Bart International 130

Beechcraft KING AIR B200GT / WHY I FLY

Ask Lars Thrane if he flies any aircraftbesides a Beechcraft, and his answer is simple:

“No. Never thought about it.”

Power, dependability and performance in Europe’s most popular business aircraft1

.

LEARN MORE, VISIT HawkerBeechcraft.com/BeechcraftEUROPE, MIDDLE EAST & AFRICA +44 (0)1244.523.803ASIA-PACIFIC +852.3756.3755 UNITED STATES & THE AMERICAS 1.800.949.6640

With customers worldwide, Thrane & Thrane is a leader in mobile satellite communications.

So when Lars Thrane isn’t flying for pleasure, he’s fl ying between his company’s two facilities in

Denmark—and anywhere business takes him in Europe. His choice is a King Air B200GT. WHY?

“The only aircraft that satisfies all of our requirements is a King Air. From unimproved airstrips

to mountain fl ying, YOU CAN DO WHAT YOU WANT, WHENEVER YOU WANT. It’s a reliable

workhorse, so when developing our AVIATOR 200 aeronautical broadband system, I only con-

sidered the King Air to showcase our product.” And the King Air B200GT is one of the greenest

aircraft in its class, making Europe’s most popular business aircraft the most responsible choice.

1.PER EUROCONTROL STATISTICS AND FORECAST SERVICES (STAR FOUR) AIRCRAFT MOVEMENTS FOR THE PAST THREE CONSECUTIVE YEARS. ©2010 HAWKER BEECHCRAFT CORPORATION. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

130 DEC 2010-JAN 2011

BI-M

ON

TH

LY

/D

EC

2010

-JA

N20

11/

PO

ST

IN

GO

FF

IC

EB

E1380

LA

SN

E

EUROPE'S PREMIER BUSINESS AVIAT ION MAGAZINE

13

0 EST. 1988

Preview MEBA 2010

GET ON BOARD.GET ONLINE.GET ON WITH LIFE.

With a global aircraft communications system from Aircell, you can now send and receive e-mail, make calls,and even surf the web. We offer a wide variety of network services, including SwiftBroadband and Iridiumalong with equipment options to meet your specific needs. All provide the very best in affordable, high qualityconnectivity, worldwide.

Stop by MEBA stand E212. Or contact Jean-Luc Rosenfeld at [email protected], or +41 (32) 841 2838.Find out how to get onboard and online, today.

©2010 Aircell Business Aviation Services LLC. All Rights reserved. Aircell, In Touch, In Flight is the registered trademark of Aircell Business Aviation Services LLC or its affiliates.

GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GEGEGEGETT ONLINE.ONLINE.ONLINE.ONLINE.ONLINE.ONLINE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.

BART: DECEMBER - JANUARY - 2010 - 2011 - 3

E D I T O R I A L

“I KNOW MANY OF US ARE BORED HEARING ABOUT EU-ETS,” says EBAA President and

CEO Brian Humphries in his CEO’s corner on page 24! Well who would not be frustrated by the

environmental lobby’s constant flood of costly regulations? These groups hold aviation

responsible for so called “climate change”, and frighten people by circulating images of

beleaguered polar bears drifting ashore from melting ice-banks.

I don’t want to labor the point, suffice to say that the total emissions from aircraft are very small

compared to other emissions from the burning of fossil fuels. Aviation emissions are only a tiny

fraction of all transportation emissions, and business aircraft emissions are a small portion of

these. Nonetheless environmentalists continue to spread false information about the industry.

Lecturers from the English and Welsh Green party have said that: “Aviation is the most highly-

polluting transport mode on earth, and its pollution constitutes a major hidden cost to the econo-

my.” The eminent speakers added to their propaganda by claiming, “Aviation is also subsidised

directly and indirectly by the taxpayer, and is a major drain on the UK balance of payments!”

Misinformation and a disregard for our industry’s efforts to reduce engine emissions are common

tricks used by the green lobby. Today’s aircraft engines are cleaner, quieter and more fuel-effi-

cient than ever. And it seems there’s more to come.

Could bio-fuel and electric propulsion be the next big things? Cessna is working on a C172

proof-of-concept aircraft. This may be an answer for automobiles while environmentalists close

their eyes to the pollution created by power stations and the incredible amount of dead batteries

accumulated each year.

The Swiss explorer and scientist Bernard Piccard is making waves with the first solar aircraft

that can fly day and night. While we should applaud this achievement, and acknowledge the skill

and expertise behind it, it is hardly a solution for Business Aviation. We need real airplanes for

business and we are not going to let go of them.

The adventurers of the last century were constantly pushing the limits of the possible. Charles

August Lindbergh did not fly across the Atlantic to sip a glass of champagne at the “Folies

Bergère”! He was motivated by the method, the vehicle, and the future possibilities that a success-

ful crossing promised. Progress initiated by real heroes cannot be stopped.

Thinking about heroes at this time of year it is impossible not to be reminded of the incredibly

difficult and dangerous celestial odyssey performed by the Apollo 8 astronauts Frank Borman,

James Lovell, and William Anders during the Yuletide season in 1968. At the time it was the most

watched TV show of all time. Millions of people were glued to the boob tube on Christmas Eve

for the final orbit. To this day I am bowled over by the precision with which they pulled it off. If

they went too steep and they would have baked, if they went too shallow and they would have

skimmed off like a flat stone into outer space. Finally, in holy exultation as Apollo emerged on

course to Hawaï, Jim Lovell’s unforgettable words rang out for all to hear. “Please be informed

that there is a Santa Claus.”

So keep faith in our aviation. Our OEMs are doing a great job at making sure our aircraft are

equipped to push the world’s economy forward. Some of them working at changing the sonic

“boom” into a supersonic “pfoouuit”! I wish you all Happy Holidays and a Wonderful New Year.

F R O M T H E D E S K O F …

Fernand Francois

CHRISTMAS GRUMBLING

Editor and Publisher Fernand M. Francois Senior Editor Marc GrangierManaging Editor Nicholas J. Klenske. Senior Writers Liz Moscrop, Jack CarrollContributors Brian Humphries, Michel R. Grüninger, Capt. Giancarlo Buono, MarkusKohler, Aofie O'Sullivan, LeRoy Cook, Louis Smyth, Derek A. Bloom, Eugene GordonBusiness Aviation Consultants Walter Scharff, Guy ViseleDirector Marketing & Advertising Kathy Ann Francois +32 472 333 636 [email protected] 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 [email protected] 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 IONS

4

EDITOR IAL

6

FAST TRACK

20

EURO/BUS INESS NEWS

24

EBAA: CEO CORNER

82

INSIGHT

DECEMBER - JANUARY 2010 - 2011

V o l u m e X X I - N o 6

B A R T N o 1 3 0

W W W . B A R T I N T L . C O M

OUR ADVERT ISERS AND THE IR AGENCIES

59 Air BP2 Aircell LLC37 AMSTAT

61 Avinode65 CAE24 CRS Jet Spares25 EBACE 2011

73 GATES AND PARTNERS Solicitors

84 Hawker Beechcraft Corporation9 Hawker Beechcraft Global Customer Service7 HondaJet (ROUND 2)11 Jet Aviation (PUBLICIS WERBEAGENTUR AG)47 JetEx Flight Support49 JetExpo 201155 JetNet LLC19 Jet Support Services Inc. (JSSI)15 Lufthansa Technik (MEC GmbH)67 NBAA 201117 Pilatus Aircraft29 Powerplan31 RUAG Aviation AG (OTTIGER & PARTNER BSW AG)53 Shannon Airport (MEDIAVEST)83 Universal Avionics43 Universal Weather and Aviation

21 Argos VIP Private Handling

35 Future Business Jet Conference (Bahrain)

C O N T E N T S

26

SHOWTIME IN THE SANDSContinuing its reputation as a Business Aviation hotspot, Dubai

and the Middle East prepare for the 2010 edition of MEBA.Liz Moscrop not only goes inside for a sneak peak of the show,

but also provides a comprehensive report on the region.

40

FUEL, AIRPORTS AND PLANNINGYou can’t fly without fuel, and Universal Weather & Aviation

tells you how to make sure you get it. Senior EditorMarc Grangier focuses on the specifics of the fuel sector. LeRoy

Cook looks at the ins and outs of Business Aviation airports,while Jack Carroll talks flight planning.

62

THE DETAILSBART Resident Pilot LeRoy Cook talks approaches in this edition

of “From the Cockpit”, while the experts atGreat Circle Services talk rules and regulations.

Aofie O’Sullivan opens The Docket on the pertinentlegal issues facing BizAv.

74

LOOKING BACKAll signs at NBAA pointed at a upward turn –

albeit a gradual one – for the BizAv market. Marc Grangiergives us a report of all the headlines from Atlanta,

along with a inside look at Universal Avionics.

AFFLUENCE

At MEBA, Big Iron Jets wait on

the tarmac for Gulf entrepreneurs

and UHNWI

M e m b e r

B U S I N E S S A V I A T I O N R E A L T O O L

6 - BART: DECEMBER - JANUARY - 2010 - 2011

BRAZILIAN STATE OF GOIÁS

ORDERS THREE AW119KE

AgustaWestland, a Finmeccanica Company, ispleased to announce that the State of Goiás, incentral Brazil, has ordered three AW119Ke sin-gle engine helicopters for law enforcement, fire-fighting and transport missions. The contract isworth $11M and also includes training for bothaircrew and maintainers, with all three aircraftscheduled for delivery in December 2010.

PIPER PAVES WAY FOR M-CLASS UPGRADES

Piper Aircraft Inc. is making the transition from any new aircraft in its M-Classlineup – the Meridian, Mirage and Matrix – to the new PiperJet Altaire attractiveto company loyalists. The PiperJet Altaire single-engine business jet is beingdeveloped for certification and first deliveries in 2014.For new single-engine turboprop Meridian buyers, Piper offers $100,000 off the

$2.5M base purchase price of the PiperJet Altaire. Buyers of new pressurizedsingle-engine piston Mirages get $50,000 off the price of a new Altaire, whilebuyers of unpressurized single-engine piston Matrixes can defer $25,000 of theinitial deposit of $75,000 on a new PiperJet Altaire.

