EUROPEAN BUSINESS AIR NEWS - EBAN · PDF fileto global family’s surprise reunion page 4 ... Challenger 850 and a Learjet 60. Juhani ... European Business Air News is not responsible

BUSINESS AIR NEWSE U R O P E A N

ISSUE 186 OCTOBER 2008

Austria’s Welcome Air, which added a new Dornier 328 to its fleet to undertake charter and air ambulance services, is planning toacquire further aircraft. Pictured celebrating the 328’s arrival are Dave Jackson, md 328 Support Services; Carlo Sari, ceo Rotorcraft;and Jakob Ringler, ceo Welcome Air and Tyrol Air Ambulance. Full story page 14.

For details of how to enter, see page 3.For details of how to enter, see page 3.For details of how to enter, see page 3.For details of how to enter, see page 3.

Jan Peter Veeneman, ceo ofPolyplastic, which manufactures andmarkets acrylic windows forcampers and caravans, agrees withthose that are convinced VLJs will bein corporate demand in comingyears. He is a VLJ enthusiastparticularly, he says, since a BikkairMustang saved a contract for hiscompany. “We had an emergencysituation in Pisa and needed to actimmediately,” he explains. “Thatsame afternoon we were able tosolve the problem on site whichturned out to be of crucialsignificance. The quick responseeventually led to the extension of ourcontract with our customer.”

Bikkair launched a VLJ servicemore than six months ago andreports it has since expanded its staffand range of operations while

London Executive Aviation (LEA) hasidentified a VLJ favourable trend inthe charter market as economies inEurope slow.

“At the top end, there continues to be strong demand for large cabin private jets by very high networth individuals, whose lifestyles

appear unaffected by the economicmalaise,” says ceo PatrickMargetson-Rushmore. “However, inthe corporate market, manybusinesses are downsizing to a newgeneration of small, four passengerjets in order to conserve travelbudgets. What stands out inparticular is that, rather thanstopping flying, businesses aredownsizing to smaller, greener jets. Customers are rightly choosingnot to pay for jets larger than they need – the average group size is two to three people, so why waste money on acres of emptyseats?” he says. “Companies don’twant to spend Rolls-Royce money onBMW journeys.”

To those that question whetherVLJ fleets have a bright future (seeEBAN’s in-depth focus on pages 10

and 11), Margetson-Rushmore saysthe economic slowdown has actuallyproved positive. “A Mustang can flyup to four passengers non-stop tovirtually any European destination,at speeds approaching 400 mph, atcharter prices 30 to 40 per centbelow those of conventional mid-size jets.”

Polyplastic’s Veeneman says: “TheMustang, in comparison with aBoeing is, of course, a small aircraftbut the noise level in-flight and thecomfort on board are of the samelevels as those in a large aeroplane.The only difference is that the pilothelps out with the baggage andpours you a drink as well.”

He recalls: “Given that 99 per centof our business is export, wesearched for new solutions to visit

VLJs benefit from corporate down-sizing as companies seek to make cost savings

For details of how to enter, see page 3.

Management positionswith Qatar Airways

Job of the Month

See page 19

Jan Peter Veeneman: Mustangs are justright for his business travel needs.

For details of how to enter, see page 3.For details of how to enter, see page 3.

Aero-Dienst to hire more staffas expansion continues

page 3

TAG adds Scottish flavour to global family’s surprisereunion page 4

FlairJet spearheads new VLJ launches at Oxford’s‘London gateway’ page 6

Police welcome bespokeMD902 page 8

SPECIAL FOCUSESHelicopters establish newcommercial roles page 8

Heavy debate on VLJ future page 10

Training adapts to EASA rules page 12

Charter review of Italy page 15

For fuel, ground services and all your trip arrangements

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Continued on page 11

Warm welcome for versatileDornier 328

Police and the Dubai Civil AviationAuthority are investigating the causeof the crash of an Aerogulf ServicesBell 212 at the offshore Maersk oil rigwhich killed all on board. Thehelicopter was carrying two crew andfive passengers as it took off on aroutine infield flight and crashedonto the deck of the Resilient, theMaersk jack-up drilling rig operatedby Petrofac Ltd on behalf of Dubai Petroleum.

“The aircraft then broke up andfell into the sea,” according toPetrofac. “A fire broke out on the main deck of the drilling rig whichwas quickly contained andextinguished. Emergency responsevessels and aircraft were mobilisedand incident management controlmeasures were immediately initiatedin co-operation with the Dubai Policeand Coastguard.”

The accident happened on 3September in the Rashid field about 70 kilometres offshore Dubai.The dead were Capt. ChristopherBrown, pilot, and Capt. Luis Lovera,co-pilot, who worked for AerogulfServices; Noble Drilling’s Adam Rae Duff and Julius Alex Pereira;Baker Hughes Inc’s Jayant Ingale andPSN’s Shuja Ur Rehman andDisodado Buhangin.

Dubai Petroleum and the fourcompanies who lost personnelpledged to support the families.

Aerogulf Services has providedhelicopter support to Dubai’s oil andgas industry for more than 30 yearsand also specialises in aerial work fora variety of other industriesthroughout the Middle East. It has afleet of around 10 aircraft includingBell 212s and Bell 206s.

Finland’s Jetflite Oy has enhanced theversatility of its charter jet fleet byadding a Cessna Sovereign, aChallenger 850 and a Learjet 60. JuhaniMissonen, director sales andmarketing, says: “All three aircraft willbring strengths to our fleet. TheSovereign has became a real best sellerin its class and represents the latesttechnology in business aviation. It hasa long range, an extremely quiet cabinand excellent load carryingcapabilities. The Sovereign can alsouse shorter runways than any otherbusiness jet of the same size and itspowerful engines enable it to flyextremely smoothly at high altitudeand get passengers to theirdestinations quickly.”

Missonen says the Sovereign has been configured with eightcomfortable leather seats, all in a club-style arrangement. There is also a fullyequipped galley onboard, along withan enclosed lavatory.

He adds: “The Challenger 850, onthe other hand, offers a large andluxurious wide-body cabin for 15passengers designed to providesuperior efficiencies. We regard it asthe world’s quietest and mostenvironmentally friendly commercialjet aircraft.

“The mid-size Learjet 60, togetherwith Jetflite’s Challenger 604/850 andSovereign fleet provides the idealcombination of business aircraft for awide variety of clients.”

Jetflite Oy, based in Helsinki, iscurrently operating and managing 10business jets and is set to add threemore by the end of this year. “Duringthe next three years we plan toincrease the company’s Bombardierfleet with three Global Express 5000s,two Challenger 605s and one 300.”

Missonen says the growing numberof business aircraft operating in theregion will facilitate Jetflite’s ambitionto be a leading station for AOG supportfor Bombardier aircraft in Scandinaviaand also for Russian markets. “We arethe closest geographical option inEurope,” he says.

Warm welcome for versatileDornier 328

Seven die asAerogulf Bell 212crashes offshore

Jetflite Oy addsthree more jetsto varied fleet

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OCTOBER 2008 3EUROPEAN BUSINESS AIR NEWS

Aero-Dienst: expanding staff as it celebrates its 50th anniversary.

BUSINESS AIR NEWSE U R O P E A N

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Aero-Dienst is recruiting additionalstaff and has doubled the number ofapprentices at its Nuremberg home base as it plans expansion ofboth its fleet and maintenanceoperations in 2009.

“Replacements within the Learjetand Falcon fleets are planned as well as an expansion of theambulance fleet,” says ceo MartinBauer. “Next year aircraft man-agement will be offered for differentaircraft types and more basesoutside of Nuremberg and Munichare planned.”

Aero-Dienst, celebrating its 50thanniversary, has brought its newhangar 3a into operation. “Its 1,500 square metres provides awealth of space that will primarily be

used for Challenger and Falconmaintenance,” says Bauer.

“It gives us a number of optionsand extends the total operations areaof Aero-Dienst at Nuremberg airport to more than 5,500 squaremetres.” Additionally Bauer says thehangar gives sufficient room for

client aircraft around the world aswell as the Aero-Dienst’s fleet.

Aero-Dienst is an authorisedservice centre for aircraft includingthe 900EX and the 900EX EASy.

Aero-Dienst’s expansion plans for2009 will enable maintenance of theFalcon 7X during the first quarter.

Bauer says: “The station at Viennais now capable of line maintenancefor the Learjet, Challenger andFalcon aircraft.”

The company’s incorporation of aCJ3 into its commercial flightoperations expands its portfolio tofive different aircraft types includingthe Falcon 900EX: CJ3, two Learjet31A, 45XR and 60: and Dornier 328jets, Learjet 35 and Super King Airsfor ambulance flights.

Bauer says: “Our fleet currentlyconsists of 11 aircraft covering all the needs of our business aviationclients and with the CJ3, Learjet 45and Falcon 900EX we are also able tooperate into London City Airport aswe can meet its steep approachrequirements.”

Since mid-May, the Learjet 35 has been providing ambulanceflights for the German automobileclub ADAC. “For the first time, sick or injured non-members of theADAC are also being transportedhome in this jet.

“Its medical equipment is state-of-the-art and is in every waycomparable with that of the twoDornier 328 jets already in use,”Bauer adds.

Aero-Dienst to hire more staff as expansion continues

CJ3: successfully incorporated into Aero-Dienst’s expanding operations.

Private Jet Card holders now representmore than 50 per cent of the NetJetsEurope customer base and 23 per centof its flight traffic, according tochairman and ceo Mark Booth. “Wehave sold our 3,000th card whichprovides customers with simpleentry-level into NetJets Europe’s 154-strong fleet,” he adds. “90 per cent of

card holders renew or graduate tofractional ownership. Almost 20 percent of card holders upgrade to ownerstatus by purchasing a fraction of aNetJets aircraft.”

Cards start at €131,000 for 25hours flying time on light jetsincluding the Citation Bravo orHawker 400XP.

