternationalFlightSafety International has promoted Todd Bitgoodto Assistant Manager of its Learning Center in St.Louis, Missouri.

GAMAThe General Aviation Manufacturers Association(GAMA) has announced that Amanda Joyner willjoin the Association as its new Director ofGovernment Affairs.

Hawker Beechcraft CorporationHawkerBeechcraftCorporation haveannounced theappointment ofMike Turner asSenior ProductMarketingManager, GlobalCustomer Support.In his position,Turner isresponsible for allelements ofcustomer supportmarketingworldwide,including Hawker

Beechcraft Services, Hawker Beechcraft Parts &Distribution (HBP&D), Support Plus, TechnicalSupport and additional aftermarket programs.Turner joins HBC from StandardAero in Tempe,Ariz., where he served as director of Marketingand Corporate Communications for the interna-tional maintenance, repair and overhaul organi-za t ion . Pr ior to StandardAero , he was theSenior Manager of Public Relations for HBCfrom 2005 through 2007. Additional experienceincludes marketing, branding and public rela-t ions roles with Sul l ivan Higdon & Sink inWichita and Elliott Aviation in Illinois. Turneralso worked in new and used aircraft sales forElliott Aviation.

Oriens AdvisorsOriens Advisors’ founder Edwin Brenninkmeyer,takes the role of Chief Executive Officer at the com-pany, while the new role of Chairman is now filledby Archie Garden.

Piper AircraftPiper Aircraft Inc. has named Dana Cox, anexperienced aviation business development andsales executive, as the company’s Director ofSales for the Asia/Pacific region, headquarteredin Brunei.

Jet AviationAnn Hein, who has been with JetAviation for 17 years, has been appoint-ed as director of PR and communica-tions for Jet Aviation in the Americas.Meanwhile Mary-Lou Murphy has beenappointed new Manager, PR &Communi-cations for EMEA & Asiaresponsible for all lines of business inthe EMEA & Asia regions.

Landmark Aviation-AVLMarty Kretchman is named GeneralManager of Landmark Aviation-AVL.

Signature Flight SupportCorporationSignature Flight Support Corporationhas appointed Karl Bowles as SalesManager, Middle East.

Mike Turner

10-27 NEWS.qxp 3/05/2011 14:12 Page 27

davemarone4861@BLRaerospace.comBLRaerospace.com/4861 | 425.405.4861

ULTIMATE PERFORMANCE

200GT

Scan with your smartphone

for

mo

rein

form

atio

n.

Multiply the productivity of your 200GT with the

Ultimate Performance Package™ from BLR Aerospace.

Developed with support from Hawker Beechcraft, this

upgrade delivers game-changing advantages.

Reduces runway length requirements by 23% or more

Increases short-field useful load by up to 1,500 pounds

Reduces fuel burn by up to 7.75% in climb; increases cruise speed

Increases max mach operating speed up to 35 knots

Increases range by over 225 nautical miles at max range power

Complete details are available at BLRaerospace.com/4861.

Visit us at EBACE booth 2151.

FOR

YOUR

28-29 EURONEWS.qxp 3/05/2011 10:37 Page 28

EUROPEAN UPDATE

Aircraft operators now have access to EUROCONTROL'sEmission Trading Scheme (ETS) Support Facility. TheFacility first went live on Monday 17 January 2011, with ini-tial access only given to the ETS competent authorities of theEU Member States that have concluded negotiations withEUROCONTROL.The Support Facility will assist these authorities in meetingtheir regulatory requirements under the scheme, enablingthem to do so at a lower cost through provision of validatedpan-European data from a central, trusted source.Upon request from the competent authorities, (and havingreceived approval from EUROCONTROL's Member States),EUROCONTROL is now extending this support to those air-craft operators covered by the EU emissions trading scheme.Since 1 March 2011, aircraft operators have been able torequest data held in the Facility relating to their detailed traf-fic information and associated annual emissions estimationsas relevant to the ETS scheme.The service is available via the EUROCONTROL website anda handling charge of €400 is applicable.Third parties, such as EU ETS verifiers and aviation servicesand management companies, are able to apply to receive dataon behalf of those aircraft operators whom they are assistingwith their ETS reporting obligations. An identity verificationprocess is applied before data is released.The ETS-SF/AO is a support function operated by EURO-CONTROL to provide Aircraft Operators (and other thirdparties authorized by them such as verifiers and service com-panies) included in the European Commission's EU ETS listof Aircraft operators with information to support them in dis-charging the obligations pursuant to Commission Decision No2007/589/EC of 18 July 2007 establishing guidelines for themonitoring and reporting of greenhouse gas emissions pur-suant to Directive 2003/87/EC of the European Parliamentand of the Council (Official Journal of the European Union,series L, number 229, 31 August 2007), last amended byCommission Decision 2009/339/EC of 16 April 2009.The ETS-SF/AO support function has been approved byEUROCONTROL's Permanent Commission throughDirective 11-75 (4 February 2011).The information provided by EUROCONTROL for a specificAircraft Operator consists of:-A draft annual emissions report for 2010, presenting what

that Aircraft Operator's report would be if based on the flightdata information available to EUROCONTROL and on thefuel burn and CO2 emissions estimated by EUROCONTROLby applying the same methodology used in the EUROCON-TROL small emitters tool. This draft report is provided in theform of an Excel file compliant with the EU ETS Schemereporting format for such documents. This report will includealso the "kilometers" data for the airport pairs contained inthe report (for the tonne-kilometer verification).

EUROCONTROL EXTENDS ETSSUPPORT FOR AIRCRAFT OPERATORS

28-29 EURONEWS.qxp 3/05/2011 15:21 Page 28

From the cockpitto the hangar…

sales repairs outright exchanges

Beechjet

Lear

Falcon Hawker

Gulfstream

-A text file in a comma separated file (csv) format contain-ing the list of the flights attributed to the Aircraft Operatorand operating in the ETS area (both included and exemptedfights). This has details allowing the identification of theflight and the reasons for its inclusion, exemption, the attri-bution to the operator, and the "kilometer" data (departureairport , destination airport , departure date and time , callsign , aircraft registration mark -if available-, flown distance, applicable route charge exemption -if any- , estimated fuelconsumption , estimated CO2 emissions, possible ETSexemption as determined by EUROCONTROL) upon whichthe Aircraft Operator's draft annual emissions report isbuilt.In this first year of operation, the information and data canonly be provided by email. It is envisaged that in the follow-ing years the Aircraft Operator will have permanent accessto the Facility via the internet through which it will be ableto consult and retrieve its relevant information throughoutthe year.

EUROPEAN BUSINESS AVIATION FLIGHTSGREW BY 5.5 PERCENT IN 2010In 2010, aviation in Europe pulled out of the economic down-turn and began to climb again according to a recent briefingfrom Eurocontrol.France and Germany slightly increased their shares of totalEuropean Business Aviation departures in 2010, from 16.9percent to 17.4 percent and from 13 percent to 13.8 percentrespectively. In particular, Germany grew by 8 percent, wellahead of the 5.5 percent average.

The Main FlowsFrance domestic remained the busiest flow. By contrast, thefastest growing individual flow in 2010 was Turkey-Turkey,with German internals, UK-Switzerland and UK-NorthAtlantic also strong. It is notable that a number of flows to theMiddle East and former CIS were relatively strongly-growing(even in terms of additional flights, not percentages), whilestill small.Aircraft TypesGrouped by nominal seat class, it was the 19-seaters whichflew most in Europe in 2010. Top 3 of these were Falcon2000, Challenger 600 and Falcon 900 all with more than 70flights per day. The Gulfstream 5 wasn't far behind, close to 60flights per day, and by growing 12 percent on the year it drewcloser to the top 3.In fact the fastest-growing seat class was the 6-seater jets. Halfof this growth was from the Mustang, with the bulk of the restof the growth from the Citation CJ3 and Phenom 100. Bynominal seat class, the 19-seaters flew most in Europe in2010. The 6-seater jets added most to overall traffic.

Source: EUROCONTROL

ÿ

ÿ

Nice, London/Luton, Zurich and Brussels all saw near15 percent growth in Business Aviation flights. Though Italyincreased its share overall, its two main airports wererelatively weak, so Nice & London/Luton pushed ahead ofLinate and Ciampino into 3rd and 4th place, respectively,behind Le Bourget and Geneva.

28-29 EURONEWS.qxp 3/05/2011 15:21 Page 29

Air BP. It’s the peopleon the ground whokeep you in the air.It’s not just the quality of our fuel that provides reassuranceto our customers, it’s also the dedication of our people.For further information on Air BP’s Sterling Card,contact: +44 845 082 1701 or e-mail sterling@bp.com.Air BP Out of Hours Service +971 50 4536032 ore-mail airbpoutofhours@bp.com

HAWKER BEECHCRAFTSEES GROWTH INAVIATION FINANCING

Hawker Beechcraft Corporation (HBC) hasannounced that it has seen the overall costof aircraft financing decrease throughoutthe past 24 months compared to prices seenduring the economic downturn, with buyersseeing greater access to aviation financing.The company says these trends have beenaided by a number of factors including theglobal economic recovery, an increase inknowledge and sophistication of the keyplayers in aircraft asset-based financing,growing competition among local institu-tions expanding into the global marketplace,and the increasingly active role of manufac-turers in helping potential clients findfinancing.“Over the past 12-24 months, we have seena gradual, yet consistent thaw in the aviationfinance sector as a number of lenders havegained an increasing appetite for this busi-ness,” said Kirsten Bartok, HBC VicePresident, Global Aircraft Financing. “Anumber of large commercial banks are look-ing to offer aviation finance in a growingnumber of countries outside of WesternEurope and North America, and some small-er indigenous banks are looking to enter orgrow their footprint in this market withintheir own countries, and in some casesbeyond this.”One of the reasons for this growing interestis that HBC, along with other aircraft manu-

facturers, is playing a more proactive role inhelping financial institutions develop a bet-ter understanding of the aircraft industry byproviding information on future productdevelopments and life cycle plans, for exam-ple. These efforts have helped in reducingthe asset-associated risk in transactions andcreated an environment that allows for lend-ing to a wider customer base.

In addition, HBC is doing more to assistpotential customers with gathering the rele-vant material needed to secure financingand making recommendations on potentialbanks for loans or leases. Financing costsare reduced when customers position them-selves in the most transparent way andstructure their purchase correctly in termsof registration and operation.

As private banks increase their knowledgeand understanding of the aviation industry,HBC has seen them take a more proactiverole in not only assisting their clients withtheir aircraft purchase, but also in educatingthem on the range of aviation products.Further, HBC has seen an increased role onthe part of export credit agencies (ECA) inthe Business Aviation sector, especially inemerging market countries where financingis often harder to secure. ECA financing hashistorically been very supportive of com-mercial aircraft purchases and their successin this sector is fueling their involvement inbusiness aircraft purchases as well.

Greater involvement on the part of aircraftmanufacturers in providing more industrydata and playing a larger role in introducingcustomers to financial institutions has alsoled to further interest in post-transactionfinancing (also known as cash-out or re-financing transactions). Through assistingin building relationships between customersand banks at an early stage, customers arebecoming better positioned to purchase anaircraft at a highly competitive price with atemporary line of credit or cash, and thenwork with the bank to procure more longterm financing after the sale.

“Over the past year, the aviation finance sec-tor has grown and become more sophisticat-ed,” Bartok said. “We expect the availabilityof financing to continue increasing as well.”

GROWING DEMAND FORMIDSIZE PRE-OWNEDBUSINESS JETSJetBrokers Europe, the Farnborough-basedEuropean arm of JetBrokers Inc, is experi-encing an increased demand for midsizepre-owned business jets. The companyhas experienced a steady growth of interestsince the end of February reinforcing cur-rent reports that optimism is returning tothe industry and recovery is beginning toemerge. Currently, JetBrokers is receivingmultiple new enquiries every week frompotential buyers and vendors with demandlargely focused on the midsize jet market.JetBrokers Europe Managing Director, TimBarber comments: “The global pre-ownedbusiness jet inventory has fallen somewhatin the past 12 months and as economicrecovery strengthens, we expect to see evengreater activity in the pre-owned market.Buyers are definitely starting to return, aremore optimistic and more ready to commit.Those looking to acquire high quality pre-owned business jets at attractive prices willfind some great deals around.”Alan Cunningham, Partner and AviationFinance Lawyer at DWF who regularlyworks with JetBrokers Europe comments:“We are definitely experiencing more activi-ty of late. In the past six months most ofthe activity has been concentrated at the topend of the market but since the beginning ofthe year, the mid and lower end has reallypicked up. The increased interest in themidsize jet market at JetBrokers Europewould appear to bear this out. We believethe growing demand is being led primarilyby an increase in business confidence aswell as greater accessibility to financing.”Aviation financier, Jim Crowley, MD ofGuggenheim Partners Corporate AircraftGroup, adds: “We are seeing much moreactivity and interest from serious prospectslooking for potential financing on pre-ownedjet purchases. JetBrokers Europe’s listingsreflect the trends we’re seeing with anincreased number of phone calls from with-in the European market and also from newemerging regions such as the Middle Eastand Asia. I think a few buyers have learntthat it’s again a good time to buy.”

30 - BART: MAY - JULY - 2011

$$

30 BIZNEWS.qxp 3/05/2011 10:38 Page 30

Assuring aircraft availability. Maintenance services at its best.

RUAG AviationSeetalstrasse 175 · P.O. Box 301 · 6032 Emmen · Switzerland

Legal domicile: RUAG Switzerland Ltd · Seetalstrasse 175 · P.O. Box 301 · 6032 Emmen · Switzerland

Tel. +41 41 268 41 11 · Fax +41 41 260 25 88 · info.aviation@ruag.com · www.ruag.com

As a provider of maintenance, repair and overhaul (MRO) services we know that your aircraft’s availability on the highest level of safety is

key. Through focus on short turn-around-time, high quality servicing and partner reliability we continuously strive to exceed customer

expectations. Our specialized and experienced staff is ready to address your needs at our service centers in Munich, Geneva, Lugano and

Berne. Contact us and let us convince you.

RUAG Business Aviation is an official OEM partner and Major Service Center for Bombardier, Cessna, Dassault, Dornier, Embraer, Hawker

Beechcraft, Piaggio, Pilatus and Twin Otter.

Please visit us at EBACE

in Geneva, 17–19 May 2011,

Hall 6/Booth 150

By Br ian Humphr ies

Eurocontrol continues to provide anexcellent service to our sector by notonly providing the monthly reports ofBizAv activity levels we publish as aMember service, but also an annualreport, the 2010 update, which has justbeen received. From this, we were verypleased to note that last year BusinessAviation returned to our position as thefastest growing sector after the lowcost carriers, contributing strongly tothe overall growth in European air traf-fic activity. Bouncing back from 2009with an increase of 5.5 percent, our sec-tor also demonstrated our resilience incoping with the unexpected during theash crisis, where we were the leastaffected market segment.

Overall, Business Aviation’s share ofIFR flights in Europe climbed from 6.9percent in 2009 to 7.3 percent in 2010.Looking deeper into the figures, it wasthe large Business jets that werebusiest in Europe in 2010, but for thefirst time the fastest-growing seat classwas the small 6-seater jets, includingVLJs. However, whilst all this isindeed very good news, we must berealistic that in the medium-term, withan expectation of economies continu-ing to be relatively weak, we cannotexpect a return to pre-crisis growthrates.

I am pleased to report that suchincreases in activity and market confi-dence are similarly reflected in ourown activities. In particular, EBACElooks set for a very good year, withexhibitor numbers, booth spaces andhotel bookings all well up on 2010.Indeed, reserved booth spaces arealready the highest number EVER.

At our AGM held at Eurocontrol inMarch we were also delighted to beable to report to members that ourmembership has now reached a newrecord at over 480 members from 62countries. But, rightly, Membersexpect a high standard of service andit was encouraging to review just how

many of the goals we set ourselvesback in 2007 for enhancing Membervalue have been delivered. Theserange from raising our sector’s profileand establishing our credibility withboth the public and officials, to givingdirect support to our Members withsafety tools, through effective lobby-ing, to being truly influential in therulemaking and regulatory processesto reflect the needs of our sector. Agood example was our success ingaining EASA recognition of theneed for different FTL rules forBizAv, to be developed separatelyfrom those for mainline commercialoperations. We were also delightedwith the many favorable commentswe received after our Vienna forum,which we reported about in the lastissue, and we are now taking forwardthe actions identified by ourMembers.

Indeed, much work continues rightacross the board, not least in the on-going revisions to slot rules and tryingto make the very poor ETS legislationat least affordable and workable forour diverse sector with its many verysmall operators. I shall be reportingfurther on these issues in futurecolumns. Meanwhile, to meet thegrowing workload, we are in theprocess of recruiting additional highlyqualified staff to support us in theprocess.

We also continue to be very active inSESAR, where we have now broughthelicopter interests into the EBAAconsortium to ensure that the needs ofthis sector are not overlooked in theSingle European Sky.

What perhaps had not been fullyanticipated was the recently issuedconsultation by the UK government toimpose swinging new Air PassengerDuties on the Business Aviation sec-tor. Moreover, from the mispercep-tions revealed in the document, itseems that British government offi-cials are, surprisingly, still deaf to themessage clarifying the core values of

BizAv being voiced by our national col-leagues. Especially unfair is that theconsultation proposes a flat fee at thehighest standard rate on each busi-ness aircraft passenger, regardless ofthe distance to be flown.

EBAA is clearly disappointed by thisproposal, not least because nationalBusiness Aviation representativeswere omitted from the initial consulta-tions. As a result, it is clear that UKofficials have an extremely poorunderstanding of Business Aviation’spurpose, value (as recognized by theEuropean Parliament andCommission) and exceptionally goodenvironmental performance, includingour formal commitment to continuousimprovement.

However, now that the consultationis in its second, formal phase, EBAAis working in close collaboration withleading association members, theBritish Business and GeneralAviation Association (BBGA) and theBritish Helicopter Association (BHA),to open a dialogue with the UK gov-ernment to better explain the role ofBusiness Aviation in connecting com-munities and businesses not servedby the airlines. We will also seek toexplain a notable difference from theairlines, in that Business Aviationwill have to buy virtually all our ETScarbon offsets, thereby already meet-ing our “responsibility for preservingthe global environment”, a key statedgoal of the new tax. Finally, as pro-posed, the new tax is by no meansfairly applied, a second stated goal inthe consultation.

So the theme remains much thesame. Overall, our sector is on thereturn to health, but there are someserious threats out there that we in theEBAA must continue to address con-vincingly and effectively if we are toensure that the operating environmentin Europe remains fair and affordableto facilitate the continuing growth ourcustomers demand.

32 - BART: MAY - JULY - 2011

EBAA RAISES ITS GAMETO MATCH BIZAV GROWTH

E B A A C E O ’ s C O R N E R

ÿ

32 EBAA.qxp 3/05/2011 13:27 Page 32

B A I L E Y L A U E R M A NCessna Cessna111064 Apr Bart Int CJ4 FinanceCessna111064Pub: Bart Int Color: 4-color Size: Trim 8.25” x 11.255”, Bleed 8.5” x 11.5”

FUELED BY GREAT LOW RATES, NEW CESSNA BUSINESSJETS ARE MOVING FASTER THAN EVER.

And with rates as low as these, it’s no wonder why. For anyone considering adding the productivity,flexibility and security of business aviation this year, consider this: with CFC’s exclusive financing,

qualified buyers outside the United States now have exclusive access to financing at a 5.90 percent10-year fixed rate. But you have to act quickly: the program is available only on new Citation CJ4,

XLS+, Sovereign and CX business jets that are delivered by June 30, 2011.

All terms subject to credit approval and may vary depending upon customer qualification. Nominal interest rate of 5.90%. Minimum 15% down payment. Maximum 10 year term and 12 year amortization. Structuring andprepayment fees may apply. Standard loan and lease terms apply. Not available in all countries. Financing made available through Cessna Finance Corporation (CFC) and Cessna Finance Export Corporation. CFC reserves theright to change the terms of this program without notice.

CONTACT US FOR DETAILS AT 00-800-6060-0018OR BART.CESSNA.COM.

CFC® Exclusive Financing

Cessna111064 Apr Bart Int CJ4 Finance.indd 1 4/8/11 3:42 PM

By N ick K lenske

CAN YOU BELIEVE IT? Spring ishere and EBACE is already on thehorizon. And as always, BART – theOfficial EBACE Publication – is hereto give you all the insights and infor-mation you need for an exciting andproductive show.

Within the following pages you willfind in-depth articles and interviewswith the movers and shakers of theBusiness Aviation world. From theOEMs to engines, avionics, chartercompanies, trip planners and every-thing in between – BART checks in togive you a one-of-a-kind preview ofwhat to expect this year in Geneva.

The only thing we can’t predict is theweather.

Last year, despite the global econom-ic recession, EBACE boasted its thirdlargest crowd ever. As the industrybegins to rebound and flight activitycontinues to increase – expectationsfor EBACE 2011 are high.

“As of right now, things are lookingpretty good,” says EBAA CEO BrianHumphries. “Using early March as areference point, our bookings are upby 18 percent from the same time lastyear and hotel bookings are up even

more – so there’s plenty of reason forthe entire industry to be excited.”

Granted, it’s still early, and you can’tbase too many predictions on hotelroom bookings, but the signs arethere that this year’s edition ofEBACE – the 11th annual – is going tobe big.

“There’s definitely a sense of excite-ment across the industry,” notesHumphries. “And this is being seen inhow fast the halls of Palexpo are beingfilled.”

As of press time, Hall Seven had awaiting list, while Hall Six was com-pletely sold out and Hall Five filling upquickly.

“Our job is to try to make everyonehappy – from exhibitors to attendees,”says Humphries. “Trying to findenough space is a good problem tohave at this point in time.”

EBACE as a Market BarometerMany look at the success of EBACE

as a good measuring point on the cur-rent state of health of the market. Theshow is also seen as an indicator ofwhere things might be going – particu-larly as to the European market.

EBACE 2011 is offering plenty ofgood reasons to be optimistic aboutboth.

“We’re seeing an upturn in flyingactivities,” says Humphries. “But wehave to keep in mind that this is still avery tough market with very smallmargins.”

Accordingly, Humphries feels manycompanies are seeing a need to getout and push their brand on theregional and international markets.“And EBACE is the perfect, interna-tional stage for doing so,” he adds.

One thing that makes EBACE such apopular show for companies is its inti-mate character. Whereas NBAA is sobig it’s hard to get the one-on-one face

34 - BART: MAY - JULY - 2011

SOMETHING TO GET EXCITED ABOUT

CONFIDENCEGrowth in the

BusinessAviation industry

means that theprospects for agood turnout at

EBACE 2011are good.

P R E V I E W E B A C E 2 0 1 1

Building on Momentum

34-36 EBACE.qxp 2/05/2011 10:14 Page 34

CFMU/RAD-compliantOnline flight planningUVflightplanner.comsm

I receive what I need, when I need it.

Award-winningground handlingUniversal Aviationsm

EU-ETS ReportingResource CentreGlobal Regulatory Services

24/7 regional trip supportEuropean Operations Centre

Over 450 Europeancontract fuel locationsUVair® Fuel Programme

Your complete flight support solutionthroughout Europe and the world.

Visit us at EBACE 2011 Exhibit #7091 to learnhow the Universal Experience can work for you.

For more information, contact James Welsh at +44 (0) 1252 526114,e-mail eurosales@univ-wea.com, or visit universalweather.com.

36 - BART: MAY - JULY - 2011

time that this industry thrives on (letalone getting from one side of theshow to the other!), EBACE is still allabout preserving the personal touch todoing business. However, as the showcontinues to evolve, many fear EBACEwill outgrow this unique characteris-tic.

“Of course we’re sensitive to thisissue,” says Humphries. “What weoffer at EBACE is a premium product.It may be a bit pricey, but in returnyou get an effective, unique and per-sonal platform from which to do busi-ness on.”

According to Humphries, the key topreserving this element of EBACE isto find a balance between offering apremium product and a practical ser-vice that meets peoples’ needs.

“As long as we stay in the 10 to15,000 attendee mark, there’s no prob-lem,” says Humphries.

More than a ShowAnyone who has been to EBACE

before already knows the event ismuch more than just an exhibition.EBACE is also the place to learn andshare knowledge with the leadingminds and decision makers affectingthe industry. In fact, as the premiere

gathering for the European BusinessAviation industry, EBACE serves asa top forum for industry leaders, pol-icy makers, media representativesand consumers to gather togetherfor networking, learning and discus-sion. EBACE 2011 is no exception.

This year, EBAA is working to bet-ter tailor the information sessions tothe issues unique to the EuropeanBusiness Aviation sector.

“Instead of the tradit ionalBombardier Safety Standown, thistime we’re doing something differ-ent,” says Humphries. “This year wehave decided to run our own pro-gram jointly with NBAA and the UKBusiness Aviation SafetyPartnership.”

Humphries says the session willfocus on evergreen safety issues par-ticular to the European operator.

“There are a lot of safety issuesunique to Europe, such as levelbusts, for example,” saysHumphries. “These are the realproblems that our industry faces andour sessions will aim to address thecomplex question of ‘how we aregoing to solve them.”

The program is funded by EBAA andfree for all attendees.

It’s Showtime!

Will EBACE 2011 break records?Will it maintain its ‘personal touch’?What will be the game-changingannouncements? Who will make head-lines with contract signings?

These are the questions surroundingEBACE 2011 and these are the ques-tions that we’ll just have to ‘wait andsee’ for the answers.

But one thing is for sure, EBACE2011 will once again showcaseBusiness Aviation both here in Europeand beyond as being a growth enginefor business success.

“We’re again pushing EBACE asbeing a growth engine for BusinessAviation in Europe, even as we beginto emerge from this recession,” saysHumphries. “And as always, EBACEremains a key contributor to our grow-ing membership base and revenuestreams.”

So with that, see you in Geneva!

VALUEEBACE gives

exhibitors aunique personal

platform fromwhich to do

business on.

P R E V I E W E B A C E 2 0 1 1

ÿ

34-36 EBACE.qxp 2/05/2011 10:14 Page 36

Live your dream.

Vis BACit us at the E E,

hall 6, booth 443

With interior completion from Lufthansa Technik VIP & Executive Jet Solutions, you can have the cabinof your dreams. Our commitment to uncompromising excellence sets industry standards that surpass thoseof virtually any other completion center in the world. Imagine your very own aircraft with all the luxury, quality,craftsmanship and perfection in the sky that you’ve come to expect on the ground. We offer you nothing less.

Lufthansa Technik AG, Marketing & SalesE-mail: marketing.sales@lht.dlh.dewww.lufthansa-technik.comCall us: +49-40-5070-5553

More mobility for the world

206_210x285_VIP787+S_BartInternational_ICv2_RZ02.indd 1 13.04.2011 14:40:50 Uhr

Launched at NBAA 2010 inAtlanta, Bombardier’s newGlobal 7000 and Global 8000made a big splash. Expect theOEM to arrive in Geneva withexciting news about both theseplanes, along with its Learjet 85.Nick Klenske reports.

B ombardier stole headlines atNBAA as they hosted an extrava-gant launch event for the latest

additions to its Global family. TheGlobal 7000 and Global 8000 are beingframed as industry game-changers,each featuring an all-new high-speedtransonic wing, combined with next-generation GE TechX 16,500 lb thrust-engines that guarantee to deliver sig-nificant efficiency and emissionsadvantages. At the time of theirrelease, both aircraft were priced at$65 million (2010 value).

Specifically, according to SteveRidolfi, President, BombardierBusiness Aircraft, the Global 7000 fea-

tures a four-zone cabin, with a volumeof 2,637 cubic feet. “The 7000 will havea high-speed cruise of Mach .90 and arange of 7,300 when flown at Mach0.85,” he says. “This means you can flyfrom London to Singapore, New Yorkto Dubai or Beijing to Washingtonnon-stop with 10 passengers. This putsit in a league of its own.”

According to Ridolfi, the 8000 upsthe ante even more. “The Global 8000will fly farther than any other businessjet on the market today. It has a rangeof 7,900 nm at Mach 0.85 and will con-nect Sydney to Los Angeles or HongKong to New York when flying eightpassengers.”

Since its launch, the jets havealready taken off.

In March, as part of an order of 120Global Business Jets, NetJets con-firmed that this deal included 20 firmorders for the 7000 and 8000 jets,deliveries of which will begin in 2017.

According to Ridolfi:“We are veryproud to have NetJets select theBombardier Global aircraft family. Weare especially happy that NetJets

shares our excitement in the Global air-craft family strategy, including ourrecently-launched Global 7000 andGlobal 8000 jets.”

“We are very impressed withBombardier’s product strategy andvision for the future,” confirms JordanHansell, President, NetJets Inc.“These aircraft will be an excellentcomplement to our existing largecabin capabilities and overall fleet thatis unmatched in private aviation.”

As for the latest updates on thesetwo jets? Bombardier is keeping tightlipped, saying only “we’ll have somenews at EBACE.”

Learjet 85 on TrackAccording to company sources, the

Learjet 85 continues to progress onschedule. Late last year, the programreached several significant milestones,including surpassing the 50 percentmark on the detailed design phase.Parts manufacturing is well underwayat both Bombardier sites and via suppli-ers. And both the Wichita final assem-

38 - BART: MAY - JULY - 2011

BOMBARDIER GOES GLOBAL

QUARTETThe Global8000, 7000

and 5000 alongwith the

Global ExpressXRS, make up the

Global family.

P R E V I E W E B A C E 2 0 1 1

38-40 BOMBARDIER.qxp 2/05/2011 10:16 Page 38

AFTER A YEAR OF SERVICE EXCELLENCE,WE’VE ONLY JUST STARTED.After its first year in operation, the Schiphol Service Centre has only just begun raising the bar. Throughout theyear we invested in more technical experts to expand our maintenance package expertise and deliver what youneed when you need it. We enhanced our interior capabilities and completed certification for all current productionmodel Learjet*, Challenger* and Global* aircraft. And, we will continue to grow for you with certification of theChallenger 850* later this year.

Schiphol Service CentreAmsterdam, Netherlands

For more information on Bombardier’s OEM service and maintenance support or toschedule your aircraft at the Schiphol Service Centre, please call +31 (0) 20 7544200.To learn more about how Bombardier can put you first today, please visit http://customerservices.aero.bombardier.com

*Bombardier, Learjet, Challenger, Challenger 850, Global and You. First. are trademarks of Bombardier Inc. or its subsidiaries.© 2011 Bombardier Inc. All rights reserved.

C O N T A C T

(514) 341-2444 #225or mhebert@ladc.ca

C L I E N T

Bombardier Customer ServicesBusiness Aircraft

A D #

BBA-2523(Service Center 2011 Ad)

P U B L I C A T I O N

BartMay 2011

I N F O

Full Page Bleed Adtrim = 8.25 in X 11.25 inL A D COMMUNICATIONS INC.

40 - BART: MAY - JULY - 2011

bly site expansion and Queretaro facili-ty are up and running.

In other words, all systems are go forthe planned 2013 entry into service.

“We are very excited to see the pro-gram continue to advance with suchgreat momentum,” says Ridolfi. “Weare working together with all of oursuppliers and continue to hit our pro-gram milestones. We are very encour-aged by the progress we see eachday.”

Launched on October 30, 2007, thenew Learjet 85 aircraft will be the firstBombardier jet to feature a compositestructure and wing and will be the first

primarily composite structure busi-ness jet designed for type certificationunder US Federal AviationAdministration FAR Part 25.

True to its legendary heritage, theLearjet 85 aircraft is set to deliver theextraordinary performance, superiortechnology and exceptional valueLearjet aircraft owners expect.The jet is powered by two Pratt &Whitney Canada PW307B engines,each boasting 6,100 pounds of take-offthrust each at sea level 86 F (30 C).

In Other News

It’s not just the new programs thatare making headlines at Bombardier,its entire lineup continues to surpassmilestones. In February, the companycelebrated the entry into service of its300th Challenger 300 business jet. Theaircraft was handed over to an undis-closed North American customer dur-ing a delivery event at BombardierAerospace’s headquarters in Dorval.Customer representatives, companyleaders and employees from an almost1,000-strong Challenger workforcewere on hand to mark the occasion.

“The rapid growth of the Challenger300 jet’s worldwide fleet is testamentto this young aircraft platform’s excel-lent reputation for reliability and per-formance,” said Ridolfi. “We areencouraged by companies who recog-nize the strong value of business air-craft and choose to invest in our prod-ucts and people.”

At the same time, Bombardier alsocontinues to expand its internationalreach, with significant announcementsregarding sales in both Latin Americaand China. In March, Bombardierannounced that it delivered its firstChallenger 605 aircraft to an undis-closed customer to be operated fromMexico.