AGENDA

MEBA7 - 9 DECEMBER 2010Dubai, U.A.E

HELI-EXPO5 - 8 MARCH 2011Orlando, U.S.A

EBACE17 - 19 MAY 2011Geneva, Switzerland

GULFSTREAM LARGE-CABIN AIRCRAFT

NOW FAA CERTIFIED STAGE 4

Gulfstream Aerospace Corp. announced that theFederal Aviation Administration (FAA) recently certi-fied the jet-maker’s large-cabin aircraft to the Stage 4noise standard. The certification applies to theGulfstream G550, G500, G450, G350, GV, GIV-SP andGIV. These aircraft have always been Stage 4 compli-ant but have now been formally certified to the stan-dard.Stage 4-certified aircraft may avoid restrictions basedon operational noise levels being considered at sever-al airports around the world, and may be subject tolower usage charges related to the noise levels gen-erated.

NEXT PHASE FOR RAISBECK

LEARJET 60 AFT FUSELAGE LOCKER

Raisbeck Engineering, designer and manufacturer of the world’s leading air-craft improvements for four decades, announced that its Learjet 60 AftFuselage Locker development program has entered its final design phasebefore manufacturing of the first-article parts. This is an important step ingetting to the final phase of a program, which is flight test.The Raisbeck Aft Fuselage Locker is being developed in full cooperation withLearjet. It is designed to add an additional 25 cubic feet of watertight cargospace, external of the cabin, bringing the Lear 60’s total external storage vol-ume to 72 cubic feet. The Locker is 25 Feet long overall, aerodynamicallyfaired, and holds an additional 300 pounds of luggage or other cargo in twocompartments that in themselves total almost 12 feet in length.


FIELD AVIATION AWARDED

BY UNIVERSAL AVIONICS

Canada’s Field Aviation has been awarded UniversalAvionics’ TOP NORTH AMERICAN DEALER for 2010.In a ceremony at the National Business AircraftAssociation (NBAA) annual meeting and convention inAtlanta, Georgia, Universal Avionics president andCEO, Ted Naimer, presented Field Aviation with thetop North American dealer award in recognition ofField’s outstanding sales performance and dedication insupporting the Universal Avionics line of advancedavionics equipment.

THE ASAHI SHIMBUN TAKES

DELIVERY OF A GrandNew

AgustaWestland, a Finmeccanica com-pany, and Kaigai Aviotech Corporationare pleased to announce that Japan’sleading newspaper ‘The AsahiShimbun’ has taken delivery of aGrandNew light twin engine helicopter.This helicopter will be used to performnews gathering and aerial photographymissions. The aircraft is the f irstGrandNew helicopter to be sold inJapan and is the first of its type to beused for Electronic News Gathering.

NBAA PROMOTES SECURITY MEASURES

FOR GENERAL AVIATION

Although BusinessAviation has neverbeen identified as asecurity threat, therecent security con-cerns involvingcargo aviation high-light the need forcontinued vigilanceacross all of avia-tion. NBAA is in

continuing contact with officials from the Department ofHomeland Security and the Transportation SecurityAdministration (TSA), and it is the Association’s understandingthat last week’s events are not anticipated to have an impact onsecurity policies related to the Business Aviation community.NBAA will continue to work with federal security officials to pro-mote effective measures to enhance general aviation securitywhile accommodating the mobility and flexibility that are the hall-marks of Business Aviation.

WEST STAR APPOINTED

HAWKER BEECHCRAFT

SERVICE CENTER

West Star Aviation’s GrandJunction, CO (GJT) facility ispleased to announce it has beenappointed by HawkerBeechcraft (HBC) as an autho-rized service center. The agree-ment includes services on allBeechcraft KingAir models, aswell as on Beechcraft Baron andBonanza models.

GULFSTREAM SELECTS UNIVERSAL AVIONICS’

CVFDR WITH EMBEDDED RIPS

Universal AvionicsSystems Corp.Cockpit Voice Rec-order (CVR) withRIPS (RecorderIndependent PowerSupply) and FlightData Recorder(FDR) have beenselected byGulfstream

Aerospace, A General Dynamics Company, headquartered inSavannah, GA, as forward-fit equipment on Gulfstream’s G450,G550 and G650 business jets. Universal Avionics’ CVR with RIPS(CVR-120R) and the FDR (FDR-25R) will be standard on theseaircraft.Gulfstream will be the first Fixed Wing Original EquipmentManufacturer to announce compliance with the U.S. FederalAviation Administration Final Rule on CVR and Digital FDR,accomplished with Universal Avionics’ CVR and FDR.

FlightPath.HawkerBeechcraft.com

©2010 HAWKER BEECHCRAFT CORPORATION. ALL RIGHTS RESERVED. HAWKER, BEECHCRAFT, AND SUPPORT PLUS ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

“The King Air 350 has great �exibilityand agility, and so does Hawker Beechcraft

Services. Buying and upgrading an aircraft isa complicated process. Hawker Beechcraft

proved they were willing to go the ‘extramiles’ to satisfy our needs.”

—Captain Renato Balbino,Director of Flight Operations, Viação São Geraldo

READ THE WHOLE STORY IN FLIGHTPATH MAGAZINE

HAWKER BEECHCRAFT GLOBAL CUSTOMER SUPPORT.

DEDICATED TO YOUR AIRCRAFTAND TO YOUR SUCCESS.

When Viação São Geraldo wanted to purchase and upgrade a Beechcraft King Air 350 to operate

throughout Brazil and the South American continent, Captain Balbino, Director of Flight Operations,

chose the people who know the King Air best: Hawker Beechcraft Services. With new avionics

and a �awlessly installed new interior, the �nal challenge for the the customer was getting the

U.S.-registered aircraft from Florida to Viação São Geraldo’s South American base. HBS sales manager

Victor Martinez stepped up to serve as the registered pilot for the �ve-day, 4,200 nautical mile journey.

LOWER OPERATING COSTS. INCREASED VALUE. ENHANCED OWNERSHIP.

GLOBAL CUSTOMER SUPPORTSUPPORT PLUSTM

PARTS & DISTRIBUTION

HAWKER BEECHCRAFT SERVICES

TECHNICAL SUPPORT & PUBLICATIONS


HBC RECEIVES ORDER FOR FIVE KING AIR C90GTx

Hawker Beechcraft Corporation (HBC) is pleased to announce ithas received an order from its international representativeCorporate Aircraft for five King Air C90GTx turboprops for deliv-eries beginning in 2011. The official signing took place at the2010 National Business Aviation Association (NBAA) AnnualMeeting & Convention in Atlanta. Corporate Aircraft has officesin Milan, Italy; Paris, France; and Geneva, Switzerland.

UNIVERSAL

INTRODUCES MOBILE TRIP PLANNING WEB SITE

Universal Weather andAviation, Inc. announcedthat it has introducedUniversal® Mobile, amobile-optimized Web sitegiving its clients completeaccess to its suite of onlineapplications on any Web-enabled mobile device,including iPhone®, iPad,BlackBerry®, Android andmore.

The initial release of Universal® Mobile, now available byvisiting www.universalweather.com, provides clients theability to view and manage the details of their trips throughUniversal Trip Support Services on any mobile device viaUniversal’s Web-based UVtriplinksm Trip Status applica-tion.

GE AVIATION APPOINTS SKY TRACTOR SUPPLY

Sky Tractor Supply Company has signed an agreement with GEAviation to become an Authorized Service Center for the M601 andH80 turboprop engines.As part of the agreement, Sky Tractor Supply Company will offercomprehensive line maintenance, removals and re-installations ofengines and LRUs and engine spares for the M601 and H80 enginefamilies. GE Aviation will provide Sky Tractor with comprehensivematerial support and training.

UNIVERSAL AVIATION

MOVES

INTO REFURBISHED

DUBLIN FACILITY

Universal Aviation at Dublin hasrelocated into a newly refur-bished facility at DublinInternational Airport and hasacquired dedicated fuel trucksto further increase the speedand ease of fueling requests.The new facility has several ben-efits for clients, including asecure private car parking areafor exclusive use by UniversalAviation clients and employees.

AVITAT PREMIER CARD

LAUNCHED

World Fuel Services Corporationand ExxonMobil Aviation havepartnered together to launch the

Avitat Premier Card program.This new affinity card was madeavailable in October 2010 andcan be used to obtain discountedfuel and aviation-related servicesat participating Exxon andExxonMobil Aviation-brandedAvitat FBO locations throughoutthe United States and theBahamas.

AIR PARTNER

LAUNCHES THE MIDDLE

EAST JetCard

Private jet provider Air Partnerhas added a third service area toits JetCard product and unveilsthe most flexible jet cardscheme on the market for travelwithin the Middle East.The launch of the new 25 hourAir Partner Middle East JetCardfollows last year’s successfulintroduction of the company’sEuropean and Continental USservice area cards.

FLIGHTSAFETY’S BELL 407 QUALIFIED TO LEVEL 7

FlightSafety International ispleased to announce that itsBell 407 advanced flight train-ing device has been qualified toLevel 7 by the Federal AviationAdministration.The new Bell 407 flight trainingdevice is located atFlightSafety’s Learning Centerin Lafayette, Louisiana. It willbe used during initial type

training, recurrent training, inadvertent IMC training, and a widevariety of mission-specific and scenario-based programs.The device is designed to replicate the unique operationalrequirements of Emergency Medical Services, Off-Shore, LawEnforcement, Electronic News Gathering, ParamilitaryOperations and others. The flight training device allows foremphasis on maneuvers and scenarios not safely or realistical-ly suited for the aircraft. Among these are engine fires, loss oftail rotor effectiveness and starting problems such as hot orhung starts.

You know what to expect when you choose one of Jet Aviation’s FBOs. No matter where you fly in Europe, the Middle East,

Asia or North America, you will receive the same outstanding and personalized service. As a global leader with more than

four decades experience, Jet Aviation, a wholly owned subsidiary of General Dynamics, offers you the full scope of premium

aviation services. Our experts provide you with the right solutions because our mission is to serve you best. Satisfying all

your travel needs is one commitment that will never change. Personalized to Perfection. www.jetaviation.com/fbo

We have a company-wide passion forservice that makes you feel welcome

North America I Boston/Bedford I Dallas I Palm Beach I St. Louis I

Teterboro I EMEA & Asia I Dubai I Dusseldorf I Geneva I

Jeddah I London Biggin Hill I Riyadh I Singapore I Zurich

Visit us at MEBA

Central Hall, booth no. C700

74684_210x285_FBO_BI_e_V1.indd 1 13.10.10 10:59


CERTIFICATION FOR EMBRAER LEGACY 650

Brazilian Civil Aviation Agency (Agência Nacional de Aviação Civil – ANAC) and theEuropean Aviation Safety Agency (EASA) have granted certification for the Legacy 650executive jet. This large extended-range aircraft is a derivative of the successful Legacy600 super midsize, which has nearly 200 units delivered to customers, worldwide.