Prestige Jet has added three newaircraft to its fast-growing fleet to beatits own expansion targets and meet aprojected further surge in privatecharter demand.

The Citation Sovereign, Challenger604 and Legacy 600 acquisitions take the Abu Dhabi company’s fleet to11 aircraft.

“A number of other aircraft will alsojoin the fleet late in the fourth quarterof this year,” says md Faris Deeb,“while further discussions withmanufacturers and other aircraft andcharter service providers are also at anadvanced stage, reflecting thecompany’s plans to more than doubleits fleet by the beginning of 2009.”

Prestige Jet, launched only in Maylast year, says it is exceeding businesstargets. “This summer period haswitnessed an increase in demand forour aircraft, with fleet utilisationrunning on average at 40 per centabove target,” Deeb says. The three

new aircraft means Prestige Jet hascreated a balanced fleet of small, mid and large-size aircraft to ensurethat the company is well placed to meet demand from variouscustomer segments.

The Citation Sovereign, he pointsout, has a range of 2,850 nm and can cruise at a maximum speed of 450 kts, allowing it to fly as far asEurope or the Far East. “It can carry

nine passengers and its ability to land and take off from short runwaysgives passengers the greater freedomand flexibility of using smaller, less crowded airports, closer to theirfinal destination.”

“The Challenger 604 is ideal forregional trips or long-haul. Itaccommodates 10 passengers and flies well over seven hours non-stop, as well as offering large cabin charter capabilities for corporate andprivate customers.”

The Legacy 600, Deeb adds, servespassengers flying to Europe or the FarEast and cruises at a speed of up toMach 0.80. It offers a range of 3,250 nmand accommodates eight to 13passengers. “It has a superior luggagecapacity. When travelling with 12 ormore passengers, the Legacy 600 offersdistinct cost advantages.”

The three new aircraft are based atAl Bateen city airport on the outskirtsof the UAE capital.

Prestige Jet acquires three jets to stay ahead of its fleet expansion targets

Deeb: more expansion planned.

NetJets card holders ‘trade up’

Page 03 25/9/08 3:00 pm Page 3

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Arrivals for Rosina Rice’s 100th birthday reunion were greeted by a Scottish bagpiper.

TAG Farnborough hosted a surprise 100th birthday reunion for Rosina Rice from Essex, UK, after online private jet chartermarketplace PrivateFly facilitated theflight arrangements.

Plans included the onwardjourney of 51 members of her familyto Inverness on a privately charteredEastern Airways Saab 2000 for a week

of celebrations at Skibo Castle. Mrs Rice’s sons emigrated to

America and South Africa where theirfamilies have lived since. PrivateFly’sAdam Twidell says: “The TAG staffensured every detail for their arrivalin the UK was perfect. The Scottishtheme was carefully planned and nodetail was left to chance, from aScottish bagpiper who greeted the

arriving guests to the tartanwheelchair that was on hand ifneeded for the elderly guests.”

TAG’s Claire Gaines pointed out: “When Mrs Rice was born in1908, the world’s first aerodrome,Port-Aviation, was being opened 12 miles outside of Paris. TAG offers a very different high techenvironment today.”

TAG adds Scottish flavour as global familyjets in for surprise reunion celebrations

Heliportugal is expanding itshelicopter and fixed wing activities. Pedro Silveira, president,says the company has launched a new business marketing HawkerBeechcraft aircraft. “We providewhole and fractional aircraft sales,management and maintenance.Heliportugal has sold its first twoHawkers and will be receivinganother, along with a King Air 350C,later this year.”

In addition Heliportugal is addingan AW139 to its fleet along with threeAS365N3 Dauphins, the latest ofwhich arrives early in 2009. Silveira says: “We plan to build agreater market share of the offshoreoil market.”

Heliportugal also operates anEC120 Colibri, six AS350B2s, threeAS350B3s, two EC135P2i, six AS365NDauphins, three AS365N1 Dauphins,two AW139s and a Kamov 32A11BC.

Based in Cascais, Tires,Heliportugal’s operations haveextended out from Portugal toembrace Spain, Morocco, Greece,Tunisia, Nigeria and Romania.

Ocean Sky believes the US$1.3 millioncost of providing eight jets for themaking of the new James Bond movieQuantum of Solace will pay long-termbusiness dividends in key marketssuch as Russia.

The final cost of winning whatOcean Sky bills as the biggest on-screen placement deal of all time (firstreported exclusively by EBAN on 6May 2008) emerged as the filmapproached its release on 31 October.

Kurosh Tehranchian, ceo, says:“Everyone loves 007 and the Bondfilms. They have a continuing popu-larity years after they are released.Significantly, in some parts of theworld, particularly Russia which is onekey country where we operate, Bondhas quite a fanatical following.”

The entire production budget ofthe film is estimated at US$150 millionand Ocean Sky provided US$190million worth of aircraft including aChallenger 604, a G550, two Lear 45sand a Lear 60 with some key scenesshot in a recreation of an Ocean Skyterminal. “Eight Ocean Sky aircraft willnot only be on screen, but actors willbe seen wearing Ocean Sky uniforms,”says Tehranchian.

Private jet travel is booming,despite the economic slowdown,thanks to demand from oil producingregions, Tehranchian says. He predictsthat Ocean Sky’s 2008 revenues will benearly double those of 2007, reachingaround US$150 million.

Marshall Executive Aviation believes itscharter business will be boosted by theaddition of new FBO facilities and thecorporate rebranding of itsCambridge-UK headquartered airport.The Citation Bravo and XLS already inoperation will be joined this year by asecond XLS (see EBAN May) but also by further Citations in 2009. TheMarshall Business Aviation Centre willoffer upgraded FBO and integratedmaintenance facilities.

Marshall expandsfleet and FBO

Ocean Skyexpects Russiansto bond with 007

Daniel Craig as James Bond standing infront of the Ocean Sky reception desk.

Heliportugalprovides Hawkersales and service

Salzburg Jet Aviation is taking deliveryof a CJ2+ in December. “We have agrowing client base in the northernpart of Italy and the extra range willenable us to fly them non-stop toMoscow,” says md Ronny Sulzer.

The Austrian charter operator,which obtained its AOC in December2006 after previously operatingprivately, now has two C525s and a CJin operation. Sulzer reports a briskdemand for charter on both thebusiness and the leisure side.

“Eastern Europe and Russia isproviding a great deal of charterdemand at present. The CJ2+ will, webelieve, generate more.”

Salzburg Jetchooses CJ2+

Page04 24/9/08 5:28 pm Page 4

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More VLJ operators are expected tobase themselves at Oxford after air taxistartup FlairJet’s choice of the “Londongateway” airport as its headquarters.FlairJet, whose financial backers arethree London lawyers, has geared upto operate an expanding fleet ofPhenom 100s.

“We will launch with two leasedaircraft from May 2009,” says MonarchAirlines Airbus A320 captain DavidFletcher who has devised FlairJet’s“robust business plan based on steadygrowth.” FlairJet has itself placed anorder for a Phenom 100 for delivery in2012 and has taken an option foranother. “We will aim to serve a largelylocal market in surrounding countiesand focus on customers in the legaland financial industries,” saysFletcher. Chief pilot Gerry Rolls saysthe company plans to hire furtherflight crew closer to launch after itobtains its applied-for AOC.

“The Phenom 100 is a premium VLJaircraft with very good dispatchreliability. We have chosen moderncost-efficient high specifications VLJs that will facilitate a high quality bespoke service employingexperienced captains. The companywill have an environmentally awareethos, employing carbon offsetschemes, hybrid vehicles and greenenergy suppliers,” says Fletcher.

“VLJ operators especially areviewing Oxford as a viable and cost-effective alternative to the established,but increasingly slot-constrained,London-centric business airports,”says James Dillon-Godfray, theairport’s head of marketing anddevelopment. PremiAir has moved itsfixed wing maintenance activity fromBlackbushe to the fully refurbished

Hangar 1. “Initial response to therecently opened oxfordjet businessaviation facility has been incrediblypositive and we are attracting a lot ofinterest from private jet companies,”Dillon-Godfray adds.

The airport has agreed terms withexecutive chauffeur car companyGreys to provide luxury vehicles atoxfordjet. Greys, based in Chelsea,London, is providing S Class Mercedes,BMW 7 Series and Chrysler Voyagerpeople carriers to offer a seamlesstransfer service. “We believe thisfacility has tremendous potential,”says Michael Wilson, director of salesat Greys. “In our experience the run toOxford airport, taking advantage of theM40 in most instances, is quicker toget to than many of the airportsservicing the private aviation sectorsurrounding London.”

He adds: “Our business hasdoubled since last year, largely as aresult of focusing on the privateaviation sector which has seen adramatic increase in volumes.”

Greys numbers Harrods Aviation,PremiAir, Ocean Sky, London CityAirport Jet Centre and Northolt amongits clients and has preferred partnerstatus at the London Heliport atBattersea. “Greys recently ratified a

working agreement with ChabéLimousins in Paris which coverschauffeur requirements throughoutFrance and Monte Carlo,” says Wilson.

David Surley, oxfordjet customerservice manager, says: “Greys is thefirst in a series of partner agreementswe are ratifying.”

Oxford airport has completed theconstruction of a new larger highbearing strength apron to cater forlarger business aircraft up to the sizeand weight of the Airbus A318 Elite.“This capability, together withincreased opening hour availabilityand an upgraded Cat 4 RFFS fire andrescue service, will enable Oxford toconsider a number of regular shuttleflights between city pairs that hadpreviously been untenable,” saysSurley. “There are no capacitylimitations or slot constraints and theairport also has normal working hoursof 0630 to 2230.”