“This milestone delivery for theChallenger 605 jet reconfirms this air-craft’s leadership worldwide,” saidFabio Rebello, Regional VicePresident, Sales, Latin America,Bombardier Business Aircraft. “TheChallenger series of aircraft, and the

Challenger 605 jet in particular, areleaders in their category in Mexico,with a market share of over 48 per-cent, and in Latin America, with a 55percent market share. The dynamismof the Latin American market and thegrowing travel requirements of LatinAmerican companies are paving theway for a solid expansion of our fleetin the region,” he added.

And just days later, BombardierAerospace delivered the firstChallenger 300 jet to be operated fromChina to Donghai Jet Co., Ltd. basedin Shenzhen, Southern China. The air-craft is the first of five Challenger 300

jets ordered by Donghai Jet onNovember 13 2010.

“This is a very important milestonefor Bombardier’s growing China-basedfleet,” said David Dixon, Regional VicePresident, Sales, Asia-Pacific,Bombardier Business Aircraft. “TheChallenger 300 jet will offer DonghaiJet’s customers the perfect combinationof performance and comfort for theirincreasing travel requirementsthroughout China. We look forward toa long relationship with Donghai Jet asthey further develop their business jetcharter operations in China,” he added.

Although the Canadian-based compa-ny may be tight lipped about what’splanned for EBACE, if the rate of newsleading up to the show is any indica-tion, expect a big follow up to its per-formance at NBAA this spring inGeneva.

Bombardier Aerospace is located atbooth # 7011

FIRSTThe Learjet 85will be the firstBombardier jet

to feature acompositestructure.

Bombardierdelivered the first

Challenger 300to be operated

from China(right).

P R E V I E W E B A C E 2 0 1 1

ÿ

38-40 BOMBARDIER.qxp 2/05/2011 10:16 Page 40

Your business aircraft is how you stay ahead in an unforgivingworld and help your company succeed. We are dedicated to keepingit flying, increasing your aircraft availability and reducing your operating costs.Discover how our comprehensive approach to Business Aviation Services canhelp you attain a higher level of success. Visit our website at www.standardaero.com.

AVIONICS PAINT ENGINES AIRFRAME COMPLETIONS

Client: StandardAeroAd Title: This is Not an Aircraft - Helsinki/EUPublication: BART International

© Copyright StandardAero 2011. All Rights Reserved.

25191_NotAnAircrft_Helsinki_EU_BART Int.indd 1 4/14/11 1:37 PM

By Jack Carro l l

I n 2008, Cessna was on the verge ofbecoming a $6 billion business,forecasting deliveries of some 500

business jets. As Tom Aniello, VicePresident, Marketing, recalls, “At thatpoint we had over 16,000 employeesworldwide, had just launched thelarge-cabin Columbus program andwere running full capacity at our facili-ties in Wichita and Independence,Kansas as well as Columbus,Georgia.”

Then came the crash. As Anielloexplains, “In late Spring 2008 wenoticed things tapering off and byAugust it was evident that our econo-my—and in fact the global economy—were in deep trouble. Orders were stillcoming in but the overall numberswere steadily decreasing. In 2009 can-cellations started increasing, averageutilization of our aircraft dropped off,and we were still looking for the bot-tom of a shrinking market.” This ofcourse meant production adjustmentsand the inevitable layoffs.

According to Aniello, the bottom wasfinally reached in late 2009/early2010—with an deceiving uptick in1Q—, followed by a downturn in Aprilas orders from Europe and EasternEurope also started sliding. “But afterthat, the situation was pretty stable,”says Aniello, “and we ended 2010 inrelatively good shape with fourth quar-ter orders and deliveries fueled byaccelerated depreciation in the US,while exports also increased thanks tospecial financing we arranged throughthe Export-Import Bank. In fact, ourorder intake in December was thehighest since October 2008. We alsocleared out a lot of aircraft and had verylittle inventory at year end.”

Cessna delivered 179 jets in 2010 andthe company sees 2011 as another chal-lenging year. “Fairly flat with about thesame or a slightly higher number ofdeliveries,” says Aniello. “While ourforecasts might be seen as overly con-servative, we are sizing our businessbased on the realities of the marketplaceand expect to see a significant increasein orders and deliveries in 2012.”

Export Markets Post OrdersAnd Deliveries Gains

According to Aniello, before the fall-out in 2008-2009 the US accounted for70 percent of sales, with exports at 30percent. “Since then there’s been adramatic shift in exports, which arenow at about 50 percent of our salestotal. We’re seeing continued growthin China, the Middle East, India andRussia, but we’re also expending con-siderable resources in emerging mar-kets, such as Southeast Asia andAsia/Pacific, to ensure that the Cessnabrand is well established in thoseareas, while we continue to supportour core markets.”

Cessna’s core markets make upabout 85 percent of sales and includethe US at 50 percent; Western Europe25 percent and Latin America at 8-10percent. Having just returned from anexhaustive tour of his considerableterritory, Trevor Esling, VicePresident International Sales, reports:“I’ve become a bit more bullish onprospects for Eastern Europe and

42 - BART: MAY - JULY - 2011

CESSNASHARPENS ITS COMPETITIVE EDGE

P R E V I E W E B A C E 2 0 1 1

PENDINGIn anticipation of

the Citation TEN,Cessna will bring

a Citation Xfitted with

elliptical wingletsat EBACE.

42-43 CESSNA.qxp 2/05/2011 10:17 Page 42

BART: MAY - JULY - 2011 - 43

Russia. I think there’s still great poten-tial there, at least in the short to medi-um term, as their economies get moreintegrated into the EU. Also, there’smore aviation infrastructure and pilot-friendly ATC coupled with ease of air-craft movement, all of which I thinkwill give Business Aviation a strongboost in these regions.”

Taking a world view, Esling pointsout that, “Today our most active areais Latin America, particularly Brazil. Itwas a good market for us in 2010 andseems set to continue in 2011. Europehas been slow, but we’re now seeingclear signs of activity there in terms ofrenewed buyer interest and increasedcharter business.

We’re also noting considerable activi-ty in China, where there remain issuesover infrastructure, airspace, taxes andso on, which are substantial barriers tobusiness aircraft sales. But it’s clearthat Business Aviation in the privatesector has taken hold. Certainly, in thecontext of the huge Chinese market,the growth potential is high, but interms of overall fleet size, it remainssmall in comparison with other mar-kets. Will the pace of reform pick up, orslow down? Only time will tell.”Cessna Stays Focused On Light

and Midsize JetsIn terms of unit sales, the entry level

Mustang has been very successful andshould prove to be an excellent lure tobring new operators into the Cessna“family” where there are more thanenough models to keep a growing cus-tomer satisfied. Cessna’s lengthy prod-uct line ranges from the Mustang onup to an array of light and midsizejets—the company’s “bread and but-ter” over the past 40 years—includingthe CJ series, Excel and Sovereign.One might say the new Citation Ten isin a class of its own.

As the new CJ4s are coming on line,Aniello notes that, “Buyers are justbeginning to appreciate all its benefits. Ithink it will turn into a versatile work-horse, just like our Citation V, Ultra andEncore; a “go-to” airplane in terms ofcabin size, performance and overallvalue. We have a solid backlog and areramping up deliveries this year.” TheEncore+ has been discontinued, just intime to leave plenty of room for the CJ4.

In the international arena, Esling addsthat, “Interest is high on the CJ4 andwill be more so since we’ve started aworldwide demo tour with the aircraft.

As our best sellers, the Mustang,XLS+ and Sovereign remain popularand I’d say that Europe overall will bea big market for the CJ4, especially inGermany, where we’re seeing themost activity lately. We have no short-age of people who want to see thisplane and I think its additional speed,range and payload over the other CJswill appeal to many European buy-ers—especially charter operators—who increasingly need to travel fartherafield in Russia and beyond.”

The Citation X, was recently replacedby the revamped Citation Ten. The$20+ million Citation Ten has a cabin15 inches longer than the X, as well asa top-of-the line Garmin G5000 avion-ics suite and new, more efficientengines. “It’s been a fantastic airplanefor us,” says Aniello, “with the speed,range and versatility to meet a widerange of missions. It’s also great value,compared to aircraft costing twice asmuch.” As one might expect, Cessnais determined to have the Citation Tenretain its crown as the world’s fastestbusiness jet.

Aniello emphasizes that the companydoesn’t simply react to new competi-tors. “We serve many broad marketsegments, with many competitors ineach, so we’re constantly lookingahead to anticipate changes in ourmarketplace. Fortunately Textron haskept up its commitment to R&D andwe’re able to work from a 20-yearproduct plan. It may include “cleansheet” designs or block point changesto existing models, such as theCitation V morphing into the Ultra,then Encore. Some may make it tomarket, some won’t, but we are alwaysprepared to defend our key light andmidsize jet market segments. When all

is said and done, it’s really just a bigchess game between companies in adynamic marketplace. Basically, webuild “jack-of-all trades” aircraft for awide range of prospects and cus-tomers.” Asked about the possibilityof a large-cabin aircraft, he’s not rul-ing it out in the future. “If the marketis right and our research indicatesthat there’s sufficient potential forsales and profit, we might take anoth-er look at a large-cabin Citation. Butfor now we have enough on ourplate.”

Cessna will be bringing a full comple-ment of aircraft to EBACE, includingthe Mustang, CJ2+, CJ3, CJ4, XLS+,Sovereign and a winglet-equippedCitation X, as well as the TurboStationair and Grand Caravan. Thisshould please Trevor Esling and hishard-traveling international salesteam.

Cessna Aircraft Company is located atbooth # 7081

OPTIMISMCessna VPInternational salesTrevor Esling seesclear signs ofactivity in Europein terms ofrenewed buyerinterest (top).Tom Aniello VP

in orders in 2012(center).ÿ

Marketing expectsa significant increase

42-43 CESSNA.qxp 2/05/2011 10:17 Page 43

After a slump in sales in 2009,Dassault Falcon Jet establisheda record year in terms ofdeliveries in 2010, with some80 Falcons delivered.Heralding the end of a two-year struggle against aflagging demand and orderterminations. Olivier Villa, SeniorVP Civil Aircraft estimates thatrecovery will begin by the endof this year. “The days ofcancellations are over and weare already entering thecommercial phase” he said.

A fter its certification last summer,the 4,750 nm Falcon 900LX isgoing down a storm. The

response has been excellent and sixaircraft have been delivered so far.The large cabin aircraft is based onthe Falcon 900 EX with enhanced per-formance and economy, burning 35 to40 percent less fuel than any other air-

craft in its class, thanks to advancedlight weight structures, and extremelyefficient wing and Aviation Partnersblended winglets. The aircraft can flyfrom New York to Moscow, Paris toBeijing and Mumbai to London andcomes standard with the much-admired EASy cockpit. Olivier Villasaid: “The 900LX might be the farthestin its class, it’s also versatile, but it’salso safe, and can fly slower than itstwinjet competitors.”

Advanced ApproachDassault recently flew the first

approaches using Europe’s newEGNOS (European GeostationaryNavigation Overlay Service) satellitenavigation system. EGNOS is expect-ed to vastly improve airport access foraviation throughout Europe. Theapproaches were flown into PauPyrénées airport in France (ICAO:LFBP) on a Falcon 900LX equippedwith EASy II, the next generation ofDassault’s award-winning flight decksystem. The EGNOS system will offer

pilots more direct enroute flight paths,greater runway capability and reducedseparation standards withoutincreased risk. It is one of four majorSpace Based Augmentation Systems(SBAS) either already deployed orplanned for the near future, includingWAAS, in use in the US, MSAS inJapan, and GAGAN in India.

Dassault’s team flew seven approach-es during the mission, confirming theaccuracy and precision of the new sig-nal, which on the runway was close toone foot. “LPV approaches open upaccessibility to airports with challeng-ing weather and terrain, while improv-ing the accuracy of the approach,” saidJean-Louis Dumas, the Dassault testpilot who flew the mission. “Themountainous terrain in southwestFrance where we flew repeatedapproaches is a perfect example ofhow the new features in EASy II, likesynthetic vision, when combined withimproved navigation tools likeEGNOS, drastically enhance a pilot’ssituational awareness and safety mar-gins.”

“The availability of the EGNOS sys-tem is an important step for theEuropean aviation community that willimprove accessibility and safety, muchlike the WAAS system has done forthe United States,” said JohnRosanvallon, President and CEO ofDassault Falcon. “The development ofnew features in EASy II, including theability to use the EGNOS system, putsa new and more effective suite of toolsat the disposal of Falcon pilots,improving their ability to fly farther,safer and more efficiently.” LPVapproach capability will be available topilots of Falcon 900LX aircraft with theintroduction of EASy II in the summerof 2011. To date, there are more than2,300 such approaches in the UnitedStates.

EASy II EnhancementsThe next generation of improve-

ments to Dassault’s EASy flight deck(known as EASy II), will offer a num-ber of new options and enhancements,including: a Synthetic Vision System(SVS); improved display symbology;an update to the Flight ManagementSystem (7.1); improved Take Off andGo Around capability; a RunwayAwareness and Advisory System

44 - BART: MAY - JULY - 2011

EFFICIENTThe Falcon 900 LX

burns 35 to 40percent less fuel

than any otheraircraft in its class.

P R E V I E W E B A C E 2 0 1 1

THE FALCON EFFECT

44-46 DASSAULT.qxp 2/05/2011 10:19 Page 44

Baviero Baviera 1890 - 1962

Aircraft Sales, Acquisitions, Charter, Managementand MaintenancePassionate about flying since 1916

Bizjet SA - Geneva - ÿ +41 22 849 8611 - info@bizjet.ch

Bizjet Italia Srl - Rome - ÿ +39 06 6872240 - rome@bizjetgroup.com

Bizjet Aircraft & Helicopters Management Srl - Torino - ÿ +39 011 5679222 - commercial@bizjetgroup.com

Eurofly Service SpA - Torino - ÿ +39 011 5679222 - commercial@euroflyservice.it

Please visit us at booth n° 321 during EBACE 2010 4-6 May

AP Bizjet 210 x 285 15/04/10 11:47 Page 1

46 - BART: MAY - JULY - 2011

(RAAS); and an enhanced navigationpackage that includes WAAS- LPV andRNP SAAAR.

Other new options available in EASyII include Automatic Decent Mode(ADM); XM Graphical Weather inte-grated into the INAV map and ADS-BOut (Automatic DependantSurveillance –Broadcast).

Two new communication features,FANS 1A and PM-CDPLC (ControllerPilot Data Link Communication) com-pliant with Europe’s new datalink man-dates, will be also available for Falcon7X, 2000EX/LX and 900EX/LX air-craft.

Certification of EASy II is expected inJune of this year and will be availableon the Falcon 900LX immediately andfor other 900 EASy aircraft as a retro-fit. EASy II will be made available forthe 7X in the third quarter of 2012, andfor Falcon 2000 EASy variants in thefourth quarter of 2012.

Going GlobalThe French manufacturer has seen

increased interest from its internation-al customers and is expanding its glob-al horizons. “Our sales are very activein China, India and South America”says spokesman Vadim Feldzer.Brazil, for example, is a key focus forthe French manufacturer. Speaking atthe latest Latin American BusinessConference and Exhibition(LABACE), John Rosanvallon said: “As

the Business Aviation market recov-ers, we expect Brazil will be one of thefastest growing market in the world.Brazil has experienced a very healthygrowth in GDP and benefits from adiversified economy built on export.”

Customer FocusDassault prides itself on its ever

increasing service capabilities. “Weare successful because once the sale ismade, the company supports the cus-tomer in all their activities,” says Villa.“The key is to build loyalty,” he added.

“We do not wait that a problem hap-pens,” says Jacques Chauvet, Sr VPDassault Falcon Customer Service.

“We constantly gather information onthe technical performance of our fleet,and when we detect a problem, it’s theresponsibility of our engineeringdepartment to work in co-operationwith EASA and come up with a solutionfor our customer,” added Chauvet.

Aside from a round the clock sup-port, customers also want their main-tenance costs to be stable and pre-dictable. The FALCONCARE pro-gram offers guaranteed fixed mainte-nance costs for new Falcons on a “payas you fly” basis. Dassault Falcon alsomakes sure that their customers havea voice. They have encouraged opera-tors to set up an Operator AdvisoryBoard (OAB), so that they cometogether and discuss issues and con-cerns regarding Falcons. They thenreport to Dassault’s top executives

who make the necessary recommen-dations. “It’s very important forDassault to show that the OAB is theoperator’s voice and to implementwhat the OAB recommends,” saysOlivier Faupin, Director Business andService Development. Faupin added“It’s important to underline thatDassault’s top management is commit-ted to be aware about the concernsand priorities of operators. It’s a keyresponsibility for the reason that oncethe question is raised we have to findthe answer.”

Dassault Aviation is located atbooth # 7080

ADVICEDassault Director

Business andService

DevelopmentOlivier Faupin and

David Van DenLangenberghMaintenance

Manager at Abelagare the operator’svoice on the AOB

P R E V I E W E B A C E 2 0 1 1

ÿ

UPGRADEEASy II will offer

a Runwayawareness and

ManagementSystem, among

otherenhancements.

44-46 DASSAULT.qxp 2/05/2011 10:19 Page 46

Raise Your Business iQ. 800.553.8638 +1.315.797.4420 JETNETiQ.COM

Introducing JETNET iQ, a premium advisory service for business aviation and business travel intelligence.Quarterly independent intelligence on the business aviation and business travel industries, focusing ondevelopments, trends, risks, opportunities and forecasts. Access to independent perspectives and insightsfrom the leader in aviation market intelligence, JETNET.

JETNET iQ is available by annual subscription, and includes JETNET iQ REPORTS, JETNET iQ SUMMITSand JETNET iQ CONSULTING

State-of-the-Industry Analyses • Customer Insights • Industry Outlooks • Latest Market, Economic, andIndustry Intelligence • Proprietary Customer Surveys • Real-time Analyses and Presentations from Dynamic,Thought-provoking Speakers, High Net Worth Customers, Investors, and Other Industry Leaders • UniqueIndustry Expertise and Insights • Customized Research and Analysis on a Project Basis

Call today and raise your business iQ—ask how you can put JETNET iQ to work for your business.

By Pau l Walsh

F rom the very start, when EmbraerExecutive Jets entered the marketin 2000 with its Legacy 600, the

company’s aim was to become a majorplayer in Business Aviation by 2015.Recent results show that the companyhas its target well in sight. It delivered144 business jets in 2010, including arecord 100 Phenom 100s. In the sameyear the company increased its marketshare to 19 percent and handed overits first Legacy 650 to Lord Alan Sugar,a high-profile British businessman.

And they’re not done yet!The company will roll out its Legacy

500 this year and the Legacy 450 in2012. The two aircraft, which boast themost advanced fly-by-wire systems onthe market, are sending wavesthrough the industry. Last year ScottDonnelly, Chairman and ChiefExecutive of Textron, Cessna’s parentcompany said, “As the market comesback you do see new entrants likeEmbraer dropping some new aircraft[in the sector] where our aircraft havehistorically lived. And that’s part ofwhat’s driving a lot of the investmentswe’re making”.

Research and DevelopmentBack at Embraer, Colin Steven, Vice

President, Marketing and Sales,Europe Middle East and Africa, toldBART about the important roleresearch and development plays in thecompany’s success. “The only waythat you can become a market leaderis to bring innovation and technologyto the table and, more so, be on top ofthat new technology and innovativematerials. You’ve also have to havesome R&D put aside during crisistimes.” Steven continued, “Our cus-tomers ask us what we’re doing andit’s important that we give them hon-est feedback – we’re looking for innov-ative ways to reduce weight and toprovide them with something morefuel efficient.”

A brief look at the Legacy 650 con-firms that Embraer’s commitment toR&D has paid off. The aircraft’s cock-pit boasts a highly integratedHoneywell Primus Elite avionics suite,which allows pilots to go from powerup to engine start in just ten minutes.

More so, the plane has reinforcedwings and landing gear, a fuel capacityof 20,728 lbs and new Rolls-Royce AE007A2 engines. Passengers can flynon-stop from the Middle East toLondon and back, or from London toNew York and back. According toSteven, the aircraft has something foraffluent independent buyers and char-ter operators alike. “High net worthindividuals enjoy it for its cabin size,but also because of the lean perfor-mance it offers. And it gives them theability to get into challenging placeslike London City and Cannes. For the

48 - BART: MAY - JULY - 2011

EMBRAER YOU’RE HIRED

ENTRYEmbraer enteredthe bizav market

with theLegacy 600

(top).Colin StevenEmbraer VP

Marketing andSales (center).

Britishbusinessman

Alan Sugarreceiving the first

Legacy 650(bottom).

P R E V I E W E B A C E 2 0 1 1

48-50 EMBRAER.qxp 2/05/2011 10:21 Page 48

Rockwell Collins Airshow® 4000. Upgrade to the new standard in moving map technology. Unprecedented

customization. An updated look that delivers unparalleled 3D realism, including a pilot’s eye “head up”

display, up-to-the-minute news, weather and more. All compatible with your existing hardware, and backed

up by the most trusted names in dynamic media delivery. For more information, call 319.295.4085 or visit

www.rockwellcollins.com/airshow4000.

Please visit us at EBACE, stand 7036.

New features. New dimension.Let the Airshow envy begin.

©2010 Rockwell Collins, Inc. All rights reserved.

BART Intl_Airshow4000_ad.indd 1 4/21/11 8:13 AM

50 - BART: MAY - JULY - 2011

charter market, the jet comes with theflexibility of holding up to 13 or 14 pas-sengers.”

One of the Legacy 650’s main attrac-tions is its state-of-the-art sound insula-tion package. “We have our noise lev-els down to one of the quietest in thiscategory of cabins. People flying innew 650s today say they cannotbelieve the improvements we havemade,” says Steven. But the 650’sthree cabin layout is what reallymakes the jet stand out. “If you lookat other aircraft in the class, they’retwo cabin aircraft, meaning they can’tfly 10 or 12 people,” says Steven. “Tosolve this, we offer a unique threecabin layout, which means we offer 18more feet of space than the competi-tion.” In terms of reliability, Stevensaid, “It’s still the only product in thisclass to exceed 14 million flight hours– that’s huge.”

The Legacy 450 and 500The Legacy 450 and 500 take

Embraer’s commitment to innovationto a whole new level. The aircrafts’closed loop, full fly-by-wire (FBW)technology is set up to make life easierfor pilots and flights smoother for pas-sengers. The technology includesredundant high-speed computers thatsmooth out a turbulent ride, whileflight envelope protection avoids upsetconditions. And the avionics suite,based on the top-tier Rockwell CollinsPro-Line Fusion Platform, is icing onthe cake.

When Steven speaks about theLegacy 500 his excitement is evident.“It’s absolutely the right time for theaircraft. The flat floor, six foot cabinoffers massive comfort and range, andthe aircraft will replace lots of aircraftin its category that are 25 to 30 yearsold and more. It’s the clean sheet

design that the market has been call-ing for.” On the Legacy 450, Stevensaid: “It’s the same cabin, same wing,same engine, same avionics, but with aslightly smaller airframe. It’s four feetless and the range is slightly less, so itwill fit into its own niche. Somebodymay not need to go 2,800 miles, theymay only have to travel 2,200 and the450 will fit them perfectly. For thisreason, it will be an important aircrafton the European market.”

Over the course of its brief 11 yearsof existence, Embraer Executive Jetshas not only expanded its portfolio,but also its geographical reach. Stevensaid that Eastern Europe and Russiaare two important growing markets forthe company, along with noting thecompany’s push to expand into Africa.“Commodities are up today andthere’s a lot of new business coming tothe table in Africa. As a result, we’reseeing new aircraft going in there,” hesays.

Customer SupportBut it’s not just selling jets that

makes Embraer tick. After all, a jet isonly as good as the service that comeswith it – which is why Embraer placesparticular importance on its extensivecustomer service network. “We dealwith 150 different aircraft and almost100 different customers on a day today basis in the EMEA region,” saysAntonio Martini, Vice PresidentCustomer Support & Services atEmbraer Executive Jets. “The Legacy600 and 650 and the Lineage 1000 allcome from the commercial airline plat-form and benefit from the high relia-bility and experience we have in thatsector. Our Legacy fleet has reached300,000 hours already on an 18 millionhour platform, the Lineage 1000 has2,400 hours on a five million hour plat-form and the Phenom is rapidly get-ting closer to the 40,000 hour mark.”

At Embraer, customer service meansa 24/7 contact center, comprehensiveflight portal, 37 authorized facilitiesand five owned facilities, as well as$200 million worth of spare partsstrategically located around the world.Martini was keen to mentionEmbraer’s tip-to-tail program,Embraer Executive Care. “It allowsthe customer to operate the plane,while we look after all the costs andmaintenance.” Around half ofEmbraer’s customers have alreadysigned up.

Embraer will have much to talkabout at EBACE and readers canexpect more announcements in therun up to the show. “We’ll be there inforce, just as we’ve done in years past,”says Steven. “And all signs are point-ing to yet another stellar show.”

Embraer S.A. is located atbooth # 7041

SUPPORTEmbraer’s

executive aircraftare backed up

with animpressive

customer servicenetwork says

Antonio Martini,Embraer VP

CustomerSupport. ÿ

P R E V I E W E B A C E 2 0 1 1

SHHHH!The Legacy 650has the quietest

cabin noise levelin its category.

48-50 EMBRAER.qxp 2/05/2011 10:21 Page 50

64TH ANNUALMEETING & CONVENTION

YOU’LL WANT TO BE PART OFWHAT HAPPENS IN VEGAS

OCTOBER 10, 11, 12, 2011

Don’t Miss Business Aviation’s Return to the West Coast• Over 1,000 Exhibits• 100+ Education Sessions and

Maintenance & Operations Sessions(M&Os)

• Over 100 Aircraft on Static Display• More than 25,000 Members of the

Business Aviation Community

Gulfstream’s reputation as the“Rolls-Royce of the skies” is welldeserved. As the companyemerges from the recession,Jack Carroll reports on all thelatest developments in the runup to EBACE.

S tarting the ultra-long range, ultra-large-cabin G650 program in theface of a downturn, logging 200

orders to boot, then following up withthe super-midsize G250 programmight seem surprising, but the launchof a new Gulfstream product hasalways stirred up considerable excite-ment, since the first turbopropGulfstream I took flight, followed bythe Gulfstream II jet and on up to thecompany’s signature line of today’slarge-cabin, long-range jets.

Taking a look at GAMA’s year-enddelivery report, we see there’s an 11percent drop in jet deliveries; but nothardly as severe when compared to2008-2009. 2010’s decline was offset bya 1.2 percent billings gain to $19.7 bil-lion. A great deal of that was due todeliveries in the large-cabin arena,

which is Gulfstream’s traditional terri-tory. The company had a strong yearin 2010, delivering 99 jets valued at ajust a shade under $4 billion.

Apparently Gulfstream has withstoodthe ravages of the recession quite well,leading one to wonder, “How did theycope?” We asked Larry Flynn, SeniorVice President, Marketing & Sales, forthe secret. Making it seem simple, heexplains, “When the downturn startedin full, we were prepared and quicklymade the decision to adjust productionrates down to match our projectedmarket demand, which resulted in amodest workforce reduction.

When we had that right, we watchedour costs more carefully than ever, butwe did not spend a dollar less on R&D.We kept spending because we realizethis is a cyclical business and being init 100 percent we have always contin-ued to spend on R&D through alldegrees of downturns as well as upcycles. I think that’s something uniqueto us. We’ve worked up our productionrate slowly almost to the previouslevel, knowing full well we have to beready when the general aviation busi-ness is in full recovery.”

As other manufacturers have experi-enced, over half of Gulfstream’s salesare now coming from export markets.Flynn said: “We have the right air-planes to handle the growth of interna-tional markets in a global economy.They’re all long-range aircraft, fromour midsize G150 with its best-in-class3,000 nm range to the 3,400 nm super-midsize G250 and on up through theline to our flagship G650 with its 7,000nm range.” (It should be noted thatGulfstream aircraft have been recruit-ed by some 37 governments in 37countries—including the US, ofcourse—for transporting heads ofstate as well as handling a wide varietyof military missions, such as surveil-lance.)

The G650 was announced early in2008, closely followed by an influx oforders from “early adopters,” loyalGulfstream operators and new cus-tomers joining the family or upgrad-ing. Flynn expects to make initialdeliveries in 1Q 2012. “We now havefive aircraft in the test program, allmeeting or beating their numbers. Asto the G250, which we announced inOctober 2008, that too has been a

52 - BART: MAY - JULY - 2011

GULFSTREAMBREEDS A PAIR OF THOROUGHBREDS

LOYALAnnounced

early 2008, theG650 has beenclosely followed

by an influx oforders from

faithfulGulfstreamoperators.

P R E V I E W E B A C E 2 0 1 1

52-53 GULFSTREAM.qxp 2/05/2011 10:23 Page 52

BART: MAY - JULY - 2011 - 53

seamless program. We’ll deliver twoor three this year and ramp up inearnest next year. In fact, neither pro-gram has slowed at all despite thedownturn and both are on scheduleand on budget to certification.”

According to Flynn, the G250’s pre-decessor, the widebody G200, will bephased out this year. “The G250 hasthe same fuselage circumference, butit’s a bit longer with more windows.Passengers get a little more livingarea.

Aside from that, the cockpit, wing,tail and engines are new and I’d sayit’s about as close to a clean sheetdesign as you can get. Basically, wekept the features that our customerslike best. It has a 400 nm range advan-tage over the G200 and requires 1,000feet less takeoff distance, thanks to theour new high performance wing.” Asto orders, “They’ve gone very well andwe’re essentially sold out into 2013. I’dsay we have a multi-faceted orderbook coming from the ranks of G150and G200 owners, individuals, newbusiness operators and flight depart-ments adding to their Gulfstream sta-bles.”

As far as the company’s flagshipG650 is concerned, Flynn succinctlysummarizes, noting from the get-gothat, “It certainly looks like aGulfstream, I’ll give you that. Butthat’s where the similarity ends.

The G650 can cruise 5,000 nm at 0.90Mach, 7,000 nm at 0.85 Mach, andwe’ve had it up to the max speed of0.995 Mach.” What makes it so differ-ent from its stablemates? “The fuse-lage is 14 inches wider than the G450and 500, it has the same ellipticallyshaped windows, but they’re nearly 20percent larger and it has the latest fly-by-wire controls. The fuselage andwing are all new; the Rolls-Royceengines and Planeview II cockpit arederived from the G550.”

Gulfstream reports over 200 ordersfor the G650 and projects first deliv-eries early in 2012, with the nextavai labil i ty in 2017. Flynn said,“We’re all looking forward to produc-ing this aircraft for many years tocome.” And besides the US, wherewil l the business come from?“Overall, the most promising areasare the BRIC countries—Brazil ,Russia, India and China—which areall big opportunities for us. Andwe’re not forgetting our focus on the

Middle East which has traditionallybeen an excellent territory forGulfstream.”

While Gulfstream’s line would appearto be as comprehensive as possible withthe addition of the G250 and G650, isthere room for expansion in the future?Flynn gives sort of an enigmatic answer.“If you look at us versus the universe ofbusiness aircraft, we’re quite happy tobe concentrated solely on long-range air-planes. But, as I said earlier, we willnever stop developing programs andhave a long history of investing in R&Dto bring new aircraft to market.

Obviously, our focus is now on theG250 and G650. Might there be others?Yes. Are we ready to talk about them?No.” He notes that, “We once looked ata VLJ program, but decided it just did-n’t fit; not our area of expertise.

When the dust settles about a yearfrom now, our line will consist of theG150, 250, 350, 450, 500, 550 and 650,which should keep our hands full.”

As our readers may recall, there wasa huge hue and cry over the Big Threeautomakers’ bosses taking the shorthop from Detroit to Washington, DCin their “Gulfstreams” to beg for hand-outs. In fact, the Gulfstream name hasbecome somewhat generic for any big,luxurious, expensive long-range jet.Which could possibly pose a bit of aproblem if it were to become synony-mous with “fat cats” or some such.“That has all subsided as I think peo-ple have re-focused since that Detroitdebacle to better understand just whatgreat time machines and managementtools business aircraft are.”

Flynn concludes in his upbeat way,“The reality is that the general aviationbusiness creates about a million jobsand adds a billion dollars to our GNP.As to the Gulfstream brand, it hastaken a long time to build and we con-

stantly worry, watch over and protectit every day. It is composed of leg-endary robust, reliable, extraordinarybusiness aircraft, created by a team ofoutstanding people. It’s that simple:Great planes and great people giveyou a great brand. And after morethan 15 years at Gulfstream, I feel verystrongly that we have the very bestworkforce in the business. I’ve beenfortunate enough to have had theopportunity to watch it happen.”Sounds like life is good at Gulfstreamand with the G250 and G650 in itsimmediate future, it’s all up, up andaway. Recession? What recession?