ROCKWELL COLLINS PRO LINE 21 IDS

NOW AVAILABLE FOR KING AIR 350

Rockwell Collins has received Supplemental Type Certification(STC) approval to provide its Pro Line 21™ Integrated DisplaySystem (IDS) for the Beechcraft King Air 350 aircraft. The STCallows operators of older Beechcraft King Air 350 aircraft toupgrade to a Rockwell Collins Pro Line 21 display system whileretaining the aircraft’s existing APS-65 autopilot and Pro Line II™radios and sensors. The Rockwell Collins Pro Line 21 IDS systemprovides operators with advanced capabilities, increased reliabili-ty and enhanced value.

HBC AND FlightSafety MxPro

RECEIVES EASA CERTIFICATION

Hawker Beechcraft Corporation (HBC)and FlightSafety Internationalannounced they have received approvalto conduct theoretical and practical,hands-on technical training to supportthe Hawker 125 series business jetsfrom the European Aviation SafetyAuthority (EASA). The authorizationpaves the way for HBC and FlightSafetyto provide their MxPro Regulatory main-tenance training to technicians who,upon completion of the course, will becertified to perform maintenance on theHawker 750, 800, 850 and 900 models.

GULFSTREAM HONORS OUTSTANDING

FLIGHT AWARD RECIPIENTS

Gulfstream Aerospace Corp. recently announced Phoenix AirGroup Inc. of Cartersville, Ga., and the US Navy’s ExecutiveTransport Detachment Pacific, Hickam AFB, Hawaii, as the win-ners of the Gulfstream Outstanding Flight Award.Representatives from the two organizations received the Alber-Rowley Trophy during an awards dinner at the NationalBusiness Aviation Association (NBAA) Annual Meeting andConvention in Atlanta.

HAWKER BEECHCRAFT

OFFERS AIRCELL WI-FI UPGRADES

Leading the wayin offeringenhanced air-borne broadbandproductivity to in-service aircraftowners, HawkerBeechcraftServices (HBS)announced twonew Wi-Fi broad-band solutionsfor in-serviceHawker 4000 andHawker 800XPaircraft equipped

with Honeywell avionics. Both Supplemental Type Certificates(STC) feature Aircell ATG 4000 and ATG 5000 equipment thatutilizes global communication towers to deliver the fastest air-borne connectivity available today.

To learn more, please contact our regional vice presidents:

Northern / Southern Europe: Steve Jones, +44 118 977 0180, [email protected] / Eastern Europe: Wolfgang Schneider, +49 172 811 1458, [email protected] Europe: Rebecca Johnson, +41 78 924 1420, [email protected]

At Gulfstream, we back each aircraft with a superiorwarranty and award-winning product support. That’swhy we are The World Standard® in business aviation,and have been for more than 50 years.

FAMILY OF EXCELLENCEFAMILY OF EXCELLENCE

www.gulfstream.com

Bart_International_12_10.indd 1 11/19/10 4:47:18 PM

NCNCNCNCNCCEEXCCEEXCCE EEEEENCNCNCNCEEEEELLLLLLLLLLLLLLLLLLLLCEECEECEEXCEXEXCEXEXCEXEXCEX


StandardAero SIGNS

MAINTENANCE AGREEMENT WITH AirNorth

StandardAero announced that it has signed an exclusive mainte-nance agreement with Australia’s Airnorth, on the HamiltonSundstrand APS2300 Auxiliary Power Unit (APU). TheAPS2300APU is installed on Airnorth’s Embraer 170 aircraft. The agree-ment isf or three years with two consecutive two-year options.Full execution of all options would extend the service agreementthrough July 2017.

DASSAULT FALCON

LAUNCHES NEW SPARES PRICING INITIATIVES

Dassault recently launched two new initiatives to help Falcon opera-tors reduce operating costs. The new “High Volume Discount” pro-gram for spare parts purchases and free shipping on core returnspurchases from Dassault are part of a broader effort to reward cus-tomers and further improve the customer service experience.Dassault’s High Volume Discount program is based upon a cus-tomer’s total annual spare parts purchases from Dassault, with a dis-count being applied to qualifying purchases in the following year.The updated program includes three new tiers of purchase volume,each with its own discount, allowing operators who fall into thesecategories to potentially qualify for a higher discount in 2011.

BOMBARDIER LAUNCHES CUSTOMER DELIVERY TEAMS

Bombardier Aerospace elevatedits customer service and supportoffering with the introduction ofcustomer delivery teamsdesigned to provide support tonew business aircraft ownersaround the world for a seamlessentry-into-service experience.The program is offered at noextra cost for new Learjet,Challenger and Global aircraftcustomers and is uniquely tai-lored by Bombardier to the spe-cific situation of each operator.

StandardAero

TOOLS UP TO SUPPORT

EMBRAER LEGACY 650

StandardAero, an EmbraerLegacy Authorized ServiceCenter (ASC), announced thatin preparation for Embraer’sintroduction of the new Legacy650 business jet into operationalservice, it is tooling up to pro-vide support for the new aircraftmodel. Preparatory activitiesinclude working with Rolls-Royce to update the company’stest cell to accommodate thenew AE3007A2 engine.

HAWKER 4000

RECOGNIZED FOR SIX WORLD SPEED RECORDS

Hawker Beechcraft Corporation (HBC) was recognized for set-ting six world speed records in its flagship Hawker 4000 busi-ness jet between October 2009 and April 2010. For the secondyear in a row, National Aeronautic Association (NAA) PresidentJonathan Gaffney presented the official certificates for themarks, which are sanctioned by both the NAA and theFederation Aeronautique International (FAI), to HBC Chairmanand CEO Bill Boisture and Executive Vice President ShawnVick at the National Business Aviation Association (NBAA)Annual Meeting & Convention.

HAWKER 900XP

RECEIVES AWARD

Hawker Beechcraft Corp.(HBC) announced that itsindustry-leading midsize busi-ness jet, the Hawker 900XP,has been selected by the RobbReport China as a “Best of theBest” recipient in the BestMaterial of Y2010 classifica-tion.

We make your dreams come true.

SixStars, from Lufthansa Technik VIP & Executive Jet Solutions: Whether it’s our full-range offering or single parts ofour program, you always get exactly what you need. That’s because individual care is important to us. For example,Creative Design takes you from the fi rst sketches to your completed custom interior. Get in touch with us.

Lufthansa Technik AG, Marketing & SalesE-mail: [email protected] us: +49-40-5070-5553

More mobility for the world

241_210x285+A_VipStars_RZ01.indd 1 02.11.2010 17:20:41 Uhr


SIGNATURE FLIGHT

SUPPORT LAUNCHES

THE IFBO™ IPHONE® APP

Signature Flight SupportCorporation launched iFBO™, anew iPhone application toProvide its customers withhandheld access to key flightplanning and service informa-tion. Earlier this year,Signature launched the mobileversion of its website leading toa dramatic increase in the useof handheld devices accessingSignature website. The freeiFBO™ App can be downloadedfrom Apple’s iTunes store forthe iPhone and iPad. iFBO™includes three key functionali-t ies: a fuel calculator, aSignature locations databaseand a favorites section. Thefuel calculator allows the userto calculate the fuel and han-dling costs at a particular loca-t ion, for a specif ic aircraftmake, model and fuel uplift,and for both AvGas and JetA.The locations database pro-vides customers with detailedFBO information includingamenities, services offered, air-port map, and local points ofinterest. The favorites func-tion allows the user to markany location and add it to theirfavorites list for easy and con-venient access.

PHENOM 100 JET GAINS NEW AIRBORNE AWARENESS SYSTEMS

Embraer has certified a new Traffic Alertand Collision Avoidance System (TCAS)and a Traffic Awareness and WarningSystem (TAWS) for its entry levelPhenom 100 executive jet.These systems are now standard optionsfor Phenom 100 customers. TCAS II willbe supplied by Aviation Communicationsand Surveillance Systems (ACSS), andTAWS A by Garmin.TCAS is an airborne system that oper-

ates independently from ground-based Air Traffic Control (ATC). It was designed toincrease cockpit awareness of approaching aircraft, and to serve as a “last line ofdefense” to prevent mid-air collisions.

AVIDYNE, JEPPESEN

TO PROVIDE CUSTOMERS

WITH CHARTS FOR IPAD

Avidyne Corporation, a leading provider ofintegrated flight deck and safety systemsfor general aviation aircraft, and Jeppesen,the leading global provider of integratedaviation information solutions, announcedtoday that Avidyne’s Entegra Release 9 andEntegra Multi-function Displays (MFD)customers who have CMax™ Chart sub-scriptions can now download a free versionof their same charts subscription for use onan Apple iPad.

LEARJET 60XR SETS EIGHTH CITY PAIR RECORD

BART was delighted to be on board when BombardierAerospace set a new speed record with the midsize Learjet 60XRon November 7, 2010. Carrying two crew and five passengers theaircraft flew non-stop for 2,113 nm from Luton, UK to Sharm ElSheikh, Egypt in just under five hours. The flight is awaiting offi-cial ratification by the National Aeronautics Association (NAA)and the Fédération Aéronautique Internationale (FAI). Therewas an air of excitement throughout the flight as Captains ChrisBarnett and Bradley Cox - Learjet demonstration pilots forBombardier Business Aircraft - raced against the clock, focusinghard on reaching their speed goal. The Airshow flight display inthe back consistently showed an average speed of around 525nm/h. Barnett said: “I wanted to fly the complete flight plan witha speed from take off to touchdown greater than 500mph.However, we had a slower landing and touchdown, which brought our average down to 496mph.”Indeed the aircraft was abeam Sharm El Sheikh airport at just four hours and 35 minutes, howeverthanks to exceptionally busy traffic, the crew were placed on a 25 mile final and it took 21 minutesto fly the final approach, bringing the average time right down. The record setting flight was theculmination of months of careful planning and a personal first record for Barnett. He said: “Wewere excited during the mission. Had we not set the record, we would probably have been flyingslower to save fuel. We had to pay attention to every detail when climbing and planning ourdescent.” Signature Flight Support at Luton had been instrumental in arranging the trip and therewas a great deal of external support en route. Co pilot Cox was frequently consulting his chart forthe best winds and available cruise altitudes, and air traffic controllers throughout the trip offeredshort cuts to shave time off each leg.The process of setting a record is lengthy. First of all Bombardier checked with the NAA that therewere no records for the midsize class of aircraft between the two chosen cities. It then decided toset the speed benchmark. Both pilots had to apply for sporting licenses from the FAI and then sub-mit their applications.Barnett continued: “The Learjet 60XR is known for its speed and performance and holds severalother speed records. We wanted to reinforce the high performance of this aircraft, which is idealfor the Middle East region. Sharm El Sheikh is a popular tourist destination, so we proved that youcan easily take a group down here non stop.”In service since July 2007, the 60XR is certified to 51,000 ft. November’s record setter was one ofBombardier’s Signature Series Red aircraft, with a high gloss stylish interior. Barnett paid tributeto the characteristics of the aircraft, adding: “I am always-amazed that the 60 holds less than8,000lb off fuel, but is able to carry six passengers at 500mph only burning 1,200lb per hour. Youcan go many city pairs with no stop, and everywhere with one stop.”