The Cat 4 RFFS status, he says,means that Oxford can facilitate amuch wider range of aircraft typessuch as the Citation Sovereign, the newHawker 4000, the entire DassaultFalcon family, up to the 50-seat ATR42or de Havilland Dash-8-100/200turboprop series. “This will befollowed up by further enhancementsto capability with the provision of Cat 5 or 6 RFFS on request later thisyear. This will cover all types that couldhave access to Oxford on acharter/public transport basis,including the Gulfstream and Globalfamilies, Embraer Legacy and regionalturboprops such as the BombardierQ400 and regional jets such as the BAE146/Avro Series.”

See also the VLJ focus on pages 10 & 11.


Greys is basing limousines and people carriers at Oxford. Left to right are: Michael Theodore of Greys, James Dillon-Godfray of Oxfordairport with Michael Wilson and Steve Adams of Greys.

FlairJet spearheads new VLJ launchesat Oxford’s ‘London gateway’

David Fletcher: robust business plan.

Amira Air is expecting the delivery of a Global XRS in 2009 strengthening its long range capability which isattracting large amounts of businessfrom Russia.

The Vienna-based private charteroperator reports strong demand forits newly-delivered third Challenger300 and for the fourth aircraft in itsfleet, a Global Express.

The company says that there isgrowing demand in Russia forservices to Europe, North Americaand Asia. “The demand comes from avariety of different passenger types,”the company says.

“There are a great many businesspeople among our clients but thereare also those who wish to makeleisure trips.”

Amira goes for longer range XRS

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behalf of the Danish privategeophysical exploration company,SkyTEM. This technique is alsoapplied to the detection of naturalwater reserves in the ground.

SkyTEM says it has beendeveloping this procedure since 2004using an advanced process whichconsists of a radar antenna arraydeployed 30 metres below an AS350B2 helicopter, on a rigid, hexagonalstructure. It flies at a maximumheight of 30 metres above theground, with the height controlled bylaser, and at a speed of 25 knots.

“The radar can provide extremelyaccurate information to a depth of350 metres and its endurance isapproximately three hours, which isa real plus for this type of mission,”explains the helicopter’s pilot, BennyLindberg. Westhelicopter alsooperates EC120 B Colibris.

The Norwegian company Pegasus

Helikopter AS specialises in thefertilisation of lakes and rivers, andsometimes certain areas of land. Ithas been performing missions for the Norwegian Ministry of theEnvironment using AS350s since1999. Director of operations, JohnGlenne says: “These missions involveensuring the ecological balance ofthe country’s entire natural watersystem and combating pollution toboost the reproduction of the mostsought-after fish, such as trout, andthe flora that they need.”

The work mainly involves treatingthe water in the hills and mountainsso that the benefits flow downthrough the streams and rivers.Glenne says: “These missions aretherefore performed in places thatare often inaccessible, whichrequires major logistics planning. Anoperation consists of pouringhundreds, even thousands of tonnes

Farmers in the Grenoble region ofsoutheastern France, impatient atthe apparent reluctance of walnuts tofall from trees on time, used a low-flying helicopter to hurry the harvest.An Ecureuil, the French name forsquirrel, flying three to four metresabove the trees, produced a rotordownwash on the branches powerfulenough to shake free all of thewalnuts in one concerted flight.Walnuts harvested by helicoptersubsequently went on sale exactlywhen the farmers wanted them to.

Georges Moulin, director of JetSystems which performed themission, says helicopters are alreadyused to dry the vines of wine growers.He adds: “The helicopter is not moreexpensive than traditional methodsand it is more effective and morereliable, and entirely environ-mentally friendly. In two missions ofthree hours each, the helicopter cancover some 200 hectares, harvestingin hours what the farm machineryusually takes days to accomplish.Plus, the roots of the walnut trees,which are very close to the surface,were in constant danger of being exposed by machine harvesting. Thehelicopter has no effect on the trunkor root system.”

Walnut harvesting is just oneexample of how the use ofhelicopters is being expanded insouthern Europe as well as in the farnorth where they are recognised asbeing essential transport.

They are the only means oftransport in the most northerlylatitudes, apart from aeroplanesequipped with skis, particularly onGreenland where there are almost noroads and the coastal transportroutes are blocked by ice for part of the year.

Air Greenland operates 11 AS350Ecureuils. “These helicopters are inparticular demand for use in mineralexploration, which is carried out inan ecological way in Greenland,” saysHans Peter Hansen, director of AirGreenland’s charter and cargodivision. “One local company, andalso several companies from Canadaand even Australia, use ourhelicopters to transport theirgeophysical detection instruments

either inside the aircraft or externally.These instruments can detect alltypes of ore non-destructively. Thisyear, an American company has evenchartered two Ecureuils on a full-time basis to allow its scientific teamsof archaeologists, biologists andgeologists to decide on the best locations to establish itssmelters and hydroelectric powerstations from an environmentalpoint of view.”

Other Ecureuils are also beingused for scientific missions on the ice fields for the DanishMeteorological Institute and VecoPolar Resources which organises the logistics for the US NationalScience Foundation, NASA andseveral universities.

The same electromagnetictechnique is used by the Swedishcompany Westhelicopter AB in all ofthe Nordic countries, working on


Squirrel harvests walnuts for impatient farmers as helicopters airtheir commercial versatility in France and the frozen north

of fertiliser, from tanks attached to the end of a sling in several round trips.” Glenne says theEcureuil’s power reserve, comfortand reliability are attributes thatmake it suitable for such missions.“Its proven reliability is such that theteam does not take along atechnician even for a mission lastingseveral days.”

In the North Sea Uni Fly A/S hasflown around 13,000 maintenanceoperations on 80 wind turbines since its first EC135 was delivered in2002. Helicopter maintenancemanager Frank Petersen says: “Thishelicopter only flies in bad weatherbecause, when the sea is calm, thetechnicians can be transported byboat.” The EC135 lowers twotechnicians three or four metres to aspecifically designed platform on thewind turbine more than 80 metresabove the sea,” Petersen says. “TheEC135 has a large cabin and provideshigh levels of safety for hoistingoperations. It is able to withstand thewind, which allows it to remainstable; and the right conditions aremaintained in which the hoisting canbe completed if one of the enginesshould fail.”

Separately 10 helicopter pilottrainees of Kuwait’s policedepartment have graduated throughTiger Helicopters based at ShobdonAerodrome near Leominster in the UK. “The pilots were specif-ically chosen to fly with TigerHelicopters following gruellingaptitude tests in their home state,”says md Alan Ramsden.

The course consisted of learningto fly the “basic but effective”Robinson R22 training helicopter,followed by a transition onto the Bell206 single turbine JetRanger. “Havingattained a good standard of flying onboth of these machines, whichincluded navigation exercises,winching and load lifting, and searchand rescue, they then began trainingon the police-equipped AS355 TwinSquirrel, which honed their skills invehicle pursuit, surveillance andnight operations,” Ramsden adds.

Final training focused oninstrument flying in the Agusta 109,including flying in cloud formations.

Uni Fly: North Sea maintenance missions have exceeded 13,000.

H E L I C O P T E R F O C U S

The UK’s Greater Manchester Policehas brought its updated MD902Explorer into service. GMP says thenew helicopter (pictured) has beenspecially equipped by the UKdistributor, Police Aviation Services.“PAS has worked closely withManchester Police’s air observersright from the outset, 18 months ago,to closely evaluate operatingrequirements and the latesttechnology available to producecurrently the most sophisticatedpolice helicopter in the UK. Thishelicopter is vastly more effectivethan its predecessor and perhaps anyother police helicopter in its class.”

Police welcomebespoke MD902

EBAN NOVEMBER 2008EBAN’s November issue includes a fleet andcharter review of Austria (editorial [email protected], [email protected]). The issue, whichwill provide the additional benefit of bonusdistribution at MEBA, Dubai, will focus onthe latest FBO news as well as uniquecorporate and charter news coverage.

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Project1 24/9/08 9:23 am Page 1

VLJ. “The Mustang is currently ourfavourite. It will be the only one fornow and it will be mainly a privateops,” he says. “However we arelooking to put it onto the AOCanyway. We do not anticipate that itwill be able to effectively competewith business class alternatives. Inmy opinion this is not worth the costand margins would be too small. Theworkload remains the same as abigger jet. Pilots for a commercialoperation will not be easy to find intoday’s market, in my opinion.However that might change soon. So,if we can charter out some flights forthe correct price, that’s fine. If not,then it is no problem.”

Knall says the biggest expensefactor in Switzerland is not fuel butcrew cost. “This will be high sincethere are not many of the necessaryhighly qualified pilots around. They will only agree to fly a VLJ forthe same rate as a Citation Jet and fora commercial operation with all-time availability you need at leastfour pilots. So, in the end VLJ charterprices will not be as low asanticipated,” he predicts. But: “Ofcourse there will be a few operatorsthat can offer charter at a lower than full cost price, because theirremaining cost will be covered by the owner.”

The VLJ will have to overcomemargins that might be too small foroperators and cope with thedifficulties of obtaining pilots. “Theworkload remains as high as a ‘big

aircraft’ operation,” Knall adds.Silesia Air’s Tomás Karhánek is

one of many operators that havedecided to adopt a “wait and see”approach. “We do not have plans topurchase VLJs at this time. As hasalways been the case, our clientsregulate through supply anddemand the type of equipment weoperate. Obviously our light jettariffs are sufficient for our market atthis point in time, which negates theneed for VLJs.

“In addition our clients expecthigh standards of safety andcomfort, so we feel it is necessary towait until the VLJ is established inthe European environment and hasovercome its teething problems.”

Yves Hoffmann, communicationsmanager, confirms that Luxair-Group’s priorities also lie elsewhere.“LuxairGroup is currently notinterested in VLJs,” he says.

And Portugal’s Omni Aviaco takesthe same view. José Miguel Costa,president, says: “Our business modeldoes not contemplate VLJs, instead,we are concentrating on inter-continental capability including thewidebody ACJ and our medium haulfleet is comprised of the highperforming eight-seat Learjet 45s.”