Gulfstream will fly its G150, G200,G450 and G550 to the static area atEBACE.

Editor’s Note:On April 2, 2011, after this story went

to production, news reports confirmedthat a Gulfstream G650 crashed dur-ing takeoff-performance tests inRoswell, New Mexico. FourGulfstream employees -experimentaltest pilots, Kent Crenshaw and VivanRagusa, and technical specialists,David McCollum and ReeceOllenburg- died in the crash. "Wemourn the loss of our colleagues andfriends and extend our deepest sympa-thies to their families," said JoeLombardo, President, GulfstreamAerospace. "The Gulfstream team hasalready rallied to support the peoplethese men left behind, and we knowthat the local and aviation communi-ties will do the same."

We at BART International would liketo express our heartfelt condolencesboth to the people at Gulfstream andto the families of the crew members.

ÿ

ORIGINALWith a newcockpit, newengines, newwings and tail,the G250 isclose to a cleansheet design.

52-53 GULFSTREAM.qxp 2/05/2011 10:23 Page 53

Gulfstream Aerospace Corporation islocated at booth # 7040

Smaller, more agile and moreefficient is a good way todescribe post-recession HawkerBeechcraft. Paul Walsh reportson the manufacturer’simpressive return to form.

A fter three challenging years,HBC executives have reason tobe optimistic. “Over the past

few months activity has increased,enquiries have increased and closingactivity has increased,” says SeanMcGeough, President of Europe, theMiddle East and Africa. “In otherwords, all signs are pointing to a clearhorizon.”

Innovation ContinuesThe impressive rate of aircraft roll

outs and upgrades happening at HBCis evidence that it is well prepared forthe rise in demand. Late last year itintroduced the King Air 250, arevamped version of the King AirB200GT, with new composite wingletsand propellers. The take off run of the

classy turboprop is only 2,111 feet atMSL, its maximum range is of 1,610nm and it has a maximum cruisespeed of up to 310 knots. Further, itsoperating costs are attractive at $3.06per mile. The King Air 250 also high-lights HBC’s understanding of cus-tomer needs. When developing themodel, company execs asked potentialbuyers what they wanted from an air-craft. One common response oftenrepeated was access to more airports.So HBC responded and the King Air250 allows passengers to use incre-mentally more airports than its prede-cessor.

Due for certification this year, theHawker 800XPR upgrade program isalso progressing nicely. The upgradedjet will not only solidify HBC’s reputa-tion for reliability and cost-efficiency,with Hawker winglets and HoneywellTFE-731-50R turbofan engines, it willalso have greater range, better time toclimb and faster cruise speeds thanthe Hawker 800XP.

Another major development is therebranding of the Premier light jet as

the Hawker 200, which is due for certifi-cation in the third quarter of 2012. TwoWilliams FJ44–3AP turbofan jet enginesare now powering the aircraft, allowingit to reach top speeds of 473 knots at29,000 feet. It is currently the largest,fastest, single–pilot business jet in theworld. Aside from their reliability, allthese aircraft are set to cater to both USand foreign markets alike. “For years,we sold 80 percent of our aircraft inNorth America, but five years ago thattrend started swaying towards interna-tional markets,” says McGeough. “Nowwith aircraft like the Hawker 200, we’redesigning aircraft that are robustenough to operate in climates outsideNorth America, meaning they’re capableof handling higher temperatures, higheraltitudes and unimproved strips.”

At every HBC facility, productionhas become more efficient. At theWichita plant, for example, theHawker 4000 and the Premier IAcome off the same production line,whereas three years ago they were ondifferent ends of the facility. This sim-ple change allows the company to

54 - BART: MAY - JULY - 2011

ADVANCEThe King Air 250

is a revampedversion of the

200GT with BLRcomposite

winglets andpropellers.

P R E V I E W E B A C E 2 0 1 1

HBC LEAN, FIT AND READYTO DO BUSINESS

54-56 HBC.qxp 2/05/2011 10:24 Page 54

the easy wayCommunicate

arincdirectsb.com

chat . text . browse . trade . buy .email . talk . tweet . stream . watch .listen . search . blog . receive .report . direct . verify . shop .

Whenever you fly . live . work . playcommunicate . . .Swift as . . .

SWIFTBROADBAND DIRECT FROM ARINC

A new age of in-flight connectivity

onboard with

Communicate

SWIFTBROADBAND DIRECT FROM ARINC

A new age of in-flight connectivity

56 - BART: MAY - JULY - 2011

drive costs down. “We are continuallylooking for ways to operate more effi-ciently. For example we’ve takensome of our King Air component man-ufacturing down to Mexico,” saysMcGeough. “The Hawker fuselage isbuilt in England, so again we’re look-ing for economies of scale to make ustruly more competitive.”

Special Mission SuccessIt’s not possible to talk about HBC

without mentioning their ability toproduce sturdy and durable aircraftfor the special mission segment. 85percent of all turboprops delivered tothe Middle East over the past threeyears have been King Airs, and mostof them are used for applications likemedevac, cloud seeding, surveillanceand training. The versatil ity androbustness of aircraft in the King Airrange and their ease of use meansthat HBC will continue to lead thespecial mission market. McGeough

says very few special mission appli-cations were used in the Middle Eastf ive years ago, whereas today awhole range of applications are popu-lar. “Governments see the value ofthe aircraft we offer,” he said. “Andthey’re learning from each other,sometimes they see an applicationused by another government andwant it themselves.”

“Customer Support Sells Airplanes”With a slimmer and more agile

Hawker Beechcraft, its executives arekeen to expand further into emergingmarkets like Africa. “We know the

African market very well becausewe’ve worked it for many years,” saysMcGeough. “We’ve recentlyannounced a partnership withExecuJet that will further help us inthe region. We are very aware thatcustomer support sells airplanes.” Hecontinued: “If you look at whatExecuJet has done in the Middle Eastand South Africa, they’re doing theexact same thing in Nigeria, which is avery important market for us. We haveover 50 percent of the market sharethere and if we’re going to be as suc-cessful in the future, we need a part-ner who can build a facility, do linemaintenance along with heavy mainte-nance. In conjunction with our ownpeople, we will have a fully-fledged ser-vice center in Lagos that will be asgood as or better than the facilities inCape Town or the Middle East.”McGeough added, “That sends a goodmessage to companies in Nigeria andAfrica overall.”

In spite of the lure of MiddleEastern and African markets, themanufacturer hasn’t lost sight ofEurope’s potential. “When you lookat our aircraft population, the majori-ty of the airplanes from the EMEAregion will always be in Europe,”McGeough said. “To serve this sec-tor, we have products that will oper-ate throughout the region. What Imean by that is we can land on dirt,gravel and unimproved strips wherea lot of our competitors can’t. Wehave a very robust product line here.Economies may be doing badly inEurope, but if you look at corporate

profits, whether it ’s in Italy orGermany, companies are doing well,the chairmen I’ve been speaking tothroughout the region still want togo and do business,” addsMcGeough.

At EBACE HBC will be showcasingthe Hawker 4000, Hawker 900XP,Premier IA, King Air 350i, King Air250, King Air C90 GTx, Baron andBonanza. “We are very excitedbecause we have a very special part-nership that we are going to men-tion at EBACE,” said McGeough,“the partnership will al low us towork with a greater number ofprospective customers throughoutthe EMEA region.” Make no mis-take, Hawker Beechcraft is on therise.

Hawker Beechcraft Corporation islocated at booth # 7070

DYNAMIC“All signs arepointing to a

clear horizon”says

Sean Mc GeoughHBC President

EMEA (top).The Hawker 200single-pilot entry

level jet is anevolution of the

Premier 1(center left).

HBC Customersupport introduce

new air andground mobile

support vehicles(right).

P R E V I E W E B A C E 2 0 1 1

ÿ

54-56 HBC.qxp 2/05/2011 10:24 Page 56

MAY 22, 23, 24, 2012GENEVA, SWITZERLAND

12TH ANNUAL

MAY 22, 23, 24, 2012

GENEVA PALEXPO AND

GENEVA INTERNATIONAL AIRPORT

GENEVA SWITZERLAND

58 - BART: MAY - JULY - 2011

DESIGNMichimasa Fujino

CEO, HondaAircraft Company

completedpersonally the

Honda jet’sinitial design

Honda Jet’s unique over-the-wing engine-mountconfiguration and naturallaminar flow wing, fuselageand nose design make it amajor contender in the entry-level jet category.Jack Carroll reports.

A t last count, Honda Corporationemployed some 177,000 peopleworldwide. Amazingly, out of this

immense group one man has been total-ly responsible for taking the company’sfirst business jet from idea to FAA con-

forming test aircraft and onward to forth-coming FAA and EASA certification,expected in 2012. It wasn’t a case ofovernight stardom. As MichimasaFujino, now President & CEO of HondaAircraft Company, explains: “The originsof the Honda Jet actually go back to1986, but it wasn’t until 1997 that thelight business jet project received formalapproval for development.” That year,Mr. Fujino personally completed the ini-tial design sketches, including the break-through over-the-wing engine-mount(OTWM) configuration. Then thingsreally started picking up, with the config-uration finalized in 1999, first flight of theproof-of-concept aircraft in 2003, start offlight testing in 2004 and the Honda Jet’sdebut at Air Venture 2005, otherwiseknown simply as “Oshkosh.”

Fujino said: “At the same time wewere in the process of ‘commercializing’the aircraft and established Honda

Aircraft as a subsidiary in 2006. Webroke ground for our headquarters,R&D facility and factory in Greensboro,North Carolina, in 2007. The final build-ing–the production facility–is now com-plete and will be fully equipped thisyear.” Behind the scenes work wasongoing to prepare for mass productionof the Honda Jet and to develop newmanufacturing processes and designjigs to accommodate the radical design.It might be called the Proof-of-Manufacturing process. Fujino noted:“The aircraft will be FAA-certified toPart 23. We’ll be flying three aircraft inthe test program this year and we mayadd another flying test article to the pro-gram early next year. We expect toreceive FAA certification in late 2012,

HONDA AIRCRAFTTHINKING OUT OF THE BODY

sketches in 1997.

P R E V I E W E B A C E 2 0 1 1

58-59 HONDA.qxp 2/05/2011 10:27 Page 58

BART: MAY - JULY - 2011 - 59

with EASA certification following asclose as possible, but probably three tosix months later.” The Proof-Of-Concepttest aircraft has flown more than 500hours, while the FAA conforming air-craft first flew in December 2010.

For sure, the Honda Jet will stand outon a crowded ramp. The over-wingmounted engines might seem odd atfirst but they’ll quickly grow on you.The aircraft’s main features are the nat-ural laminar flow design of the wingsand fuselage nose to minimize drag andincrease fuel efficiency. We shouldpoint out that the over-wing, pylon-mounted engines, while also contribut-ing to drag reduction, also keep sup-ports, struts and other equipment out ofthe all-composite fuselage, providingmore interior space for passengers andluggage. According to Fujino, this con-figuration also significantly reducesground-detected noise when the planeis overhead, since the wings act as aneffective sound baffle against enginenoise.

As might be expected, Honda willhandle just about everything at its263,000 sq.ft. production facility,including final assembly of all structur-al components and parts, systemsassembly and installation, interiorcompletion and painting, and flighttesting. The Honda-developed (2,050lbs. thrust) HF-120 turbofan enginesare built in partnership with GE as GE-Honda Aero Engines LLC, thus theGE-Honda HF-120 nomenclature.Fujino points out that, “It’s an ultra-compact engine that is one of the mostfuel efficient in its class with a FADECsystem and it meets CFR 36 and Stage4 noise regulations.” Honda estimatesthat its Honda Jet will return, “15-20percent overall better fuel efficiency

than other similarly sized light busi-ness jets, while still offering class-lead-ing performance, including a 420KTAS maximum cruise speed.”

Regarding interior completions,Fujino is first to admit that he’s takenadvantage of Honda’s auto interiorexpertise. “I think our interiors arelighter and much simpler to install thanothers I’ve seen in the field, which aremuch more complex and costly.”

According to Stephen Keeney, SeniorManager, Corporate Communications,the company has well over 100 orderson the books, with the distributionbeing roughly 80 percent from the USand 20 percent from Europe. Keeneysaid: “In 2008 we started establishing asales and support network in Europe

and now have Honda AircraftAuthorized Dealers in three regions, sowhen our first customers there takedelivery, we’ll be ready.” Fujino adds,“Customers are already asking ifthere’ll be other models in the future,with longer range, larger cabins and soon. But we have a large order backlogright now and that’s where our focushas to be. As to Europe, I think ourHonda Jet is the ideal aircraft. It meetsall emissions and noise regulations andour 1,200 nautical mile range easily letsan operator cover all of Europe andbeyond.”

Mr. Fujino recently flew the HondaJet from the right seat and had this tosay: “I thought earlier that it mightappeal to people who appreciate highperformance cars. My first flight con-vinced me. It’s very responsive, hasexceptional handling and is very easyto fly. It actually felt like driving a fasthigh-end sports car. In fact, after welanded I could hardly wait to fly itagain and again. It’s simply a verypleasing experience.”

One might say, Michimasa Fujino“wrote the book” on the Honda Jet andit’s a fail-safe bet—judging by whathe’s created thus far—that there’ll bemany chapters to follow.

Honda Aircraft Company, Inc. islocated at booth # 7021

ÿ

DISTINCTHonda Jet’sdistinctiveover-wing pylon-mountedenginescontribute todrag reduction.Its interiors arelight and easyto install.

58-59 HONDA.qxp 2/05/2011 10:27 Page 59

Piper offers a renamed,redesigned, and totally refined

appearance is striking but it'ssure to grow on you.Jack Carroll reports.

S ince Piper Aircraft decided to jointhe jet set by announcing itsthen-called “PiperJet” at NBAA

2006, people have pretty much gottenused to its unique tail mounted engineconfiguration. Randy Groom, VicePresident Sales & Marketing said:“With its new, larger fuselage, restylednose section and new streamlinedwinglets, the Altaire has a strikingappearance with great ramp presence.It looks like a real business jet now.”Piper had long explored the possibili-ties of entering the jet age and recog-nized the opportunities to build on thesuccess and popularity of other singleengine turbine aircraft such as its own

Piper Meridian turboprop, TBM 700and 850 series and even the muchlarger Pilatus PC-12. Groom said: “Itwas obvious that the next logical stepin our line would be our own singleengine jet and its many advantages,including simplicity of operation, fuelefficiency and overall performance.Basically, it was what I would call ‘Aconspicuous marketing opportunity.’”The company was impressed by theinstant acceptance of and interest inthe new aircraft in its basic mock-upform at NBAA 2006 and soon proceed-ed to build a Proof-Of-Concept (POC)PiperJet.

As Groom explains, they kept thingssimple. “What we used was essentiallya stretched Piper Meridian fuselage,developed our tail mounted engineconfiguration and a new wing and flewthe POC aircraft in 2008. The aircraftis still flying and has just aboutwrapped up its many missions to helpus refine the original configurationand understand it better, carefullymonitor flight stability, measure allperformance parameters, validate allflight characteristics and analyze thelarge amounts of data collected. At thesame time we worked with our enginepartner, Williams International, to

develop the exact engine nozzle con-figuration we needed. (The productionAltaire will be powered by theWilliams International FJ44-3APTubofan with 2,500 lbs. thrust, givingthe Altaire a 360 KTAS maximumcruise.) In the last analysis, everyonewas completely satisfied with the air-craft’s stability, engine tail enginemount configuration and overall per-formance.”

As Groom explains: “The originaldesign left lots of room for improve-ment, which wasn’t surprising since itwas our first foray into jets; a sort oflearn-as-you-go process. The firstthing we looked at was the cabin,since we were looking for a platformwe could grow on. Simply follow theold industry practice of taking a baseplatform then stretching it, changingengines and so on, to make it evolve.The Meridian fuselage was simply astopgap measure and would havebeen extremely limited in any event.So we decided to go with an all-newfuselage and a total different interiorconcept. The effect of the new larger,longer fuselage was so dramatic thatwe decided to give the aircraft a newname before announcing it at NBAAlast year. Our in-house creative groupdeveloped a number of new identities,with “Altaire” clearly the choice. An

60 - BART: MAY - JULY - 2011

PIPERJET “ALTAIRE”PROVES A CROWD PLEASER

personal/business jet. Its

SPACIOUSPiper’s Altaire

boasts an almost18-foot long

cabin and theGarmin 3000

avionics suite.

P R E V I E W E B A C E 2 0 1 1

60-61 PIPER.qxp 2/05/2011 10:29 Page 60

BART: MAY - JULY - 2011 - 61

emphatically positive reaction atNBAA confirmed our decision to givethis new aircraft its own distinct iden-tity.”

In addition to the wider, nearly 18-foot long cabin, the Altaire features alarger wing with a longer chord, butthe same basic aerodynamics, refinedwinglets, a slightly smaller vertical sta-bilizer, a longer, more streamlined

engine nacelle and larger, round win-dows and a restyled nose section. Andmore aerodynamic tweaks are still inprocess. In short, as the photos show,the Altaire is “the real deal” now.While the earlier workhorse, non-con-forming aircraft is still out there some-where gathering flight data, Groomexpects to have an FAA-conformingAltaire flying by mid-2012. Groomsaid: “Meanwhile we’re continuing towork on the detailed design and manu-facturing the structure and parts thatwill go into the first of four conformingaircraft. We estimate FAA certificationby mid-2014 followed by EASA in early2015.”

The standard cabin configuration isclub seating for four, plus an optionalfifth seat in addition to the co-pilot seatas required, since the Altaire will becertified for single-pilot operation.According to Groom, it’s the only sin-gle engine personal jet that will offeran optional private lavatory. “CertainlyI think it will have broad appeal as apersonal owner-flown jet. But with itslarge cabin, will also gain more appealas a business aircraft, much like thePilatus PC-12 has evolved, which ofcourse is much larger than the Altaireand costs about $1.8 million more,”said Groom.

Now Groom steps up in his market-ing mode: “Compared to our competi-tors–and there are really no directcompetitors at present–the Altairecomes fully equipped at only $2.6 mil-lion. For example, the TBM is a bitfaster, but costs over $3 million. Froma space standpoint, our cabin hasabout the same cross-section of aCessna Mustang, but is about threefeet longer. And we have an impres-sive range of 1,300 nm, which is a verystrong selling point. And the big pointto remember, is that we’re talkinghere about the ultra-low operating costof a single engine jet. At the currentprice of Jet-A, that factor really getstheir attention. The Altaire also fea-tures the most up-to-date avionicsavailable on this class aircraft, theGarmin 3000 integrated touchscreenavionics suite with full digital flightcontrol.”

With its large installed owner base,Piper has a built-in prospect popula-tion. Groom said, “We’re getting themost interest from owners of our tur-boprop Meridians as well as tur-bocharged Mirages and even somePC-12 owners. But for all that we offer,a combination of fully equipped price,outstanding performance, fuel efficien-cy and range, we don’t have to look

very far to see plenty of opportunitiesout there, both in North America andEurope.” Groom also points out that,“Our Altaire mockup will soon startout on its first North American tourcovering the US and Canada, whichshould help quite a bit with our brandrecognition and show prospectiveowners that yes, we’re for real.”

According to Groom, Piper hasmore than 100 orders on the books.“This tends to fluctuate from time totime, but it ’s held up very well,despite the economy. In fact, we’vecome through the recession in goodshape, thanks to our new owner,Imprimus, which has providedtremendous support. (Imprimus is anownership consortium established bythe Government of Brunei.) As any-one can see, the pace of activity herehas dramatically accelerated recently.In fact, just about eighteen monthsago we had only a handful of engi-neers, whereas now we have over 150and have plenty more talented peoplecoming aboard to see the Altaire pro-ject through to certification and, mostimportant, first deliveries.” From allindications, they seem to have madethe right choice.

ÿ

TARGETPiper expects tohave an FAA-conformingAltaire flying bymid-2012.

60-61 PIPER.qxp 2/05/2011 10:29 Page 61

For decades business jets haveeclipsed turboprops inpopularity.But as Marc Grangier pointsout, rising fuel prices and tightermargins, mean that theturboprop may be on for acomeback.

A ccording to Eurocontrol,Business Aviation is still a decid-edly short range activity in

Europe; more than half of BusinessAviation flights fall under 250 NM andonly around 11 percent of flightsextend over 1,000 NM. With suchdemand for shorter flights, shouldn’tthere be more turboprops in theEuropean Business Aviation fleet?

On January 1st 2011, there were 1,254turboprops in Europe out of a total of4,167 business aircraft, and there were6,957 turboprops in the US out of a totalfleet of 10,861 jets. (In the US single-engine turbine IFR are allowed for com-mercial flights). Germany had thelargest turboprop fleet in Europe with224 aircraft, France had 196 and the UKhad 177. Spain had only 43 turboprops,three units more than Belgium, whileSwitzerland had a fleet of 84 aircraft.Italy, which has always been a “jet” coun-try, had only 61 turboprops – including47 locally produced Piaggio Avantis.

A Second HoneymoonIn the seventies, turboprops dominat-

ed the European Business Aviationmarket, but the honeymoon endedwith the arrival of the first businessjets, which were fresher and fasterthan their less advanced cousins.Turboprops had a shorter rangealthough this wasn’t the only reasonfor their decline, after all the earlybusiness jets had limited range too.The turboprop’s old fashioned imageaffected sales more than anything elseand the presence of a propeller insteadof a turbine made them look less reli-able than jets. Their relatively lowcruising speed also contributed totheir demise.

Since the seventies aircraft like theDAHER-SOCATA TBM 850 and thePiaggio Avanti II have entered themarket, doing wonders for the turbo-prop’s worn out image. Over short dis-tances these turboprops performmuch like jets. For example on aBrussels to London flight, the Avanti IIwill arrive less than 3 min after a typi-cal jet (8 min for the TBM 850),because air traffic controls in congest-ed areas prohibit full jet speeds, andbecause short distances discouragejets from climbing to high flight levels.All modern turboprop aircraft have arange that exceeds 900 NM, which is

more than enough when you considerthat business trips in Europe averageonly 300 NM.

The time is ripe for growth in theturboprop market, especially whenyou consider that the aging turbopropfleet (over 40% of the turboprop fleetare 25 years or older) means thatmany owners will soon have toreplace their aircraft. Observersexpect the European civil turbopropmarket to grow by around 10 percentin the next five years. Single engineturboprops will grow considerably asthese aircraft are more likely to com-pete with VLJs on price and operatingcosts, and are seen as a logical stepup for piston aircraft owners.

People once predicted that turbopropdeliveries would slow, as more VLJsbecame available but the expectedslowdown has not occurred. Thoughsome VLJs like the Cessna Mustangare more and more popular, peoplerecognize that turboprops have muchto offer, especially when it comes tooperations at high altitudes and inrural areas where runways are short(not many jets, if any, can compete inthis area). Sales of twin-engine turbo-props are unlikely to grow but willremain stable because corporate flightdepartments and passengers fail to seethe need for the extra engine.

62 - BART: MAY - JULY - 2011

STRONGMore than 6,500

King Airs havebeen delivered

so far.King Air 350i

pictured.

P R E V I E W E B A C E 2 0 1 1

TURBOPROP THE COMEBACK KINGS

62-67 TURBOPROPS.qxp 2/05/2011 10:30 Page 62

BART: MAY - JULY - 2011 - 63

ENDURINGCessnacelebrated lastyear the 25thAnniversary ofthe Caravan.

When it comes to direct operatingcosts, turboprops compare well withconventional jets. On a typical 300 NMmission, a DAHER-SOCATA TBM 850will burn 480 Ib of fuel and a PilatusPC-12 will burn 598 lb of fuel, whereasa Cessna Mustang will burn 669 lb offuel and an Embraer Phenom 100 willburn 774 lb. The gap isn’t huge, butoperators who use their aircraft as areal tool will appreciate the differencein cost.

Six families compete on the newEuropean turboprop market. Theseare the Hawker Beechcraft King Airs,the Pilatus PC-12 NG, the PiaggioAero Avanti II, the DAHER-SOCATATBM 850, the Piper Meridian and theCessna Caravan and Grand Caravan.At present, Hawker Beechcraft KingAirs boast the largest turboprop fleetin the nine most “Business Aviation-minded” European countries(Germany, France, United Kingdom,Switzerland, Italy, Spain, Belgium,Netherlands and Luxembourg).

On January 1st 2011 some 330 KingAirs were in operation. The DAHER-SOCATA TBM series (700, 800 and850) is in second place with 99 air-craft. This “Ferrari style” fast single-engine turboprop has had a lot of suc-cess due to its high cruising speed,and the latest 850 series competeswith the new VLJs, thanks to its loweroperating costs. Third on the list isthe Pilatus PC-12 and 12-NG series,with 97 aircraft: the “Range Rover” ofBusiness Aviation attracts customerslooking for a rugged aircraft with abig cabin and a large freight door thatcan land on very short runways orremote unimproved airfields.

With a fleet of 76 aircraft, thePiaggio Aero Avanti I and II attractcustomers willing to fly faster in atwin-engine (max cruise speed of 402kts) at a max altitude of 41,000 feet.(Fractional ownership companyJetFly Aviation, which started itsoperation with TBM 700 and 850 andmoved on to Pilatus PC-12 and PC-12NG, finally ordered Avanti IIs for itscustomers that want higher cruisespeeds and greater cabin comfort).

At the bottom of the line the PiperMalibu JetProp and Meridian arecheap alternatives for customers thatwish to upgrade from piston-engineaircraft but who don’t want to spendmore than $2 million.

Finally, the Cessna Caravan andGrand Caravan, of which 84 are oper-ated in the main European countries,have a niche of their own, delivering aunique combination of economy,dependability and utility, but with amax cruising speed not exceeding186 ktas.

Cessna Caravan and GrandCaravan. At the end of last year,Cessna celebrated the 25th anniver-sary of the Caravan. “The Caravan hasbeen a tremendous success forCessna. Its order book has remainedresilient for 25 years including duringthis most recent economic downturn,”said Mark Paolucci, Cessna’s SeniorVice President of Sales and Marketing.Cessna delivered its 2,000th Caravan –a Grand Caravan - in September 2010(compared to the Caravan, the GrandCaravan has a cabin stretched by 1.2mand it is powered by a more powerfulPT6A-114A turboprop).

The Caravan/Grand Caravan is certi-fied in 100 countries and the fleet hasamassed more than 13 million flighthours. It received FAA type certifica-tion in 1984 and marked its first cus-tomer delivery in 1985. At the end of2010, Cessna delivered two new GrandCaravans to AirGEO, a leading Russianoperator of passenger and cargo ser-vices. These aircraft will be based atKrasnoyarsk Yemelyanovo Airport inSiberia.

One of the main advantages of theCaravan is that it can take off from air-fields as short as 2,055 feet, has arange of 974 nautical miles and has amaximum cruise speed of 184 knotstrue airspeed. Though mainly associat-ed with cargo transportation (FederalExpress operates more than 250Caravans for overnight service to smallcommunities all over the world), the

Caravan and the Grand Caravan arealso used for executive flights. In asso-ciation with Yingling Aviation, Cessnaoffers the Oasis interior: installedunder a Supplemental Type Certificate(STC), this luxurious arrangement pro-vides seating configurations for up to10 people with two forward facing seats

behind the crew, a four-place club seat-ing area with executive side tables, andaft divan seating for two incorporatinga standard flushing toilet approved foroccupancy during takeoff and landing.The interior can be installed in as littleas two weeks. The price for a basicconfiguration is approximately$220,000, but with options it can reachthe $250,000 range (which has to beadded the basic price of the Caravan,$2,022,450).

Cessna “Mustang Turboprop”. Therumors that Cessna is developing a sin-gle-engine turboprop appear to be cor-rect. In a recent interview, CessnaPresident Jack Pelton hinted stronglythat the company has been working ona design that would fill the nichebetween Cessna’s Corvallis TT high-performance piston single and itsMustang VLJ.

“The Mustang evolved from a twin tur-boprop design we were exploring in thelate 1990s,” Pelton said. “The airplanewould ideally have a cruise speedgreater than 300 knots … and a pricepoint between $1 million and $2.2 mil-lion,” Pelton revealed. “We want to besouth of the Mustang in terms of price.”According to Cessna’s President, itscurrent strategy is to emphasize itslight- and mid-sized offerings by makingupgraded - or new - variants on an annu-al basis. “We want to be positioned withnew products when the economicrecovery comes,” he said.

The Contenders

62-67 TURBOPROPS.qxp 2/05/2011 10:30 Page 63

64 - BART: MAY - JULY - 2011

Bob Stangarone, Cessna’s VP ofCorporate Communications, revealedthat the aircraft was at an early stage ofa program that may or may not result ina conforming aircraft. “What we’re fly-ing is neither a prototype nor a proof ofconcept aircraft. It’s a technologydemonstrator to help us determine howwe could best fill the gap between theCorvalis and the Citation Mustang,”Stangarone said. “Any new aircraftintroduction would be some time away.”

By putting the cabin door between theclub seats into a shortened CitationMustang jet fuselage, the Mustang tur-boprop would compete directly with theMeridian and TBM-850 in a very limitedturbine entry market. This new aircraftcould fill a huge gap and open up aniche between the smaller Meridianand TBM 850, and the larger PC-12 NG,King Air 200/350. It will be cheaperthan the TBM 850, so it could be a realcontender if Cessna can keep to thosepromises.

Many pilots are enthusiastic about thisaircraft. One of them believes that “byusing the standard length Mustang jetfuselage, adding more power (a 1,650shp turboprop de-rated to 1,000 shp),and a potty seat opposite the doorbehind the club seats, Cessna could beable to offer a business turboprop with a400 mph max cruise at 41,000 ft on halfthe fuel burn (approximately 30 gallonsper hour) of a VLJ. This would be 100kts faster than the Meridian or the KingAir. It may sound impossible for a turbo-prop, but it was already accomplished30 years ago by the Piper Cheyenne400LS! Plus this Mustang turbopropwould have short field performance,high payload, and range, unlike a VLJ”.

DAHER-SOCATA TBM 850. Atthe beginning of the year, NicolasChabbert, DAHER-SOCATA’s SeniorVice President – Airplane Division,announced that 38 TBM 850s weredelivered in 2010, bringing the totalnumber of its turboprop aircraft to 222since its introduction in 2006. This isthe fourth best year for the TBM pro-gram since 1990, putting the overallTBM fleet number at 545. In 2010, thecombined flight time of these aircraftexceeded 800,000 flight hours.

US customers acquired most of theTBM 850s purchased in 2010 (76 per-cent), with Europe representing 13percent of the year’s sales. LatinAmerica was next with five percent,followed by Asia-Pacific and Africawith three percent each. Included in

last year’s activity were DAHER-SOCATA’s first deliveries of new TBM850s in Nigeria and Poland – demon-strating the aircraft’s expanding mar-ket penetration.

“The TBM 850’s success is due toits low operating costs and the loyal-ty of our customers – some of whompurchased their fifth TBM familyaircraft in 2010,” said Chabbert:“We’re now looking forward to theintroduction of the DAHER-SOCA-TA 100th Anniversary Specia lEdition TBM 850 in 2011, which willoffer a host of benefits – includingan Exclusive Maintenance Program

that lowers the scheduled mainte-nance costs for 5 years or 1,000hours.”

The TBM 850 has a maximum cruis-ing speed of 320 KTAS at flight level260 (in ISA conditions). At lastMoscow’s JetExpo Business Aviationexhibition, in November 2010,DAHER-SOCATA announced its initia-tion of the application process for aRussian airworthiness certification ofits aircraft. According to VictorKuklyaev, the General Director ofInfinity Aviation – which is the autho-rized TBM 850 sales representative inRussia: “In today’s challenging eco-nomic conditions, the TBM 850 is justthe type of aircraft that Russian busi-ness travelers are seeking for theirpersonal transportation needs”.

SPECULATIONCessna might be

developing aMustang turboprop

to fill the nichebetween the

Corvallis TT (top)and the

Mustang VLJ.Thirty eight Daher-

Socata TBMswere delivered last

year (center).

P R E V I E W E B A C E 2 0 1 1

62-67 TURBOPROPS.qxp 2/05/2011 10:30 Page 64

At Wyvern, we have a genuine commitment to aviation safety. We conduct audits around the world to ensure that operators, aircraft and crew

continue to meet or exceed The Wyvern Standard. Each month, thousands of reports vetting your charter run through our PASS safety data

reporting program, enabling you to make a safe choice on your next trip. Find your Wyvern Wingman Operator at www.wyvernltd.com.