Captain Chris Barnett

A D VA N TA G E :F O U N D

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

GO WHEN, GO WHERE YOU WANT + STRETCH-WAY-OUT CABIN COMFORT

SKIP THE AIRLINE LINES + ALWAYS AISLE AND WINDOW

FUEL-EFFICIENT HYPERMILER + NEARBY, SMALL-AIRSTRIP ABILITY

+ SWISS ENGINEERED PRECISION

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

PEOPLE

AJ Walter AviationAJ Walter Aviation has appoint-ed Nick Price as RegionalDirector, Contract Services.

Aviation ManagementSystemsAviation Management Systemsannounced that Thomas W.Mitchell has joined them asSenior Vice President Operationsand Business Development.

Banyan Air ServiceJohn Mason has been appointedDirector of FBO Services atBanyan Air Service, based in FortLauderdale Executive Airport.

BBA AviationMary Miller was named VicePresident, Industry andGovernment Affairs for BBAAviation’s US operations.

BlackhawkMarc Strange has been namedAfrican Regional Sales Directorfor Blackhawk Modifications.

Bombardier AerospaceBombardier announced changesto its business aircraft sales teamin Canada and the US, as PeterLikoray, Sales Director, Canada,now adds US South-East to hisCanadian Portfolio. FurtherAntonio Regillo was named SalesManager, Canada, and DeniseBell joins as Sales Manager,South-East US.

CessnaRoger Whyte has announced hisretirement from the position ofSales and Marketing SVP,Cessna Aircraft after 28 yearswith the company. He is beingsucceeded by Mark Paolucci.

FlightSafety InternationalKelly Allender has been promotedto Assistant Manager of the com-pany’s CessnaLearningCenter inWichita, Kansas and Paul Kuchtas Assistant Manager of theDallas/Fort Worth LearningCenter

Gore Design Completions,Gore Design Completions, Ltd.Has appointed Gerard Sheridanas its new Director of Finance.

GulfstreamBill Colleran has been namedDirector, Technical InformationServices. Further, the companyappointed Tony Swift, a veterancompany employee, as a FieldService Representative and RobertGlasscock and Mitchell Cannon asProgram Administrators withinthe company’s OrganizationalDesignation Authorization Office.Piaggio Aero

Pi a gg i o Ae ro Indu s t r i e sannounced that its Board ofD i r e c t o r s ha s appo in t edE l i g i o Trombe t t a Gene ra lManager.

RUAGPhilipp Berner was appointedCEO of RUAG Aviation and amember of its Executive Board.

StandardAeroGeorge Trivino has joinedStandardAero’s BusinessAviation sales team as RegionalSales Manager for LatinAmerica. Further, the companyannounced that Mark Bianchihas been named Vice Presidentand General Manager of its LosAngeles (LAX) facility.

WestStar AviationWest Star Aviation announcesthe promotion of Dan McKillipsto Manager of Paint andInteriors at the company’s.

Thomas W. Mitchell

Marc Strange

Kelly Allender

Gerard Sheridan

John Mason

Mark Paolucci

Eligio Trombetta

Philipp Berner



EUROPEAN UPDATE

FOCUS ON CAPACITY AS

AIR TRAFFIC RETURNS TO EUROPE

“Air traffic grew by more than 5 percent on average during the keysummer months (June-October). This trend confirms the industry’srecovery”, says Karl-Heinz Kloos, Director of the Maastricht UpperArea Control Centre (MUAC). “A continued focus on efficiency istherefore essential to maintain delay-free services.”Anticipating a return to pre-recession air traffic growth rates,MUAC has increased its published sector traffic monitoring values -the number of aircraft accepted each hour in a given sector. Trafficmonitoring values are used as a basis for the pan-European pre-tac-tical planning process, coordinated by EUROCONTROL’s CentralFlow Management Unit.These revised values reflect the significantly higher traffic levelsactually processed by air traffic controllers. A workload monitoringevaluation phase recently confirmed that it was safe to officiallyincrease traffic monitoring values on a permanent basis.While the previous traffic monitoring value of one of the busiest sec-tors in Belgian airspace stood at 50 aircraft per hour, the actual trafficprocessed safely by air traffic controllers is most of the time around60 aircraft per hour. Actual available capacity therefore often exceed-ed the capacity values used so far in the pre-tactical planning process.“The formal increase in traffic monitoring values presents clear ben-efits for the entire European network: more accurate traffic predic-tions will free latent capacity, reduce the probability for pre-tacticalregulations and ultimately support more effective air traffic manage-ment across the entire network. Furthermore, with more capacitybeing made available for flight planning, airlines will be able toaccess more preferred flight profiles and routes, which will gener-ate fuel and emissions savings”, Karl-Heinz Kloos added.According to the latest issue of the Air Traffic Management Cost-effectiveness (ACE) 2008 Benchmarking Report (June 2010), air traf-fic flow management delays contributed to 17 percent of the totaleconomic cost of air navigation services in Europe in 2008. Everyminute of air traffic delay is currently estimated to cost the commu-nity 82.Containing delays to a minimum is therefore vital for the industry’sprofitability.

HARMONIZATION OF

OAT RULES UNDER IFR

After six years of joined efforts between experts fromEUROCONTROL’s Directorate of civil-military ATM coordinationand experts from the Member States, the Pre-ImplementationEdition of the EUROCONTROL Specifications for harmonizedRules for Operational Air Traffic under Instrument Flight Rulesinside controlled Airspace of the ECAC Area (EUROAT) has nowbeen submitted to the States.EUROCONTROL Member States requested through the Civil-Military Interface Standing Committee (CMIC), to harmonize the

national Rules for Operational Air Traffic (OAT) under InstrumentFlight Rules (IFR) inside controlled Airspace at the European scale.The EUROAT is designed to provide this harmonized and standard-ized regulatory framework in line with the intent of the SESFramework Regulation and its statement of Member States regard-ing the enhancement of civil-military cooperation and the facilitationof cooperation between their armed forces in all ATM matters.With the EUROAT, one of the first IP 1 deliverables of the ATMMaster Plan has been produced and provided to the member Statesfor implementation. However, since OAT is a matter of national sov-ereignty, the intended achievement to conduct OAT-IFR in Europeunder a single set of rules will depend on the magnitude of nationalimplementation. The aim is to achieve a widespread national imple-mentation across Europe and a resulting entry into force of theEUROAT around 1 October 2011.

EUROPE’S FLIGHT CREW LICENSING

VOTE POSTPONED UNTIL DECEMBER

The vote on the draft rules for EASA’s proposed Flight Crew Licensing(FCL) has been delayed until mid-December. The EuropeanCommission has expressed that it is not ready to support the currentdraft rules because there is a risk that the EU and US may not have amutual recognition procedure for FCL rules in place before the entryinto force of the new EASA FCL rules, scheduled for April 2012.On October 6, the European Business Aviation Association (EBAA)along with the International Business Aviation Council (IBAC) andthe National Business Aviation Association (NBAA) sent a letter tothe European Commission warning that the proposal to reverse along-standing reciprocal acceptance policy for pilots’ credentialsbetween the EU and US could adversely impact safety. As proposed,the rule would disallow pilots licenses and aircraft N-numbers used inthe EU from being obtained in the US or elsewhere, and wouldinstead require that both be obtained through European authorities.As stated in the industry’s letter:In the final draft of part-FCL there is no provision for the conduct ofInitial, Re-validation and Renewal of Class/Type ratings outside theTerritories of Member States. Currently some 4000 such checks areconducted each year and, clearly provision must be made for the over300 examiners outside the EU, holding ICAO licenses and appropri-ate Member State examiner approvals, to continue their work.Without this, there will be a highly negative impact on the safety ofBusiness Aviation operations since, of course, many European opera-tors rely on simulator training conducted in Canada or the US.Moreover, because so many European business aircraft are manu-factured in North America where the biggest Business Aviationfleets are located, to expect the relocation of such activity to Europeto comply with the new rules is completely unrealistic.At a Committee meeting held on 14 October during whichEuropean Member State representatives and the Commission dis-cussed the Flight Crew Licensing (FCL) proposal, the Commissioninsisted that the vote be postponed until the end of this year inorder to allow more time to revise the proposal.

✈

✈

✈

AIRBUS, RUAG

STRENGTHEN

PARTNERSHIP

WITH NEW CONTRACTS

In aeronautical structural engineering, theaircraft manufacturer Airbus and the tech-nology group RUAG will continue theirproven partnership into the future. Theyhave agreed to new, multi-year contractswith an extendable order volume of 85MSwiss francs per year.RUAG produces all wing end-pieces forAirbus (wingtips, wing fences, winglets) aswell as certain fuselage sections for the cur-rent civil aircraft in the Airbus families.Furthermore, RUAG has just taken on thefunction of a “quality gate” for the completeinternational supply chain for componentsof Airbus fuselage sections.The durations of the contracts vary betweenthree and six years, depending on aircrafttype. RUAG’s presence in Germany comple-ments the group’s activities in Switzerland,and thereby benefits many other compa-nies. The agreed contracts directly bolsterthe jobs of more than 600 RUAG staff -around 440 in Oberpfaffenhofen (Germany)and 180 in Emmen (Switzerland).Since 2009, RUAG has followed a strategy ofrisk minimization in aeronautical structuralengineering; this has been through a focuson profitable specialist products and nicheapplications. The successful new deals withAirbus reflect this approach, and create thefoundation for attaining profitability.