Sweden’s WaltAir will alsocontinue to put its faith in largeraircraft. The company’s Lars Nordinsays: “We are not planning to acquireany VLJs. There are, of course,different segments in the privatecharter market that need to beserviced with different aircraft.” But:“As we operate King Airs, CessnaCitations in the C500-series and abrand new Citation XLS we are ableto cover a wide range of thosesegments. These include the clientswho want the convenience but donot necessarily require the latest andfastest jet, to others who appreciatethe spacious cabin and features ofthe XLS. Inbetween we can offer oursmaller Citations for fast andcomfortable travel but obviously thecabin is a bit smaller.”

Nordin says that fuel prices arebecoming a big problem. “We’ll see,perhaps that will help the VLJ marketgain business. I doubt that VLJs willtake a large share of the presentbusiness jet market though.”

Phil Brockwell, md of the Bristol-based Centreline Air Charter, says:“At this stage we have shelved anyplans to purchase VLJs. We have oneMustang coming into service at theend of 2008, managed for an existingcharter client, however, we will keepan open mind to future marketreleases. The currently available VLJsare not suitable for our client base.”

He adds: “The concept ofcompeting with business class of

BlueStream Aviation is focusing onexpanding its larger jet capability –but it is cautiously responding toovertures from VLJ operators whohave identified areas where mutuallybeneficial complementary businessmight be developed.

Paul Munro, project manager ofthe UK-based operator, says: “Whilewe recognise that the introduction ofVLJs will be a major milestone inbusiness aviation, our focus hasbeen on expanding our larger jetcapability and our managed clientshave shown little interest in the VLJ concept so far.”

But he adds: “That’s not to saythat we rule out the possibility ofacquiring VLJs at some point in thefuture – it’s just not part of ourbusiness plan at present as we moveaway from the over-saturated lightjet market. We will, however, bewatching very closely and withinterest. In fact we have beenapproached by several VLJ operatorswith a view to discussing synergiesthat could be possible between

them and ourselves. Only time andmarket reaction to the VLJ conceptwill tell if these possibilities willcome to fruition.”

VLJs, it is argued, are moreeconomic to operate than larger jetsand their lower fuel requirementsand competitive pricing structurewill attract a new class of customer toprivate aircraft. But the cautioussuggest that pilots will not comecheaper, the insurance cost of a newMustang is around the same cost as afive-year-old Bravo, and that therewill be little or no weight categorysaving. They also doubt that therewill be significant savings onmaintenance, catering, parking,landing and handling. Nonethelesssome of the cautious are already

benefiting from VLJ business.Gunter Knall, Swiss Executive

Aviation Ltd, confirms that thecompany is planning to acquire a


V L J F O C U S PA R T I I

Dubai-based Western Aviation, which is in the vanguard of Middle East private jet companies acquiring a Hawker 4000, has alsoordered an Eclipse 500 VLJ. Pictured at the Hawker 4000 signing ceremony are (left to right) Western Aviation agm Mohamed Fairoz,Western Aviation sgm AJ Kamal, HBC vp global sales Don Dwyer, Western Aviation operations manager Ihsan Deeb and HBC regionalsales director, Middle East, Allan Stanton.

Heavy debate on the lighter side of business aviationIn the August issue EBANhighlighted the plans of operatorswho report that VLJs are proving asound commercial investmentand business proposition. Butmany charter operators areexcluding the VLJ from theirbusiness plans, at least for thepresent. And others believe theVLJ might struggle to establishitself as a popular private charterjet with a significant market sharein some parts of Europe.

Part II of the focus examinesthe views of those who arecautious and believe the impactof the VLJs might be slower andless dramatic than anticipated.Many charter operators, however,are simply letting others test the market and monitoringtheir progress before taking afinal decision.

Red Blake, Dougie Gass and GrahamHoward are among the core flightoperations team for VLJ operator Blink.

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Page 10-11 25/9/08 4:58 pm Page 10

scheduled airlines is a nonsense forus: it is like asking a chauffeur if hecompetes with National Express.Our services are aimed at high networth individuals, not corporates. Ido not see the two products ascompetitive so the relative costbases of each service have little or norelationship.”

His doubts are shared by HowardPalser, ceo of DragonFly ExecutiveAir Charter, who favours Super KingAirs for his Wales-based operation.Palser says he is not planning onacquiring any VLJs because he hasreservations as to the viability of thebusiness model in the UK.

But Avitrans, which specialises inqualified aircraft operations withregional turboprop aircraft in themid-size segment with a strong focuson the Saab 340, is keeping an open mind according to ceoMikael Wangdahl.

“We have no immediate plans tointroduce VLJs but it is something wewill look into in the future. We dobelieve the VLJs will play animportant role in aviation. In thefuture the VLJ may well be of interestto our customers.”

It might be that VLJs will prove tobe more popular in some countriesthan in others.

There is enthusiasm in Turkeyfrom Redstar Aviation and in theMiddle East from operatorsincluding Dubai’s Western Aviation.The UK has enthusiastic operatorsincluding Blink and LondonExecutive Aviation (LEA).

LEA is developing a large fleet ofMustangs but is also responding todemand by offering a secondChallenger (EBAN September).George Galanopoulos, md, says thetwo Challenger 300s fill a niche in theLEA fleet between the midsizeCitation Excel and large cabinEmbraer Legacy 600.

Bernhard Fragner, md of

GlobeAir, reports brisk business inAustria for the company’s Mustangs.It has three in operation, two morearriving this year, and a total of 15 onorder. “Typically our clients arebusinessmen travelling to easternEurope out of Austria,” he says.“More than 65 per cent are flyingmore than one leg a day and so are

using the aircraft as a route tool.Some 90 per cent of the bookings areday trips.”

Fragner reports a trend forbusinessmen to use smaller jets tosave money. “It is more or less thesame comfort in a Mustang as in aCJ2 but the Mustang is 20 to 30 percent cheaper,” he says.

Major airports might not berushing to attract the business ofVLJs but the UK’s Pembrey Airport inWales is among smaller airports thatwould be happy to attract theirbusiness. Capt Winston Thomas,md, reports rising enquiries againstthe background of the high costs at the large airports and associateddifficulties of parking, delays and security.

“The costs of VLJs and mediumexecutive aircraft are verycompetitive when it to comes tofinancial justification of ownership,”he says. “The volume of enquiriesthat we are getting from owners and potential owners has increasedby 50 per cent during the last five years.”

In an economic downturn,operators of the larger private jetsbelieve their customer base is securebecause owners and users have thewealth and income that precludesthe need to consider cut-backs. VLJoperators believe that they willbenefit from businessmen who wantto economise and businessmen whoabandon business class as tooinefficient but larger jets as tooexpensive to justify.

The operators of large jets andVLJs, therefore, believe their chosenbusiness sectors are well placed toprofit in good and in lean times. Thecoming months and years will putthat confidence to the test.


LEA is developing a large Mustang fleet but is also responding to the need for largeraircraft. Capt Simon Norman, first officer Christiano Colantoni and chief stewardessFaye Fairs are pictured with LEA’s second Challenger 300.

Blink Air: expects rising business.

VLJs benefit from corporate down-sizing as companies seek savings

Continued from page 1

our customers, who are located allover Europe, faster. We also wantedto be able to visit them moreeffectively; many of our customersare located more than a two-hourdrive from the main airports. Formeetings that used to take us heapsof time travelling, we now use Bikkairair taxis to regional airports locatedonly minutes drive from the finaldestinations. This truly makes adifference. Before we used Bikkair itwas not possible to visit twocustomers in one day. Now it ispossible and it is also possible toreturn home the same night.”

Polyplastic also uses Bikkair totransport its development team. “Inthe end it was more affordable thanusing a regular airliner and flyingback the next day with all theconsequential costs.”

Bikkair founder Leendert Bikkersays: “After two years of preparation,our air taxi service has been usedintensively since the launch inMarch. Not only are our air taxisfrequently used for day returns, theyare also popular for multiple daytrips to several destinations.”

London City has been added tothe list of more than 1,200destinations to which Bikkair flies.“We can now fly you to eight airportsin and around London,” says Bikker.“At the same time Bikkair has a rareofficial approval to take clients to LaMole in St. Tropez. With the addition of La Mole to destinationssuch as Cannes Mandelieu, Nice and Le Castellet, the entire Coted’Azur is now directly accessiblewithin two hours from any airport inthe Netherlands.”

Bikkair says it is expanding its staffand adding more Mustangs to itsfleet this year.

Page 10-11 25/9/08 9:14 pm Page 11

Europe’s type rating and flight trainingorganisations as well as operators ofprivate aircraft are reviewing theiroptions as EASA introduces a tighterregulatory regime. Currently, a greatdeal of pilot training takes place incountries outside the EU, such as the United States, where facilities are advanced and often inclose proximity to manufacturers and the weather is considered more predictable.

Under the new regime, instructorsfrom outside the EU will have to holdan instructor’s certificate inaccordance with Part FCL, and anEASA licence, whereas now it ispossible for training organisationslocated outside the EU to useinstructors qualified by and throughother authorities such as

the FAA. Currently JAR-FCL 1 and 2allow training for both licences andratings to be conducted by training

organisations located outside the EU ifthey have been approved by one of theJAA member states. However, licences

or ratings issued on the basis oftraining conducted by a Flight TrainingOrganisation (FTO) or a Type Rating


Training Organisation (TRTO)approved in this way will have theirprivileges limited to aircraft registeredin the country that issued the licence.

Also the JAA system allowsindividual member states to exercisediscretion in the implementation ofsome of the JAR-FCL requirements.

Under the new regime, which willbe fully implemented not later than 8April 2012, EASA, and not the nationalaviation authorities, will have toapprove training organisations whoseprincipal place of business is locatedoutside the EU.

The privileges of a licence orqualification will be the samewhether the company where thetraining is conducted is based in, oroutside, the EU.