66 - BART: MAY - JULY - 2011

Hawker Beechcraft King Airs. Atthe last NBAA, Hawker Beechcraftintroduced its newest product, theKing Air 250, the development ofwhich resulted from customer-drivenchanges in its King Air line. The com-pany recently surveyed more than3,000 customers worldwide about sev-eral aspects of overall customer expe-rience, including product develop-ment. The King Air 250 is a directresult of that effort.

“Through our outreach efforts, welearned our King Air B200GT ownersand operators are satisfied with itemslike range and speed on this aircraft,but that they would benefit from addi-tional field performance,” said ShawnVick, Executive Vice President. “We’veanswered that call. The King Air 250’snew features include BLR Aerospacecomposite winglets to improve efficien-cy in all phases of flight, composite pro-pellers that provide new technologyand lighter weight, and engine induc-tion modifications to increase perfor-mance. The resulting takeoff perfor-mance is better than its predecessorand any other B200 out there. At maxgross takeoff weight the takeoff dis-tance over a 50-foot obstacle is only2,111 feet from sea level airports, whichis 400 feet shorter than the B200GT.

The new hot/high takeoff perfor-mance is even more exceptional. Atmax gross takeoff weight, from a 5,000foot elevation airport at 25°C, the take-off distance over a 50 foot obstacle is3,094 feet, which is approximately 700feet improved over its predecessor.

HBC designed the King Air 250 toachieve its excellent field performancewithout making any significant trade-offs. In fact, the King Air 250 offersslight increases in high speed cruise,climb performance and range over itspredecessor. “The shorter runwaycapability found in the King Air 250 pro-vides our customers access to morethan 1,100 airports that were previouslyunavailable to them, allowing them tospend less travel time door-to-door byflying closer to their final destinations,”Vick said. “Better field performancealso provides peace of mind that comeswith knowing you have additional safe-ty margin and operational flexibilitywhen using longer fields.”

Certification for the King Air 250 pro-gram took place at the end of last year,and first deliveries started during thesecond quarter of 2011. More than6,500 King Airs have been deliveredover the years.

On November 11, 2010, HawkerBeechcraft announced the rollout ofthe 2,000th Beechcraft King Air C90 atits final assembly facility in Wichita,Kansas. The milestone aircraft, a KingAir C90GTx, represents the latestadvancement in this most successfulturbine aircraft lineup. The King Air 90entered into service more than 45years ago. It has long been consideredthe benchmark entry-level businessand personal aircraft, serving as thefirst step into cabin class twin turbineaircraft. Featuring a cabin 50 percentlarger than some VLJs, the C90GTxseats up to seven passengers.

Piaggio Aero P.180 Avanti II.At the beginning of the year, theP.180 Avanti world fleet was com-posed of more than 200 aircraft (+ 4prototypes). With its two versions,the Avanti I, certified in 1990, andthe Avanti II, certified in 2005, theP.180s have flown more than half amillion-flight hours.

“The total flying hours is not just anumber; it marks a milestone ofsteadily accumulated experience,”said Alberto Galassi Piaggio Aero’sCEO. Presented as the fastest execu-tive/multi-utility turboprop in theworld, the Avanti II offers the speedof a light/mid size jet aircraft, thecomfort of a large, whisper quiet fullstand-up cabin, with fuel efficienciesthat are nearly 40 percent higherthan most business jets.

The P.180 Avanti II features fullydigital, automatic flight control andutilizes the ProLine 21 avionics sys-tem that is also single pilot certified.Powered by two P&WC PT6A-66Bturboprops, the P180 Avanti is ableto operate out of small peripheral air-ports, with landing and take-off dis-tances that are unachievable in acomparably sized jet. The largestfleet of P.180 aircraft is owned by thefractional ownership companyAvantair whose records show that itsfleet of 55 aircraft have flown morethan 225,500 flight hours and thatthey average more than 120 flighthours a month per aircraft. The high-est time aircraft is S/N 1007 withmore than 8,650 total flight hours

COMPOSITEBLR Aerospace

compositewinglets improvethe efficiency ofthe King Air 250

in all phasesof flight.

P R E V I E W E B A C E 2 0 1 1

62-67 TURBOPROPS.qxp 2/05/2011 10:30 Page 66

BART: MAY - JULY - 2011 - 67

SUCCESSStrong sales forthe PiperMeridian (left),the PilatusPC-12 NG (right)and the PiaggioAvanti (bottom)prove thecontinuousturbopropsuccess.

and a total of 13,080 landings. TheAvanti already holds 16 world speedrecords as it ’s able to f ly at theincredible maximum cruise speed of402 kts, 745 km/h (MMO 0.70), andhas an endurance of just under 1,500nautical miles and a maximum alti-tude of 41,000 feet.

Pilatus PC-12 NG. In the middleof last year, Pilatus Aircraft Ltd com-pleted the delivery of the 1000th PC-12. Marking the significance of theoccasion, Oscar J . Schwenk,Chairman and CEO of the Swisscompany, said: “The tradit ionalPilatus qualit ies of high perfor-mance, rugged durability, versatility,and superior operating economicshave been the foundation of everyPC-12 we build. Today’s PC-12 NG is

generations ahead of the first onePilatus delivered back in 1994. But itholds to these same principles thathave made the program such a greatsuccess. Since its introduction, thePC-12 has amassed more than 2.6mill ion flight hours of operatingexperience and it has become one ofthe top selling turbine-powered busi-ness aircraft in the world”. In 2010,due to the recession, the volume oforders slightly fell compared to 2009,but the company managed to deliver79 aircraft, “a very successful perfor-mance in view of the challenging sit-uation” said Schwenk. FurthermorePilatus CEO disclosed last year that:“In order to remain amongst the bestin its business in five or even tenyears time, its company’s researchdepartment is currently working on a

brand new aircraft. It will be a prod-uct for civil operations, but will notcompete with the PC-12 NG: it willhave to prove its strengths in a high-er market segment”. In the meantime, Pilatus continues to win neworders for the PC-12 NG.

Piper Meridian. Powered by a500 shp Pratt & Whitney PT6A-42Aturboprop engine, the PiperMeridian claims a 1,000 NM range, a260 ktas cruise speed, flight intoknown icing (FIKI) approved condi-tions. For Piper salesmen, the advan-tage of their turboprop, featuring sixpassenger seats with club seating, is“that it performs more like a busi-ness jet than a personal airplane, butcosts a million dollars less than itsclosest competitor”. With Garmin

G1000 avionics, i ts standardequipped list price amounts to $2,071,500 - hence its success amongowners/pilots. The Piper MeridianPiper offers as optional equipmentthe all-glass, fully integrated GarminG1000 avionics suite. The G1000 hasthree large-format, high-resolutiondisplays. Its 15-inch MFD (multi-function display) is flanked by two10.4-inch PFDs (primary flight dis-plays). Garmin’s Synthetic VisionTechnology (SVT) is also offered asstandard on the aircraft whenequipped with the G1000 option.

ÿ

62-67 TURBOPROPS.qxp 2/05/2011 10:30 Page 67

Congested airspace anddifficulty in attaining slots atsome of Europe’s more popularairports means rotary lift is aviable alternative for many VIPcharter operators. SeveralOEMs are at EBACE showingthe versatility of their products.Liz Moscrop reports

T his year’s HeliExpo threw up aslew of announcements from themajor helicopter manufacturers,

who are building more versatile andcost effective machines. Given thechallenges of getting a fixed winglanding slot at certain popular air-fields, particularly around London, andthe actual short stage length of manyVIP flights, several people are optingto travel by helicopter.

The manufacturers are respondingto the market. AgustaWestland, forexample, is developing a new gener-ation twin-engine light intermediatecategory helicopter, the AW169.First flight is slated for 2012 withcertification and entry into serviceat the end of 2014. The aircraf tincorporates several new features inthe rotors , blades, engines andavionics and offers a spacious cabinthat can take up to ten people. Thehelicopter can also be configured asa medevac aircraft and comes with

low CO2 emissions, a low noise sig-nature and promised low mainte-nance.

New generation advanced FADEC-controlled Pratt & Whitney CanadaPW210 turboshaft engines will powerthe AW169, delivering maximum effi-ciency and low emissions. Advancedrotor aerodynamics with a new bladedesign will give the machine a verylow external noise signature, wellbelow regulatory limits, making it aneco-friendly helicopter.

Of its current line up,AgustaWestland recently sold its firstAW119Ke single engine helicopter toFirefly of Chile. The aircraft will beused to perform corporate transportmissions. The AW119Ke has achievedgreat success in many markets forVIP/corporate transport, EMS, off-shore transport, utility and fire fight-ing applications. More than 90 cus-tomers in 30 countries have orderedaround 190 of the type so far.

Bell HelicopterAt this year’s Heli-Expo, Bell

Helicopter announced the 407GX anew version of the Bell 407 equippedwith the innovative GarminG1000HTM Integrated Flight Deck.There are numerous optional kits thatcan be added to the 407GX, includingavionics and voice and data links.

The company also received 41signed contracts at the recentHeliExpo show. John L. Garrison,CEO said: “Generating a record num-ber of orders - selling over 40 aircraft -is an indication of customer trust inBell Helicopter and that we are meet-ing their mission needs. The mix ofaircraft and the geographic diversityare positive indications for our entireindustry - and more importantly globalconfidence in Bell Helicopter.”

Bell also announced that the BellHelicopter Training Academy at FortWorth had become the first schoolanywhere in the world to receiveEuropean Aviation Safety Agency(EASA) practical training approval forBell 206 series, 407 and 412 heli-copters. Training academy graduatescan now reduce the amount of on-the-job proficiency demonstration theyneed to become type-certified as amechanic under European regula-tions.

The company also announced that ithad recently delivered its first Bell 429helicopter to a customer in the MiddleEast. The customer, Strong Aviation,is headquartered in Kuwait City andwill use the helicopter for VIP mis-sions.

68 - BART: MAY - JULY - 2011

BLADERUNNER

LATESTThis year Bell

Helicopterdelivered its first

Bell 429 (top).The first flight of

the AgustaWestland

AW169 is slatedfor 2012(center).

P R E V I E W E B A C E 2 0 1 1

68-69 HELICOPTERS.qxp 2/05/2011 10:31 Page 68

BART: MAY - JULY - 2011 - 69

EurocopterEurocopter also had a great Heli

Expo, booking 68 new orders andagreements. CEO Lutz Bertling said:“There clearly was a more upbeatatmosphere at this year’s Heli-Expoevent, with strong indications of anincrease in our customers’ businessactivity for the second half of 2011.”The firm also unveiled a range of newand enhanced helicopter products,including its next-generation EC145T2 at the show. The helicopter is anevolved version of the EC145 thatincorporates new Arriel 2E engines,Fenestron shrouded tail rotor, upgrad-ed main and tail rotor gear boxes, anew digital avionics suite and a 4-axisautopilot.

The OEM has already booked 17orders from four international cus-tomers, which will be used for emer-gency medical services (EMS), oil andgas operations and business aviation.Eurocopter also announced upgradesright across its product line, includingto the AS350, and EC135 helicopters.

Bertling added: “At Eurocopter, we aremeeting our promise of investing in thefuture of helicopter flight, developingthis comprehensive evolution of ourproduct line to offer customers even bet-ter cost-effectiveness, mission capability,ease of operation and flight safety.”

SikorskySikorsky recently sold five of its S-

76C++ the Milestone Aviation Group,headed up by former NetJets doyenneRichard Santulli. The aircraft are due

for delivery in the second half of 2011.Milestone will offer the aircraft forlease.

“The S-76C++ is a great he l i -copter and a workhorse of the off-shore oil and gas industry,” saidSantulli. “We believe there will betremendous demand for thesemachines from operators all overthe world. We are thrilled to workwith Sikorsky to deliver their prod-uct to market.”

The OEM is also making inroadsinto the Middle East. Earlier this yearit signed a letter of intent with Saudi’sAlpha Star Aviation Services to form ajoint venture providing support andmaintenance services in the Kingdomof Saudi Arabia.

David Adler, SAS president said:“Sikorsky Aerospace Services has along history of providing aviation sup-port and maintenance within theKingdom of Saudi Arabia. We look for-ward to further deepening our rela-tionships in Saudi Arabia through thisLOI with Alpha Star.”

Aircraft Corporation X2 Technologydemonstrator team just won the2010 Robert J . Col l ier Trophy,speaks volumes for the technicalabi l i ty within the company. Theprestigious prize is awarded annual-ly to recognize the greatest achieve-ments in aeronautics or astronauticsin America. The technology wil linevitably fi lter down to its civilproduct range.

The light attack X2 Technologydemonstrator successfully achieved aspeed of 250 knots true air speed inlevel flight, setting an unofficial speedrecord for a helicopter. Jim Kagdis,program manager for Sikorsky’sAdvanced Programs said: “The X2Technology demonstrator program setout to accomplish four key perfor-mance objectives: low single pilotwork load, low vibration, low acousticsignature, and speed – defined ascruise at 250 knots.”

With so much innovation the majormanufacturers are proving that verti-cal lift is a viable alternative to fixedwing for the corporate market.

ÿ

Although not a Business Aviationstory, the fact that the Sikorsky

PREMIEREurocopterunveiled itsnext-generationEC-145 T2 (top)at Heli-Expo.The SikorskyS-76C++ is oftenused in theoffshore oilindustry.

68-69 HELICOPTERS.qxp 2/05/2011 10:31 Page 69

By Jack Carro l l

A nyone who’s taken marketing oradvertising courses will recog-nize the acronym “USP,” which

stands for “Unique SellingProposition.” More often than not,finding the factor that makes a producttruly different can be daunting, but notin the case of the Aerion SupersonicBusiness Jet (SBJ). The company iswidely recognized for a patentedstraight-wing, natural laminar flowdesign; the brainchild of its ChiefTechnology Officer and Director,Richard Tracy.

While there have been a number ofexploratory efforts towards thedevelopment of a supersonic busi-ness jet, they seem to have beendone with a certain degree of trepi-dation; dipping one’s “toe in thewater,” as it were.

But, as Brian Barents, Aerion’s ViceChairman explains, “There have beeninitiatives by Gulfstream and others,mainly attempting to manipulate thesonic boom signature. But we believeit’s highly unlikely in the present envi-ronment that we’d see a change in reg-ulations governing sonic boom noise.”

Rather than trying to soften the sonicboom, Aerion chose a completely dif-ferent course of action. As Barentsexplains: “The difference betweenAerion and all other supersonic initia-tives simply boils down to the enablingtechnology of our patented natural lam-inar flow (NLF) wing design. It allowsus to fly efficiently at high transonicspeeds and supersonic speeds up to 1.6Mach. This means we will be able to flyslightly above the speed of sound overcertain populated areas, with no boomon the ground. This will comply withICAO standards worldwide. The excep-tion is the US FAA, which prohibitssupersonic flights. Here we’ll operate athigh subsonic cruise between 0.95 and0.99 Mach, at the highest efficiency oflevels of typical large business jets, in

full compliance with current FAA regu-lations.” Over water, of course, any-thing goes.

To be perfectly clear then, Aerion isnot developing a magical “boomless”supersonic business jet. “We will cre-ate a boom,” says Barents,“It’s impossible to avoid.” Aerion issimply developing a supersonic air-craft that has the unique ability toadapt to changing operating condi-tions and regulations worldwide,thanks to the flexibility of its naturallaminar flow wing design. The aim isto deliver its occupants to their desti-nations with the highest degree ofcomfort in the shortest possible time.

Sonic Boom Compliance:No Problem For Aerion.

The key here is adaptability. Whilethe Aerion SBJ is designed to operateunder existing sonic boom regula-tions, it also has the potential to adaptto changing regulations. For example,where new regulations might prohibita sonic boom from reaching theground, Aerion could possibly cruiseas high as 1.1 or 1.2 Mach without cre-ating a noticeable sonic boom on theground.

According to Dr. Tracy, the baselineAerion aircraft has a relatively lowsonic boom, with an initial overpres-sure of about 0.8 psf. That’s less thanthe boom of most supersonic fightersand doesn’t even come close to that ofthe Concorde. Tracy said: “Relativelyminor changes to the Aerion designcan reduce the overpressure to 0.5psf., with just a modest drag increase.Over the next decade, we feel that newregulations for low sonic boom couldbe enacted worldwide and as

improved low-boom technology isdeveloped, we intend to be well-posi-tioned to develop low-boom variants toconform to such new regulations.”But, he cautions: “That will only hap-pen if we are convinced that anyadverse effects on an Aerion variant’srange and fuel efficiency are so minoras to be justified.”

Meanwhile, the company continuesto brief and update various govern-ment groups on the nuances of its SBJprogram and participates in numerousforums—such as ICAO’s—as regula-tors ponder over how to treat this newcategory of business jet. But Barentspoints out: “Aerion is not seeking anyrule changes to introduce its super-sonic business jet.”

Test ProgramsLast year Aerion continued its

lengthy test program, including an ini-tial series of data flight tests in collabo-ration with NASA’s Dryden FlightResearch Center, conducted aboard anF-15B testbed aircraft at speeds of upto 2.0 Mach.

Data gained from the initial series offive flights have been analyzed or arein the process of being analyzed, bycomparing static pressures recordedat 60 points on the aircraft’s underfuselage, pylon-mounted flat plate testarticle at varying speeds and altitudeswith those predicted by aircraft com-puter models, including the pylon andflat plate test articles.

Future test design goals includethe measurement of the extent ofsupersonic laminar flow and confir-mation of its interaction with andresistance to cross-flow pressure gra-dients, as well as the magnitude of

70 - BART: MAY - JULY - 2011

ADVANTAGEAERION

FLEXIBLEThe first SBJ will

operate in bothTransonic and

SupersonicRegimes.

PREVIEW

70-71 AERION.qxp 2/05/2011 10:32 Page 70

BART: MAY - JULY - 2011 - 71

TESTINGLast year Aerionconducted anumber of flighttests inconjunction withNASA.

various surface imperfections thatcould cause premature loss of lami-nar flow. The idea is to get rid ofthose annoying imperfections duringtesting before they’re ever built intothe final product.

Looking well ahead, when aerody-namic optimization of a new testart ic le has been completed,mechanical design and fabricationto NASA flight test criteria will behandled by Aerion, fo l lowed byground and flight qualification testsby NASA, leading to yet anotherphase of testing. Other earlier testactivities included:

ÿ Low Speed Wind Tunnel TestsA series of six tests at the University

of Washington’s AeronauticalLaboratory’s low-speed wind tunnelwere completed in Aerion’s low-speedconfigurations to continue refinementof the wing planform flaps, strakes andtail surfaces. Conclusion: The Aerioncan handle the challenges of operatingfrom 6,000-foot runways and achievinga 120 kt. approach speed with a modi-fied strake and flap system simplerand smaller than in previous configu-rations. The tests also collected datafor sizing the vertical and horizontaltail configurations.

O Engine Exhaust Nozzle TestsA series of tests on scale versions of

engine exhaust nozzle configurationsindicated that Aerion will easilyachieve sufficient noise reduction tomeet Stage 4/Chapter 4 requirementswith margin. In addition, all nozzlestested displayed a high degree of effi-ciency from take-off through 1.6Mach.

ÿ High Speed PerformanceVerification

Aerion conducted additional windtunnel tests at the EuropeanTransonic Wind (ETW)Tunnel inGermany, simulating supersonic nat-ural laminar flow (SNLF)wing pres-sure gradients at cruising altitude.The tests confirmed the extent ofSNLF on the test conditions equiva-lent to flying the actual aircraft at FL450.

According to Tracy, where super-sonic natural laminar flow exists,skin friction drag is reduced by up to90 percent. The Aerion wing hasabout 50 percent less drag versusconventional delta wing supersonicdesigns and a total airframe dragreduction of more than 20 percentversus conventional turbulent deltawing technology. Wind tunnel testruns from 0.95 Mach to 1.35 Mach(the ETW tunnel limit) showed fullchord natural laminar flow, confirm-ing the extent of natural laminar flow(NLF) used in range predictions ofmore than 4,000 nm, in both subson-ic and supersonic flight regimes.Tracy says, “Since natural laminarflow becomes more stable as Machnumbers increase, these lowerspeeds were considered the mostchallenging test conditions.”

So now what? Barents said: “As toour test program to date, we’ve concen-trated on analyzing and validating theperformance characteristics of the nat-ural laminar flow wing, throughout allflight regimes in the transonic envelopeand on up to 1.6 Mach. And we’re alsocarefully analyzing what, if any, perfor-mance deterioration or contamina-

tion—such as ice—might occur duringthe general operation of the airplane.”So now you’re thinking, “When willthey be starting to cut metal?” Well,that would mean manufacturing andthat means some very serious money.

$4 Billion Order Book Holds Up;Customer Interest Stays High.

Barents says, “We’ve pretty muchcompleted our preliminary testing,but I think it would be counter-pro-ductive to go beyond the aerodynam-ics and wing design at this point,simply because any OEM whobecomes our partner is bound to beinfluenced by its own internal sys-tems, design logic and so on. Insofaras our discussions with potentialOEM partners, the recession haspushed our schedule back some-what. As you’d expect, most havetheir on-going projects and it wouldbe difficult to overlay a job of thismagnitude onto their productionschedules, especially in this econom-ic environment. It’s just not verypractical. That said, there continuesto be a great deal of interest inAerion and we’re always involved inmany dialogues, so we’re confidentthat once the economy improveswe’ll be able to complete our consor-tium. And when that happens, I stillexpect it will be a five-year programfrom a firm start with a lead OEMpartner to certification.”

According to Barents, the interestlevel from prospects and customersalike, is still quite high. “We’re allheartened by the fact that we startedtaking orders for these aircraft aboutthree years ago and going into thedownturn we had an order book worthsome $4 billion. Today, despite theeconomy, we’ve managed to maintainthat order level, which I think speaksvolumes about the demand and poten-tial of the Aerion SBJ. “I think the win-dow for Aerion is now moving to theright in terms of what it takes for us toput together and finalize a strong jointventure, including an outstanding leadOEM partner.” Bullishly said, and allour best to Aerion for having had theforesight to commit their funds andjump head first into the fray and—likeeveryone in the business— we look for-ward to the first flight of Aerion’s SBJ.

Aerion is located at booth # 839

þ

70-71 AERION.qxp 2/05/2011 10:32 Page 71

Air BP Booth# 439Air BP is the specialized aviation divi-sion of BP, one of the world’s majorenergy companies. It is one of theworld’s largest suppliers of both avia-tion fuels (both Jet Kerosene &Aviation Gasoline) and lubricants (forboth turbine and piston-engined air-craft) currently supplying around 8 bil-lion gallons of aviation fuels and lubri-cants to our customers across theglobe per annum.The company is represented at over600 airports in some 50 countries, withlocal offices in almost half of thesecountries. This combination of localrepresentation with a global organiza-tion enables the company to focus onrelationships with their partners, bethey customers, airport operators orother third parties.

Baldwin Aviation SMSBooth# 1241Baldwin Aviation was founded in 2004on the premise that smaller flightdepartments need and deserve thesame level of quality resources, ser-vices and safety management as theirmultinational counterparts. By devel-oping flexible proprietary software,Baldwin Safety and Compliance is ableto deliver a quality safety managementprogram tailored to each flight depart-ment while overcoming budget andemployee constraints. Their safetymanagement program and proprietarySafety Barometer® are tools that canbe used in any size flight departmentto monitor its safety culture.The company’s vision is to be the pre-mier provider of aviation safety pro-grams and support services to flightorganizations

Bizjet SA - Eurofly Service SpABooth# 321

The Bizjet Group is act ive inEurope, the Middle East, Africa andAsia, where they specialize in selling

pre-owned Falcon executive jets.The group’s philosophy is to takethe risk out of purchasing a pre-owned corporate aircraft for its cus-tomers. Their staff have the productknowledge to find the best aircrafton the market.The company’s main facilities areBizjet SA Geneva, and Eurofly ServiceSpA a leading Italian operator, withfacilities in Turin and Milan. Euroflyoperates a fleet of executive jets forcharter, including several Falcon 20-5s, Falcon 50s, Falcon 2000s, and a900EX, as well as aircraft under man-agement on behalf of their owners.Eurofly is also a Dassault-approvedFalcon Service Station.

Blackhawk Modifications, Inc.Booth# 783Blackhawk Modifications is a recog-nized aviation leader in providingengine performance solutions to theturboprop fleet. The company has thelargest installed fleet of STC twinengine turboprop engine upgradesmaking it the largest non-OEM buyerof new Pratt & Whitney turbopropengines in the world.Founded in Waco, Texas in 1999,Blackhawk’s business plan stated thatthe company’s goal was to upgradeolder turboprop aircraft to better thannew performance by installing newgeneration, high performanceengines without modifying the air-frame. The business plan also statedthat the company should establish atop quality worldwide Distribution &Installation Network while maintain-ing low overheads and reasonableprices.Blackhawk’s desire for a tough, reli-able engine built with quality stan-dards led it to Pratt & Whitney to pro-vide a superior, factory-new engine toa variety of turbo-prop airplanes. Thevenerable PT6A has been meetingthese standards for over 40 years mak-ing it the number one turbopropengine in the world.

BLR Aerospace Booth#2151

With a 20-year history of success, BLRAerospace is focused on developingthe highest performance aerodynamicsolutions, and they back their superiordesigns with unsurpassed manufactur-ing quality. BLR is a trusted technolo-gy partner to fixed-wing and rotary-wing operators worldwide, and to orig-inal equipment manufacturers likeBell Helicopter and HawkerBeechcraft Corporation.BLR holds the distinction of being aNASA Technology Transfer Licenseeand their innovation-focused companyspecializes in aftermarket aircraftmodifications such as WingletSystems, FastFin® Systems, DualTailboom Strakes and VortexGenerators, all engineered to improvethe performance and maximize thereturn of an aircraft investment.

CRS Jet Spares Booth# 1533From its inception in 1982, the goal ofthe CRS Jet Spare’s team has been toprovide corporate business jet cus-tomers with a cost effective, high-qual-ity alternative to OEM spares androtable parts. Today CRS has grown tobe the preferred supplier to Fortune100 and Fortune 500 corporate flightdepartments worldwide. They haveachieved this by offering a unique bal-ance of technical expertise, qualityproducts and a total dedication to cus-tomer satisfaction.CRS prides itself on developing per-sonal relationships with their cus-tomers. The interaction has led tomany unique programs like theComponent Rental Program that lets acustomer rent a refurbished service-able component while theirs is beingsent out for overhaul. The servicekeeps the customer’s aircraft in the airwhile providing considerable savings.

72 - BART: MAY - JULY - 2011

AROUND THE EXHIBITIONP R E V I E W E B A C E 2 0 1 1

72-73 AROUND.qxp 2/05/2011 10:34 Page 72

BART: MAY - JULY - 2011 - 73

Duncan Aviation Booth# 7001

Duncan Aviation is an independent,business aircraft support organization.They have been owned and operatedby the Duncan family since theirfounding in 1956.The Duncan Aviation name is well-known and respected by manufactur-ers and service providers around theworld. They have a strong reputationfor providing premier aircraft ser-vices–delivered on time–for a widevariety of business aircraft at theirfacilities across the US.The company offers nearly every ser-vice necessary to operate and maintaina business aircraft, and they performmost services in their own hangars.This allows them to deliver the highestquality of service to their customers.The company holds factory authoriza-tions for most popular brands andmodels of business aircraft. Thisallows them to complete OEM-required services in addition to otherservices to reduce downtime.

Jet Support Services, Inc. (JSSI)Booth# 455Founded in 1989, Jet SupportServices, Inc. (JSSI) is the largestindependent provider of hourly costmaintenance programs for aircraftengines and airframes. It offerscomprehensive, flexible and afford-able financial tools for managing thecosts of operating and maintainingnearly all types of turbine-poweredaircraft, including jets, turbo-propsand helicopters.There have been plenty of newdevelopments at JSSI recently, asCEO Louis C. Seno told BART whenhe sat down with us last March. "Wehave established a new EuropeanHeadquarters at Farnborough and

we continue to expand our businessdevelopment and technical teamsthroughout Europe." Just last monthJSSI announced the new addition ofindustry veteran Greg Martin astheir Vice President of BusinessDevelopment for Europe, MiddleEast, Africa and Asia.JSSI's new coverage enhancement,Supplemental Lift, on new enrol-ments for select engines, is goingdown well with clients."Supplemental Lift is designed forclients operating aircraft with theRolls Royce BR710 and Tay 61108Cengines," Seno said. "It addressesthe limited rental engine pool forthese two engine models. Whenthere is an AOG situation, or when ascheduled maintenance eventrequires a rental engine, we workwith the client to minimize theimpact of down time. The programcan cover certain aircraft chartercosts in l ieu of rental enginesbecause they might not be avail -able."JSSI knows it has the personnel andresources to cope with almost any cus-tomer concern. "Our TechnicalAdvisors have been with us for yearsand are certified by the relevant avia-tion authorities and have experiencewith a wide cross section of enginesand aircraft," said Seno. "Few othercompanies have the depth, width, andbreadth of experience under one orga-nization as we do. We give our clientspeace of mind by offering 24/7 accessto help when they need it."

Powerplan Booth #883Powerplan’s pay-by-hour programenables the owner/operator of anaircraft to budget the major costevents of engine overhauls. It alsodelivers insurance against cata-strophic engine loss. The aircraftowner/operator pays in set-aside perflight hour and the monies go into abank account. As engine mainte-nance expenses occur, the money isdrawn out to pay the expense.The program is a cost-saving andbudgeting system for future mainte-nance whilst also offering insuranceagainst the rare, but costly unsched-uled maintenance events. There are

no unpredictable and hidden finan-cial spikes and all costs are lockeddown. Powerplan makes it easy toenter the program at any time offer-ing two options; a buy-in enrolmentand the pro-rated cost share variant.The latter enables an enrolment withno up-front payment and providesimmediate protection. And the plancovers different engine and APUmodels regardless of the manufac-turer. It is therefore a beneficial solu-t ion for operators / owners whoneed one hassle free solution fortheir multi-typed aircraft fleet.

StandardAero Booth #464StandardAero provide complete, com-prehensive services on many oftoday’s most popular corporate jet air-craft - a comprehensive service theycall CompleteCare™. From engines,APUs, airframes and avionics to interi-or refurbishments and paint, they han-dle it all. They are a FactoryAuthorized Service Center forBombardier Challenger, Learjet andGlobal Express, as well as DassaultFalcon and Embraer Legacy withSTC Organization DesignationAuthorization for engineering servicesand and STC development. An indus-try leader in turbine engine overhauls,StandardAero is a HoneywellAuthorized Service Center for theTFE731, a GE Authorized CF34 ser-vice provider, and the sole US-basedRolls Royce Authorized MaintenanceFacility for the AE3007.Their goal is to reduce the complexityof owning and operating an aircraft byproviding a single source for all MROand other service needs.Over the past year, StandardAero land-ed several key contracts to augmentthe company's growing helicoptermaintenance repair and overall (MRO)service portfolio. Included, were piece-parts MRO support for the U.S. ArmyFleet Support's TH-67 Flying HourProgram and, most recently, a five-year contract for Model 250 supportfor the City of Nashville, MetropolitanPolice Department.

ÿ

72-73 AROUND.qxp 2/05/2011 10:34 Page 73

Many companies will be

till19 to showcase their avionicproducts and upgrades. Butwhat will they be exhibiting andcan we expect anyannouncements?Steve Nichols takes a look.

Rockwell CollinsRockwell Collins Pro Line Fusion

avionics system will feature highly atEBACE. It will be certified in 2011 andfeatures key technology advancementsand smart integration for flexibility andfuture growth. Pro Line Fusion is scal-able across the business jet spectrumand Rockwell Collins continues to addnew capabilities. Expect to hear moreabout the latest advancements atEBACE.

Additionally, Rockwell Collins contin-ues to work on its Pro Line 21 integrat-ed cockpit, which is now flying on morethan 4,000 aircraft. Recent enhance-ments have included dual multi-func-tion displays (MFD), Integrated EngineIndication System and the ability toview video on the system’s MFD.

The company will also no doubt bepromoting its flight support servicesfor business jet operators, afterannouncing the acquisition of AirRouting International and Computing

74 - BART: MAY - JULY - 2011

GRAPHIC MODELS MOVING MAPSAND EVERYTHING IN-BETWEEN

coming to Geneva from May 17

ENHANCEDRockwell Collins’Pro Line Fusion

features keyenhancements

and will becertified this year

(top).