StandardAero

SIGNS MAINTENANCE

AGREEMENT WITH

AirNorth

StandardAero announced it has signed anexclusive maintenance agreement withAustralia’s Airnorth, on the HamiltonSundstrand APS2300 Auxiliary Power Unit(APU). TheAPS2300 APU is installed onAirnorth’s Embraer 170 aircraft. The agree-ment is for three years with two consecutivetwo-year options. Full execution of alloptions would extend the service agreementthrough July 2017.“StandardAero is pleased to be the providerof choice for Airnorth,” said Ian Smart,Senior Vice President, Airlines & Fleets,StandardAero. “Establishing a maintenancecontract helps position us for long-termgrowth in the region and offers Airnorth anumber of benefits, including preferentialcontract pricing; guaranteed turn times andaccess to spare APU’s, if required. Today’sannouncement provides ‘bottom line’ bene-fits for both parties.”This exclusivity agreement adds to thegrowing number of operators worldwidewho have signed similar agreements withStandardAero. Other than original equip-ment manufacturer, Hamilton Sundstrand,StandardAero is the only authorized repairfacility for the APS2300 APU.

LEARJET 85

AIRCRAFT PROGRAM

PROGRESSING ON

SCHEDULE

Bombardier Aerospace announced that sever-al new milestones have been reached in itsLearjet 85 aircraft program development. Thedetailed design phase is now 50 percent com-plete, and parts manufacturing is underway atBombardier sites, as well as with suppliers.The development of manufacturing sites isalso progressing on schedule, with theWichita final assembly site expansion underway and the Querétaro facility commissionedfor the start of parts fabrication. The programis on schedule for entry-into service in 2013.Over 150 of 1500 composite tools have beendelivered to the Querétaro facility, allowingparts fabrication to begin. Suppliers havebegun to order material components andhave started producing development and pro-duction parts.The first of two Rockwell Collins SystemIntegrated Test Stations (SITS) began formalintegration testing on September 13, 2010.The SITS is a static representation of thecockpit that includes actual displays, controls,panels and avionics computers and allows forintegration testing of the avionics suite, aswell as all other equipment that communi-cates with the avionics computers.The SITS brings numerous benefits acrossthe program, primarily in the areas of sys-tems integration, product maturity, pilot andmaintenance personnel training, productionsupport and certification. In total, 63 test rigswill be commissioned worldwide to assurealignment with suppliers throughout the pro-gram, and to date, seven rigs have alreadybeen commissioned.Construction and readiness of manufacturingand assembly facilities for the Learjet 85 air-craft continue to progress according to plan.The Wichita Learjet site expansion is inprogress following the July 2010 announce-ment of a $27M bond financing from the Stateof Kansas. In Querétaro, tooling is on site andparts manufacturing has already begun. Aninauguration ceremony for the new Learjet 85aircraft building will be taking place onOctober 21.


$$ $

LUFTHANSA TECHNIK

PANASONIC AVIONICS

JOINT VENTURE

INTENDED

Lufthansa Technik AG and PanasonicAvionics Corporation (Panasonic) havesigned a Letter of Intent to establish a jointventure company for the development,manufacture and sale of In-flightEntertainment and Communications (IFEC)and Cabin Management Systems (CMS) forVIP aircraft.Once established, the joint venture willleverage Panasonic’s and LufthansaTechnik’s unique sets of knowledge, experi-ence and expertise to design and developnew, innovative CMS / IFEC solutions forVIP aircraft.These new solutions will represent a freshidea in how CMS / IFEC systems are archi-tected for VIP aircraft. They will be basedon a combination of the technologies seen inPanasonic’s X Series commercial IFE sys-tem, Panasonic’s Global CommunicationsSuite (eXConnect and eXPhone) and thenice® CMS / IFE system developed byLufthansa Technik’s Innovation BusinessUnit. The joint venture’s efforts will be pri-marily aimed at narrow body and wide bodyVIP aircraft and will provide all the advan-tages both companies have to offer, such asdigital distribution, high definition mediaplayback, iPod® and iPhone™ controls,remote maintenance, high speed connectivi-ty, ipTV, media and game libraries and muchmore.The joint venture will bring togethertwo companies with unique sets of expertisewithin the aviation industry. For more than30 years, Panasonic has designed and imple-mented breakthrough IFEC solutions thatengage and delight passengers. With IFECas its exclusive focus, Panasonic is recog-nized globally for its experience and leader-ship in product innovation and customization,system reliability, and customer care.

GENERAL DYNAMICS

TO REALIGN

AEROSPACE BRANDS

General Dynamics Aerospace group willconsolidate four well-respected aviationbrands into two in a move to simplify andstrengthen its brand identity in an expand-ing global market.Effective January 1 2011, General DynamicsAviation Services will be rebrandedGulfstream, and Midcoast Aviation will berebranded Jet Aviation. The rebranding ini-tiative is expected to enhance the serviceexperience for customers.In a move designed to simplify and harmo-nize Jet Aviation’s growing brand footprintaround the world, the Midcoast Aviationoperation in St. Louis will be rebranded toJet Aviation effective January 1 2011. JetAviation and Midcoast Aviation strategicallycomplement one another and are togetherone of the leading providers of completions,maintenance and modifications in the world.The identity change is the next step in a log-ical progression to supplement Jet Aviation’scompletions center in Basel, Switzerland,which is at capacity for narrow-body comple-tions. The organization has been workingtoward developing an additional resourcefor performing this work.Further, General Dynamics AviationServices, a network of five service-centerlocations, will begin operating under theGulfstream name on January 1 2011.Gulfstream and General Dynamics acquiredthe locations by purchasing K-C Aviationfrom Kimberly Clark C

HBAC

RELEASES 3Q RESULTS

Hawker Beechcraft Acquisition company,LLC (HBAC) reported net sales for the threemonths ended September 30 2010, of$594.7M, a decrease of $163M compared tothe third quarter of 2009. The decrease waslargely attributable to lower aircraft deliver-ies in the company’s Business and GeneralAviation (B&GA) segment as a result ofdepressed demand across the general avia-tion market. During the third quarter of 2010,the company delivered 49 business and gen-eral aviation aircraft compared to 64 duringthe same period in 2009. Included in thethird quarter 2009 results were seven KingAir aircraft delivered under the USGovernment’s Project Liberty program.Project Liberty deliveries are reported as partof the B&GA segment. Partially offsetting thedecline in the B&GA segment was increasedvolume in the Customer Support segment.During the three months ended September30 2010, the company recorded an operatingloss of $81.4M, compared to an operatingloss of $721.1M during the comparable peri-od in 2009. The improved operating loss ver-sus the prior period was primarily due tocharges of $581.5M related to asset impair-ments recorded during the three monthsended September 27 2009. A majority of thecharges that occurred during the third quar-ter of 2009 were recorded in the B&GAoperating segment.The company consumed $26.8M of cash inoperations during the three months endedSeptember 30 2010, as compared to the$58.5M generated by operations in the sameperiod of 2009. On September 30 2010, thecompany’s cash and cash equivalents bal-ance was $252.6M.Backlog was $1.9 billion on September 302010, compared to $2.4 billion on June 272010. The backlog at September 30 2010,includes 34.6 percent of orders that areexpected to be delivered at least twelvemonths from now. The backlog alsoincludes significant orders from the US gov-ernment.


$

$

$

Br ian Hump hr ies

O

verall, air traffic activity hasmaintained its upwardmomentum – up 3.6 percent

on the same month last year.However, it’s not just in the airthat activity levels have beenincreasing. We are now reachinga critical point here on theground, with a number of ongo-ing initiatives that need yoururgent attention. ETS, Slots, and EASA rulemaking are allapproaching critical points, so let’s deal with them one at atime.

I know many of us are bored hearing about EU-ETS, so letme spare you the details and recommend just a few simpleactions. If you are a small, non-commercial aircraft with aMAUW above 5.7 tons who only occasionally visits Europe,you should by now have registered with the State to whichyou have been allocated. And if you haven’t – it’s not too late!Just check the Eurocontrol or European Commission web-site to find out if you’re on the list and to which countryyou’re allocated.

Next, the EASA rulemaking consultation process is reach-ing a very important point. First, some good news. Thanks touniversal criticism from all airspace user stakeholders, theEuropean Commission has rejected the EASA opinion onPart FCL and has ordered them to come back with anotherdraft opinion in December. We are hopeful this will protectoperator interests, in case there is no bilateral agreementwith the US and Canada by April 2012!

Meanwhile, CRDs have recently been issued for Authorityand Organization Requirements, and we now have less thantwo months to comment. So please do sift through the docu-ments and focus just on what, in the rather daunting hun-dreds of pages, might affect you. Then if you have a concern,put in your comments. The draft rules for Commercial AirTransport and Special Approvals are also now imminent, andif you are a commercial operator, the same applies.

Concerning slots, the consultation process is now closed,and there is to be an EC public meeting later this month atwhich EBAA will be represented. The Commission wants toexplore the key issues of secondary trading, primary slot allo-cation, local rules and the independence of slot coordinators.

For SESAR, as a stop-gap measure, we are trying to find away to patch helicopter interests into the EBAA airspaceuser consortium. Although we think we have found a tempo-rary solution, the longer-term plan is for there to be a heli-copter consortium similar to ours.

One final note, be sure to mark your calendars for the thirdEBAA regional forum, 20-21 January 2011 at the HiltonVienna in Austria: “One Europe: A Roadmap for AligningEast and West”.

TIME FOR ACTION

E B A A C E O ’ s C O R N E R

✈

From the cockpitto the hangar…

[email protected]

sales repairs outright exchanges

CRS helps to synchronize your

flight department. Nose to tail parts

support, we provide solutions that

keep your team unified to maximize

flight time and minimize down time.

Beechjet

Lear

Falcon

Challenger

Hawker

Gulfstream

EBACE2011BUSINESS AVIATION – LINKING COMMUNITIES AND ECONOMIES

The Middle East Business

Aviation Association has gone

from strength to strength since

its inception in 2006. A key part

of its strategy is arranging the

Middle East Business Aviation

show. Liz Moscrop reports.

E

veryone who is anyone in theMiddle East will be descending onDubai this December. Aircraft

buyers and sellers alike will be on siteat the Dubai Airport Expo between 7-9of the month for the third edition of theMiddle East Business Aviation Show(MEBA) organized by the Middle EastBusiness Aviation Association and inconjunction with Dubai Air Show orga-nizer F&E Aerospace.