“The requirements for approval oftraining organisations located outsideof Europe, as well as for the instructorsworking for them are the same as fororganisations inside the Europeanterritory,” EASA explains.

Additionally, the distinctionbetween FTOs and TRTOs disappears.All training organ-isations receive thegeneral designation of approvedtraining organisation (ATO), and thescope of the training that they canprovide will be indicated in theapproval. But EASA says: “We arelooking forward to receivingcomments from all stakeholders,including training organisations, andwe will take them seriously intoaccount.”

EASA is organising workshops toexchange ideas and solve problems. Italso intends to propose as a transitionmeasure that all approvals issued by amember state on the basis of JAR-FCLrequirements and procedures aredeemed to have been issued inaccordance with EASA requirements,while establishing a maximum periodfor the correction of any findingsresulting from the changes in thesystem. EASA says: “Trainingorganisations should start, with the help of their approvingauthorities, a comparison betweenthe requirements upon which theauthority based the approval and the requirements that will be part ofthe EASA system.”

This will include instructorqualifications, training programmesand management systems. EASA says:“This comparison will allow them toidentify the differences and possiblefindings, to start the preparation of thecorrection plan.”

Depending on the progress ofconsultations, and feedback from theEuropean Commission, EASA expectsthe new regime to come into force nextyear but full compliance may not beenforced until the 2012 deadline. “Bythis date, all new rules will have to beimplemented,” EASA says.

In the meantime the EU and the USneed to agree a basis for the mutualrecognition of pilot licensing. “Aspecific annex to the Bilateral AviationSafety Agreement on this subjectneeds to be negotiated betweenEurope and the FAA. EASA is ready to start discussions on this, proposinga full mutual recognition approach,”the organisation says.

Until and unless there is mutual

T R A I N I N G F O C U S

Trainers run the rule over EASA’s tighter regime

The Lufthansa Technik apprenticeship programme is expanding.

Dianne Worby: training is accelerating.

Page 12-14 25/9/08 10:27 am Page 12


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recognition, training organ-isations outside the EU,including those in the US, will have to implement changes.The options might includeacquiring or setting up atraining organisation inEurope and ensuring that pilotinstructors meet EASA as wellas home country qualificationsto practice.

Eurocopter’s globalpresence and training policyenables it to take an approachthat fulfils both the EASA andthe FAA training requirements.

The company points outthat the group offers itscustomers training servicesthat are approved by theregulatory authority thatcovers their operating basearea. “The two most widely-recognised set of regulationsare those of Europe and theUnited States, which are set by EASA/JAR and the FAA respectively,” thecompany points out. “WhereEurocopter Group hassubsidiaries in countriesoutside these zones it offerstraining services according tothat country’s authority.”

For example, in Singaporethe Civil Aviation Authority ofSingapore (CAAS) follows JAR standards, so theEurocopter subsidiary inSingapore, Eurocopter SouthEast Asia offers CAAS and JAR-approved training courses in its Singapore HelicopterTraining Centre. In the US,American Eurocopter in Dallasoffers fully FAA-complianttraining. However: “Should acustomer from one regulatoryarea require training to adifferent area’s standards then Eurocopter, with its 12training centres around theworld, is usually able to offer a solution that matches a given requirement.”

But all manufacturers need to keep a close eye on changing requirements.Trevor Esling, Cessna’s vp for international sales,confirms: “We are reviewingthe proposed changes withFlightSafety International, ourtraining provider. Broadly,Cessna would like to seeincreasing harmonisation inthe training arena betweenthe FAA and EASA, so there areaspects to the proposals thatcause us some concern andmerit further discussion with EASA.”

But that has not inhibitedinnovation. Cessna hasextended its contract withKing Schools to offer a newweb-based pilot trainingcurriculum that will be offered exclusively through theworldwide Cessna Pilot Center

network. The new curriculum,says vp marketing TomAniello, will be developed inpartnership with King Schoolsto prepare prospective pilotsfor the sport pilot certificateand beyond. “The curriculum will incorporate the latesttechnology, an electroniclogbook, a web-based coursemanagement system andmuch more.”

He adds: “It is part ofCessna’s long-term strategy to continue to be the industryleader for flight training. We believe introducing this next generation flighttraining program inconjunction with the firstSkyCatcher delivery is goingto create opportunities for usto expand into new markets toreach more people. And, byincorporating the latesttechnologies, we will deliverthe curriculum in the waypeople want to learn today.”

The Cessna Pilot Center(CPC) network consists of 275 domestic and 20international affiliates andCessna’s partnership with King Schools dates back morethan 10 years. “Since 2000,CPCs have delivered privateand instrument pilot training to more than 100,000 pilots around the world,”Aniello says.

Some organisations,including the Pilot TrainingCollege of Ireland, believethey, like Cessna andEurocopter, are well-placed torespond to change although itwill involve some challenges.The college is headquarteredat Waterford airport in Irelandwith a second base at Westonairport in Dublin. It has a fairweather base in Vero Beach,Florida, where it organisestraining with Flight SafetyAcademy and it also has its

own JAA approved facility.“Not having the facility to trainat a fair weather base would beextremely difficult from anumber of points of view butwe will be looking at ways toameliorate that,” the collegesays. “We have graduates thatenter the private aviationsector upon which theauthority based the approvaland the requirements that willbe part of the EASA system.”

Once the publicconsultation is finished, EASAwill have to review all thecomments received, anddevelop a comment responsedocument (CRD). “Our rulemaking procedure foresees a standard period of three months for this, butmore time may be necessary taking into account theamount of commentsreceived,” EASA says.

This CRD will be publishedon its web site for two months. EASA then issues an opinion and sends it to the EC Commission. TheCommission will then issue itsown proposal based on theopinion. The Commission’sproposal will go through anadoption process before beingpublished and coming intoforce. But there is a possibilitythat longer transition periodswill be decided on for someissues and that this mightdelay the application of someof the new rules.

According to Air CareSolutions ceo Doug Mykol,there is no reason why thetraining vendor needs to bebased or owned in Europe.

Dianne Worby, trainingdirector at Global Air Training (GAT), says a newtraining facility alongsideGAT’s existing facility hasmore than doubled trainingcapacity. “All courses may bedelivered at the facility in thenorth west of England or atthe clients’ own baseworldwide,” she says. “Allinstructors meet rigorousCAA performance standardsand are accredited by other relevant authorities as required. GAT trainingprogrammes comply with thestandards and requirements

Members of the Global Air Training team include (left to right) instructor Andy Turner, pa Kate Crank,training director Dianne Worby, instructor Martin Evans and operations director David Lloyd.

Lufthansa Technik hassignificantly expanded itstraining commitment. The2008 training year will see285 take their first step onthe career ladder with thegroup, compared to 235 in2007 and 182 in 2006.

Uwe Mukrasch, ceohuman resources and

information management,points out that, as well as theaircraft-specific trades ofaircraft mechanic andelectronics engineer for aero-nautical systems, LufthansaTechnik undertakes trainingof specialists ranging fromtool mechanics to surfacecoating technicians.

More apprentices sign up

Air Care Solutions are studyingEASA requirements.

Page 12-14 25/9/08 11:04 am Page 13


of relevant regulatory bodiesincluding the UK CAA and UKDepartment for Transport, JAA, FAAand ICAO.

Gregory A Popp, Bristow AcademyInc bdm, says: “Our graduates go on tofly throughout the world with manygoing to Europe and the Middle East.Bristow Academy works closely withindustry in assessing forthcomingneeds for pilots and the specifictraining requirements in demand, inorder to position our programs to meetthese needs as they arise.”

He advises operators to chooseproviders that have the resources andcapabilities to meet multiple licensingstandards including those of the FAAand JAA. “It is sensible to chooseproviders that are closely aligned withother elements in the industry such asoperators, manufacturers,educational institutions, regulatorybodies, etc, as these relationshipscreate a sensitivity to trends,requirements, needs and other factorsinfluential to training,” he adds.

FlightSafety International is

another large organisation that has theflexibility to offer training in keyjurisdictions in Europe and in NorthAmerica. David Davenport, managerat Savannah Learning Center,FlightSafety International, saysFlightSafety offers training onGulfstream aircraft at its learningcentres in Dallas and Fort Worth,

Texas; the greater Philadelphia/Wilmington area; Long Beach,California; at London Farnboroughairport and in Savannah, Georgia.

Joerg Oberhofer, accountablemanager AeronautX Luftfahrtschule,Austria, reports an increase inenquiries from small to medium sizeoperators that need flexibility in terms

of time and support. “For someoperators we do complete typecourses, for others we do the groundcourse and the simulator training isdone with their company personnel,which of course teaches under ourTRTO umbrella.”

Air-Espace Sàrl, created in July2004 in French-speaking westernSwitzerland, is also studying EUrequirements. It has used the BeechBaron 58 configured FNPT IIintensively in basic IR training withthe aim of facilitating the transition ofstudents on to a Beech Baron 55, theFTO’s advanced training aircraft, or onto its Cessna 310.

The conclusion of most trainingorganisations is that EASA’s tighterregulatory regime is likely to make itmore difficult and expensive fortraining organisations based outsidethe EU to operate training in the EUregion. Those companies withoperations that already work to full EASA requirements will have the advantage until their rivals makethe transition.

Pilot Training College: well-placed to respond to change.

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The fleet of Austria’s Welcome AirGroup, which includes the subsidiaryTyrol Air Ambulance, has expanded toinclude two Dornier 328 jets as well astwo Dornier 328 props and Citation Vand Citation Bravo ambulances. “Afterso many difficult years, 30 seaters willhave a growing market again,”predicts Jakob Ringler, ceo, WelcomeAir and Tyrol Air Ambulance.

He adds: “The high speed of theDorniers is essential for all types ofour work. The new Dornier 328 jet isfor multi-purpose use. It will be usedfor passenger flights, businesscharters and ambulance flights.” Theaircraft joins a fleet that is a mix ofnew and preowned. “Our next aircraftwill be preowned but our fleet is veryyoung and our acquisitions focus onmodern aircraft,” says Ringler.