P R E V I E W E B A C E 2 0 1 1

74-77 AVIONICS.qxp 2/05/2011 10:35 Page 74

BART: MAY - JULY - 2011 - 75

Technologies for Aviation (CTA) onJanuary 10 this year. The new capabili-ties from these acquisitions are beingfully integrated into Rockwell Collins’new Ascend Flight InformationServices, launched at NBAA. Ascendoffers a full-range of applications andservices that streamline flight depart-ment operations. At EBACE,Rockwell Collins will highlight Ascendtools and applications available toEuropean operators.

Rockwell Collins Venue™ high-defini-tion cabin management system will alsobe a key feature at the show. Venueoffers the features and functionality ofan advanced home entertainment sys-tem and executive suites and is scalableto a broad range of aircraft from theCessna CJ4 to the Airbus A319. Theopen architecture of Venue enables newtechnological features to be integrated.

AircellAircell has an interesting back-

ground. It all started in 1991 in a bar-becue restaurant in Denison, Texas,

where company founder Jimmy Rayfirst made sketches on a paper napkinfor an affordable telephone system foraircraft. Since then, Aircell hasbecome a trusted brand in airbornecommunications, having shipped morethan 10,000 airborne systems to cus-tomers all over the world. The compa-ny’s products are offered at the factoryby every major bizav OEM, and areflying aboard the world’s four largestfractional ownership fleets - NetJets,Flight Options, Flexjet andCitationShares.

Aircell also offers Business Aviation’slargest selection of network services,including Iridium Satellite, InmarsatSwiftBroadband and Gogo Biz™. Itsnewest solution is its AVIATOR 200SwiftBroadband system, which oper-ates over Inmarsat’s geostationarysatellite system. This is ideal for opera-tors based in Europe, allowing passen-gers to seamlessly use their personallaptops and mobile devices for e-mailand internet services at up to 200 kbpswith virtually worldwide coverage.

Esterline CMC Electronics (CMC)Esterline CMC Electronics’ range of

electronic flight bags is likely to attractthe attention of show attendees. ItsPilotView® EFBs offer a high-resolu-tion, fully-dimmable display systemwith integrated communication capa-bilities as well as “FMS-style” lineselect keys and an integrated slidingkeyboard. The EFBs improve produc-tivity by enabling pre-flight planningand access to up-to-date aircraft docu-mentation, checklists, and operationalplanning information. Last September,CMC announced at NBAA, Orlando,that its EFB would now have real-timeweather updates and messaging capa-bilities via Iridium. More than 40 STCsare available for the PilotView EFB onaircraft including Dassault 900, 2000and 7X, Embraer Legacy, GulfstreamGIV and GV, and the BombardierGlobal Express/5000/XRS.

I wouldn’t be surprised to see morenews about PilotView® at EBACE.

Operators may also be interested inCMC’s other key product lines includ-ing FMS, EVS and GPS. BusinessAviation represents about 30 percentof CMC’s revenues and last October,CMC licensed the SmartDeck™ inte-grated avionics system from L-3.

It plans to offer SmartDeck™ for thePart 23 market and for smaller Part 25aircraft as a retrofit for older cockpits.

Its SureSight® Enhanced VisionSystem (EVS) infra-red sensors areused by Thales/Bombardier on theGlobal Express and Rockwell Collinson the Dassault Falcon 7X, 2000 and900 EASy Series business aircraft.CMC’s integrated EVS was selectedby Rockwell Collins for theBombardier Enhanced Vision System(BEVS) program for the Challenger605 jet.

The newest member of CMC’sSureSight® EVS family was selectedby Rockwell Collins for theBombardier Global Vision flight deck.The CMA-2700 features advanced digi-tal signal processing and a high-reso-lution 512 x 512 pixel focal plane array.

GarminGarmin has been wooing the world

with its G5000 integrated avionicssuite for Part 25, larger business jetsand commercial aircraft, and it isbound to be a crowd puller.

Cessna was the first aircraft manufac-turer to announce selection of theG5000, choosing it for the Citation Ten

INTEGRATEDEsterline CMCElectronics’PilotView EFBsoffer integratedcommunicationscapabilities.

74-77 AVIONICS.qxp 2/05/2011 10:35 Page 75

76 - BART: MAY - JULY - 2011

business jet. The G5000 is designedspecifically for crew-flown turbine air-craft and combines a dual multi-sensorflight management system (FMS),touchscreen vehicle managementunits, and multi-pane cockpit displays.The G5000 widescreen displays withtouchscreen controls give pilots moreinformation than ever, with worldwideweather, synthetic vision, aircraft syn-optics and electronic flight charts allbeing available.

The G5000 cockpit features WXGAhigh resolution, wide aspect ratio (12-

inch or 14-inch diagonal) primaryflight displays (PFD) and multi-func-tion displays (MFD). These can alsoaccommodate video inputs from Infra-Red Enhanced Vision System (EVS)sensors or video cameras. Garmin alsooffers a new G1000 glass cockpit retro-fit for Hawker Beechcraft King Air300/350s. The glass cockpit systemincludes two, 26.4cm (10.4in) primaryflight displays and a 38.1cm multifunc-tion display. The company, famous forits GPS navigation, will also be show-ing its wide variety of panel-mount,remote-mount, and portable systems.

HoneywellHoneywell will be showing its range

of upgrades, including retrofits, modi-fications and upgrades to engines,avionics and communication systems.Its Primus Epic integrated avionicssolution, as featured in the recentlyFAA-certified Embraer Legacy 650, isalso making its mark. Featuring largeliquid crystal flat panel displays, its liq-uid crystal displays are scalable, allow-ing charts, maps, and electronicengine instrumentation images to be

resized for easier viewing with both2D and 3D graphic models. The sys-tem also is designed to allow the easyintegration of aircraft utilities and fly-by-wire technologies. It now integratesnearly 30 sub-systems from other ven-dors and has passed five million flighthours. Primus Epic is available onEmbraer 170/175/190/195;Gulfstream G350, 450, 500, 550, andG650; Cessna Citation Sovereign;Dassault Falcon 900EX, 2000EX, andF7x and the Hawker 4000. The compa-ny has also made big strides toenhance its aerospace customer portal- www.myaerospace.com. Enhancedflight and database services have alsobeen developed to ensure pilots haveaccess to the latest navigation, andflight and fleet following applicationsthrough Honeywell’s Global DataCenter (GDC) at www.mygdc.com.The new emissions reporting serviceis free to subscribers. Additional newfeatures and additions to the GDCportfolio include runway analysis,graphical weather services for ProLine21 systems, and weight and balanceservices.

InmarsatShow visitors may be familiar with

Inmarsat’s SwiftBroadband solutions,which have been chosen by businessaircraft operators, leading airlines andgovernments worldwide, with thou-sands of installations. But develop-ments over the next two years will seea major increase in connectivityspeeds with the launch of its GlobalXpress service.

Inmarsat has agreed a contract withBoeing for the delivery of three702HP Ka-band satellites which,through a new network, will deliverspeeds of up to 50 megabits per sec-ond (Mbps) to customers. The satel-lites will make up the new Inmarsat-5(I-5) constellation that will enable thecompany to deliver a global high-speed mobile broadband service.With operations expected to start in2014, the $1.2bn Global Xpress pro-ject will offer its 50Mbps services toan aircraft through an antenna thesize of an iPad (20cm).

Flight Display SystemsFlight Display Systems (FDS) of

Georgia, USA, manufactures in-flightentertainment products and cabinmanagement systems, including mov-ing maps, high-definition LCD moni-tors (5” to 52”), monitor mounts, iPoddocks, Blu-ray/DVD players, flightview cameras, and iPad mounts. Itrecently announced an Android soft-ware application for use with itsSelect Aircraft Cabin ManagementSystem (Select CMS). VIP aircraftpassengers can now control all cabinfunctions from the familiar setting oftheir mobile phone or tablet comput-er. The launch customer for FlightDisplay Systems Android CMS soft-

ADVANCEDThe Garmin

G5000 has adual multi-sensor

flightmanagement

The HoneywellPrimus Epic

features largescalable liquid

crystal flat panel(center).

P R E V I E W E B A C E 2 0 1 1

system (top).

74-77 AVIONICS.qxp 2/05/2011 10:35 Page 76

BART: MAY - JULY - 2011 - 77

ware was a Hollywood movie produc-er who owns a Gulfstream III. FDShas also launched a range of iPad oriPod mounts for use in an aircraft’scabin.

EMS AviationEMS Aviation will be showcasing

its broad range of satellite-based air-borne internet connectivity and in-flight entertainment systems. Thecompany is one of the mainproviders for Inmarsat, Iridium, Ku-band and air-to-ground connectivitysystems.

Recent launches include the EMSAspire Portable AirMail System,which allows near-instant access toe-mail through personal smart -phones via Iridium. The lightweight,portable AirMail unit can be carriedonboard as required and then con-nected to the aircraft ’s exist ingIridium antenna.

Once connected, the system allowsup to four passengers to send andreceive e-mail. As permanent installa-tion is not required, an operator canbring the Aspire device from airplaneto airplane, retaining connectivity oneach flight.

EMS’ Aspire 200 LG system is anInmarsat cabin solution that offersvoice and data connectivity throughone channel of SwiftBroadband(SB200) service. Featuring a high-gainantenna, the system also supportsautomatic reversion to Swift 64 ser-vices.

OnAirOnAir staff won’t have far to travel –

the company’s head office is inGeneva.

It will be showcasing Mobile OnAir,which allows passengers to use mobilephones and smartphones (e.g.BlackBerry, Apple iPhone, HTC) forvoice calls, e-mail and text messagingduring a flight. Internet OnAir allowspassengers to work on their laptopcomputers using a wired or WiFi inter-net connection.

OnAir has partnered with a numberof Business Aviation partners, includ-ing Jet Aviation. Aviation CentreCologne (ACC), one of Europe’sbiggest providers of maintenance andmodification services for business jetsalso has an agreement in place withOnAir to install airborne connectivityequipment.

Interview withUniversal Avionics’ Ted Naimer

Universal Avonics’ President andCEO Ted Naimer doesn’t hesitatewhen asked what the company willbe promoting at EBACE – it’s thecompany’s new Unil ink CMU(Communicat ion ManagementUnit). Available with or without abuilt-in VDR (VHF Data Radio), theUniLink CMU is a key componentin Eurocontrol’s Link 2000+ pro-gram. This will see voice communi-cat ions between pi lots and con-trollers replaced or augmented bydigital messaging. Ted says thatalthough the ground infrastructure

won’t be in place unti l 2013 thewhole project is extremely impor-tant.

“Europe has more congested air-space than anywhere else,” he said.“Even with 8.33kHz VHF spacing, weneed more communications capabilityif a pilot is not to sit on the ground forhours. The key is to make the wholething efficient, foolproof and safe.”

Universal’s CMU will support arange of new digital communicationprotocols, including:

• FANS 1/A compliance• Automatic Dependent Surveillance

– Contract (ADS-C)• Controller-Pilot Data Link

Communications (CPDLC)• VHF Data Link (VDL) Mode 2

capabilities.Two models will be available - the

UL-801 with an internal VHF DigitalRadio (VDR) and the UL-800, for usewith the aircraft ’s onboard VDR.Both models will be available by theend of the year. Mandates for theforward fit of this new technology inEurope mean that new aircraft need

to be compliant by 2012, with a man-dated deadline for retrofi t ofFebruary 2015.

Europe is an important market forUniversal Avionics. Ted, who lives inSwitzerland, points out thatUniversal’s office in Basel, next toJet Aviation, is the only permanentoffice the company has outside ofthe US.

“We’ve been active in a major projectwith West Air Sweden and on theDornier 228 in Germany,” he said.“We’ve also recently equipped theQueen’s Flight’s Hawkers with newcockpit displays as well as FMSs.”

But the economy is still hurtingsales. “I would say sales are flat – noworse than last year, but no realgrowth,” Ted said, “When money istight people are not about to spend alot of money on something they per-ceive as non-essential.”

However, Ted gets excited when wetalk about precision landing systems,in particular Localizer Performancewith Vertical guidance (LPV) - the lat-est alternative to ILS.

Based on the Europe’s new EGNOS(European Geostationary NavigationOverlay Service) satellite navigationsystem, Ted says that satellite-basedlanding systems can make the differ-ence between a perfect landing and adisaster.

“In Europe, such a system couldmean the difference between landingat your designated airport, or havingto divert 300 miles away. Money maybe an issue, but it makes perfect eco-nomic sense for operators and we cansee good sales potential in this field,”

ÿ

INNOVATIVEUniversal Avionics’EFI-890R is anadvanced flightdisplay for flightdeckmodernization(top).“Europe has morecongestedairspace than

President andCEO Ted Naimer.

anywhere else”says thecompany’s

74-77 AVIONICS.qxp 2/05/2011 10:35 Page 77

2010 was a poor year for theBusiness Aviation industry; jetdeliveries dropped by 12.3percent and turbopropdeliveries dropped by 17.7percent. Deliveries in 2011aren’t expected to be muchbetter although earlier this yearGAMA Chairman JohnRosanvallon, President andCEO of Dassault Falcon,reported that: “signs of arecovery have started toemerge”. Even if manymanufacturers are exercisingcaution right now, thedevelopment of new enginesfor business aircraft continues.Marc Grangier reports.

L ast December, John Saabas,President, Pratt & WhitneyCanada (P&WC) announced that

its company will invest more than $1billion in R&D over the next five yearsto develop the next generation of high-performance aircraft engines. GEAviation has also indicated that itsannual investment in new technologyresearch and development programsfor engines and systems amounts toover $1.5 billion. Honeywell is alsoannouncing a 2011 investment of $1.5

billion for its R&D programs, whileRolls-Royce, which has invested £3.7billion in R&D over the last five years,plans to continue its efforts.

All engine manufacturers boast newdevelopments. At the end of last yearGE Aviation announced that it hadbeen selected by Bombardier to pro-vide the complete propulsion system –including nacelle - for the new Global7000 and 8000 jets, launching thedevelopment of the TechX. This

engine will deliver several benefits,including fuel consumption that iseight percent lower than current busi-ness jet engines in the 10-20K thrustclass, and more than 50 percent mar-gin to CAEP/6 regulations on all emis-sions (NOx/nitrogen oxides, smoke,hydrocarbons and CO2). “The selec-tion of the TechX engine to powerBombardier’s Global 7000 and 8000enables us to bring GE’s advancedtechnology to this Business Aviation

segment,” said Brad Mottier, VicePresident and General Manager of GEAviation’s Business and GeneralAviation organization.

The TechX engine will producearound 16,500 pounds of thrust andincorporate advanced technologies,such as a composite fan case and aunique front fan blisk that will reduceweight and lower cabin noise and vibra-tion; GE’s eCore technology includeshigh pressure ratio; a 10-stage com-pressor with advanced materials forenhanced reliability and durability andimproved fuel consumption; and theTwin Annular Pre-mixed Swirler II(TAPS II) combustor that will producefewer NOx emissions compared to cur-rent business jet engines in this seg-ment. First tests of the TechX engineare scheduled to begin in 2013.

With regard to NOx, the TechX willfeature important benefits, as ShawnO’Day, Marketing Manager for GE

78 - BART: MAY - JULY - 2011

LESS FUELFEWER EMISSIONSMORE POWER

IMPROVEMENTSGE Aviation’s

TechX engine willdeliver fuel

consumption thatis eight percent

lower than currentbusiness jet

engines (top).GE Aviation’s H80Turboprop engine

exceeded 800shaft horsepower

in testing(center).

P R E V I E W E B A C E 2 0 1 1

78-81 ENGINES.qxp 2/05/2011 10:36 Page 78

BART: MAY - JULY - 2011 - 79

Aviation’s Business & General Aviation,explained to BART: “Today, the regu-lated part of all flight cycles account forless than 25 percent of the total NOx

produced during the flight. Membersof the scientific community are begin-ning to be more vocal about the envi-ronmental and health issues related toNOx emissions. While estimates of costimpact vary, it is clear that while NOx

was originally thought to be a local air-port issue, data now suggests that NOx

emissions at altitude are also problem-atic. GE TAPS also results in lowercruise NOx than conventional combus-tion systems. The TAPS combustionsystem will deliver a dramatic reduc-tion in NOx throughout the entire flightenvelope ».

GE Avia t ion ’s Business &General Aviation Turboprop H80has arrived on the market.According to Paul Theofan, i tsPresident and Managing Executive,“The new H80 turboprop engine hasexceeded 800 shaft horsepower intesting and the specific fuel con-sumption is better than we anticipat-ed”.

The H80 engine certification test-ing took place at the Business &General Aviation Turboprops facilitynear Prague/Czech Republic. TheH80 turboprop engine will feature anextended service life of 3,600 flight-hours or 6,600 cycles between over-hauls, significantly enhanced hot-daytakeoff performance and high-alti-tude cruise speeds.

In mid-February, AircraftIndustries (formerly known as LETKunovice), a Czech-based aircraftmanufacturer, signed a five-year

sales agreement with GE Aviationfor the purchase of M601 and H80engines. The engine agreement isfor the L410-UVP-E20 aircraft, a twin-engine commuter aircraft. AircraftIndustries plans to complete GEH80-powered L410 aircraft certifica-tion by mid-2012. Once introduced,the company will also offer an H80engine retrofit on already producedaircraft.

“GE Honda Aero Eng ine ’ sHF120 engine has demonstratedthat it is meeting design objectivesfor thrust, fuel burn and operabili-ty,” said Bill Dwyer, president ofGE Honda Aero Engines. Rated at2,095 pounds of thrust, the HF120engine succeeds Honda’s originalHF118 prototype engine, which hasaccumulated more than 4,000 hoursof testing on the ground and in-flight.

A key cost-of-ownership advantage ofthe HF120 will be the ability to operateat a best-in-class 5,000 hours betweenmajor overhauls. With FAA certifica-tion planned in 2011, the HF120engine will complete more than 15,000cycles of ground and flight-testingprior to entry into service. The GEHonda HF120 engine was launched in2006 and selected to power theSpectrum Aeronautical Freedom busi-ness jet and the HondaJet. The lattermade its first flight on 20 December2010, and first deliveries are sched-uled for 2012.

Honeywell has delivered the first setof TFE731-50R turbofan engines, withup to a 24 percent range improvementfor “hot and high” takeoffs, to HawkerBeechcraft for certification and instal-lation on its Hawker 800XPR jet. “Thenew engines significantly reduce oper-ating costs while increasing aircraftcapability,” said Rob Wilson,President, Business and GeneralAviation, Honeywell Aerospace. Theengine will deliver a 7 percent rangeimprovement for standard takeoffs,and up to a 24 percent range improve-ment for “hot and high” takeoffs.

The TFE731-50R incorporates the lat-est single-crystal blade material andfeatures improved vane and bladecooling effectiveness. Durabilityenhancements extend engine life andreduce maintenance costs. TheTFE731-50R engine is the latest evolu-tion of the TFE731 family of enginesthat entered service in 1972 and havesince accumulated more than 74 mil-lion hours of operation with nearly9,200 engines in service.

DESIGNGE Honda AeroEngine’s HF120engine ismeeting designobjectives forthrust, fuel burnand operability(top).Honeywell willuse itsTECH7000turbofan testengine based onits HTF7000 totest aviationbiofuels (center).

78-81 ENGINES.qxp 2/05/2011 10:36 Page 79

80 - BART: MAY - JULY - 2011 - 2011

Last Autumn Honeywel l ’ sHTF7500E engine , selected topower Embraer’s new Legacy 450and Legacy 500 series aircraft passedits First Engine To Test (FETT)milestone. “The engine has deliveredfull-rated thrust in static and flighttesting,” said Ron Rich, VicePresident, Propulsion at HoneywellAerospace.

Certi f ication of the HTF7500Eengine is expected in 2011.Honeywell designed this engine tobe community friendly on Embraer’sLegacy 450 and Legacy 500, produc-ing an acoustic signature well underprevailing regulatory noise limits.The new combustor technology willreduce NOx emissions to a level bet-ter than current ICAO levels whilestill delivering excellent fuel efficien-cy. Honeywell wil l provide theHTF7500E to Embraer as an inte-grated powerplant system (IPPS)including nacelle, thrust reverserand all engine-mounted accessories.

To develop mature technology forfuel burn reduction and test aviationbiofuels, Honeywell has been award-ed a $27 million contract by the FAA.

As the basis for its research,Honeywell will use its TECH7000turbofan test engine, which is a tur-bofan technology demonstratorbased on the HTF7000. The five-year

contract, awarded under the FAA’sContinuous Lower Energy,Emissions and Noise (CLEEN)Program, covers a 12-month baseperiod and four 12-month optionperiods. Honeywell’s UOP, whichhas developed technology to convertsources like algae and camelina into

Honeywell Green Jet Fuel, will alsobe involved in the program, as wellas Gulfstream Aerospace and theMassachusetts Institute ofTechnology (MIT).

engine family is suited for super mid-size to large business jets with maxi-mum take-off weight ranging from45,000 to 60,000 pounds.

The Silvercrest program started inearly 2006. The demonstrator ground

tests were completed in 2008, success-fully validating the core architecture,integration and performance.Snecma’s new engine will decreasespecific fuel consumption by up

TRIALPratt & WhitneyCanada will test

the PW800engines at

MirabelAerospace

Center Canad(center).

The SnecmaSilvercrest, here

on a test bed,suits super mid-

size to largebusiness jets

(bottom).

P R E V I E W E B A C E 2 0 1 1

Snecma Silvercrest. Developing9,500 to 12,000 pounds, this new

78-81 ENGINES.qxp 2/05/2011 10:36 Page 80

BART: MAY - JULY - 2011 - 81

to 15 percent and improve climb andcruise thrust by at least 25 percentover the current generation ofengines.

The French engine manufacturer hasalso designed the Silvercrest to beenvironment-friendly, with a 50 per-cent NOx margin under CAEP/6emission standards and a noise up to20 dB under Stage 4 margin stan-dards. However, with the business jetmarket continuing to feel the effects ofthe slow global economy, Snecma hasstill not launched the program and iswaiting to obtain orders from aircraftmanufacturers. Engine certificationand service entry dates will dependupon their timetable. When the pro-gram was launched, Snecma estimatedthat certification of the first versions ofthe Silvercrest family could be com-pleted by 2011, for an entry into ser-vice of the first business aircraft appli-cations by around 2013.

Pra t t & Whi tney Canada(P&WC) is developing technolo-gies for improved environmentalperformance, including reducedfuel consumption, lower emissionsand less noise.

According to Benoî t Brossoi t ,Senior Vice Pres ident , Globa lOperations: “Our latest R&D pro-grams include cutting-edge materi-a ls such as composi tes and

advanced alloys to improve engineweight, high-efficiency compressortechnology to enhance engine per-formance and reduce fuel consump-tion, and further improvements ofour TALON combustion system tofurther reduce engine emissions”.

In October 2010 at Montrea l -Mirabel Airport, the company inau-gurated one of the largest fl ighttest operations centers for civil air-craft engines in North America.The center will support flight-test-ing for the complete range of Pratt& Whitney engines, including tur-boprops and turbofans up to 90,000pounds of thrust. Phase II of theMirabel Aerospace Centre, alreadyunderway, includes construction ofa highly advanced facility whereP&WC will assemble and test thePW800 engine family for the nextgeneration of large business jetsand the PurePower series.

Ro l l s -Ro y c e and Be l lHe l i c op t e r Exp l o r e RR500Applications. Last year, the twocompan ies s igned a M O U t oexplore options for the retrofit ofthe Bell 206B JetRanger with theRR500TS turbosha f t eng ine .Approx imate ly 5 , 0 0 0 206BJetRangers have been manufac -tured, with about 3,500 still in ser-vice around the world.

In addition to offering more powerat take-off and in hot-and-high condi-tions than existing engines in thisclass, the RR500TS will deliver oper-at ional benefits to customersthrough extended engine overhaulintervals and lower total ownershipcosts. The RR500 core is a growthversion of the RR300, which waslaunched in 2006 to power theRobinson R66. FAA type certifica-tion for the RR500TS is expected inlate 2011.

ÿ

RETROFITThe RR500TShas beenselected by Bellfor the retrofit ofthe 206B JetRanger.

78-81 ENGINES.qxp 2/05/2011 10:36 Page 81

Geneva is a magnet forcompletions centers largeand small. Liz Moscrop reports

E BACE is traditionally a venuewhere the world’s top aircraft out-fitters display their talents. This

year is no different as the major playersmuscle into Switzerland to showcasetheir wares. Although some thingsnever change it seems. According toLufthansa Technik’s Head ofMarketing and Sales, Walter Heerdt,widebody completions windows every-where are still hard to come by. Hesaid: “Due to the delays on the Boeing747-8 program, the slots are stillbooked out. So many aircraft are alldue to arrive in the same time frame.”

Many of the aircraft manufacturersexhibiting have their own outfittingcenters and will also send customersto a list of their recommended part-ners. Airbus, Gulfstream, Cessna andHawker Beechcraft offer aftermarketcompletions. Airbus Corporate JetCenter, for example, is based inToulouse. Until the end of 2009 it wasa joint subsidiary of Airbus and Zurich-based Comlux Completion.

Airbus is also looking east. The air-framer announced in March that it hadappointed Taikoo (Xiamen) AircraftEngineering Company Ltd (TAECO)as its first approved cabin-outfitter inthe Asia-Pacific region, therebyexpanding its range of completioncenters available to corporate jet cus-tomers. TAECO’s approval follows acomplete audit of the company and itscapabilities, allowing Airbus to recom-mend the company to its customers.Airbus Executive Vice President,Programs, Tom Williams said: “Our

customers expect a quality AirbusCorporate Jet from us, even when thecabin is outfitted by another company,and we are determined to help themachieve that, which is why we encour-age them to choose an approved com-pletion center.”

Coming the other way round theglobe, New Zealand based AltitudeVIP Completions has taken a booth.The independent provider of VIP jetinterior services offers a range of skillsfrom product design, refurbishmentand reconfiguration to repair, engi-neering, installation and certification.Altitude has a team of experiencedand skilled engineers, designers andproject managers and is a recognizedBoeing BBJ completion center.

Former ACJC investor Comlux is alsoa BBJ Completion Center. At the end oflast year Comlux America received itsfirst order for a brand new Boeing air-craft. The company is set to double itshangar space capacity this year.

Show Stalwarts

Jet Aviation is one of the best-knownnames in the industry. The firm’srenowned center at Basel is one of theworld’s largest. Open since 1977, thefacility can offer airliner conversions aswell as many other services. The com-pany recently announced that it hasentered into a distribution agreementwith JetBed, a US-based provider oflightweight, portable beds forBombardier, Cessna, Dassault,Gulfstream and Learjet aircraft. Thebed is designed to make comfortableand fully horizontal beds available onaircraft. Jakob Straub, vice presidentand general manager of Jet AviationZurich said: “The patented design andcustom fitting of JetBed is unsurpassedin the industry, and we are convincedthat many of our clients will enjoy theenhanced cabin comfort it delivers.”

European rival Lufthansa Technik isalso a leading integrator capable of han-dling aircraft interior completions andcabin modifications of every complexi-ty. As well as offering beautiful customdesigned airliner cabins, the Germancompany will likely display its latestexamples of cabin products and IFEinnovation, such as niceview, a movingmap system. The new nicestuff wid-gets allow passengers to choose from awide variety of Internet content that isprocessed via the onboard communica-tions system and displayed in the cabin.Heerdt said: “Nice started as an ideaand has been so successful in the mar-ket with Bombardier products, as wellas naorrowbodies and up to Boeing

82 - BART: MAY - JULY - 2011

COMPLETELY CAPABLE

HEFTYRUAG

Aerospace hasdelivered two Do

228NGs withcustomized

interiors (top).Jet Aviation is in

a distributionagreement with

JetBed toprovide

lightweightportable beds

(center).

P R E V I E W E B A C E 2 0 1 1

82-83 INTERIORS.qxp 2/05/2011 10:38 Page 82

BART: MAY - JULY - 2011 - 83

747-400 sized aircraft. We continue todevelop the system, which is modular.It will even work with third party equip-ment and smart phones.” He addedthat most customers are looking for thehighest quality HD screens andinflight entertainment offerings in theircabins.

Mega player Gore DesignCompletions is also at EBACE. Thecompany recently expanded itshangarage on site at its San Antonio,Texas headquarters in anticipation offurther growth.

The UK’s Ocean Sky will also tout itscompletions offerings. The firm pro-vides a dedicated design team and arange of materials including buffo andnana leathers as well as custom-madefabrics and carpets. It works with awide range of private jets including:Ilyushin 96-300 Head of State, Airbus,Bombardier, Raytheon, Dassault andCessna products, as well as helicopters.

Others on the FloorAt the smaller end of the scale

O b e r p f a f f e n h o f e n - b a s e d R u a gAerospace has a joint venture with List

of Austria to offer customers interiorrefurbishing of executive aircraft in itsfacilities in Bern, Geneva, Lugano,Oberpfaffenhofen, Stuttgart andZurich. Last November the firm deliv-ered its second Do 228NG (NewGeneration) to Norway’sLufttransport AS based in Tromsø.The aircraft was the first Do 228NG inEurope. Lufttransport now operatesthree Do 228 aircraft, which is a versa-tile multi-purpose turboprop. Apartfrom the ability to carry up to 19 pas-sengers, the aircraft can also be con-figured as a special mission version orother variants.

Another player Elliott Aviation spe-cializes in medevac interiors and hascompleted a custom air ambulanceinterior in a Beech King Air B200 forInterMountain Life Flight, a division ofSalt Lake City-based IntermountainHealthcare. The company has per-formed numerous custom air ambu-lance interiors since opening its com-pletion center in 2003.

With so much choice on offer manypeople prefer to have some help withtheir outfitting, which is good news for

consultancy firms. For exampleExecuJet’s Completions Managementdivision recently announced that it hadattracted several new clients.Manager Lukas Weiss, oversaw fiveaircraft completions in 2010, primarilyon larger cabin aircraft includingGlobal Express’ and Challenger 605sand has been working with comple-tions centers in the USA, Canada andEurope. The team also oversaw tworefurbishments on pre-owned aircraftin 2010, including a Global Express.

Weiss said: “We are extremelyencouraged by the increasing num-bers of global customers approachingus for independent advice on their air-craft completions and refurbish-ments.” ExecuJet works hand-in-handwith the OEMs and refurbishmentcenters as soon as an aircraft deal,new or pre-owned, is concluded with acustomer.

Visitors looking to outfit an aircrafthave plenty of choice at this year’sshow, which looks set to be one of themost exciting yet for interiors special-ists.

ÿ

82-83 INTERIORS.qxp 2/05/2011 10:38 Page 83

www.YankeePacificAerospace.com

Design, engineering, certification and manufacture of completions structures, components and systems

Specialists

2 in 1 BART 2011.indd 1 11-04-28 8:01 AM

Cost cutting and lack ofcompletions slots have seensome owners turn to olderairframes in a bid to jump thenarrowbody queue. Severalrefurbishment companies willbe showing their skills at EBACE.Liz Moscrop reports.

A nyone ordering a VIP airlinertoday is faced with long leadtimes. However, one person’s

difficulty is another’s opportunity andseveral companies have moved torevamp narrowbodies into executivejets.

Canadian interiors specialist FlyingColours is famous for turningBombardier CRJ 200 regional jets intothe executive variant of the type -Challenger 850s. The company per-forms its own conversions and hasalso worked with Montreal basedProject Phoenix on its CRJ 200upgrade, which was delivered to a cus-tomer in Macau in 2009.

Flying Colours has a supplementarytype certificate (STC) to install an auxil-iary fuel system on the CRJ 200, bring-ing the aircraft’s range to 3,000 nm.Sean Gillespie Director CompletionsSales said: “We got started on theseconversions when we had a request toturn a CRJ 200 that had come off itslease into a Challenger 850.” Flying

Colours has subsequently convertedseveral CRJ 200s into a 16 passengerVIP model it dubs the ‘ExecLiner.’

According to Gillespie, there hasbeen interest for the aircraft worldwide,especially in developing markets, suchas the Middle East and Asia. He added:“We will be focusing on our greenChallenger 850 program at EBACE.China is also a big market for us andwe will be delivering five aircraft therethis year.” He explained: “The sectorhas changed over the last couple of

years. We are seeing continued growthand are looking for the right partner-ships to expand our brand.”

In Washington, Tailwind Capital alsospotted the potential of the CRJ 200 in2007. Customers can select their ownfinishes, but the interior is config-urable to between 14-16 people andincludes an IFE system with two 21-inch screens and two DVDs. CEO JoelHussey believes that most customerswould prefer an airframe with fewerhours. “We look at aircraft withbetween 13-14,000 hours. He contin-ued: “We want feedstock that is nottoo old with too many hours.Otherwise, you could spend lots onmaintenance. We would think longand hard about an aircraft of over20,000 hours.”