TRIPLE TRIUMPH FOR MEBA

BUOYANTIn just a

few short years,

MEBA organizers

succeeded in

making the event

the world’s third

largest private

aviation

tradeshow.

P R E V I E W M E B A

ROYALA founding

member of the

MBEAA,

Royal Jet is the

Middle East’s

leading private

jet operator.


LEADERSGulf Heads of

State consider

MEBA a suitable

venue to view

the best of the

Business

Aviation industry

(Pictured from

top: G550, BBJ

and Piaggio

Avanti.)

The 2008 show saw some $1.5 bil-l ion in orders and attracted 250exhibitors from 30 countries, plusover 5,500 visitors. In just a fewshort years, MEBA has become thethird largest private aviat iontradeshow in the world. This year’sevent is expected to attract morethan 7,000 people who will be able totour an exhibition area of 350 stands.Here they can update themselves onthe latest – as well as future – mod-els in aircraft design and technologyand browse through the entire rangeof supply chain companies. The orga-nizers have increased exhibitionspace by 40 percent to cater todemand.

They have also invited the headsof state of the six Gulf Co-operationCouncil states and their entouragesto attend, since the VIPs will beleading delegat ions to the GCCSummit in the UAE capital of AbuDhabi the day before the show.Alison Weller, F&E Aerospace’smanaging director said: “The UAE’shosting of the GCC Summit at thebeginning of December presented

us with the opportunity of extendinginvitations to the Gulf’s Heads ofState to attend MEBA, which is tak-ing place just as the summit is con-cluded.”

She added: “We are hopeful thatsuch prestigious delegations, whichinclude important decision-makers,would consider MEBA as a suitablevenue in which to view the very lat-est and best of the BusinessAviation industry.”

There will also be an extra hallthis time, in addition to the East and

Central halls, so the show will feelbigger. Weller says that there hasalso been more interest in dedicatedcountry pavilions, with the UK, USand Malta all signed up so far.

Weller highlighted the ease ofaccess to the show. She said:“People confuse us with the DubaiAir Show, when we are much small-er and more accessible. There isample car parking space and plentyof taxis. There’s also the new Metrothat takes you right to the show siteand runs until midnight.”

On Site

Hospitality chalets lining the aircraftdisplay park are traditionally a sanctu-ary for companies to network with theirclients and for visitors to negotiate dealsin privacy. Top international BusinessAviation manufacturers showcasingtheir aircraft and services includeAirbus, Boeing, Bombardier, Cessna,Dassault, Embraer, Gulfstream,Hawker Beechcraft and Piaggio.

MEBA will also prove to be a magnetfor aircraft management companies,aircraft brokers and service providers,who will be eager to showcase theirproducts and services in a region thatis still seeing an increasing demandfor private air travel.

European operators are not unawareof this fact and have taken booths atthe show to promote their local offer-ings. British company Gama Aviationearned its United Arab EmiratesOperating License in February. DaveEdwards, managing director said:“We’re absolutely delighted to havebeen awarded our UAE AOC. Westarted the application process in June2009 and I’m particularly pleased withthe speed that we’ve been able to drivethe project forward - it ’s a proudachievement for everyone. This


Certificate means that we can beginproviding our respected and experi-enced aircraft management and char-ter services to Middle East clients.”

Marwan Abdel Khalek, the Group’sCEO added: “The UAE AOC marksanother significant step in Gama’sworldwide development. We are nowthe only Business Aviation group tohold operating licenses in Europe,North America, the Middle East andBermudan Approval. With the additionof the first three aircraft in the region,a Challenger 605, 604 and an 850, itbrings our worldwide fleet to over 75business jet aircraft, which representsmodels from the Learjet 45 all the waythrough to the Boeing Business Jetand at every level in between. When Ifounded the business, I always aimedto expand into the region where Ispent my childhood, and after sus-tained growth and development, wehave now achieved it.” Gama AviationFZC is based at Sharjah InternationalAirport and also has a sales office inthe Dubai Airport Freezone.

Fellow operators Ocean Sky andVistaJet are also strutting their stuff atMEBA. Earlier this year, Ocean Sky chiefStephen Grimes said the companyintended to expand into the Middle East,not only with its charter offering, but alsowith its Jet Centre FBOs. He said: “TheJet Centre growth is a vital part of ourstrategy to establish ourselves within thetop three players in European BusinessAviation. Our plan is to see our brand ofpremier Jet Centers stretching acrossEurope and into the Middle East.”

VistaJet has also had considerablesuccess in the Gulf, so much so thatit has upped its fleet. This summerthe Austrian-headquartered operatorconfirmed a $277M order for sixBombardier aircraft. The order wasfor four Global Express XRS aircraftand two large-cabin Challenger 605aircraft for delivery across 2011 and2012. The purchase looked for large,longer-range aircraft, and will signifi-cantly increase VistaJet’s long-haulcapability at a time when the compa-ny is successfully winning new cus-tomers, both PROGRAM and On-Demand, in markets such as theMiddle East, where customers typi-cally fly sectors of over six to- eighthours.

The order also facilitated VistaJet’sstrict policy of maintaining a youngfleet age, with an average age of lessthan two years and with no one indi-vidual aircraft being more than threeyears old. Thomas Flohr, founder ofVistaJet, said: “Having demonstratedits resilience during the recent globaleconomic downturn by increasingrevenues, VistaJet is now enjoyingincreasing demand across all its ser-vice areas and these larger, long-range new aircraft will play a key rolein our ongoing success. For our cus-tomers, the Bombardier fleet pro-vides the ‘aircraft of choice’, whetherflying medium or long haul and in alevel of comfort that they demandfrom us.”

Steve Ridolfi, president, BombardierBusiness Aircraft, added: “This signifi-cant order is great news for both ourcompanies. In particular, it is furtherevidence of VistaJet’s confidence inBombardier aircraft, offering theadvantages of fleet commonality andBombardier Aerospace’s strong com-mitment to customer support. We areconfident the new aircraft will provideVistaJet with the ability to continue tooffer the exceptional quality and cus-tomer service it is known for as it con-tinues its expansion.”

What Else is on Offer?Companies have rocked up from all

over the world to display their wares.Such diverse European entities as

PLAYERSGAMA Aviation

CEO, Marwan

Abdel Khalek (top)

is proud about the

UAE AOC granted

to his company.

Walter Heerdt,

Lufthansa

Technik’s senior

VP marketing and

conversation with

His Excellency

Sultan Bin Saeed

Al Mansoori, UAE

Minister for

Economy.

VistaJet is now

enjoying

considerable

success in the

Gulf says Thomas


sales (center), in

company (bottom).

Flohr, founder of the

engineering firm 328 SupportServices, charter broker Air Partnerand operator Air Harrods will be liningup to sell their offerings to a burgeon-ing Middle East customer base.

Significant first time faces areHoneywell, RUAG and Emerald Jetfrom Lebanon, which has taken achalet. RUAG comes fresh with thenews that it has just appointed a newCEO, Philipp Berner. Berner heads upthe company’s Military AviationBusiness Unit. The company’s previ-ous chief, Dr Peter Guggenbach, willnow focus on RUAG’s Space division.Guggenbach said: “I am very pleasedto be able to hand over the manage-ment of RUAG Aviation to my experi-enced colleague Philipp Berner. He isclosely acquainted with the needs ofcustomers, the market and ouremployees and can therefore drive for-ward the successful internationaliza-tion of the unit.”

Other companies taking boothsinclude Amjets Executive, Avicom,Malta Enterprises OnAir andJeppesen, with the return of HappyDesign Studio and JCB. UK andQatar-based Rizon will also exhibit forthe first time, as will the interestinglynamed MoonJet – a flight support ser-

vices company from Sharjah. Thereare several other new entrants fromthe Middle East region. Alison Weller,managing director of F&E Aerospace,which organizes the show said: “We’reseeing a growing trend of flight sup-port services companies exhibiting asthe industry grows.”

Exhibitors have come from places asfar flung as Brazil, Europe, HongKong and the USA. Regional compa-nies include the Middle East’s finest,such as Dubai World Central-AviationCity, Abu Dhabi Airports Company(ADAC), Saudi Arabia’s MAZ Aviation,Lebanon’s Executive Airport Servicesand Jordan’s Arab Wings. Other localsinclude Ramjets and Megadoor.

Weller added that a good barometerof the importance of the show is thefact that Asian companies are signingup and expressing interest for the firsttime. She said: “Usually Asian compa-nies are region-centric or only attendthe major world shows, such as Parisor Farnborough. We are very encour-aged at the enquires we havereceived.”

Newly GCAA certified Al BateenExecutive Airport, the Gulf’s first andonly dedicated private aviation airport,operated and managed by ADAC, will

doubtless win new business. The com-pany recently provided free landingand parking services for the EtihadAirways Formula 1 races.

Yousef Al Hammadi, deputy generalmanager said: “ADAC is continuouslystriving to provide unmatched servicesto its niche clientele, guests and opera-tors. The aim is to make their decisionto use Al Bateen Executive Airport astheir travel hub the natural choicebased on their comfort and conve-nience.”

In addition to airports and manufac-turers, trip support providers are outin force. Colt International, Jetex,Nexus, Rockwell Collins, SignatureAviation, Skyplan, and UniversalAviation all have booths. The trainersare there, too – both CAE andFlightSafety International have booths.

CAE comes fresh with the news thatEmirates-CAE Flight Training (ECFT)in Dubai has ordered a new CAE 7000Series Full Flight Simulator (FFS) forthe Dassault Falcon 7X aircraft. Thesale of the FFS to ECFT, a joint ven-ture of Emirates Group and CAE,brings the total number of FFS salesthat CAE has announced to date dur-ing fiscal year 2011 to 14.



Jeff Roberts, CAE’s group president,civil simulation products, training andservices said: “CAE has continued toaggressively position advanced train-ing capabilities to serve our BusinessAviation customers more efficientlyand effectively.”

He continued: “We have added 20new simulators to the CAE globaltraining network the past couple ofyears, numerous interactive e-Learning courses that bring the powerof Level D simulation to the cus-tomer’s laptop anywhere in the world,and operational performance enhance-ments such as the CAE Flightscapeflight data analysis service.”