Welcome Air, independently-owned by joint mds Irene and JakobRingler, was established in 1999 and isfocused primarily on charter andscheduled business flights andambulance operations. Jakob Ringlersays: “Only a small portion of ourbusiness consists of leisure flights.Our regional network connectsInnsbruck with Graz, Hanover,Gothenburg, Stavanger, Kristiansand,Nice, Olbia and, starting in December, Weeze.”

Nearly all staff are recruited inwestern Austria and trained withinthe company. Ringler says: “We havean extremely low fluctuation of staffnumbers and a high proportion oflong-serving pilots, engineers andother staff.”

Yearly aircraft utilisation rangesfrom 1,000 to 2,000 hours dependingon type but Ringler expects a growthin regional demand for modern andcomfortable aircraft.

The 328 jet, formally handed overby Support Services, was the first allnew aircraft to be completed at theOberpfaffenhofen, Germany, facilityin four years. Configured with 31 all-leather seats plus a baggage bayaccess door, it was originally intendedfor delivery to Hainan Airlines ofChina. 328 Support has alreadyworked on the aircraft for threemonths but in November it will returnto have long range fuel tanks fittedand the interior modified to featuresix quick change vip seats. There willbe a medevac option enabling the 328to hold up to five stretchers. The jetpurchase has been financed by theRotorjet Group of Italy and it will alsobe used for Welcome Air’s partnercompanies in Italy and Switzerland –JetLife for ambulance flights andJetCom for business charters.

“The 328 Jet is extremely versatile,rugged and just perfect for thevarious flying activities we perform,”says Ringler. “Its cabin is generousand there really isn’t another aircrafton the market today that is on a par when it comes to affordableoperating costs too.”

Tyrol Air Ambulance, a leading air ambulance for more than 30 years, has transported 39,000 injuredpassengers home from around the world.

The 328 jet: ready for a varied role.

Versatile 328jet earns a

warm welcomein Austria

Page 12-14 25/9/08 10:44 am Page 14

TopJet will hire more staff to meet EU rules governing working hours.


BGAD show dateannouncedEBAN and Marshall BusinessAviation are delighted to announcethat the fifth UK Business & GeneralAviation Day – BGAD09 – will takeplace on Tuesday June 9th 2009 atCambridge City Airport, UK.

During 2009 the Marshall Groupwill be celebrating their centenary,and June 9th marks the 80thanniversary of the opening of thefirst Cambridge aerodrome. To markthis occasion, the day will includea flying display of aircraftassociated with the airport andMarshall from past and present.

BGAD will take place in andaround the new exclusive MarshallBusiness Aviation Centre andhangar, and a number of featuresand events are planned for the day.More details will be released soon.

To register your interest inBGAD09, please contact MarkRanger on +44 (0) 1279 714509 [email protected]

ExecuJet adds widebodycompletionsExecuJet Aviation Group is hopingto add Airbus ACJs and BoeingBusiness Jets to its current,primarily, Bombardier capabilities.A brand new dedicated customershowroom, located at Zurichheadquarters, is scheduled to openthis autumn. The company isalready responding to RFPs for BBJand ACJ work.

Lisbon refurbishment is completeRefurbishment of FBO facilities atLisbon International Airport inPortugal are now complete,Safeport Executive has announced.The renovation includes a newlounge, restrooms and a new crewroom. Facilities comprise meetingrooms, relaxation rooms, self-service refreshments and loungemusic. Located in front of the ramp“Delta”, the FBO services willinclude aircraft refuelling,handling, technical and fuel stops,air ambulance assistance, baggageservices and security services.

Phenom 100 certificationon targetAccording to Brazilian aircraftmanufacturer Embraer,certification of its Phenom 100 verylight jets is expected next month,hopefully in time for a formalceremony at the NBAA Convention.

With the pre-assembly plant atBotucantu, Brazil, already rampingup production, Embraeranticipates delivery of 10 to 15“entry-level” Phenom 100s by theend of the year. At the same time,flight tests are continuing on thelarger Phenom 300, which is slatedfor mid-2009 certification.

Prestige Jet goes platinumat MEBAPrestige Jet has been confirmed asa platinum sponsor of the secondMiddle East Business AviationShow (MEBA) 2008 from 16-18thNovember. The event is forecast tobe double the size of the inaugural2007 show.

Signature picks up Gatwick FBOBBA Aviation plc has announcedthat Signature Flight Support hasacquired Southern Aero ServicesLtd, which wholly owns InterflightExecutive Aircraft Services, the solesource provider of FBO services atLondon Gatwick Airport in the UK.The new addition will joinSignature Flight Support’s globalFBO network, which now includes23 locations at cities across Europe.

The initial consideration for thetransaction was £4.5 million on adebt and cash free basis.

ABS offers travelmanagementCzech charter operator ABS Jets hasintroduced a travel managementservice to provide a full range ofservices for business passengers,whether flying in its own aircraft orany other.

PremiAir on brink of Oxford movePremiAir’s fixed wing maintenanceoperation will move to its newfacilities at Oxford Airport duringOctober. Its newly refurbished20,000 sq ft hangar, representing aninvestment of £1 million, will bethe new home of its fixed wingbusiness and a new centre ofexcellence for Beechcraft MRO.

The facility will be home tosome 25 to 30 personnel by yearend, and includes new workshops,customer reception areas, officespace and dedicated car parking.PremiAir is creating 15 newengineering jobs at Oxford.

Multiflight providesDiamond serviceWest Yorkshire, UK, private aviation company Multiflight hasbecome an authorised DiamondService Centre.

The company, based on thesouth side of Leeds BradfordInternational Airport, has alreadystarted to see regular DA42 visitorsto its facility.

Socata appoints Infinity in RussiaEADS Socata has appointedMoscow-based Infinity Aviation asits sales representative for Russia,Ukraine and Kazakhstan.

Said Viktor Kuklyaev, managingdirector of Infinity: “We believe theRussian market is now mature foran aircraft like the TBM850 veryfast business turboprop.”

Eurocopter urges yacht-builders to think rotaryEurocopter exhibited at theMonaco Yacht Show in Septemberwith an EC130 B4 onboard LadyChristine and an EC155 B1operated by Heli Air Monaco atMonaco Heliport.

The business aviation andprivate market accounted for morethan 20% of the 802 helicopterssold by Eurocopter in 2007.

I N D U S T R Y N E W S . . .ITALYREGIONALREVIEW

Operators explore uncharteredterritory and succeed in the land

of the entrepreneur“If we could learn to work as a team,the [business aviation] industry inItaly could be even more successful.”That is the view of FrancoCremascoli, marketing manager forhelicopter charter firm ElicotteriIcarus. And he is not alone. WhenEBAN spoke to Italian operators,most of them described the industrythere as ‘fragmented’ to say the least.According to Cremascoli, there arethree or four major players in thecharter business in Italy. Theremainder, it seems, entered thebusiness either because they know apilot or they know someone whoowns an aircraft.

He says: “Everyone does businesstheir own way in Italy. We’re not goodteam players. Although there are lotsof rules, on both a national and aregional basis, the more rules youhave, the fewer rules are respected. It’slike anything in Italy: there’s noconsistency. For example you could gointo a restaurant that’s not tooexpensive and have a delicious meal,or you could choose another placethat costs more where the food isn’tthat great.”

Having said that, Elicotteri Icarusseems to be doing well as a charterbusiness. With bases throughout Italyas well as a seasonal base in Salina,which serves the Aeolian Islands, its13-strong fleet provides a number ofservices including passenger charterand leisure and tourist excursions.Leisure accounts for much of itsbusiness. Its core business at presenthowever is civil protection,performing firefighting and rescuemissions. Although the work is largelyseasonal, Elicotteri Icarus has anumber of short-term contracts withItalian municipalities, mainly in thesouth of the country where fires tendto break out most often. While in thenorth of the country mountains andheavy industry provide a good sourceof transport and lifting work. One areathe company hopes to develop furtheris filming and aerial photography.When EBAN interviewed him,Cremascoli had just landed in Monzawhere the crew was shooting footageof the 2008 Italian Grand Prix.

“Our target is to improve our winterservice in material transport and aerialshooting. We’re working withprestigious companies involved withthe Americas Cup sailing and Italiancycle racing. We also hope to set upregular networks to serve the Aeolian

islands,” he explains.Nevertheless, there is much room

for improvement of the industry as awhole. Compared with the rest ofEurope, the charter business in Italy isnot that well-developed, Cremascolisays. Although the situation ischanging, he believes that the industryneeds to learn to work together toimprove industry standards.

He is reluctant to predict the futurehowever or to confirm exactly howwell business is going so far this year.“It’s too early to say until we’ve met upto discuss how things have gone at end of month. Then we’ll check how the summer season went,firefighting and transport passengers,touristic excursions, so we’ll have abetter idea.”

TopJet Executive is based at MilanoLinate airport in the north of Italy. Thecompany operates a number ofaircraft for charter including twoBeechjet 400s and a Hawker 850XP,which it acquired at the beginning of2007. It also operates a Pilatus PC12privately. Domestic flights account foraround 35 per cent of the company’soperations with the rest in Europe.Each aircraft flies 500-600 hours peryear, while the company as a whole,including its brokerage arm Avinord,notches up around 2,500 hours a year.Dino Rasero is the company’spresident. As everyone tightens theirbelts, he, like every other operator inEurope, is cautious about what liesahead for the industry. Yet thecompany continues to make plans forthe future.

He says: “We are looking at supermidsize aircraft next, possibly a Falcon2000 or an Embraer Legacy butconditions economically are not idealat the moment so we are waiting to seewhat happens. A downturn in the

economy is not affecting business somuch in terms of flights, or of flighthours. It is affecting the business interms of outlay: the cost of fuel forexample, as well as ground servicecosts which are increasing all the time.Regulations governing crew workinghours are also having an impact.Changes to EU regulations limit thenumber of hours a pilot can work socharter businesses across Europe arehaving to recruit more staff to coverthe same amount of work, or theequivalent number of hours, which isof course affecting their bottom line.