Not everyone thinks that way.Project Phoenix’s CEO MikeCappucitti said: “High hours would

not matter to us. The airframe life as80,000 hours in cycles, so 20-25,000hours is still low utilization. Executiveuse is likely to be a maximum of 1,000hours per year and the aircraft wouldneed 4,000 cycles until its next majoroverhaul. Given that it uses twohours per cycle, that is 8,000 hours, oreight years before it would need itsnext major overhaul. The highest wewould likely look at is 23,000 hours,but our first one had around 17-18,000hours.”

84 - BART: MAY - JULY - 2011

SPIRITUAL CONVERSIONS

FOCUSFlying Colourshas converted

severalBombardier

CRJ 200s intothe VIP

“ExecLiner”.

P R E V I E W E B A C E 2 0 1 1

84-85 CONVERSION.qxp 2/05/2011 10:39 Page 84

BART: MAY - JULY - 2011 - 85

European Offerings

CRJ conversions are not confined toNorth American houses. FokkerAircraft Services (FAS) in theNetherlands has a VIP CRJ700 underits belt. The three-zone cabin is config-ured to carry 21 passengers. Last yearFAS delivered a VIP Airbus A318 to acustomer based in the Middle Eastand is soon to complete an Africancustomer’s A320.

In December the company joined theMiddle East Business AviationAssociation as interest is mounting forits VIP completions service in theGulf. Eric Cuppen, Director AircraftCompletions and Conversions said:“With our rich heritage and expertisein outfitting VIP cabin interiors forAirbus ACJ, Boeing BBJ, Bombardierand Gulfstream aircraft we have cap-tured the attention of a growing cus-tomer base, particularly in the MiddleEast.”

Over in Oberpfaffenhofen inGermany 328 Support Services housesa completion center dedicated toDornier 328 maintenance, refurbish-ment, and completion. The company isalso approved as a FAA Repair Stationfor the Dornier 328 and is the type cer-tificate holder of both the jet and tur-boprop variants.

The company launched its new VIPproduct, the 328DBJ at the MiddleEast Business Aviation show inDecember. The high-spec interior isthe result of collaboration betweenUK-based ctm design Ltd and the328SSG German-based interior com-pletion team. Special features includea new VIP galley, redesigned ceilingand side wall panels featuring electricwindow blinds. Two more 328DBJ air-craft are being completed in Bavariafor SkyBird Air, a Nigerian customer.

Dave Jackson Managing Director of328 said: “VIP conversions are enjoy-ing continued popularity owing to thechallenging economic times. For a lowunit investment of around $4-5 millionand a refurbishment of $2-4 million -dependent on customer requirements- you have an aircraft that looks brandnew.”

The firm recently signed an agree-ment with STG Aerospace, wherebythe latter will supply the former withits latest Wireless Emergency PrimaryPower System (WEPPS) monitoringand real-time diagnostics technology.328’s, sister company AMDS will certi-fy the product through an STC modifi-cation. As part of the arrangementWEPPS will be available via 328Support Services to any of the compa-nies operating one of the 200 Dornier328 aircraft flying worldwide.

Finally, last EBACE saw one of thequirkiest offerings ever to hit the floorwhen BAE Systems Regional Aircraftteamed with British design consultancyDesign Q to create a concept for theworld’s first camper jets. There weretwo versions of the aircraft: The AvroBusiness Jet Explorer One andExplorer Four. These were the first offive interiors that BAE has commis-sioned Design Q to develop for theABJ. The focal point is a unique view-ing platform that powers out from theaircraft when they are on the ground.The huge cargo side door swings openhydraulically, magically revealing aconcealed platform that extends outfrom the fuselage to become a balcony.This ‘Air Deck’ transforms the rear ofthe aircraft into what BAE describes as“the ultimate living space.”

The UK’s Cello Aviation played a dif-ferent tune at last year’s show with amore realistic conversion of an AvroBusiness Jet (ABJ). Completed atInflite Engineering Services Southendfacility, the aircraft is available forcharter. Cello’s CEO Nim Bainesdesigned the 46 first class seat interi-or, which can be reconfigured as a 44-seat layout with a Club 4 arrangementupfront.

Expect to see more at this year’sshow.

ÿ

QUIRKYThe AvroBusiness JetExplorer One isthe world’s firstcamper jet.

84-85 CONVERSION.qxp 2/05/2011 10:39 Page 85

As Business Aviation continuesto expand its footprintthroughout the world, there isincreasing demand put onglobal training centers toprovide pilots for the sectors.Two major industry giants aredoing their bit with new productand services offerings to meetthis need. Liz Moscrop reports.

F lightSafety International (FSI),one of the world's leading aviationtraining companies is aggressive-

ly expanding into the helicopter train-ing market. The company demonstrat-ed an enhanced version of its VITAL XVisual System at this year's HeliExposhow. Designed specifically for use inhelicopter training programs and sim-ulators, VITAL X was created thanksto extensive consultation with heli-

copter operators from various industrysegments.

George Ferito, Director, RotorcraftBusiness Development said: "We havedeveloped visual scenes for news gath-ering, law enforcement and other mis-sion specific training that will be avail-able on simulators at our learning cen-ters." VITAL X features continuousglobal satellite high-resolution imageryachieving exceptional realism with tensof thousands of processed elementsand millions of features integrated intoanimated scenes of the real world.

The system supports hundreds of sixDegree of Freedom fully articulatedmoving models and 3D sea states andis capable of presenting environmentalconditions experienced during allphases of flight including physics-based atmospheric and weathereffects and continuous time-of-dayoperation.

The new highly detailed low altitudevisuals include mountainous terrain,accident scenes, pinnacle landings, air-ports, hospital helipads, obstaclessuch as power lines, trees, and bridgesand an oil rig complete with lighting,and articulation of the model and seastate animations designed to enhancetraining realism.

Brazilian operators of Bell 212 and412 types will also benefit from therecent National Civil Aviation Agencyof Brazil (ANAC) certification for FSI's212 and 412 FFS. Barbara Taylor,Manager, Fort Worth Learning Centersaid: "The approval of our Bell 212 andBell 412 helicopter simulators by theANAC shows our commitment andability to provide our customers inBrazil with training programs andadvanced simulators that are approvedto the highest standards in the countryin which they operate."

ANAC approved FSI's Bell 430 fullflight simulator back in 2009. Thecompany offers training programs andsimulators for all three of these air-craft at its Learning Center in FortWorth, Texas.

FlightSafety has provided training forBell Helicopter rotorcraft for morethan 30 years and offers training forBell 212, Bell 214ST, Bell 222, Bell

86 - BART: MAY - JULY - 2011

STEPPING UP TO THE PLATE

VIGOROUSFlightSafety

International hasaggressively

expanded intothe helicopter

training market.

P R E V I E W E B A C E 2 0 1 1

86-88 TRAINING.qxp 2/05/2011 10:41 Page 86

BART: MAY - JULY - 2011 - 87

230, Bell 412 and Bell 430 aircraft inFort Worth. FSI also offers training forthe Bell 206 and Bell 407 using newFAA Level 7 qualified Flight TrainingDevices at its Learning Center inLafayette, Louisiana.

BizjetsEarlier this year FSI brought good

news for Bombardier Challenger 605operators in Europe when itannounced it would offer training forthe type in early 2012 at the company'sFarnborough Center in the UnitedKingdom.

Scott Fera, Vice President,Marketing said: "Offering Challenger605 aircraft training in Europe is aclear demonstration of our desire andability to respond to the needs of ourcustomers and to provide them withthe outstanding quality, value and flex-ibility they deserve."

FSI will install a new FFS simulator atthe center, qualified by several world-wide aviation regulatory agencies andfeaturing the company's VITAL XVisual System and advanced electricmotion and control loading technology.

Last December FSI also announced anew Beechcraft King Air 350 Level DFFS at its Wichita facility. BruceWhitman, CEO said: "The Level Dqualification of this new simulator bythe FAA will enable us to serve therapidly growing number of corporateand commercial operators and militaryand government agencies who rely onFlightSafety for King Air 350 training."The first initial training course usingthe new simulator was attended bypilots from Australia, France, thePhilippines, Russia, Slovakia,

Thailand, the United Kingdom, andthe United States.

The simulator features the RockwellCollins Pro Line 21 integrated avionicssystem and is equipped withFlightSafety's VITAL visual systemand electric motion and control load-ing technology. FSI has beenHawker's authorized training providerfor over 30 years.

FSI also caters for larger jets. US,Saudi, and European Dassault Falcon7X operators can now benefit from anew FSI FFS at FlightSaftey'sDallas/Fort Worth Learning Center.The simulator features the advancedsystems of the Falcon 7X and replicatesthe flight characteristics through alloperational regimes. It includes the lat-est technology in digital flight controls,heads up guidance, and EnhancedFlight Vision System technologies andis equipped with an Emergency VisionAssurance System, Honeywell'sRunway Awareness and AdvisorySystem and Electronic Flight Bag.

Rival OfferingsFlightSafety's major competitor is

CAE, which offers pilot, maintenanceand cabin crew training on more than80 different business aircraft typesfrom AgustaWestland, Airbus, BellHelicopter Textron, Boeing,Bombardier, Cessna, Dassault,Embraer, Eurocopter, Gulfstream,Hawker Beechcraft, and Sikorsky.

Rotorcraft training has been verymuch at the forefront of the CAE's ser-vices offering over the last fewmonths. In March - along with SaoPaolo's Líder Aviação - it announced ajoint venture to provide helicopter

training in South America from 2012.The new joint venture company willpurchase the first full-motion Level DCAE 3000 Series full-flight simulator(FFS), which will replicate Sikorsky S-76C++ aircraft.

Júnia Hermont Corrêa, Lider's COOsaid: "Offshore oil and gas platformtransport services will generate signifi-cant helicopter fleet growth in thecoming years, requiring well-trained,highly-skilled pilots who can adeptlyhandle a variety of weather condi-tions." Lider operates more than 50helicopters, representing nearly halfthe fleet servicing the oil and gas mar-ket in Brazil.

The S-76 FFS for Brazil will be thefirst CAE 3000 Series full-flight simula-tor fielded with a CAE True ElectricMotion six-degree-of-freedom motionplatform, and will be qualified for ini-tial and recurrent credits. List pricedepends on the helicopter configura-tion and specific features and rangesfrom C$10 million to C$14 million.

Earlier in the year CAE made its firstforay into an initial training programfor helicopter pilots with theannouncement of a partnership withAirports Authority of India announcedto offer ab initio helicopter pilot train-ing at CAE Global Academy Gondia.The three-year program is expected tograduate approximately 100 new heli-copter pilots annually.

V.P. Agrawal, AAI's Chairmanexplained: "The civil and military sec-tors in India will require close to 2,500helicopter pilots over the next 10years. Current development of newhelicopter pilots is insufficient to meetthis requirement, so CAE GlobalAcademy Gondia is stepping up to fillthis important need to support contin-ued aviation growth in India."

Student enrollment is expected tobegin in late 2011, and will use theCAE Aircrew Selection System -- amultidisciplinary process designed toevaluate a candidate's "thinking anddoing" capabilities in a contextual avia-tion environment and under stress.

Following graduation from the CAEGlobal Academy Gondia with a CHPL,pilots will be prepared for type-ratingtraining on a specific helicopter typeand can go on to the HelicopterAcademy to train by simulation of fly-ing, a joint venture of HindustanAeronautics Limited and CAE, whichoffers type-rating training at its train-ing center in Bangalore.

GROWTHJeff Roberts,CAE’s GroupPresident saysthat thecompany hasadded 20 newsimulators inrecent years.

86-88 TRAINING.qxp 2/05/2011 10:41 Page 87

88 - BART: MAY - JULY - 2011

Middle East Ventures

CAE has been busy in the MiddleEast, too. Last December Emirates-CAE Flight Training (ECFT)announced a contract with Greece'sGainjet Aviation for Gulfstream G450,Gulfstream G550 and BombardierGlobal Express pilot training at theDubai center. CAE also providestraining for Gainjet pilots on theEmbraer Phenom 100 aircraft atEmbraer-CAE Training Services inBurgess Hill and the GulfstreamG200 at the CAE North East TrainingCenter in Morristown.

There are also two new Falcon simu-lators due to come online soon atECFT. The Falcon 900EX/2000EXsimulator, which configurable to eithercockpit has been qualified by the regu-lators and is in training with cus-tomers, with the Dassault's flagship7X, for which CAE is Dassault'sAuthorized Training Provider will beready for training by this summer.Camille Mariamo ECFT's Managing

Director is bullish about the TypeRating Training Organization'sprospects. He said: "We believe in thisregion, which has had a strong growthrecord." Since opening in December2003 the facility has consistently

grown and now houses 14 simulators.Three quarters of the training offeredis for Business Aviation, reflecting thegrowing importance of the sector tothe Middle East region.

ECFT also announced a new CAE7000 Series Level D full-flight simula-tor for the Bombardier Challenger 604aircraft model. The FFS will be readyfor training in the first half of calendar2012.

In addition to the Dubai simulators,CAE also recently said that it is to adda Cessna Citation Sovereign at CAENorth East Training Centre inMorristown, New Jersey in mid 2011and that a Dassault Falcon 50EX FFSlocated at CAE SimuFlite in Dallas,Texas had been qualified to Level Dby the US Federal AviationAdministration.

Jeff Roberts, CAE's Group President,civil simulation products, training andservices said: "We have added 20 newsimulators in the CAE global trainingnetwork over the past couple of years,plus numerous interactive e-Learningcourses which bring the power ofLevel D simulation to the customer'slaptop anywhere in the world, andoperational performance enhance-ments such as the CAE Flightscapeflight data analysis service."

Look out for new sales and serviceannouncements from both companiesat EBACE this year.

CONTRACTORCAE is Dassault

AuthorizedTraining Provider

for Dassault’sflagship 7X.

P R E V I E W E B A C E 2 0 1 1

ÿ

86-88 TRAINING.qxp 2/05/2011 10:41 Page 88

BART: MAY - JULY - 2011 - 89

In 2008, most European MROcompanies were hit by theglobal economic crisis andsome companies are still infinancial difficulty.But as Marc Grangier reportsmost MRO providers areexperiencing an uptakein demand.

T he market. According to KevinMichaels, Partner, AeroStrategyManagement Consulting the

MRO market is worth $6.2 billionworldwide. The total includes airframemaintenance ($1.4 billion), componentmaintenance ($1.8 billion), enginemaintenance ($1.7 billion) and modifi-cations ($1.4 billion). In Europe, theMRO market is estimated at $0.91 bil-lion (15 percent of the world market).According to Michaels, it is expected togrow by 11.4 percent (compound annu-al growth rate) before 2018. High fuelprices coupled with slimmer aircraftacquisition budgets mean that moreindependents and OEMs are opting foraircraft upgrades and there is renewedinterest in winglet installation on someaircraft types. Aircraft re-engining canbe also a compelling value proposition– particularly for aircraft approachingtheir second or third engine overhaul.In some cases these upgrades go handin hand with an avionics upgrade.There is growing demand for integrat-ed MRO solutions with cost guaranteesand suppliers have responded with arange of offerings, like MRO servicesand asset management. Informationmanagement is becoming an increas-ingly critical component of these offer-ings; the objective is to develop closed-loop information systems to capturecustomer operations and maintenanceinformation. In this respect, manufac-turers like Gulfstream, Cessna andDassault capture data for over 90 per-cent of their customers via the CMPand Camp programs. New aircraft mod-els are incorporating advanced central

maintenance computers that can trans-mit data in real time to off-board moni-toring centers, which increasingly oper-ate 24/7. It’s true that the recession hascut spending on MRO, but the rise ofbusiness jet use is sure to benefit thesector.

According to Michaels, EasternEurope is likely to recover morequickly than the rest of the world,while Western Europe leads the wayfor slower growth regions. Howeverall companies are offering new ser-vices to attract customers.Jet Aviation has launched a dedicat-

ed AOG hotline service for the EMEA& Asia regions to assist aircraft opera-tors with any and all emergency orAOG situations. Calls to the hotlinenumber within Europe - +800 JET-STARS (+800 5387 8277) - or +41 58158 4848 from outside Europe - areanswered 24/7 by a qualified memberof Jet Aviation’s EMEA & Asia MRO

division. This new AOG hotline pro-vides aircraft operators with a world-wide support network in case of emer-gencies or AOG occurrences. Theteam of highly qualified technicians,located across Jet Aviation mainte-nance facilities, has a track record ofresolving AOG or unscheduled main-tenance requests within 48 hours.Equipped with visas for most of theEMEA & Asian countries, the team isalways on standby, can be mobile with-in two hours and is able to assist awide range of aircraft in the event ofAOG incidents, says Christof Späth,Senior Vice President MRO and FBOservices for Jet Aviation EMEA &Asia. “After gathering all informationrelevant to the problem, we immedi-ately enlist personnel or parts from thenearest available Jet Aviation mainte-nance facility or aircraft service centerto resolve the situation as quickly aspossible,” he adds.

LIGHT AT THE END OF THE TUNNELFOR EUROPEAN MROs

PROMPTJet Aviationmaintenancefacilities have atrack record ofresolving AOGswithin 48 hours.

P R E V I E W E B A C E 2 0 1 1

89-93 MRO.qxp 2/05/2011 10:42 Page 89

90 - BART: MAY - JULY - 2011

Jet Aviation, Moscow Vnukovorecently announced that it has expand-ed its base and line maintenance ser-vice offerings to include ChallengerCL300 and Gulfstream G200 aircraftunder the company’s EASA 145 main-tenance approval. Jet Aviation MoscowVnukovo performs maintenance ser-vices under its own EASA #145.0472approval and recently received theCayman CAA maintenance approval.The company opened an operation atMoscow’s Vnukovo airport inNovember 2007 and is the first globalBusiness Aviation maintenance com-pany to enter the Russian market. Itremains the only MRO provider toserve the Business Aviation communi-ty in the greater Moscow area. Since2009, it has expanded its offerings toinclude 24/7 line maintenance andAOG support as well as providing ser-vices to Domodedovo, Sheremetyevoand other Russian airports.Gulfstream Luton now has 14 for-

eign authority approvals to providemaintenance and repairs. The sevenyear-old Gulfstream facility, the onlyGulfstream service center outside theUS, is now a certified FAA and EASAPart 145 repair station. The companyhas EASA Part 21 Design OrganizationApproval, which means its employeescan install and repair avionic equip-ment and cabin interiors forGulfstream aircraft registered in EUcountries. Gulfstream Luton also hasapprovals from the civil aviationauthorities in Bermuda, Bahrain,Cayman Islands, Hong Kong, Isle ofMan, Kuwait, Nigeria, Saudi Arabia,United Arab Emirates and the UnitedKingdom. According to Mark Burns,President, Gulfstream ProductSupport, Gulfstream Luton servicedsome 1,100 Gulfstream last year.Gulfstream operators in Europe canalso get their aircraft serviced at sixGulfstream-authorized facilities: JetAviation in Basel and Geneva,Switzerland, Hannover, Germany, andMoscow; Altenrhein Aviation inAltenrhein, Switzerland; and CORJETMaintenance in Madrid.RUAG Aviation provides compre-

hensive MRO services, modificationsand upgrades as well as interior andexterior services for Bombardier,Cessna, Dassault Falcon, Embraer,Hawker Beechcraft, Piaggio P180

Avanti and Pilatus PC-12. It providesrepairs and repair designs in closecooperation with OEMs. Its Genevasite plays an important role in MROservices. With more than 100 employ-ees, it offers maintenance, modifica-tions, engineering, refurbishment andpainting. The Slovenian Governmentrecently benefitted from the new main-tenance organization in Geneva whenits Falcon 2000EX was entrusted for aC1 Check and a wing tank modifica-tion, called “dry bay” modification, (afirst in Geneva) to be completed withina challenging five and a half weeksdowntime.

In early March, RUAG Aviationannounced it had obtained the autho-rization from Honeywell Aerospace tocarry out maintenance, including war-ranty work, on the TFE731 andHTF7000 engines, as well as on theAPUs of the GTCP36-100/150 series.RUAG is already authorized to main-tain General Electric, Rolls-Royce,Pratt & Whitney and Williamsengines.

Last January TAG Avia t ionopened a new hangar and office com-plex at Geneva Airport. The newconstruction project is double thesize of the former maintenancehangar and integrates TAGAviation’s corporate and operationaloffices in one building for the firsttime. “Fortunately the timing of theexpansion of our maintenance facilitycould not have been better. Ourmaintenance production space hasnearly doubled with the new

hangar,” said Robert Wells, CEO ofTAG Aviation Holding. A notableimprovement at the new 4,200square-meter building includes fullaircraft paint capability, a first forTAG Engineering. This service willbe complemented in the near futureby a Part 21 design capability.

Last December SR Technicssigned an agreement with TAGAviation to enter a long-term cooper-ation in the areas of maintenance,interior completion, and refurbish-ment for Boeing and Airbus businessjets. The agreement covers full sup-port maintenance services, technicalconsultancy, and aircraft completionservices with a focus on interiordesign, completion, and refurbish-ment. All services will be carried outin Switzerland.ExecuJet Aviation, headquartered

in Zurich/Switzerland, has launched aMRO and management company inChina. ExecuJet Aviation and TianjinHaite recently announced a JointVenture agreement with Tianjin.ExecuJet Haite Aviation ServicesChina Co. Ltd will be based at TianjinBinhai airport and will offer aircraftmanagement and maintenance ser-vices. The MRO facility, which is duefor completion in August 2011, willencompass a 6,000 square meters facil-ity. ExecuJet will obtain a Chinese Part135 Aircraft Operating Certificate(AOC) and a Part 145 maintenancecertificate and expects to initiallymaintain in excess of 40 business air-craft annually.

COMPREHENSIVERUAG Aviation

provides acomplete range of

MRO services.

P R E V I E W E B A C E 2 0 1 1

89-93 MRO.qxp 2/05/2011 10:42 Page 90

BART: MAY - JUNE - 2011 - 91

Lufthansa Technik’s New Established Mobile Aircraftand Cabin Services (MACS) team has completed severalmaintenance events at the home bases of different VIP andExecutive jet customers. The new service, recently launched,meets the requirements of the VIP market to maximize theavailability of the aircraft and to reduce the cost for smallerscheduled maintenance checks.

In Amman (Jordan) for example, VIP Jet specialists fromLufthansa Technik in Hamburg (Germany) performed one sixand one nine months check of an Airbus A318 Elite for itslong-term customer, the Royal Flight of Jordan. RichardHamer, Director of the Royal Flight Jordan, said: “This newmobile service offered by Lufthansa Technik’s VIP mainte-nance division has proved to be the right solution for ouroperation. Performing the maintenance in our own hangarsaves the cost and time of the return ferry flight to Europe –including the cost for supporting staff, operating crew, and theaircraft direct and indirect operating costs while ensuring wecan maintain the same Lufthansa Technik quality. In additionto cabin interior repairs, the MACS team can take care ofsmall maintenance tasks and the implementation of certainunscheduled Airworthiness Directives (AD) and Service

Bulletins (SB) as well as Technical Log Book items (TLB)and Deferred Defects (DD) to ensure a safe operation of theairplane. This service is currently offered for all Airbus andBoeing VIP Jets.

Last January Cessna announced that it will build a newCitation Service Center at Valencia airport, Spain. The newcenter could begin operations in 2012. “There are some 400Citations within a 90-minute radius of the Valencia airport,making it a prime location that will greatly enhance serviceoptions for our European operators,” said Jack Pelton,Cessna chairman, president and CEO. “The cooperationfrom Spanish authorities at all levels has been outstanding.”

The new facility in Valencia will augment the CessnaCitation Service Center in Paris. It will include 6,000 squaremeters (64,000 square feet) of hangar space and about 8,200square meters (88,264 square feet) of office, storage andshop space. The new Spanish service center will providearound-the-clock MRO services, and will feature hydraulicand battery shops, parts support, and avionics modifications.At the end of last year, Cessna also activated its firstEuropean Mobile Service Unit. The MSU provides local cus-tomer service for southern Europe as part of ServiceDirect,which brings Citation service to the customer’s hangar.

89-93 MRO.qxp 2/05/2011 10:42 Page 91 AP-EADS.jpg_Mise en page 1 16/04/10 15:10 Page1

92 - BART: MAY - JULY - 2011

Beechcraft Berlin Aviation GmbHcontinues its expansion. Established in1991 at Berlin Tempelhof airport, thecompany is an EASA Part-145 mainte-nance operation and also an EASA Part21 Design Organization and FAARepair Station. Since the beginning of2010, it has also been approved as afully authorized Hawker BeechcraftService Center.

Recently, the company opened a new3,300 sq m aircraft maintenance centreon the grounds of the future CapitalAirport, Berlin BrandenburgInternational (BBI). Besides mainte-nance and repairs, Beechcraft Berlinspecializes in services such as meteoro-logical data capture and weather con-trol, surveillance missions and ambu-lance equipment (Special MissionModifications). “With the new HawkerService Centre we can guarantee acomprehensive range of services,” saysGregor Bremer, Managing Director ofBeechcraft Berlin. “Not only do ourcustomers in Western and EasternEurope benefit from our expertise andmany years’ experience, our centralposition in Europe is also a great advan-tage for them.”Lufthansa Bombardier Aviation

Services opens a line maintenancestation in Riga. LBAS Berlin basedleading specialist in the maintenance,repair and overhaul of BombardierBusiness Aircraft, set up last summera line maintenance station in Riga,Latvia. Together with its local Partner,Baltic Business Aviation Center Ltd.(BBAC) / FBO Riga Ltd., andLufthansa Technik’s VIP & ExecutiveJet Solutions division, LBAS nowoffers line maintenance support forcorporate aircraft includingBombardier Learjet, Challenger andGlobal jets, as well as Airbus ACJ andBoeing BBJs. While FBO Riga pro-vides hangar space for aircraft mainte-nance in proximity to its FBO at RigaAirport, LBAS provides manpower,tools and material support for theincreasing number of business aircraftbased in Riga and for transient aircraftas well. The VIP line station in Rigaoperates under the LBAS maintenanceapproval for Bombardier aircraft.

In early February, BombardierCustomer Services opened a new,updated MRO customer website forBombardier, Boeing and Airbus air-

craft operations. Improved functionali-ty means that customers can noworder spare parts online, as well asrequest up-to-date technical publica-tions and notify Bombardier of incom-ing repairs.

“We decided to launch a fresh web-site because it’s a vital communicationtool for our customers. Based on ourcustomers’ feedback, as well as associ-ated market research, the new web-site, www.mro.aero.bombardier.com,provides enhanced online services forall our MRO customers,” said StephenAddis, General Manager, CustomerServices, Bombardier Aerospace,Belfast.

Once registered online, customerscan view order book status, parts avail-ability and pricing, but also access andrequest dynamic technical publica-tions, or notify Bombardier of incom-ing repair units.

Last December Airbus CorporateJet Centre and Sabena Technicssigned a spare parts support agree-ment for ACJ customers to offerAirbus Corporate Jet customers acomprehensive airframe spare partssupport. This airframe spares supportfor Airbus corporate jet aircraftincludes airframe spare parts poolaccess & repair, spare auxil iarypower unit (APU) availability, APUand line-replaceable unit (LRU) poolaccess & repair, wheels and brakespool access & repair, and landinggear LRUs pool access & repair. Italso offers ACJ operators the chanceto opt-in for a double-exchange pro-gram allowing them to get back their

original LRUs once repaired. Basedon a monthly fixed rate - with thepossibility to tailor the spares servicepackage to customer specific needs -these services offer ACJ operatorspeace of mind as their fixed-feescover the full service.

“Thanks to this new partnership, weare glad to offer our ACJ operators acustomized spare parts support toaccompany them at every stage oftheir aircraft’s life, including cabinand airframe,” says Benoit Defforge,CEO of Airbus Corporate Jet Centre.Fabio Beretta, ACJC’s head ofCustomer Support and Services,adds: “This co-operation agreementis a fundamental element that com-pletes our VIP Pass offer and givesour customers access to a completespare parts support range.Specifically developed for executive,government, and private operators ofAirbus Corporate Jet aircraft, VIPPass includes cabin upgrades andrefurbishment, airframe mainte-nance, cabin and airframe spares, aswell as full engine support.

VIP Pass is available for all Airbuscorporate jets, confirming the ACJCteam’s commitment to supportingevery Airbus client’s aircraft through-out its life and to maintaining its air-frame and engines to the higheststandard of quality and certification.EADS SECA is one of Europe's fore-

most engine maintenance, repair andoverhaul facilities. It is fully authorizedby Pratt & Whitney and Honeywell toprovide all levels of engine mainte-nance on PT6, TFE731 and PW300

APPROVEDBeechcraft Berlin

Aviation (left)is a fully

authorized HawkerBeechcraft Service

Center

P R E V I E W E B A C E 2 0 1 1

89-93 MRO.qxp 2/05/2011 10:42 Page 92

BART: MAY - JULY - 2011 - 93

engine models that power virtually allactive Hawker and King Air aircraftmodels.

In April it was granted the status ofMajor Service Center by Honeywellfor its new shop on Le Bourget airport.Opened to every operator of Falcon,Hawker, Learjet, Cessna and any otherTFE powered aircraft, the shop will bededicated to the performance of shortturn time (short time) MPI forHoneywell TFE731 engine scheduledevents. This short time MPI conceptwas developed by EADS SECA toanswer customers' expectations interms of reduced TAT.

The implementation of this indepen-dent shop, located within DassaultFalcon Service premises, is a way forEADS SECA to return to Le BourgetAirport where the company was found-ed more than sixty years ago. All activ-ities, from on-site assistance up to CZI,remain managed by the EADS SECAGonesse head office.

It's also worth noting that EADSSECA can dispatch a Mobile RepairTeam (MRT) to any destination inEurope, Middle East, Asia and Africa.Last year it was selected by Hawker

Beechcraft Corporation (HBC) toserve as its preferred turbine enginemaintenance service provider forEurope, the Middle East, Asia andAfrica. EADS SECA's MRT capabilitiesare an excellent compliment to HBC'sowned and authorized service centernetwork. The two companies ensurethat their customer's engine mainte-nance needs are met at an HBC autho-rized service site or by deliveringexpert maintenance assistance to eventhe most remote operator's site.

Last year Dassault Falcon Service(DFS) received the “EBAA Safety ofFlight Platinum Award”. Part ofDassault Falcon’s service center net-work (which has 37 locations: 27Authorized Service Centers, five com-pany-owned Service Centers and fivecompany-owned Satellite ServiceCenters), DFS Paris/Le Bourgetoffers scheduled and unscheduledmaintenance on all Falcons through alllevels of inspections and is the largestservice center dedicated to Falcons inthe world. Currently, it takes care ofover 50 percent of Falcon maintenanceand modification market in Europe,Africa and Middle East.

Corjet Maintenance Europe, ajoint venture company betweenGestair and Iberia based at MadridBarajas expects to serve 350 aircraftper year by 2013, including most ofthe executive jets now stationed inEurope, Africa, and the Middle East.Specialized in MRO services and alsounscheduled AOG tasks, it will alsoprovide logistical support and spareparts. The company is a DassaultFalcon and Gulfstream Service Center.

Bromma Air Maintenance AB,which claims to be one of the largestEASA Part 145 facilities in NorthernEurope, last year became a RaisbeckEngineering and a Blackhawk modifica-tion center. Marcus Lönn, its Director ofmarketing and sales, believes these newdistributor agreements will allow it tooffer a wider support to its customers,beside the overhaul of airframes andengines. A Beechcraft Platinum ServiceCenter and a Pratt & Whitney recog-nized maintenance facility, BAM pro-vides MRO services in its four facilitiesin Sweden: Bromma City Airport,Norrköping, Linköping and Sveg.

ÿ

89-93 MRO.qxp 2/05/2011 10:42 Page 93

WE HELP AVIATION SALES PROFESSIONALS

GENERATE DEALS

Information that moves you forward

VISIT US AT EBACE 2011

BOOTH # 1139

US 1 877 426 7828 I Int ’l +1 732 530 6400 I www.amstatcorp.com

Using a globally focused, multi-lingual research team, and a unique

combination of live data and portability, AMSTAT provides the most

timely and accurate market information available.

More importantly, AMSTAT provides the tools needed to convert that

information into effective marketing programs and valuable sales

opportunities – turning knowledge into revenue.

In a suite of comprehensive services

to meet every business need

AMSTAT PROVIDES INDUSTRY LEADING CORPORATE

AIRCRAFT MARKET & FLEET DATA

ÿ Jets

ÿ Turboprops

ÿ Turbine Helicopters

BART: MAY - JULY - 2011 - 95

Exhibitors chatted nervously,laid out pamphlets andtweaked banners on theopening morning of theBusiness Airport World Expo(BAWE), which ran from the 1stto the 3rd of March atFarnborough this year. The firstedition of the only exhibitiondedicated to Business Airportswas about to begin, andsuccess was by no meansguaranteed.