Given the glut of new aircraft owners,it is hardly surprising that the likes ofGore Designs, Goodrich and JetAviation have come to show off just howbeautiful and luxurious interiors can be.To see such interiors in situ, attendeescan visit more than 70 of the latest air-craft types on display at the static park,plus models available in the near future.

Weller said: “We are bringing theworld’s top Business Aviation manufac-turers and companies to the UAE togive corporate operators and high net-worth individuals the opportunity to seeand experience what’s on offer in theindustry, all in one place. They will beable to meet with the top aviation pro-fessionals and discuss the most ideal fitof aircraft for their requirements,whether for corporate or family use.”

She continued: “The Business Aviationindustry was not immune to the recentglobal economic downturn and manycompanies are now willing to encouragepurchasing again by offering aircraft atvery attractive rates, so I strongly urgepeople not to miss their chance to comeand enjoy a show that comes around justonce every two years, and they may bein luck with acquiring the right aircraftat the right price.”

MEBAAYet another significant event is tak-

ing place this December in Dubai.The International Business AviationCouncil will meet in the region forthe first time the day after MEBA.The meeting is a real coup forMEBAA, which has gone fromstrength to strength since its incep-tion in 2006.

MEBAA is the driving force behindthe show and a necessary entity.Business Aviation is becoming a keyindustry in the Middle East. Local pri-vate aviation movements have risenfrom 93,000 in 2008 to 1.3 millionmovements the following year – ahuge hike. The installed regional fleetof 450 aircraft is expected to doubleover the next eight years. MEBAA’sfigures indicate that the MiddleEastern market is set to expand 15-20percent every year for the next fouryears to become a $1 billion-per-yearindustry. The association is bullish onthe region’s appetite for new aircraftand estimates that the Middle Eastand North Africa markets will accountfor 20-25 percent of all new businessjet deliveries worldwide between 2012-2018. This would be worth some $463billion.

MEBAA’s CEO Ali Al Naqbi hasbeen a firm advocate of the associationsince its inception and has workedtirelessly to build it up. He says thatMEBAA provides a great deal of valuefor its membership. The organizationhas a firm strategy in place and isfocusing on five main goals: imple-menting a database of anonymousindustry information on number ofmovements, hours and sectors flown;sharing viewpoints and best practices;creating useful communications tools,especially with media and GCAA regu-latory bodies via conferences andevents; bettering members’ welfarethrough training and conferences, andestablishing a regional industry codeof conduct. MEBAA is also looking toestablish a forum for insurance andfuel purchases, since volume purchas-

es could translate into discounts forMEBAA members.

There are now 148 MEBAA mem-bers, up by 100 since the last MEBAshow in 2008. MEBAA’s foundingchairman Ali Ahmed Al Naqbi said:“This is good growth despite what isgoing on in the market. We are seeinggood recovery in the BusinessAviation sector, with an increase in fly-ing hours. People who put their opera-tions on hold are now coming back.”

In the long term, MEBAA would alsolike to introduce an awards systemwhereby key movers and shakers arehonored at the show, as well as tomove the show to an annual basis. Sowhat can we look forward to this yearthat’s radically different from last? AlNaqbi smiled: “I can’t tell you rightnow, but we’re working on something.We always hope to produce an ele-ment of surprise,” he said.

Both Al Naqbi and Weller stress thatthey would ideally like to see MEBAmove around the region. Al Naqbi said:“I would like to see MEBAA have anoffice in all the GCAAs in the region,but we have limited resources as a non-profit organization.” Weller pointed outthat many countries are as yet unableto host such a large event. She said:“We will consider taking it around theregion if facilities allow it – this formspart of our long term plan. Dubai at themoment is willing to host it.”

She concluded: “I am very optimisticthat this fourth running of MEBA willprove to be the best yet and that com-panies will find they’ve made a wisedecision in participating.”

ADVOCATEMEBAA’s CEO

Ali Al Naqbi has

worked tirelessly

to build up the

Association.


✈

Make your choice: Premium aircraft services.

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 · [email protected] · www.ruag.com

Business jet services are a matter of comfort, functionality, punctuality and most importantly of safety. Therefore no requirement is too high,

no effort too big, when it comes to aircraft maintenance, neither in terms of service quality nor engineering. At the four RUAG Aviation

one-stop-shops only highly qualified and experienced experts are taking care of your aircraft. Whether it is MRO services, avionics upgrades

and retrofits, exterior painting or interior refurbishment: You can rely on our first-class workforce and a service level that is in line with our

customers’ discerning needs. As an official OEM partner and Major Service Center for Bombardier, Cessna, Dassault Falcon, Dornier, Embraer,

Hawker Beechcraft, Piaggio, Pilatus and Twin Otter, we know exactly what matters. Always delivering a bit more that you would expect.

After a sharp drop in sales in

the aftermath of the downturn,

the Middle East Business

Aviation sector has seen some

recovery in recent months.

New and existing companies

are making their mark.

Liz Moscrop reports

T

he Middle East seemed like theanswer to manufacturers’ prayersbefore the recession bit. The

region experienced rapid growth,thanks to booming economies anddevelopment across the Gulf.However, once the financial crisissank its teeth into the world, compa-nies drastically shaved corporate trav-el spending, which had a knock oneffect on business jet operators.Demand fell sharply. Consequently,prices for chartering corporate aircrafthave fallen between 33 percent and 37percent from their peak in 2006-2007,according to the Middle East BusinessAviation Association (MEBAA).

The Gulf countries are: Algeria,Bahrain, Egypt, Iraq, Iran, Israel,Jordan, Kuwait, Lebanon, Libya,Morocco, Oman, Palestine, Qatar,Saudi, Sudan, Syria, Tunisia, Turkey,UAE and Yemen. Today there aresome 26 charter firms across theregion, and demand for their servicesis once again rising. A recent study byresearch gurus Frost & Sullivan indi-cates that there should be an influx ofmore than 200 new business jets intothe Middle East by 2015. The regionnow takes a six percent share of theglobal business jet market.

Saudi Arabia and the UAE accountfor 70 percent of the installed fleet,split roughly evenly between them.Recently, the UAE has caught up withits neighbor since an increasing num-ber of operators have moved into theEmirates to expand their businesses.One example is Abu Dhabi’s Al JaberGroup, which is aiming to operate 21aircraft for its VIP charter operationswithin five years. It has orders bookedwith both Airbus and Embraer, hasplaced a $1.2 billion order for aircraftand has signed a letter of intent fortwo VIP A380’s.

Fellow Abu Dhabi player Royal Jethas said it will have a fleet of 20 air-craft in the next two years, which itwill grow to 50 aircraft by 2020. ShaneO’Hare CEO said: “Our main businessis with wealthy individuals and govern-ment officials and we’ve actually seendemand increasing.”

Meanwhile, Saudi Arabia’s MAZAviation will be the largest fleet opera-tor of VIP configured Airbus A350 XWBaircraft. Having ordered six of the type,as well as buying into the Airbus com-pletions center, Mohammed Al Zeer,MAZ chairman is optimistic about thefuture for wide-bodied VIP aircraft. Hesaid: “The opportunity for growth in thissector has not diminished at all.”

With an estimated 170 privatelyowned jets, domestic travel alonewould keep VIP ground handlers andFBO’s in Saudi Arabia’s key destina-tions busy, with Beirut and Dubaibeing the most common. The businessand private aviation market has a totalof nearly 16,000 private aircraft move-ments per year.

Western companies, too, are lookingseriously at the Gulf. VistaJet is target-ing 25 percent growth across globalregions including the Middle East.Company founder, Thomas Flohr,says that “executives that flew private-ly before the economic downturn arestill spending big on business travel,”adding that the major part of the com-pany’s expansion strategy is going tocome from the Middle East region.

MEBAA’s chairman Ali Al Naqbiattributes this rapid growth to a desireto travel easily, not only on interconti-nental routes. He said: “Sometimesthere are no direct flights betweenplaces. It can take two or three days togo anywhere flying on airlines becauseof connections. For businessmen andwomen, time is money. With a privateplane you can breakfast in Dubai, go toBahrain, and return and sleep with yourfamily overnight.”


WEALTHHaving ordered

six A350XWB

jets in VIP

configuration,

Maz Aviation is

the largest

operator of the

type (top).

MEBAA’s CEO

Ali Al Naqbi has

voiced concern

about the

‘greymarket’ of

charter operators

(center).

REGIONAL REPORT M I D D L E E A S T

GULF PROSPECTS


PRISTINEAl Bateen

Executive is the

region’s first

dedicated private

aviation airport

(top).

Abu Dhabi’s

Royal Jet will

have a fleet of

20 aircraft in the

next two years

(center).

Located in Dubai, CAE Flight Trainingis the result of CAE and Emirates join-ing forces to offer the highest-qualitytraining to commercial airlines, busi-ness jet operators and helicopter opera-tors in the Middle East, Europe, Africaand Asia. As a gateway between Europeand Asia, and the fastest growing eco-nomic hub in the Middle East, Dubai isan excellent location to train. EmiratesCAE Flight Training is a JAA TypeRating Training Organization (TRTO)and FAA part 142 approved centers.The center has become recognized as aworld-class facility for aviation trainingin the Middle East.

Infrastructure

Airport access has dramaticallyimproved in the UAE recently. InDubai, the newly opened Al MaktoumInternational Airport has allocatedspace for VIP travelers, however, mostprivate jet charters use DubaiInternational Airport.

Al Bateen Executive Airport is theregion’s first and only dedicated pri-vate aviation airport. It opened lastyear in Abu Dhabi after being convert-ed from a military base. Aircraft move-ments have increased 34.4 percent inthe first six months of this year, incomparison to the same period in2009. However, more runway space isneeded. Al Naqbi recently said thatthe biggest obstacle to growth in theregional business jet sector is airportaccess.

Another challenge to overcome iscoordinating air traff ic control .There are 22 regulatory authorities,which raises safety and planningconcerns. Al Naqbi is aware there

will be hurdles ahead, but says thatthe fact MEBAA talks on behalf of agroup of operators will help smooththe path. He said: “Our objective isto represent the needs of our mem-bers. We are the only association totalk to an authority that is not repre-senting just one operator.” Headded: “We will continue to talkabout traffic rights to civil aviationauthorit ies to make it easier forBusiness Aviation to be recognizedas a major player. There are lots ofagendas to talk about.”

Things are improving, however. Apermit for a trip from Dubai to Medinawould require a month to obtain fiveyears ago. Today it is more likely totake a week, or even two days inexceptional circumstances.