“The company is being forced tohire more staff to cover the same hoursand give the pilots more rest time. Soin effect, the same crew is lessproductive. The regulations will comeinto force in Italy over the comingweeks. Although there is a transitoryperiod that allows you to adjust tothese new rules, we will be making thenecessary changes right now. We willneed to recruit two or maybe threeextra crew members. Not surprisingly,profitability will be diminished as aresult, as you are paying more for thesame work.”

Being positioned in Italy is certainlyan advantage for its charter operators.Although many of them fly all overEurope, a lot of work also comes from far eastern Europe, the MiddleEast and North Africa, bringing theirown unique challenges. One ofTopJet’s most interesting missions was when they flew a client to sub-Saharan Africa.

Rasero recalls: “We flew to Bamakowhich is the capital of Mali and it was really something else. You have touse basic navigational skills to crossthe Sahara desert. This particular time was one of the worst flights thathas happened to us because it’s reallyfar away and not that convenient.Once you’re there you are escorted toyour hotel by armed guards, so youdon’t feel very safe as pilots, asoperators. You have special insurancefor the aeroplane.

“Middle eastern and other Africancountries are getting richer and richerdue to oil prices so there is a lot ofdevelopment of flights back and forth.It’s something you are not used to; theyare special in terms of regulations,insurance and also in terms of safetyand security. Imagine if you have tosend people to Libya or Israel orLebanon for example. You have to be

AS350s are popular among Italian charteroperators. Photo courtesy of Eurocopter

Continued on next page

Nicolas Chabbert, vp sales & marketingEADS Socata; Viktor Kuklyaev, mdInfinity Aviation; and Gérard Bodin, area sales director EADS Socata.

Page 15-18 25/9/08 3:39 pm Page 15


blacklist of aircraft that cannot fly inEurope because of safety and securityreasons. While we were in the Ukrainewe had a tiny problem with one of ourtyres and they wanted to stop ouraeroplane and make additional checks

on it, something that in Europe wouldnever happen because the captainwould want to just fly away. But theydid it as a kind of revenge forsomething that had happened to oneof their aircraft in Italy. Because of the

delay the visas expired so ourpassports were confiscated and in acountry where you need visas it cancause problems.”

Would such experiences deterTopJet from taking on business from

aware of security problems for theaeroplane and also the crew that yousend there. We often fly to Moroccoand Egypt but the Magreb countries,those on the Mediterranean sea, arequite similar to Europe or southernItaly for example.

“The range of the Hawker 850doesn’t really allow you to go too faroverseas. But in the Gulfstream youcan fly to Africa, to America and toBrazil as well.

“On another occasion, we had aminor technical problem in Ukraine. Ifyou have a little problem there you’renot supported by anyone and theydon’t help you. Fortunately, the Italianambassador who was in Ukrainehelped us to resolve the situation but itstill took us a while to sort out.

“Two days before, a Ukrainianaircraft had experienced problems inItaly. The authorities had wanted tostop the aircraft because there is a

such countries in the future? “Not really,” Rasero says. “We’re still

willing to go there and do everythingour customer wants. But when you areflying to the remotest parts of Europeit is so different to flying to Paris orLondon. When you are using aircraftwith mid- or long-range capabilities itcan take you somewhere completelydifferent, where perhaps you are notso supported and you feel a little bitstrange. You want to come home andbe somewhere familiar.”

Rasero has been in the charterbusiness for almost ten years. When hefirst began trying to find customerspeople were hard to convince. Manywere unaware of the advantages ofchartering aircraft. Fortunately forhim and other operators attitudeshave changed.

He explains: “Initially when wecalled and tried to explain the service,95 per cent would tell us ‘you are crazy,this is for rich people’, even if they werebig companies or very wealthyindividuals. Now it’s completely theopposite. When people discover youare working in the private jet businessthey say ‘that’s the future of aviation’.In ten years, it has become somethingalmost mandatory for their schedule,their image; they want privacy, theywant comfort, they want timing. Andit’s something glamourous, to impressa third party, it’s a status symbol now.”

A pilot himself, Rasero got into thebusiness for convenience. Rasero’sfamily had industrial plants in Italyand France. After enduring lengthy 20-hour journeys when visiting thepremises, his father bought anaeroplane to connect the businessesmore easily. “We discovered that it wasa very economical way to do it. Insteadof 20 hours, with a private aeroplane itonly took an hour and a half.” Thebusiness has developed from there.

So what plans does Rasero have forTopJet over the coming years?

“Our company is now standing ontwo huge legs: one is operations andthe other is our brokerage division,Avinord; the network in place inEurope. With this network you canhave access to all aeroplanes in allparts of Europe. This market isgrowing and we plan to raisestandards in this field and develop themarket further.”

Throughout Italy there arenumerous charter businesses. Thereexists only a handful of major players,while many operate on a small ormedium-sized scale with only askeleton staff. With so many players inthe field, how does TopJet winbusiness over other operators?

“The market in Italy is veryfragmented. There are two or threewho are on the same level as we are.They are aircraft owners so that really

Helica uses its fleet to collect images and data.

ITALYREGIONALREVIEW

The 2008/09 EBAN Handbook ofBusiness Aviation in Europe, nowavailable, covers Italy and containsuseful details about charteroperators. It also lists businessaviation facilities and servicesincluding airports, FBOs andmaintenance centres. The detailscan be accessed through a search ofaircraft operated or the airportbases. For more information pleasevisit www.handbook.aero.

The new edition is out now.

HANDbook ofbusiness aviation

in Europe

EUROPEAN BUSINESS AIR NEWS

0809

Italian handling and maintenance

Page 15-18 25/9/08 3:04 pm Page 16


is the main difference between us andother operators. We own and operateour aircraft, which means we havecomplete authority and access to ouraircraft. The brokerage network alsoworks well. All the others on themarket manage third party aircraft sothey don’t have the same level ofcontrol or service because they comesecond after the owner of the aircraft.That’s the main difference between usand our competitors. Also becausecompanies like NetJets are really huge,maybe us being smaller gives us theopportunity to be a little more tailoredto provide the requirements of ourcustomers – a more personal service.”

And what does the future hold for the business aviation industry as a whole?

“It’s really hard to say. Middleeastern people have increased theirweight in this industry. As they have almost unlimited economicpossibilities it’s difficult to say how theindustry will develop. Our businesswill still exist but the market is morefocused on larger aircraft, withairliners converted to private aircraft.In Nice in the summer, for example,you really appreciate the changes in the industry because you see Airbus 340s, Boeing 747s, and other airliners all converted tobusiness jets, sometimes just for twoor three passengers. There is no limitto those operations.

“The Italian market on the otherhand is much more cautious where€100 can make all the difference.”

Nevertheless, being located in Italyis definitely an advantage, says Rasero.“Sardinia, for example is very popularfor incoming flights. That’s why we’relooking for a bigger aeroplane to tapinto the market. I don’t know if it’s righttime to do it at the moment as it’s notso stable right now. But we’ll see.”

Air Umbria is keen to add to its fleet but it too is waiting for the righttime to make its move. Based at SanEgidio airport near Perugia, itperforms mostly domestic flights,around 70 per cent, with most of itsclientele stemming from tourism andleisure activities. Only about 10 per

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MarketplaceAircraft for sale

Contact Mark Ranger on: +44 (0)1279 714509 [email protected]

Individual pre-owned aircraft may beadvertised for sale here with up to 40words and a colour photograph for adiscounted price of UK£75 Sterling. Fulldetails and picture are also included onthe EBAN magazine web site.

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Challenger 604S/N 5370. Excellent pedigree, 4,716hrs TT.New Midcoast paint & interior, 9passenger, extended cabin w/additionalwindow. Unique aft lav w/two closets.Airshow 400, Aerial View cameras,fax/copier/scanner. A must see! Tel: +1954 771 1795 Aero Toy Store Inc. Web:www.aerotoystore.com. Email:[email protected]

Challenger 605“Pininfarina Edition” S/N 5728: Brandnew. Immediate delivery! Factorywarranty, crew & maintenance training.JAR-OPS & EASA compliant, +USD$1.2Million in options! Live television system,Supersized 21” monitors, and more. Callbefore it’s gone! Tel: +1 954 771 1795 AeroToy Store Inc. Web:www.aerotoystore.com. Email:[email protected]

Challenger 605S/N 5751 Brand new. 12 passenger. JAR-OPS & EASA compliant. Full factory

warranty, 4th quarter, 2008 delivery. Pilot& maintenance training, Triples, LDS, 3Dmapping & long range cruise. Datalink,two 20” monitors and more. Won’t last!Tel: +1 954 771 1795 Aero Toy Store Inc.Web: www.aerotoystore.com. Email:[email protected]

Challenger 850November 2010 delivery. Fourteenpassenger LE spec. Engines: GE CF34-3B1.JAR-OPS. Honeywell GTCP-36-150(RJ)APU. Tel: +41 44 87 65 611 ExecuJetAviation Group. Web: www.execujet.net.Email: [email protected]

Challenger 850S/N 8096, delivery position, options canbe specified. Completion September 2009John Hopkinson & Associates Ltd. Web:www.hopkinsonassociates.com. Email:[email protected]

CRJ-200 ERS/N 7508: Convert to 14 pax VVIP. Latemodel. Low time. Updated interior. 46

cent of business comes from thecorporate sector.

Helitalia specialises in emergencymedevac only, operating a range of helicopters including seven BK117s,one Citation jet, a Bell 412 and an A109 helicopter.