F ortunately, the visitor tally at theend of day one dispelled alldoubts.

More than 1,000 Business Aviationprofessionals came through the doorsthat day and the final attendee figurefor the three days was close to 2,500.People came from almost 50 countries,all of them on the hunt for leads, part-ners and opportunities.

BAWE’s organizers, UKIP Media &Events, were vindicated. “If you go tosome of the bigger shows you seeFBOs dotted all around the place, butof course it’s the big manufacturersand the other big names that get mostof the attention,” said GrahamJohnson, Managing Director, “FBOsdeserve their own platform.”

“The expo has worked,” he added,“we’ve had fantastic feedback from all115 exhibitors.”

But BART couldn’t take his word forit; we wanted the views of theexhibitors and visitors. “It has beenoverwhelming how busy we have

been,” said Segun Demuren, ManagingDirector and CEO of Evergreen AppleNigeria, which opened an FBO inLagos on the 1st of April this year. “Wehaven’t had a chance to sit down andit’s exciting how many new contacts wehave made!”

Swedish aviation company Grafairbacked up the feel-good factor. “It hasbeen very busy,” said Johan Emmoth,FBO Manager, “I have been talkingnon-stop and we have met many differ-ent companies who want to start oper-ations into Stockholm.” The compa-ny’s subsidiary, Grafair FlightManagement, received an EASA Part

145 repair station certificate from theSwedish CAA in November 2010 andnow offers line maintenance servicesor unscheduled maintenance at theGrafair Jet Center, FBO in Stockholm-Bromma Airport.

Joe Buckley from Shannon BusinessAviation said: “It was definitely betterthan I expected, many people camethrough the doors, and the decisionmakers were there. The nice thingwas that it was small enough to allowyou to meet and talk to the right peo-ple in the industry.” No prizes forguessing that Joe was talking aboutthe advantages, which ShannonInternational Airport offers forBusiness Aviaton. And why wouldn’the? The airport has full US preclear-ance (CBP) facilities, which allowbusiness jets to fly directly to over 220approved airports in the US.

On Home TurfIt was no surprise to see the London

airports out in force. London BiggenHill presented their new ManagingDirector, Jenny Munro who’s brim-ming with ideas about how to squeezepotential out of the upcoming LondonOlympics. “The 2012 Games isgoing to be the event of the decade,”she said, “I am fortunate to be joiningas we begin to develop our operationalplans to achieve a full and completeshare of the logistical support for theGames.”

London Oxford Airport were lettingeveryone know that they haveapproval to use their whole runwaylength, which increases declared take-off distance by 21 percent(896ft/273m). ‘Many business jettypes can now carry more passengersor achieve significant gains in rangefrom the airport,” said James Dillon-Godfray, Business DevelopmentDirector, “And outbound transatlanticcharters are now possible on certaintypes.” While London SouthendAirport could publicize their brandnew, state of the art Control Tower,which complements other initiatives atthe airport – such as the new terminal,

FIRST TIME’S THE CHARM

train station and forthcoming hotel.

NETWORKINGJoe Buckley ofShannonBusinessAviation andSwedish Aviationcompany Grafairwere on the floorat BAWE.

R E V I E W B U S I N E S S A I R P O R T W O R L D E X P O

95-97 AIRPORT.qxp 2/05/2011 10:43 Page 95

By Pau l Walsh

96 - BART: MAY - JULY - 2011

And, we must mention TAGFarnborough Airport, which can caterfor 50,000 flights per year, almost twiceits previous 28,000 limit, and 8,900flights on weekends and Bank Holidays- up from the previous 5,000 cap.

International SpreadBAWE’s international spread was

impressive with Lyon Bron (France),Vipport (Russia), and IAM JetCentres (Barbados and Montego) tak-ing booths. Germany’s Rheinland AirService (RAS) were promoting theirnewly upgraded FBO & HandlingServices, which are based at MunichExecutive Airport (Oberfaffenhofen).RAS has invested close to 500,000 inthe Fixed Base Operation (FBO), ithas added a crew briefing room, twonew crew recreation and relaxationrooms and a sundeck.

The RAS operations team provides acomprehensive range of handlingactivities and full FBO service includ-ing de-icing, and AC/DC groundpower. Professional aircraft valetingis offered in co-operation with partnerPAC.

“Over the next few years MunichExecutive Airport and our FBO willgrow in importance as a premier desti-nation,” says RAS Chairman JohannesGraf von Schaesberg. One main rea-son is the convenient location, justsouthwest of Munich. But the airportalso boasts a 7,500 foot runway withfull ILS capability and hangar parkingis available on request.

Munich Executive Airport is regu-larly used by NetJets, DC Aviation,ILFC and various large corporateflight departments. The airport is alsohome to several renowned aviationcompanies, including RUAGBusiness Aviation Maintenance(authorized service centers forCessna Citation and Bombardier) andDornier 328 specialist, 328 SupportServices GmbH.

Excellent ConnectionsOf course, BAWE wasn’t just about

the FBO’s. The exhibition broughtMROs, refueling, handling companies,chief pilots, scheduling directors,insurers and data base providers,together under one roof. And the

GLOBALFor its 1st

edition BAWE’sinternationalspread wasremarkable.

Lyon-Bron (top),Vipport (center)

and HadidInternational

Services(bottom) all

present.

R E V I E W B U S I N E S S A I R P O R T W O R L D E X P O

95-97 AIRPORT.qxp 2/05/2011 10:44 Page 96

BART: MAY - JULY - 2011 - 97

workshops - on topics such as the air-port coordination at the Olympics, andsafety and risk management – hadsomething for everyone.

Quintessentially Aviation, which wasjust launched in September 2010 wereshowcasing their new services. Thecompany offers private jets and heli-copters for charter.

Paul Drummond Co-Founder of thecompany told BART that BAWE was agreat opportunity to form strong rela-tionships with Business Aviation exec-utives, brokers, and other operatorsfrom around the world.

“We made fantastic contacts, discov-ered potential new markets in the vastexpanding areas such as China andIndia. The expo really is the perfectplatform to meet important individualsin the aviation industry,” he said.“And let’s not forget that feel-goodexhibition factor – we talked non-stopfrom morning till night to like-mindedpeople with a passion for providingquality service to time-short individu-als.”

GDN Airport Services, a Polishbased ground handling agent foundthat the show was an excellent way toraise their profile. “It was a greatopportunity to meet our partners andto introduce our company and servicesto a new ones,” said KrzysztofBastowski, Executive AviationServices Manager. “An exhibition likeBAWE lets meet people share opin-ions and experiences. And, it gives agreat opportunity to speak personallywith present and prospective clientsface to face.”

BAWE visitors and exhibitors couldsee that the exhibition organizers hadpaid great attention to detail. “Theshow was marketed very well with e-

mails, a linked-in group and an easy tonavigate website,” said Karen Warner,Sales Manager at Powerplan, the pay-by-hour program.

“We need to be able to spread infor-mation about our products and ser-

vices to everyone involved in aviationfrom owner/operators to FBO’s andpilots, ground handling and MROfacilities,” she added. “Each one ofthese connections could potentiallyget information about our financial ser-vices into the hands of a person inneed of our products and help savethem time, money and aggravationwhen it comes to maintenance of theiraircraft. So, from a company perspec-tive we made a lot of excellent connec-tions and met a lot of the right peopleat this show.”

Oriens Advisors presented a modelof their new airport construction con-cept. The proposed airport building,developed in conjunction with Cesar

Martinell & Associates, can be erectedin as little as two weeks and serves asa temporary structure for a number ofyears. “It is made of lightweight steeland very energy efficient,” saidMichael Stanley Ricks of Oriens, “weforesee a huge interest in the FlexibleBased Operation facility.”

Geoff Gates, MD of Securus Escrowwas also at the show. He runs a dedi-cated aviation escrow service thatmakes the transfer of documents andcash during the sale of an aircraft,smooth and trouble free. “The SecurusEscrow terms and conditions havebeen drafted by lawyers who are veryfamiliar with the industry, and escrowservices in general,” said Gates, “thisavoids any dispute between the partiesconcerned.” The company providessympathetic time zones for people try-ing to transact between the emergingmarkets of Asia, the Middle East andthe selling markets of Europe andUSA.

This year's Farnborough BAWE wasa hit, and next year's event, whichtakes place in Cannes, could be evenbetter. "Over 75 percent of the exhibi-tion space for next year is alreadysold out," says Graham Johnson,"exhibitors and visitors are clearlythrilled at the prospect of travelling tothe warm climes of Cannes, France,from 22-23 February 2012." The showcould be at least twice the size andtwice as successful as this inauguralevent in Farnborough. Don't missout.

ÿ

ADAPTABLEOriens Advisorspresented amodel of theirFlexible BasedAirportconstructionconcept (top).There wassteady traffic atBART’s booth(center).

95-97 AIRPORT.qxp 2/05/2011 10:44 Page 97

Jet Expo Moscow facedan uphill battle from the start.After the nosedive taken bythe Russian economyand the Business Aviationmarket in 2008. Despite theinitial signs of recovery, the2009 edition had a definite feelof downsizing while the 2010exhibition showed a real signalof extinction!

T here was a strange feeling thatsomething was missing. Tomake matters even stranger,

whenever you did run into anexhibitor at the exhibition center theyall talked about how happy they werewith the show. It seems that BusinessAviation was not disappearing atJetExpo – it was just spread out. Veryspread out, between the exhibitioncenter at Crocus Expo and the staticdisplay at Vnukovo-3 airport.Depending on the traffic in Moscow,the bus ride between the two poles ofattraction could take as long as twoand a half hours.

So while major OEMs likeGulfstream, Hawker Beechcraft,Bombardier and Agusta Westlandwhere present on the floor of the exhi-bition center, others like Cessna,Embraer, Dassault and Pilatus were alltaking care of business exclusively onthe tarmac at Vnukovo-3. This kind ofset up was creating a logistical night-mare, forcing visitors and exhibitors tochoose between the static display andthe exhibition hall.

Reuniting the FamilyThe Russian Business Aviation mar-

ket is in full recovery mode and theorganizers of the leading trade showfor the CIS and all Eastern Europe hadto find a solution to provide a suitableplatform for our industry wishing toshowcase its production and capabili-ties on a promising market. As aresult of a unique agreement betweenJet Expo and Vnukovo-3 to host JetExpo 2011 on a combined platform,the booths of the participating compa-nies and the aircraft on static displaywill be presented at Vnukovo-3Business Aviation Center.

Jet Expo’s organizers promise to sur-prise their exhibitors and visitors atVnukovo-3, from September 14 to 16,with improved service and an intensivebusiness program. Exhibitors are excit-ed about being able to make presenta-tions and hold customer meetings at aone-stop shop. “Having the static dis-play and exhibition hall in a commonlocation will definitively enhance theshow for attendees” says Jeff Miller, VPCommunications at GulfstreamAerospace, a committed exhibitor sincethe very first edition of the RussianBusiness Aviation exhibition.

Vnukovo-3, the leader among the air-ports in Russia and CIS in terms ofservicing Business Aviation offers thehighest level of infrastructure guaran-teeing a maximum of comfort to allparticipants and visitors of the exhibi-tion. The airport has already beenselected by prominent BusinessAviation companies. Jet Aviation

Moscow Vnukovo was established inlate 2007 and is part of the company’sgrowing global maintenance servicesnetwork. Jet Aviation Vnukovo is thefirst global Business Aviation mainte-nance company to serve the BusinessAviation community in Russia and thecompany’s clients who regularly fly toand from Moscow. Embraer took theoccasion of JetExpo 2010 to announcethe naming of the Vnukovo-3 Group asits authorized sales representative inRussia. The company, which operatesthe dedicated Business Aviation termi-nal will sell the entire line of EmbraerExecutive Jets products.

Bombardier’s recent business air-craft market forecast predicts that thebusiness jet fleet will triple by 1019.At Gulfstream, Joe LombardoPresident of the company insists onthe European market where“Gulfstream in service fleet hasincreased by 80 percent within the lastfive years,” adding “we are especiallyenthusiastic about the Russian mar-ket”. Russia is a young economy andJetExpo is its first endurance test. AtDassault, Gilles Gautier, VicePresident of Falcon sales for theEastern Hemisphere says that,“Today’s Russian market is reallymature and professional.” All the indi-cators are in the green for a great suc-cess of JetExpo 2011. BARTInternational will be there, atVnukovo-3, September 14 to 16, toreport on a successful JetExpo 2011

98 - BART: MAY - JULY - 2011

CONVENIENTFor the first time,

Jet Expo willhost the static

display andexhibition side

by side atVnukovo 3.

P R E V I E W J e t E x p o M O S C O W

ÿ

TOGETHER AT LAST

98 JETEXPO.qxp 2/05/2011 10:45 Page 98

September 14 – 16

2011www.jetexpo.ru

WE DEVELOP THE SHOW.WE THINK ABOUT OUR CUSTOMERS.WE DON’T STOP.

WELCOME ONBOARD

For the ÿrst time EVER! Jet Expo 2011 willbe held at a uniÿed site – Vnukovo-3 airport

jet_expo_210X285.indd 1 2/2/11 11:00:34 AM

By LeRoy Cook

E very time we begin a takeoff run,we place great faith in the conceptof V1, a speed beyond which the

takeoff should be continued in theevent of an engine failure. Prior toreaching V1, it is considered feasibleto stop on the available runway/stop-way, while beyond it one is committedto fly. V1 is arrived at, usually in auto-matic fashion with the aid of the FMS,by considering aircraft weight, runwaytemperature and elevation, wing con-figuration and other factors. And yet,the trust we place in being able tostop, or to fly away, based on havingnot yet reached or having passedthrough V1, can be flawed.

Strictly speaking, the loss of anengine at V1 (decision speed) should-n’t be regarded as a dilemma to besolved. The very term “decisionspeed” is a misnomer, because thepilot’s decision should already bemade at that point. Rather than havingto make a decision about continuing

100 - BART: MAY - JULY - 2011

CONTINUEOnce V1 has

been reachedthe pilot is oftenbetter off to fly.

FROM THE COCKPIT T A K I N G O F F

THE V1 CONUNDRUM

100-102 FROM THE COCKPIT.qxp 2/05/2011 10:46 Page 100

BART: MAY - JULY - 2011 - 101

the takeoff or stopping once V1 hasbeen reached, the pilot’s job is to sim-ply drive, because, in the vast majorityof cases, it’s too late to stop.

The reason this is true stems fromthe physics involved. As a high-perfor-mance airplane rolls down the runwaytoward liftoff speed, its kinetic energybuilds at a rate proportional to theincrease in the square of the speed.That is, an aircraft at 80 knots containsfour times the energy than it did at 40knots, and the accumulated energyhas risen by a factor of nine at 120knots. If the pilot elects to abort thetakeoff and tries to bring this hurtlingrocket to a stop, the amount of energyto be absorbed by the brakes is trulyprodigious.

Unfortunately, the risks associatedwith a rejected takeoff are seldom suf-ficiently explored in training or operat-ing manuals. In our early flying, con-ducted in smaller airplanes with amaximum takeoff weight below 12,500pounds, it was generally supposed thatadding the takeoff roll figures andlanding rollout numbers would deter-mine if we had enough runway lengthto perform an accelerate/stop maneu-ver, with perhaps a few seconds ofdelay added for recognition time.Ostensibly to give the pilot guidance, aconvincing accelerate/stop chart maybe published in the POH. However,there is no regulatory requirement toadd any safety margin to these charts,and the aircraft manufacturer willmake sure the numbers are just suffi-cient.

Takeoff RisksFor larger airplanes, and for com-

muter-category aircraft, there is a cer-tification requirement to develop “bal-anced” continued takeoff or stoppingnumbers, showing the distancerequired to either stop or fly away if anengine should fail during takeoff. Thepilot is obliged to operate the airplanein accordance with these calculatedrunway/clearway/stopway distances.However, he or she may not under-stand just how little margin is providedby what appears to be the extra-strin-gent standards of transport categorycertification.

Once the balanced field require-ments are met, taking into account theexisting conditions, the pilot needsoperational guidance, in the form oftarget V-speeds, the first of which tobe encountered is the go/no-go num-

ber, V1. However, reliance on V1speed, or “decision speed”, mustassume that your decision to begin arejected takeoff procedure will bemade PRIOR to reaching V1. Once atV1, acceleration to liftoff will continuewith the remaining engine(s), result-ing in the aircraft becoming airborneand achieving a height of at least 35feet by the time it reaches the end ofthe runway. Attempting to stop afterV1 is reached is seldom ever advis-able.

For this reason, many operators usea two-stage RTO procedure. Below 80knots, one can reject the takeoff forany reason, while from 80 knots to V1an abort should only be done for rea-sons that are relevant to the ability ofthe airplane to be capable of flight.The captain’s abandonment of thenosegear steering tiller is usuallypaired with this shift in focus.

It’s Not Going To Be EasyNo matter what the airplane’s certifi-

cation basis, a rejected takeoff is onescenario that is fraught with hazards.A Boeing study of simulated abortedtakeoffs undertaken at or near the V1decision speed showed that 4 percentof the aborts would have resulted in anaccident, and 12 percent would havecreated a less-hazardous incident,such as the airplane coming to rest offthe end of the usable runway.

The government-approved V1 stop-ping-distance numbers provided bymanufacturers do not take intoaccount real-world factors like slowerthan normal acceleration, runwayslope, slow rolling starts, extendeddeliberation by the crew or agingbrakes. The rejected-takeoff numbersare the best that could be developedby near-instantaneous reactions fromtest pilots in multiple efforts, usingbrand-new equipment that could bediscarded after the tests, with a level,groomed runway. You can’t expect tobetter, or probably even match, thosefigures. Under FAR Part 25, brakefires are allowed to develop and tireblow-out plugs can rupture, so long asthe airplane comes to a halt intact.

In another study of RTO cases, itwas found that half of the rejectedtakeoffs undertaken in transport-cate-gory airplanes would have been betterhandled using a continued takeoff pro-cedure. A heavy turbine-powered air-plane is a beast to stop when the take-off is aborted at 120 knots or more. As

the wise aviation sage DanManningham once said, “The no-godecision is not a decision that you canstop; it’s a decision that the aircraftcannot fly.” Only if there’s a clear ele-ment of danger presented by attempt-ing flight should a decision be made toabort a takeoff near V1. In that case,rolling off the end of the pavement anddamaging the aircraft might be prefer-able.

Braking technique is often flawedas well. Many pilots first pull thethrust levers back to idle, then theyapply brake pressure. In reality, thefirst priority should be maximumbraking effort, even before closingthe throttles. No attempt should bemade to modulate the brakes whenanti-skid is operational; just stand onthe binders and let the computerlogic work.

Remember, reverse thrust is not fac-tored into RTO calculations, simplybecause the very reason for rejecting atakeoff may involve a powerplantproblem, rendering reverse unusable.Thus, brakes and spoilers are the onlydevices considered usable for all RTOsituations. Reverse is certainly abonus, if available, but bear in mindthat heavy use of reverse thrust car-ries the risks of FOD, erosion andcompressor stalls.

Pollyannic PerformanceUnder Part 25, the calculated dis-

tance required to stop as the aircraftreaches V1 is based on a perfect day,perfect performance, and a good levelrunway surface. There is no margin inthose numbers; zilch, nada, none.When aborting at V1 on a runway ofexactly balanced length, if you don’tgenerate every bit of braking energy,if you take more than two seconds toslam the throttles to idle, if the runwayhas some unfactored slickness orslope, or if you didn’t wait for theengines to reach full power beforereleasing brakes at the very end of therunway as you began the roll, you’regoing off the end. Count on it.Therefore, any decision to abort mustbe made well before arriving at V1, toensure safety. Many operators consid-er their working V1 speed to be aboutfive knots below the real computer-generated number.

The balanced field number for contin-uing the takeoff once the aircraft hasreached V1, on the other hand, carriesa bit of margin, in that it’s calculated to

100-102 FROM THE COCKPIT.qxp 2/05/2011 10:46 Page 101

102 - BART: MAY - JULY - 2011

produce an altitude of 35 feet over therunway end. That’s not much, but atleast it’s a positive number. Unless youelect to stop, and take positive action todo so, much earlier than V1, you’reprobably better off to fly.

When Seconds CountIn an evaluation test conducted a

number of years ago, aborted and con-tinued takeoffs were made earlier andlater than V1. It was found that abort-ing with a delay of only one added sec-ond after reaching V1 resulted ingoing off the end of the prescribedrunway at 40 knots. By comparison,continuing the takeoff after sufferingthe loss of an engine seven secondsprior to reaching V1 still resulted incrossing the end of the runway at 30feet, flying and under control. The les-son is clear—abort at V1 only if theairplane can’t fly.

What would be a valid reason toreject a takeoff? Obviously, any doubt-ful powerplant indication is groundsto abort. Even so, such an indicationshould be detectable while the takeoffis still young, allowing plenty of time

to shut down and stop. Check thegauges early, not while rolling along athigh speed.

Sluggish acceleration, as in thefamous Anchorage, Alaska case of aDC-8 attempting to depart with itsbrakes locked, ought to be noticeablelong before V1. Military trained pilotsare taught to respect so-called linespeeds—when half of the calculatedtakeoff distance has gone by, the indi-cated airspeed should be at least 70percent of takeoff speed.

A good friend from my childhoodhad the misfortune of crashing duringtakeoff in a loaded Boeing B-52Stratofortress in Thailand. It was mon-soon weather, with shifting, gustywinds and standing water on the run-way. Even with all eight engines blow-ing, the old Buff couldn’t acceleratethrough the last knots needed to liftoff, and there was no longer room tostop. The airplane went off the end ofthe runway and broke apart.Fortunately, my friend extricatedbefore the fire and ordinance explo-sions.

An unlatched door can be a seriousthreat to flight, but the accompanyingwarning lights, sound or vibrationshould make its presence known earlyon. If the door pops open at rotation asairflow around the fuselage changes,keep a steady hand and carefully flythe aircraft around for a landing.

Annunciator warning lights will nor-mally be glowing as the takeoff rollbegins and should be dealt with then,not when well under way. If a lightcomes on at or near V1, continue,rotate and fly—you can hunt down thecircuit breaker and get it pulled onceyou’re in the air. Don’t fumble aroundon the roll.

What about a tire or wheel failure dur-ing takeoff? A maingear tire or wheelmay have been a factor in an accidentinvolving a nearly-new Learjet 60 atColumbia, South Carolina in 2008. AnRTO was begun at 136 knots, after anoise was heard. Even though the con-ditions were good, stopping was impos-sible with the maingear damage andthe aircraft continued off the end of therunway, consuming 1,000 feet of run-way safety area and crossing a roadwaybefore impacting a berm, where itburned. Remarkably, two of the sixoccupants survived.

If a tire blows well before the V1point, use whatever braking is avail-able, maintain control and attempt tostop. However, a failure late in the roll,at or anywhere near V1, would be besthandled by continuing the takeoff, leav-ing the gear down and flying to an air-port with the longest-available runwayand crash-rescue equipment that canbe deployed. In such unusual cases, thepilot in command has to determinewhether it’s time to fight or flee, but ifthe aircraft is almost ready to fly, takingto the air would be my choice.

Respect the limitations of the V1speed, recognizing that it’s based onnear-perfect conditions and perfor-mance. The rejected takeoff maneuver isnot one to be attempted anywhere neara FAR Part 25 certificated airplane’s V1speed. Rather, it’s an option that’s avail-able early in the takeoff roll or if there’sa clear indication that the airplane is notcapable of flying. Otherwise, rotatingand flying is a safer choice. RTOs leavelittle margin for error.

SAFERIf a light comes

on at or near V1,continue, rotate

and fly.

FROM THE COCKPIT T A K I N G O F F

ÿ

100-102 FROM THE COCKPIT.qxp 2/05/2011 10:46 Page 102

cae.com

Global Presence inBusiness Aviation Training,Unique Service Experience

The CAE business aviation training network is expanding to serveyour needs with easy-to-access locations in North America, theMiddle East and Europe – including the recent addition of trainingin Amsterdam and Dubai. We provide a unique service experiencefrom check-in to checkride with programs that are flexible andcustomized to your operational requirements. Our world-classpilot and maintenance instructors use innovative CAE simulationtechnology and integrated training methodologies.

Optimize your efficiency, your effectiveness and your overallsafety – train with CAE.

Have a conversation with CAEabout your business aircraft training needs

EBACE, May 17-19, Geneva, Booth 1051

Dallas

New York

London

aviationtraining@cae.com

Amsterdam

Dubai

NEW – Ready for TrainingChallenger 300 and Challenger 604

NEW – Ready for TrainingFalcon 900EX EASy, Falcon 2000EX EASy,Falcon 7X (summer 2011)

By Ao i fe O ’ Su l l i van

W hen buying or leasing a busi-ness or private aircraft, thereare many issues to take into

account– the range of the aircraft, theprice, the model, whether or not it willbe chartered, which registry it will beflown under, whether or not finance isrequired. One of the most importantaspects of buying or owning an aircraftis the insurance policy and yet manyowners (and even some financiers) arenot aware of the basic contents orrestrictions contained in the insurancepolicy. It is a little too late to find outafter the aircraft has been damagedthat your policy isn’t quite as youexpected it to be.

Part 1 - Types of AviationInsurance

1. Aircraft Hull and LiabilityThere are several standard aircraft

liability policies in the London market,but for the purposes of keeping it sim-ple, I will focus primarily on AVN1C,which is the London AircraftInsurance Policy. This policy is mainlyused for general aviation business, asopposed to major airlines, which obvi-ously require wider coverage than isprovided by this standard form. It cov-ers both the hull risks and theinsured’s liability to third parties andpassengers. There are four main sec-tions to AVN1C

i. Section I: Loss of or damage toaircraft

ii. Section II: Legal liability to thirdparties (other than passengers)

iii. Section III: Legal liability to passen-gers

iv. Section IV: (A) General exclusionsapplicable to all sections

(B) Conditions precedent applicable toall sections

(C) General Conditions applicable toall sections

(D) Definitions

a. Section I –Loss of or damage to aircraft

Insurers will, pay for, replace orrepair accidental loss of or damage tothe aircraft described in the scheduleunder the policy for the risks covered(generally being flight, taxiing andground risks). It would be common foraircraft policies to have a separate pre-mium rate for flight risks and areduced premium rate for groundrisks. Operators should be aware ofsuch differentials when seeking insur-ance, particularly if they have a fleet ofbusiness jets, which may have longperiods of grounding for commercialreasons or economic downturn.Operators may be able to negotiatethe inclusion of a ‘lay-up’ clause(AVN26A) which would provide pre-mium returns for aircraft ‘laid-up’ for adefined period of time, thus keepinginsurance costs to a minimum, subjectto various conditions being met, i.e.not for maintenance/overhaul orrepair purposes and a minimum of 30days laid up.

The policy is underwritten on a‘insured value’ basis whereby,although a value is attributed to theaircraft at inception, the reduced(depreciated) value of the aircraft atthe time of any loss is the value thatwould be used for claim settlement inthe event of a total loss. This can how-ever be amended to an ‘agreed value’basis, thus the amount to be paid in

the event of a total loss is set at incep-tion under the schedule of aircraft.

Any partial losses will be subject tothe applicable deductible. Operatorsshould seek insurance on the bestterms available regarding lowerdeductibles. Insurers are flexible inproviding alternative premium struc-tures to accommodate variousdeductible options and the currentmarket for business jets appears to besoftening, insofar that very lowdeductibles can be achieved.

Turbojet aircraft are susceptible toforeign object damage despite recentimprovements in design efforts.Operators should note that foreignobject damage is only covered if it isattributable to a ‘single recorded inci-dent’ (being recorded in the aircrafttechnical log). However, consequentdamage sustained to other parts of theaircraft is covered.

Spares coverage is often includedwithin Section I at an additional premi-um, rated against ‘values at risk’.Operators should ensure that theirspares inventory is kept up to date anddeclared to their broker.

b. Section II –Legal Liability to third parties(other than passengers)

Insurers will indemnify the insuredfor all sums that the insured becomeslegally liable to pay as damages(including costs) in respect of acciden-tal bodily injury or property damage

104 - BART: MAY - JULY - 2011

MAKE SURE YOU’RE COVERED

UNAWAREMany aircraft

owners areunacquaintedwith the basic

contents of theirinsurance policy.

T H E D O C K E T A I R C R A F T I N S U R A N C E

104-108 DOCKET.qxp 2/05/2011 10:47 Page 104

BART: MAY - JULY - 2011 - 105

caused by the aircraft or by any per-son or object falling therefrom.

The policy excludes injury toemployees, namely directors/employ-ees acting in the course of theiremployment, operational crew (can bewritten back in), passengers (Insuredunder Section III), property belongingto, or in the care, custody and controlof the insured, noise and pollution asdefined under aviation clauseAVN46B.

Operators should consider the limitof indemnity being purchased andseek advice from their insurance bro-ker to ensure that the limit providesadequate protection given their fleetsize, aircraft type and area of opera-tion. In Europe, the EU will also haveto be adhered to with regards to mini-mum insurance liability limits for bothpassengers and third parties, which isdetermined by aircraft type, take-offweights and seating capacity.

c. Section III: Legal Liability topassengers

Insurers will indemnify the insuredfor all sums the insured becomeslegally liable to pay as damages(including costs), in respect of acci-dental bodily injury to passengerswhilst entering, on board, or alightingfrom the aircraft and for loss of ordamage to baggage/personal effectsarising out of an accident to the air-craft. Again, employees and opera-tional crew are excluded. Operatorsmay wish to consider purchasing anindependent Personal Accident policyto cover pilots, crew and other passen-gers.

Operators again need to consider thelimits of indemnity purchased for pas-senger liability. Most limits are pur-chased on a ‘combined’ basis in con-junction Section II above. It would notbe uncommon for insurers to impose‘passenger caps’ on certain areas ofoperation to limit their liability on a‘per passenger’ basis, so this shouldbe considered and negotiated shouldthe need arise, with particular refer-ence to their lease/finance agree-ments, to ensure there are no cover-age shortfalls. A ‘passenger cap, forexample, might be included if opera-tors were regularly flying to the USA,given the litigious nature of this coun-try, i.e. ‘passenger liability in respect ofoperations within the USA would belimited to US$500,000 each and everypassenger.’

Section III would be subject to gener-al exclusions such as ‘illegal uses’,those uses not stated in the policy atinception. Geographical limitations arealso imposed where cover is excludedoutside the areas stated in the policy.Operators should therefore be activelykeeping their broker up to date withregards to the areas of operation,although it would not be uncommonfor many business jet policies to have‘worldwide’ coverage as standard.Nuclear risks and war, hijacking andother perils are also excluded byvirtue of standard market clauses.

2. War, Hijacking and Other PerilsExclusion Clause (Aviation) –AVN48B

It is standard for AVN48B to beincluded within the wording of a poli-cy. This clause ‘expands’ the exclusionbeyond those pure ‘war’ perils andOperators should pay close attentionto what perils are excluded. Inessence, the clause excludes aboveand beyond the basic ‘war, invasionand acts of foreign enemies’ and goesfurther to exclude (inter alia) any hos-tile detonation of a weapon, strikes,riots, civil commotions, malicious actsor acts of sabotage, confiscation,nationalisation, seizure by any govern-ment or local authority and hijackingwithout the consent of the insured.

It is common practice for operatorsto ‘buy-back’ the majority of theseexclusions in respect of both hull andliability coverage. Operators can pur-chase a liability ‘write-back’ which pro-vides liability coverage for the majorityof the excluded perils contained inAVN48B. This clause is known asAVN52 and is regularly amended andupdated. The majority of insurers nowoffer this coverage up to the‘Combined Single Liability Limit’ with-in their policy and operators shouldensure that such coverage is in linewith their lease/finance agreements inorder to avoid any shortfalls. If, onoccasions the incumbent insurer isunable to offer AVN52 coverage up tothe limit of liability, then it can be pur-chased as an excess layer indepen-dently through alternative insurerswith such capacity.

Hull war can also be purchased inde-pendently, known as LSW555D (alsoregularly updated and revised). Thecoverage provided mirrors thatexcluded by AVN48B in respect ofhull coverage, with one exception,

namely in essence, nuclear detonation.War policies often pay up to 90 percentof extortion, confiscation and hijackexpenses. Operators should note that‘confiscation by the government ofregistry’ of the aircraft is excluded,although this could be added backinto the policy at an additional premi-um. Repossession by any title holderis also excluded, alongside the marketwide ‘five major powers’ exclusion,which is mandatory.

Part 2 – Some Market PracticesExamined

1. Insurance and ReinsuranceMany owners and operators of air-

craft have an understanding of theinsurance market, mainly in terms ofwhat their legal requirements are andhow to go about complying with them.Less is universally understood aboutinsurance practices, particularly relat-ing to reinsurance.

Reinsurance is insurance the insurerpurchases from another insurancecompany (reinsurer, eg Swiss Re,Munich Re) as a means of risk man-agement and effectively spread out lia-bility under the insurance cover. Thereinsurer and the insurer enter into areinsurance agreement which detailsthe conditions upon which the reinsur-er would pay the insurer’s losses (interms of excess of loss or proportionalto loss). The reinsurer is paid a rein-surance premium by the insurer, all ofwhich is worked into the price to theend customer.

The net effect of passing off some ofthe risk is that the insurance companyis able to take on more policies – forexample it can issue policies withhigher limits than it would be allowed.

Most reinsurance placements are notplaced with a single reinsurer but areshared between a number of reinsur-ers. For example a $30,000,000 excessof $20,000,000 layer may be shared by30 or more reinsurers. The reinsurerwho sets the terms (premium and con-tract conditions) for the reinsurancecontract is called the lead reinsurer;the other companies subscribing tothe contract are called following rein-surers.

To further complicate matters, rein-surance companies themselves mayalso purchase reinsurance from otherreinsurance companies. This processcan sometimes continue until the origi-nal reinsurance company unknowingly

104-108 DOCKET.qxp 2/05/2011 10:47 Page 105

106 - BART: MAY - JULY - 2011

gets some of its own business (andtherefore its own liabilities) back. Thisis known as a “spiral” and was commonin some specialty lines of business suchas marine and aviation. Sophisticatedreinsurance companies are aware ofthis danger and through careful under-writing attempt to avoid it.

The insurance company is obliged toindemnify its policyholder for the lossunder the insurance policy whether ornot the reinsurer reimburses theinsurer.

For the owner or operator it is notunreasonable to ask who are the rein-sures and what percentage of the poli-cy has been reinsured – if for exampleonly 5 percent is being held by theinsurance company you are dealingwith, this means 95 percent of yourpolicy has been passed on to othermarkets. If taking undertakings fromthe insurer, consider asking for themfrom the lead reinsurer at least also –they are after all the company takingon most of the risk in this example.The strength of the policy depends onthe credit rating of the reinsurers – inrecessionary times, owners and opera-tors will want assurances that if theyneed to call on their policy in the eventof a loss, that those supporting he poli-cy whether through insurance or rein-surance can meet the obligations.

2. Fleet Policiesand Single Policies

Fleet policies are essentially policiescovering more than one aircraft. It hasbecome market practice for some air-craft operators and management com-panies to offer access to their fleet pol-icy to their customers. Single aircraftpolicies are single stand alone policiescovering only one aircraft, or a num-ber of aircraft owned by one owner.

The commercial difference betweenthe two tends to be that insurancecover under a fleet policy due toeconomies of scale can be cheaper forhigher liability limits. The more aircraftthat join the policy, in theory the cheap-er and more extensive the cover shouldbe. This doesn’t always happen in prac-tice – those joining the policy from theoutset don’t always have the savings incost passed down to them by later join-ers. In addition, the more aircraft thereare on a policy, the higher the risk thatthere may be a claim on the policy.

If adding your aircraft to a fleet policy,you should take great care to ensureyou understand the levels of cover andalso the level of protection open to youas an insured under the policy. Ensurethat a claim from another aircraft ownerdoes not affect your position under thepolicy. Likewise ensure that you are notbeing prejudiced by limitations andrestrictions designed for other owners(eg restrictions on geographical loca-tions, war risk where you have no needfor it). Ask for the certificate of insur-ance to be reviewed against the actualpolicy – the certificate of insurance ismerely evidence of a policy, it is not theactual policy. The certificates of insur-ance tend to be drawn up by brokerswith substantial disclaimers at the endabsolving themselves from all liability ifit turns out that the certificate does notcorrectly reflect the policy or omits toinclude important terms of the policy.

An aircraft owner should make ittheir business to have the policyexplained to them by a qualified pro-fessional.

3. Insurance as security –assignments of insurance

Over the past number of yearsfinanciers have started to insist on“Assignments of Insurance”, as part ofthe security over an aircraft. The prac-tice developed in the commercial air-line world and does not translate par-ticularly well into the world of busi-ness and private aviation.

The theory behind the assignmentsof insurance is that the bank should beentitled to receive the insurance pro-ceeds under an insurance policy. Inmost cases, this goes well beyondwhat the bank should be entitled toreceive.

Banks will usually protect their posi-tion by requiring that the air operator

notes the banks’ interest on the insur-ance policy. If that interest is noted inthe form of the London marketLease/Finance Contract AVN 67B or67C, the bank will be named as “con-tract parties” for AVN 67B or C pur-poses and the insurers thereforeacknowledge that the bank has inter-ests in the aircraft under certain “con-tracts” which are listed in the clause.The key point under AVN 67B/C isthat the “contract parties” are elevatedto the status of an additional insuredunder the policy and therefore have aninterest in the proceeds of the insur-ance policy as an insured. This givesthem greater status than just beingnamed as a “loss payee” and, in theevent of a total loss, the insurance pro-ceeds will be paid either to, or to theorder of the contract parties.

If a borrower agrees to an assignmentof insurance on top of the protectiongiven by AVN67B, they are assigning tothe bank the borrower’s residual rightsin a policy after the bank has been paidout on a loss. AVN67B means that thebank will be paid by the insurer usuallyup to an agreed value. Banks usually setthis agreed value at a figure higher thanthe amount of the loan to cover off anycosts or charges associated with a loss.The bank is therefore adequately cov-ered and arguably should not be enti-tled to take what is left (and should begiven to the borrower). This is particu-larly relevant where a bank is for exam-ple lending on a 60:40 loan to valueratio. The loan amount is 60 percent ofthe value of the aircraft at the outset ofthe loan. As the loan is repaid, thisamount reduces yet the Agreed Valueunder the policy does not change. So intheory the bank is more than adequate-ly covered. Why the need for the assign-ment of what is left?

OBLIGATIONInsurers must

pay for, replaceor repair damage

to the aircraftunder the policy

for the riskscovered.

T H E D O C K E T A I R C R A F T I N S U R A N C E

104-108 DOCKET.qxp 2/05/2011 10:47 Page 106

Gates and Partners is recognised independently as one of the worlds pre-

eminent aviation and commercial law firms.

We can assist you in all areas of aviation and commercial law including:

Aircraft acquisitions and disposals

Aviation insurance and reinsurance

Aircraft finance

Regulatory issues and registration of aircraft

Operational and management issues

Offshore Structuring

Aviation Litigation

As a niche firm, we offer the advantage of a more direct, personalised

service but with the depth of expertise that you would expect a

substantial international law firm. We have lawyers admitted to practice

in mainland China, Hong Kong, Singapore, the United States, Russia,

Greece, the Cayman Islands, the Eastern Caribbean and various

jurisdictions in Australia. Our head office is based in London, UK with

an office in Singapore and representatives in key locations worldwide.

E: info@gatesandpartners.comwww.gatesandpartners.com

In London: Gates and Partners5th Floor, Capital House85 King William StreetLondon EC4N 7BLUnited KingdomT: +44(0)844 692 4900F: +44(0)844 692 4901

In Singapore:Gates and Partners9 Temasek Boulevard42-03 Suntec Tower 2Singapore 038989T: +65 688 44600F: +65 688 44655

In Paris: Gates and Partners30 Rue de Lisbonne75008 ParisFranceTel: +33 1 4289 1077Fax: +33 1 4289 0697

In Brussels: Gates and Partners475 Avenue LouiseB - 1050 BrusselsBelgiumT: +32 2 554 0590F: +32 2 554 0591

108 - BART: MAY - JULY - 2011

The reason given is usually that thereis some concern AVN67B may notwork if tested – industry practices andexperience on losses show this to beunfounded.

If a borrower does agree to an assign-ment, it should bear the following inmind:

(a) It is not possible to agree to anassignment of a fleet policy. In fact thewording should never refer to anassignment of a policy, but merely theright to proceeds under a policy. This isparticularly important in the context ofaviation insurance regulation – assign-ment of a policy would mean assigningthe benefit of a policy to the bankwhich is illegal in the context of someinsurance eg passenger insurance.

(b) The borrower should agree withthe Bank a waterfall of payments sothat when the bank’s position has beenadequately covered, any remainingamounts should be returned to the bor-rower.

(c) The assignment should only beeffective on a default by the borrower –there is usually no need for the securityto become effective until the borrowerhas defaulted. This will allow the bor-rower to continue to deal with its insur-ers without having to involve the bankat every turn.

(d) A carve out should be givenunder any assignment for repairs (pre-sumably up to an agreed limit). If theowner or operator conducts repairs onthe aircraft then it must only be rightthat the owner or operator should beentitled to receive the benefits of anyinsurance cover for the repair work.

(e) Some countries impose a stampduty on assignments of insurance withhigh penalties if the tax is not paid.

4. Public and private use -Illegal Public Charter

In most jurisdictions, an aircraft is notpermitted to fly for the purpose of pub-lic transport otherwise than under andin accordance with the terms of an airoperator’s certificate (“AOC”). TheAOC is granted by the local CAA andcertifies that the operator is competentto ensure that the aircraft he operatesfor public transport is operated safely.

The UAE has established and devel-oped its registry in line with the UnitedKingdom Civil Aviation Authority.

Similar rules and regulations regardingregistration and licensing of aircraftand operators are in operation. Also theGCAA is particularly safety consciousand ensures that only those aircraft thathave been certified by the FAA andEASA/JAR are allowed on to the UAERegistry.

A practice has grown however where-by owners of aircraft who are not hold-ers of an AOC do carry passengers forsome form of reward. This practice isknown as illegal public transport. Asidefrom the legal consequences, conduct-ing an illegal flight may have seriousconsequences for the certification ofthe aircraft itself and may invalidate anyotherwise applicable insurance cover,including the passengers’ own lifeinsurance.

It will be an inherent requirement offinance documents and any insurancepolicy governing the aircraft that theaircraft be properly operated in accor-dance with the requirements of the rel-evant regulator. This has repercussionsfor all parties if an accident occurs – theowner of the aircraft will find him orherself named on a claim which maynot be covered by his insurance policy.Owning the aircraft through a limitedliability company will not ring fence theowner of the aircraft against claims fornegligence or criminal liability (see fur-ther below).

Moreover his financier will typicallybe entitled to call for repossession ofthe aircraft for default under thefinance documents so any residualscrap value in the aircraft will fall imme-diately to the bank. The bank will seekto enforce any other security againstthe owner to make good any balanceowed to the bank, calling in all guaran-tees and supporting collateral. Theoperator will find itself under investiga-tion for operating an aircraft illegallyand the hapless customer may findthemselves trying to bring a claimagainst an empty shell company withno insurance cover.

Liability does not stop there – there isa new and growing trend worldwide forcriminal proceedings to be brought fol-lowing aircraft accidents and for plain-tiffs to seek to break the corporate veilof limited liability and seek to attachresponsibility and liability to ownersand financiers.

Conclusion

The underlying theme of this note isthat an owner of an aircraft should payas much attention to the insurancecover as it does to all other aspects ofthe acquisition transaction.

In addition to buying aviation insur-ance, a buyer should use all availableresources to protect against claims –for example the aircraft should neverbe owned by the individual personal-ly but rather should be held througha special purpose vehicle with onlythat aircraft as its asset – this willserve to ring-fence any claim withinthe company and protect otherassets from claims. Where possible,insist on contractual protectionssuch as warranties and indemnities.If a third party is assuming opera-tional control and risk for your asset,this should be reflected clearly in thecontract.

Ensure insurance policy documenta-tion is available and clearly specifiesthe identity of the insured. If therehave been changes of corporate namekeep the documents to establish thechain of title with the insurance docu-ments. Also ensure that full copies ofany contracts referred to as AVN 67BContracts are available. Much time isoften spent from the insurers’ side intracking down a full set of documents.Keeping a “bible” of documentsscanned after each insurance place-ment would be useful. When placinginsurance work with your legal advis-ers and insurance brokers to ensurethat only necessary parties are includ-ed as contract parties to streamline theclaims process.

Take insurance seriously!

CAUTIONAircraft owners

should payconsiderable

attention toinsurance cover.

T H E D O C K E T A I R C R A F T I N S U R A N C E

ÿ

104-108 DOCKET.qxp 2/05/2011 10:48 Page 108

INADVERTENTIt’s not usual fora pilot todeliberately takeoff when outsidean aircraft’smass or balancelimitations.

S A F E T Y S E N S E W I S H F U L T H I N K I N G

By Michae l R . Grün ingerand Markus Koh ler

of Great C irc le Serv ices AG (GCS)

T he pilot was under pressurebecause he needed to fund hisproject. He had built his Express

2000 ER (Extended Range due to thesupplemental fuel tanks installed) withhis own hands and had modified theoriginal kit to match the performancerequirements for his pioneering worldrecord attempt. At that point, no onehad succeeded in flying around theworld via both poles in a SEP-poweredairplane, alone.

This experienced long-haul pilot hadalready set numerous records and toincrease visibility and attract sponsors,he had planned to fly non-stop fromBasel (Switzerland, LFSB) to Oshkosh(USA, KOSH) to land at the annualInternational Experimental AircraftAssociation’s fly-in convention in 2007.But the construction of this experi-mental aircraft had taken longer thanplanned. In the beginning thepilot/builder had worked very consci-entiously; documenting the buildingprocess with care. The engine wasdelivered late, and by the time thepilot needed to make the publicity-seeking flight to Oshkosh he simplyhadn’t enough time to test and calcu-late with the attentiveness he hadapplied in earlier phases of the project.An error in calculating the centre ofgravity passed undetected. The pilotassumed that the centre of gravity forthe flight was located in overweight-condition at 22 percent MAC, while infact it was located at 35 percent MACand outside the envelope for a take-offweight of 5445 lbs (instead of the kit

designer’s limits at 3592.6 lbs. In brief:the numbers did not add up, but thepilot was not aware of it. The FOCAapproved the AFM Supplement foroverweight operations, although withrestrictions.

A few days before the day of theflight, problems started to crop up:The extra fuel tanks had beeninstalled for the first time and therewas much that needed attention. Thenon the day of the flight, fuel leaks fromthe vent pipe of the auxiliary fuel tankinstalled in the fuselage, were discov-ered. The problem needed to besolved before take-off.

In its final report the AAIB notedthat media representatives watchedthe Basel take-off, and were able tointerview the pilot before he climbedinto the aircraft. When a support at thetail was removed, the aircraft slowlytipped back. Corrective action consist-ed in quickly fixing four lead platesunder the rudder pedals in an attemptto move the CG forward. The mass ofthese plates was not added up in themass calculation. The pilot then sat inthe cockpit and prepared for depar-ture. When an assistant climbed ontothe step located directly behind thewing to talk to the pilot, the airplanetipped back again and struck theground with the tail. Assistants con-cluded that the damage was not rele-vant to the flight and temporarilyrepaired the tail with high-speed tape.Once the engine had been started, anassistant had to support the horizontalstabilizer in order to prevent the nosewheel from lifting. The pilot appliedrelatively high power to prevent thenose wheel from lifting when passingover bumps during taxi.

When cleared for take-off by thetower, with an indicated tailwind of fiveknots, the pilot applied power and initi-ated the take-off roll. Initial accelerationin the first 2295 ft (700m) was fairlynormal. But then the airplane did notcontinue to accelerate as planned. Laterit was found that the tires were run-ning flattened due to the over weight ofseveral hundred kilograms; theytouched the wheel fairings resulting inabrasion and smoke. The fire brigadeobserved this and communicated it tothe tower. The resistance caused bythe chaffing tires prevented the air-plane from accelerating as requiredmeaning that the take-off run was threetimes longer than expected. The pilotdecided to continue the take-off andeventually managed to get the aircraftairborne in ground effect.

Once airborne, the aircraft lackedthe excess power to accelerate to asafe speed. The tail-heavy airplanebarely took off, flew at a low level andwasn’t able to climb any further. 2.11miles (3.4 km) from the airport, HB-YMN crashed into the rooftop of abuilding in the neighborhood south ofthe aerodrome. The resulting impactand post crash fire killed the pilot,injured some people on the ground,destroying several houses and adja-cent constructions.

1 Wrong AssumptionsMass and balance considerations, in

relation to the power available, playedan important role in a second accident.On November 15 2009, ZS-OTU, a SunRoad Trading 10CC operated Cessna208B, crashed after take-off from ErosAerodrome in Namibia. The aircraftexceeded the maximum take-offweight by 629 lbs. It failed to maintainadequate speed and stalled shortlyafter take-off, killing three people onboard and injuring one.

According to the Namibian AAIB,the pilot of ZS-OTU made one funda-mental error in his weight calculation.He used the incorrect aircraft emptyweight. In addition, the cargo was notweighed by the handling agent.

Moreover, some harsh anti-erosiontype paint had been applied to the air-craft’s wings leading edges. Such paintdid not meet Type CertificateStandards and may have affected thestalling characteristics of the aircraft.

A DEAD WEIGHT

109-110 SAFETY SENSE.qxp 2/05/2011 10:49 Page 109

110 - BART: MAY - JULY - 2011

2 Mass and BalanceICAO Annex 6 Part II 2.2.3.1 (d)

requires a pilot-in-command not tocommence a flight unless he is satis-fied that the “mass of the airplane andcentre of gravity location are such thatthe flight can be conducted safely, tak-ing into account the flight conditionsexpected”. This standard applies tonon commercial operations.

ICAO Annex 6 part I 4.3.1 (d)requires exactly the same from com-mercial operators, as does EU-OPS1.605 (a): “An operator shall ensurethat during any phase of operation, theloading, mass and centre of gravity ofthe airplane complies with the limita-tions specified in the approvedAirplane Flight Manual, or theOperations Manual if more restric-tive”.

Non-commercial operators may wantto embrace the well recognizedInternational Standards for BusinessAircraft Operators (IS-BAO) 4.2.3 thatreads: “The pilot-in-command shall beresponsible for the operation, safetyand security of the aircraft and the safe-ty of all crew members, passengers andcargo on board. Specific duties andresponsibilities shall include: (a)-(f) ...;(g) determining the aircraftweight/mass and balance limits.”

Both our examples show clearly thaterrors committed in determining themass and balance limits are veryunforgiving. You can’t cheat physics.

3 Taking Precursors SeriouslyIn both accidents we observe how

two experienced pilots, one of whomheld an Air Transport License, did not

respect the mass and balance limita-tions. How can this be explained?

We cannot assume that a profession-al pilot will deliberately decide to takeoff when he or she is not within themass and balance limitations of an air-craft. But, the reality is that whenoperating close to the limits, a numberof events can combine and lead to anaccident. Commercial or peer pres-sure can also aggravate the situation,by leading the pilots to take undesir-able short cuts.

As is common in many accidents,more than one precursor was present,but the safety barriers were not strongenough to prevent the accident trajec-tory from developing. Some of the pre-cursors, listed below, are not individu-ally sufficient to cause an accident, butwhen added together, they can easilybecome fatal:

ÿ Optimism and approximation incalculations vs. weighing the actualmasses loaded on board

ÿ Misinterpretation of wind informa-tion: believed to be headwind, while infact it was tailwind, by pilots and otherpersonnel involved

ÿ Time pressureÿ Stress from being under scrutiny

by spectatorsÿ Wishful thinking resulting in “see-

ing what you want to see” and ignor-ing obvious indicators (major tiredeflection due to heavy load, centre ofgravity is obviously near or aft of mainwheel when aircraft tilts without addi-tional weight in forward area and aperson holding the horizontal stabiliz-er during taxi, very long take-off runbefore rotation)

ÿ Stress from need to succeed andtherefore irrational determinationanand decision making based on sub-jective data

ÿ Assuming without making sureÿ OverconfidenceOur judgment is often misled by

unrealistic expectations and the focuson achieving a target. It takes strongcultural inhibitors to avoid such pit-falls. Existing cultural techniques inthis sense are collaborative decisionmaking (formalized e.g. in briefings)and respecting known technical limita-tions. A critical element of any maturesafety culture is mindfulness, which ischaracterized by:

ÿ Preoccupation with failureÿ Reluctance to simplify interpreta-

tionsÿ Sensitivity to operationsÿ Commitment to resilienceÿ Deference to expertise

Michael R. Grüninger is theManaging Director of Great CircleServices (GCS) Aviation SafetyAdvisors. GCS assists in the wholerange of planning and managementissues, offering customized solutions tostrengthen the position of a business inthe aviation market. Its services includetraining and auditing (IS-BAO) consul-tancy (IS-BAO, IOSA), manual devel-opment and process engineering. Hecan be reached at michael.gru-eninger@gcs-safety.com or +41-79 44244 89. His column, Safety Senseappears regularly in BARTInternational.

OVERCONFIDENT

S A F E T Y S E N S E R U L E S A N D R E G U L A T I O N S

þ

Mass andbalance

considerations inrelation to the

power availableplayed an

important role inthe accident of

the ZS-OTU.

109-110 SAFETY SENSE.qxp 2/05/2011 10:49 Page 110

By Pau l Walsh

I n lean times, Business Aviationoperators have to juggle a multi-tude of tasks and functions. “At one

company you could have say a head ofmaintenance and guess what, he doesthree other jobs as well, includingbeing the CEO and the chief pilot,”jokes James Hardie, InternationalManager for ARINC Direct.

Fortunately James and his team areat hand. ARINC Direct offer data linkcommunications, Swift Broadbandconnectivity, and flight planning solu-tions in convenient packages that givetheir clients, usually busy operators,more time for core activities.

The Path to SuccessFor years, ARINC relied solely on third

parties to distribute data link access toBusiness Aviation operators. But com-pany executives worried that this didn’tgive the best possible service. The idealsolution, it seemed, would be an ARINCsubsidiary selling data link access direct-ly, along with a range of high content,flight planning apps. Thanks to the hardwork of people like Bob Richard - nowARINC Direct’s Senior Director - thevision became a reality in 2003, andARINC Direct was born.

The subsidiary now files over 1,000flight plans per day and provides

direct services to more than 350 busi-ness aircraft in the EMEA region. Keyindustry players admire its hassle-freesolutions and find that switching to theprovider is effortless. “In a few hourswe can do a full flight departmentchange over covering 10 to 12 air-craft,” confirms Hardie, “and that willinclude retraining all the dispatchersin the new systems.”

It’s remarkable stuff for a companythat has only been around for eight

years. But as Andy Hubbard, ARINC’sManaging Director for the EMEAregion explains, ARINC Direct profitsfrom the experience and reputation ofits parent company.

“ARINC has been around for over 80years and it now employs 3,200 peopleat 120 locations worldwide. Itsstrength and stability gets passed onto ARINC Direct.”

“Their strength is that they bringservices that you might be accessinghere, there and everywhere, underone umbrella,” he says, “accessingthe services becomes quick, simpleand cost-effective. Operators knowit’s hard to manage services whenthey come from different providers,with ARINC Direct they find thatbundling things up brings significantsavings.”

Customer Focus

The range of ARINC Direct’s flightplanning services is truly impressive.The company offers airway slot man-agement, runway analysis, critical fuel(ETP) and driftdown computations,ETOPS compliance, third-partyprovider flight plan storage and inte-grated RAIM predictions.

Although it’s already comprehensive,the flight planning suite constantly

112 - BART: MAY - JULY - 2011

THE ART OF COMMUNICATIONS

THRIVING

provides directservices to over

350 businessaircraft in EMEA.

P R O F I L E A R I N C D I R E C T

ARINC Direct

112-113 ARINC.qxp 2/05/2011 10:52 Page 112

BART: MAY - JULY - 2011 - 113

evolves to meet the changing needs offlight crews. To take one example, lastNovember an ICAO-led regulationstated that operators flying interna-tionally needed a Safety ManagementSystem (SMS) including a RiskFactors Assessment. But ARINCDirect had already integrated a RiskFactors Assessment capability in itsstandard flight planning program, soits clients were well prepared.

Applying the solution couldn’t besimpler. Operators pre-select risk fac-tors for a specific aircraft from a com-prehensive library. When a flight plan

is prepared, these risk factors areautomatically populated and thenprocessed against available data suchas weather, airport conditions, andwinds.

ARINC Direct knows that enhancedsituational awareness is crucial topilots. It is an FAA QICP-certifiedweather provider and offers a widerange of text products and hundredsof prognostic charts and animations.And its exclusive graphical flight fol-lowing technology lets customerstrack aircraft worldwide in real time. Italso lets them view weather overlays,aircraft data blocks containing estimat-ed time of arrival (ETA), altitude, andground speed. Customers can com-pose and send data link messages toan aircraft, while viewing up to fivecomputed flight plans.

Keeping pace with the changingworld of flight planning technology isalso a key priority. Last year, ARINCDirect integrated its new map tech-nology from SkyVector. Users nowenjoy a detailed view of the currentroute offered and the aeronautical

map data behind it. The aeronauticalcharts from Sky Vector can bedragged and zoomed in and out-as farout as needed-to a high enroute worldchart.

One Number to CallAt a press conference in Bracknell,

London last March, BART sat downwith ARINC Direct and asked one sim-ple question: what keeps the companyahead of the game?

“We get our best ideas from cus-tomers.” says Hardie, “When I joinedthe company, Bob Richard said to me:

‘It’s great that you’re a pilot and youhave all of this aviation knowledge, butI’m not really that interested in JamesHardie’s big idea about this or that,because it’s the customers’ opinionthat counts.”

“Really I had to be a filter and amouthpiece for European operators,”Hardie adds, “I had to understand theproblems they faced and figure out theamount of time needed to solve them.Sometimes we have customers whosay, ‘look we’re getting audited andthis is a problem.’ They need it fixedand so we fix it.”

In all of this, we couldn’t forgetARINC’s progress in the area of SwiftBroadband connectivity. Last year itbecame a distribution partner (DP) forInmarsat’s Swift Broadband satellitecommunication services. ARINCDirect enhances these services withfeatures like acceleration, Voice OverInternet Protocol, automatic fax detec-tion, and an online interface to viewreal-time traffic. And it offers compet-itive rates, simplified billing, alongwith 24x7x365 tech support.

The exciting news in 2011 concernsthe ARINC Direct iPad app, whichwill present all of the company’s flightplanning information on a friendlyuser-face. Hardie says: “The appallows pilots to benefit from our SwiftBroadband connectivity services,while in the cabin.”

He then reiterates that ARINCDirect’s greatest strength is the com-pleteness of its service package.“The best thing is that by combiningour services, the customer has onenumber to call. They go: ‘ARINCDirect are the flight planning serviceprovider, and they’re the data linkservice provider so I guess it’s up tothem to figure this out.’ We’ve got thefield service rep as well who happensto know how the avionics works. Ourtagline should be, ‘just call ARINC.’Our customers phone us and even ifit’s not our problem, our attitude is,‘what’s the point in wriggling, let’sjust fix it.”

ÿ

SATISFIEDJames Hardie,

looks pleasedwith the ARINCDirect iPad app(top) .

ARINC Direct,

112-113 ARINC.qxp 2/05/2011 10:52 Page 113

We’re not exaggerating,Alessandro Baviera bleedsaviation. His family’saeronautical history took offwith his great grandfather,Baviero Baviera, who got hispilot’s licence in 1916. Today,Alessandro is in the captain’sseat as Commercial VicePresident of Eurofly, a leadingItalian Business Aviationoperator. He recently sat downwith BART to discuss thechallenges operators face intoday’s economic climate.

BART: What’s the Eurofly story?BAVIERA: The company is the resultof a merger between CAF (ConsorzioAeromobile Fiat) and Eurofly, who in2005 took full ownership. Our mainfocus is managing aircraft on behalf ofsuch companies as Benetton andDiesel, both here in Italy. Today wemanage a fleet of 18 aircraft, the majori-ty of which are owned by third partiesand are chartered out for public trans-port purposes and thus giving the com-panies financial benefits.We offer comprehensive managementpackages that include flight planning,maintenance, the whole lot. We special-ize in the maintenance of Dassault andPiaggio aircraft and the management ofall types of aircraft ranging from small tomid-sized and large. However, due toour strong partnership with Dassault,we don’t manage competing aircraft.

BART: What is the relationshipbetween Eurofly and Bizjet Group, thebroker set up by your father, RodolfoBaviera?BAVIERA: BizJet, a shareholder inEurofly, is focused on selling secondhand aircraft. Working together, BizJetand Eurofly offer a comprehensive deal– including selling the aircraft and man-agement services. Of course cus-tomers get a choice, they can buy theaircraft and choose who they want tomanage it. Further, Eurofly is alsoinvolved with managing aircraft in Italy,whereas BizJet sells aircraft all over theworld.The relationship between Eurofly andBizJet are very beneficial to both com-panies. When BizJet sells an aircraft,the customer can trust us to providegood advice on the available globaloperators as we know both the opera-tors and maintenance providers.BART: How did Eurofly hold up dur-ing the crisis?BAVIERA: During the downturn wesaw demand for smaller jets drop con-siderably, especially in the charterdomain. Companies still want to char-ter aircraft for long range missions, sodemand for mid-sized options hasn’tbeen too badly affected, and demandfor larger jets is starting to pick up. Butfor short range trips, I think that manypeople still prefer to take a scheduledflight as we are seeing small jets disap-pearing from the market. This partiallybecause smaller companies are nolonger in a position to buy jets.BART: What’s your vision of the cur-rent condition of Business Aviation inEurope?BAVIERA: It’s a buyer’s market asthere’s a flood of previously owned air-craft ‘on sale’ and going for bargainprices. And the situation isn’t going tochange anytime soon – there’s a con-siderable stock of used aircraft avail-able. So with corporate profits on therise and with so many second handplanes on the market, it’s definitely thetime to buy.BART: What threat do illegal charterflights pose to your business?

BAVIERA: Clearly it’s a disturbingtrend in the industry. But since ourcustomers tend to be multi-nationalswell-versed on these issues, we’rebuffered from any significant affect. It’smore an issue for smaller companiesflying lighter jets, such as those usedby celebrities and sports stars. Thesepeople don’t know enough about whatthey’re getting into and end up takingmajor risks. Thankfully we’re seeingmore and more controls.BART: How do you envision Euroflyin a few years time?BAVIERA: We are not a big company,but our goal is to build a fleet of around60 aircraft. This would put us on simi-lar standing as such big names as TAGand Jet Aviation. To achieve this, weeither have to merge with another com-pany, allowing us to attain the goalquickly, or steadily increase our fleet.The challenge is that regulatory bur-dens are too high for a small companylike ours. And it’s getting more andmore complicated, meaning highercosts for man hours, certifications,training and so on. So a merger wouldbe a good option, but at the moment wesee no immediate prospects. Yet younever know when the right opportunitywill arise – and a crisis is a good time tothink about fusions!BART: Do you plan to expand beyondthe Italian market?BAVIERA: Yes. The European marketis divided between markets like theItalian, Spanish and Swiss, where mid-sized and big operators manage mostof the aircraft. Then there are coun-tries like France and Germany, wheremany small operators are managing air-craft. I see a potential for Eurofly inthis second category, and I wouldn’treally consider markets like Russiabecause the differences in regulatorycompliance make it too difficult there.It’s better to stick to what we know!We are also considering the possibilityof getting a foreign AOC. To be hon-est, the Italian AOC is not very appeal-ing. But this is just thinking, there isnothing concrete yet – although wehave commissioned a study to look atother potential countries, includingAustria. We have the industry know-how and I think we could put it to useoutside of Italy.

114 - BART: MAY - JULY - 2011

A FAMILY AFFAIR

PASSIONAlessandro

Baviera feelsaviation is in his

blood.

I N S I G H T W I T H E U R O F L Y ’ S A L E S S A N D R O B A V I E R A

ÿ

114 INSIGHT.qxp 2/05/2011 10:54 Page 114

VERSATILITY, DEPENDABILITY AND CABIN SIZE THAT VLJS CAN’T MATCH

As a leading beauty industry entrepreneur, David Gold relies on the ability

LEARN MORE, VISITEUROPE, MIDDLE EAST & AFRICAASIA-PACIFIC UNITED STATES & THE AMERICAS

SPECIFICATIONS SUBJECT TO CHANGE WITHOUT NOTICE. ALL PERFORMANCE DATA IS PRELIMINARY AND SUBJECT TO FLIGHT TESTING.©2011 HAWKER BEECHCRAFT CORPORATION. ALL RIGHTS RESERVED. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

Beechcraft KING AIR C90GTx

Creature Comforts