Another specialist is Helica, basedat Amaro heliport near Udine in the north-east corner of Italy.Although it used to perform passengercharter missions this has graduallyreduced to only a small percentage of the business, giving way to anotherarea of expertise: surveys and aerialphotography. Using two AS350aircraft, most of its work comes from government agencies and private industry.

General director Diego Plos toldEBAN: “Around 80 per cent of ouremployees have a PhD in anenvironmental subject, such asgeomorphology for example, while asmall team are pilots or technicians forthe aircraft. For us the aircraft are usedfor putting sensors or other systems in the sky for collecting images and data. Our clients are governmentand environment agencies and private companies planning majorinfrastructure such as motorways orpowerlines. We have two AS350swhich are modified for this kind ofwork. If we were to acquire any moreaircraft I’d like to go for a fixed-wingwith a greater range.”

Taking readings to allow experts tocalculate flood risk accounts for a lotof business too, in Italy and abroad.“The government had to show the EUthat they are tackling the impact oftraffic pollution for example. Alsosome regions of Italy are mountainousand erosion is quite heavy here sothat’s something that keepsgovernment departments quite busy,especially around October/Novembertime when the rains come. Beinglocated in a mountainous part of thecountry ourselves makes us well-qualified to carry out such work.”

Helica’s pilots have been flying withthe company for three to eight years,according to Plos. He says: “It takes awhile at the beginning to understandthe mountains. You need to beconfident and understand the weatherand the wind. When pilots come to usthey have at least 1,500 flying hours.Then we train them to fly for surveysand in mountainous conditions andafter about a year and a half theyare usually ready.”

ITALYREGIONALREVIEW

Rasero became a pilot through the family business.

T.A.G. (Terminal Aviazione Generale)has officially opened its Bolognabusiness aviation terminal (pictured).Ferrari Grand Prix pilot Felipe Massa,who keeps a private jet in the T.A.G.hangar, landed during the officialopening ceremony.

Massa owns a Piaggio P180 which ismanaged by Sirio, a company thatoperates a fleet including a Falcon

2000, Learjets and Challengers. CaptPier Carlo Busato, chairman of theboard and Giovanni Benedetti, generaloperations manager, welcomed guestswho included company shareholdersAeroporto ‘G. Marconi’ di Bologna,B.Group, Sirio, owners of jets andhelicopters, and aviation terminalusers. Aircraft in the hangar during theceremony included a Falcon 7X.

Grand Prix pilot flies in for T.A.G. opening ceremony

Page 15-18 25/9/08 3:55 pm Page 17


passenger + 2 flight attendant seats,3,791hrs TT, 100% GE engine program,JAR-OPS, four tube EFIS, two galleys. Tel:+1 954 771 1795 Aero Toy Store Inc. Web:www.aerotoystore.com. Email:[email protected]

Global Express2000, S/N 9061, TT 3,150hrs, 984 cycles.14 Passenger configuration R-R BR700engines on R-R Corporate Care. SmartParts, CAMP, Honeywell Primus 2000 XPavionics. Immediately available. Tel: +4144 87 65 611 ExecuJet Aviation Group.Web: www.execujet.net. Email: [email protected]

Global ExpressS/N 9139 Factory warranty. Only 1,203hrsTT. JAR-OPS compliant, engines oncorporate care,Smartparts, head-updisplay, Triples, 13 Pax w/four placeconference group midcabin & 16G divanaft, forward & aft lavs w/vacuum flushtoilets and more! Tel: +1 954 771 1795Aero Toy Store Inc. Web:www.aerotoystore.com. Email:[email protected]

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Learjet 452001, S/N 116. Eight passengerconfiguration. Allied Signal TFE731-20-AR-1B engines. Honeywell RE100-LJ APU.Tel: +41 44 87 65 611 ExecuJet AviationGroup. Web: www.execujet.net. Email:[email protected]

Learjet 60SE2006, S/N 301. TT 484.1hrs. Engines:PW305A. JSSI Tip to Tail program. CAMPMaintenance. Avionics: Collins Pro-Line 4.APU: Sundstrand T-20G-10C3A. Sevenpassenger configuration. New interior andexterior paint 2006. Availableimmediately. Tel: +41 44 87 65 611ExecuJet Aviation Group. Web:www.execujet.net. Email: [email protected]

Learjet 60XR2007, Available for viewing at NBAA. S/N337. TT 464.5hrs. Engines: PW305turbofans. Engines on ESP, aircraft onSmart Parts and CIMMS, airframe onSmartparts plus. Collins Pro-Line 21avionics. Eight passenger configuration.Tel: +41 44 87 65 611 ExecuJet AviationGroup. Web: www.execujet.net. Email:[email protected]

Learjet 60XRS/N 361: Brand new. 4th quarter, 2008delivery. Full factory warranty, pilot &maintenance training, JAR-OPS and EASAcompliant. Beautiful eight passenger XRExecutive floorplan A configuration.Loaded with options. Call before it’s gone!Tel: +1 954 771 1795 Aero Toy Store Inc.Web: www.aerotoystore.com. Email:[email protected]

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Falcon 20001997, S/N 51 AFTT: 4,250.0hrs. MSP onengines/APU. Head-up display. Paint,Interior 3/2007. CAMP. Ten passengerexecutive interior. Most maintenanceperformed at Dassault Falcon, Little Rock.Both engines TT 4,060.0. APU TT 1,775.0.Tel: +1 214 505 1640 Double D AircraftSales, LLC. Web:www.doubledaircraft.com. Email:[email protected]

Falcon 900B1992, N525MH, SN 113, AFTT: 6,389hrs.Aircraft currently in Europe. 2C Check CW06/2004. G.O. 04/06. Part 135. 14

passenger configuration with private aftsection, interior refurbished 08/05. Paint06/05. Enhanced Mode S. Tel: +1 214 5051640 Double D Aircraft Sales, LLC. Web:www.doubledaircraft.com. Email:[email protected]

Falcon 900EX1999, S/N: 046. TT 3,450hrs. 12 paxconfiguration. Engines: Honeywell TFE731-60. APU: Garrett GTCP 36-150. CAMPmaintenance, Honeywell FMZ 2000avionics. Available 01 October 2008. Tel:+41 44 87 65 611 ExecuJet Aviation Group.Web: www.execujet.net. Email: [email protected]

Falcon 900EX“Pininfarina Edition” S/N 038: Truly themost elegant Falcon 900EX availabletoday and a must see. Only 3,773hrs TT,engines & APU on MSP. Loaded with allthe amenities from home. Immediatedelivery! Tel: +1 954 771 1795 Aero ToyStore Inc. Web: www.aerotoystore.com.Email: [email protected]

EMBRAER

Legacy2008, New 2008 Embraer Legacy for saleor lease, some trades considered. Willdeliver in early 2009 with training,warranties, etc. See www.flycci.com forfurther details on this best valued Legacy600. Tel: +1 281 359 8070 CorporateConcepts International Inc. Web:www.flycci.com. Email:[email protected]

HAWKER BEECHCRAFT

Hawker 800XPFirst registered December 2000. Two UKowners since new. 2,600 hrs and 1,150landings. Available now with new paint,new carpet and fresh 8 year/2,400hrcheck. MSP Gold, RVSM, SATCOM,EGPWS, TCAS 2000, Airshow 400.Beautifully maintained, excellentcondition. US$8.85m. Roger Stainton,+44 1353 661636 JetFlight Ltd. Email:[email protected]

PIAGGIO

P-180 Avanti2003, S/N 1063. Spacious and quiet 8passenger configuration. Pratt & WhitneyPT-6-66A ESP gold engines. 2,054hrs.Over 100 knots faster than competingturboprops and burns 30% less fuel than competing turbojets lowering fuel costs and travel times. Tel: +1 541318 3501 Business Jet Enterprises. Email: [email protected]

SIKORSKY

S-76B1989, TTSN 6,490hrs, dual digitalHoneywell SPZ-7000 AFCS. Single pilot IFR certified. UK public transport equipped. 6-8 Place VIPinterior. All gearboxes on Sikorsky PAP. Contact Steve Ayling. Tel: +44 1276 855340 Lynton Aviation. Web:www.lyntonaviation.com. Email:[email protected]

Let’s work together for a better world! Become a part of one of the most important Peacekeeping Operations on the African Continent. On behalf of the world’s largest NGO we operate VIP-transport acc. to EU-OPS1-Regulations with Learjet 55 + 60 ex our African bases, which are currently Dakar/Senegal, Abidjan/Ivory Coast, Entebbe/Uganda and coming soon Al Faresh/Sudan.

For this mission we are looking for highly motivated as well as experienced on type Captains on Learjet 55 and/or 60 and

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Top Salary, interesting duty schedule (e.g. 1 month on/ 1 month off) are the corner points of this interesting and challenging positions in aviation.

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If you are interested in joining our team please apply with a copy of your JAR-Licence + Pilot -CV to:

Career opportunities

All advertisements in EBAN Marketplace(other than pre-owned aircraft) areavailable at a cost of UK£39 per singlecolumn centimetre, the minimum depthbeing five centimetres. Advertisers canprovide artwork, or we can design theadvertisement from pictures, words andlogos you supply, free-of-charge. Jobopportunity advertisements are alsoincluded on the EBAN web site free-of-charge.

The recruitmentSpecialists

www.businessjetpeople.com

For the latest job opportunities, see:

www.ebanmagazine.com/mag_jobs.html

OUR NEXTISSUE:

NOVEMBER 2008FINAL BOOKING

DATE:OCTOBER 22nd

The recruitmentSpecialists

Global Express CaptainImmediate permanent vacancy for GlobalExpress Captain for aircraft based in theLondon area.

Competitive Salary and per diems. Must haveType Rating, in excess of 5000 hours totaltime and 500 hours on the Global.

Significant worldwide operational experienceis essential and must live in the SouthEast/Greater London area.

Please send CV [email protected]

Page 15-18 25/9/08 4:13 pm Page 18


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Project1 24/9/08 9:49 am Page 1

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