In the next five years, a major ambi-tion is to create an organization similarto Eurocontrol in Europe for theMiddle East. Al Naqbi said: “Thatcomes with lots of effort talking to gov-ernments and private companieshappy to have Middle East rules pro-

duced by all the key operators. Wehave worked very hard to changethings, but there is still lots of roomfor improvement.”

MEBAA will also work with avia-tion authorities to create a greaternumber of Business Aviation termi-nals and FBOs. In addition to AlBateen in Abu Dhabi, Al Naqbi pre-dicts that the region will see a fur-ther three dedicated private aviationairports by 2015 in Jordan, SaudiArabia and Egypt.

Another major concern is the so-called ‘greymarket’ of charter opera-tors, whereby unscrupulous ownersrent out their aircraft commerciallydespite the fact they have no docu-mentation or insurance. Al Naqbi said:“This is one of our biggest challenges,it is a huge safety concern. It is veryimportant for our business in theregion to stamp it out. We have sub-mitted various proposals to the GCAA,but it needs lots of work and coordina-tion.” One of the barriers to eliminat-ing the problem is the lack of accessto airfields in some jurisdictions. AlNaqbi cautioned: “If anything goeswrong, people don’t realize they arenot insured. Everyone should knowwhom they’re flying with. If a brokergets a really good price, check the reg-istration of the aircraft. People don’tunderstand the full consequences ofan accident.”

Rapid GrowthThere are several ambitions players

in the region who are developing at afast pace. “If there was such a thing asa ‘Superplayer’, we would certainly beone,” said Royal Jet’s commercial vicepresident John Morgan. The award-winning Abu Dhabi based luxury char-ter operator is constantly expanding


and last year opened a Dubai charterbrokerage business to give it globalreach.

The service offers aircraft availabilitywhen Royal Jet’s own jets are either inuse or of an unsuitable size. The com-pany says it aims to double its fleet by2013 and has recently moved intoSaudi Arabia, operates an FBO at AbuDhabi, and is also active in theMedevac field.

Like several of the region’s rapidlyevolving VIP aviation businesses,Royal Jet has imported new talent,often casualties of the downturn else-where. According to Morgan: “We areall part of a bigger experienced team.We work closely as a unit to get thebest out of the business and develop astrategic direction.”

Another company that could layclaim to the “Superplayer” title isJordanian luxury charter businessArab Wings, which recentlyannounced that it had obtained a UAEair operators certificate (AOC), whichit used to open a new charter companyGulf Wings in Sharjah in December2009. Ahmad Abu Ghazaleh, GulfWings chief executive officer said thatArab Wings is aiming to be the largestaircraft services group in the UAEwithin two years. He said: “You maythink this is ambitious, but to quoteWarren Buffet, ‘it is good to be fearfulwhen people are greedy and greedywhen people are fearful’. Our growthis organic and coming from revenues,which is great for us.”

He added that the next logical stepfor the company is to establish anMRO in Jordan and that Arab Wingsalready has: “several large MRO play-ers in Europe talking about possible

partnership with us.” Arab Wings’ fleetis mostly comprised of Bombardieraircraft, so any potential partner islikely to cater for that type.

Fellow UAE operator DanaExecutive Jets also has aspiration for‘Superplayer’ status and will takedelivery of two new aircraft in thenext few months – one large cabinand one mid size. The company isremaining tight-lipped as to the air-craft types, but says that they formpart of ambitious expansion plans forthe region over the next few months.Wholly owned by the government ofRas Al Khaimah, UAE, Dana offerscharter, management and line mainte-nance services.

Qatar and UK executive charteroperator Rizon has five business jets

based in Doha and one aircraft inLondon. The company has offices inQatar, the UK, Bahrain, and the UAEand is focused on providing travelsolutions and business aircraft sup-port in the Middle East, Europe,India, Russia, the Far East, andAfrica.

VistaJet also has sizeable ambitionsfor the Middle East – the block chartercompany has said it sees a significantproportion of its major order forBombardier business jets being basedin the Middle East. Chairman Thomas

Flohr expects to achieve marketgrowth of 10 percent in the next twoyears. He said: “The Middle East isright in the geographical center ofEurope and Asia. By 2012, I expect theregion to account for one third of ourrevenues.”

Meanwhile, Dubai-based Air Partnerrecently launched a jet card for theMiddle East. This is the first card of itskind in the region and allows regularbusiness jet users to book 25-hours ofjet time for a set fee. The company’shead of marketing, David Macdonald,said that the card was restricted to largejets as the market in the region was notsufficiently well equipped with thesmaller and lighter jets to enable AirPartner to meet its 48-hour guarantees.Saudi Arabia

PLAYERSUAE operator

Dana Executive

Jets have

ambitious

expansion plans

in the region

(top).

Arab Wings’

Challenger 604

(left).

Rizon has offices

in Qatar, the UK,

Bahrain and the

UAE (bottom).


For further information go towww.quaynote.comor email [email protected]

Badge Sponsor Media Partners

Under the patronage of the Kingdom of Bahrain CAA

25th and 26th January 2011Mövenpick Hotel, Bahrain

Keynote presentation:Captain Abdulrahman Al GaoudUndersecretary for Civil Aviation Affairs,Bahrain Civil Aviation Affairs

Keynote speaker:Ali Al NaqbiFounding Chairman, Middle East Business AviationAssociation (MEBAA)

Other speakers include:Alison Chambers, Emerald MediaDave Edwards, Managing Director, Gama Aviation FZCRalph Eisenschmid, acting Chief Executive,MENA AerospaceRichard Gaona, President, ComluxAndrew Hoy, Managing Director, ExecujetSteve Jones, General Manager, Al Bateen ExecutiveDr Mark Pierotti, COO, Al Jaber AviationJane Stanbury, Emerald MediaGreg Thomas, CEO, Privatair

Under the patronage of the Kingdom of BahrainCAA, The Future of Business Jets in the MiddleEast the conference will offer providers, users andothers working in the business jet sector with avaluable update on the latest trends and regulatoryissues within the Middle East market, as well asstaging a networking forum for service providersto meet with prospective clients.

The conference will bring together seniorindustry figures to network and debate strategic,regulatory, legal, financial, insurance, andtechnical issues. In particular, The Future ofBusiness Jets in the Middle East will appealbusiness jet operators and leasing companies,corporate flight departments, corporate jetmanagers, brokers, charter companies, aircraftmanufacturers, specialist lawyers, accountants,corporate service providers, insurance companies,banks, regulators, consultants, FBOs, registrationcompanies and handling agents.


Saudi Arabia accounts for the largestslice of the regional pie. The country’smain airports are King AbdulazizInternational in Jeddah, King KhaledInternational in Riyadh, King FahdInternational in Damman and PrinceMohammad Bin Abdulaziz in Madina.

It is well serviced by large mainte-nance services providers, includingAlsalam Aircraft Company, Arabasco,and Wallan Aviation. Wallan, forexample, has a long history as aCessna authorized sales representa-tive. To complement this relationship,Cessna appointed Wallan as anAuthorized Service Facility for Cessna500, 600 and 750 series aircraft.

The country has a good concentra-tion of business jets. Saudia PrivateAviat ion (SPA), the BusinessAviat ion unit of Saudi ArabianAirlines, has taken delivery of thefirst of four Falcon 7Xs. “This marksthe first Falcon 7X delivery in Saudi

Arabia,” says Wajdi Abdullah Al-Idrissi, head of SPA. “Two more arescheduled for delivery to SPA laterthis year and the final aircraft willcome in 2011.”

Al-Idrissi says SPA will use theFalcon 7X for VIP charter flightsaround the world, as well as within theMiddle East. “With a range of 5,950nm, the aircraft can connect majorcities, such as New York to Riyadh,Dubai to Tokyo, or Rio de Janeiro toJeddah. The 7X was carefully chosenout of many options due to its excel-lent technical specifications and per-formance. It is a unique aircraft thatcan fly non-stop for more than 11hours. It does not require a long run-way, which saves valuable timebecause we will able to land at lowertraffic airports. The 7X is distinctiveand matchless in its class and con-forms to the high standard require-ments of royal and VIP clients.”

Al-Idrissi adds: “Though SPA wascarved out of Saudi Arabian Airlines ayear ago, our long experience spansmore than 60 years in VIP aircraftchartering, leasing, management andconsultation and ground handling.”

To support the new fleet, Dassaultplans to establish an additional Falconauthorized service center with SaudiArabian Airlines in Jeddah. Dassaulthas more than 50 Falcons based in theregion and expects this number toincrease by almost 50 percent over thenext three years.

Another major Saudi player isNetJets partner National AirServices. Established in 1999, theprogram offers fractional jet owner-ship and has 16 aircraft in operation.It also offers aircraft managementservices. It has signed managementand operations contracts with over66 governments, corporate and pri-vate aircraft.

SAUDIKing Abdulaziz

International is

the largest airport

in Saudi Arabia

(top).

Wallan Aviation is

Cessna’s sales

representative in

the region.

Citation

Sovereign (left).

First Falcon 7X

delivered in Saudi

Arabia (right).


WE HELP AVIATION SALES PROFESSIONALS

GENERATE DEALS

Information that moves you forward

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

� Jets

� Turboprops

� Turbine Helicopters


UAE

The UAE boasts several charterfirms including: Abu Dhabi Aviation,Aerogulf Services, Al Jaber Aviation,Dana Executive Jets, Eastern SkyJets,Elite Jets, Emarat Link, EmpireAviation Group, ExecuJet Middle East,Falcon Aviation Services and Royal Jet.Locally based trip support providersinclude Signature flight support, Jetex,Palm Aviation and Skyplan.

The Emirates are also well served bymanagement and maintenanceproviders, such as Abu Dhabi AircraftTechnologies, Abu Dhabi Aviation,Agusta Aerospace Services, EmiratesEngineering, ExecuJet Middle East,Falcon Aviation Services, and JetAviation Dubai.

ExecuJet Middle East recently tookon a new hangar at DubaiInternational Airport and added aHawker 800XP to its regional managedfleet. The second 4,830 m² hangar issuitable for up to 10 aircraft. The newfacility complements ExecuJet’s exist-ing 5,600 m² maintenance, FBO andoffice facility at the airport, where italso offers aircraft management andcharter services.

Managing Director Mike Berry said:“The addition of this second hangar,coming so soon after our newly wonmaintenance accreditation for theEmbraer Legacy family, means weare in a strong position to take onmore maintenance contracts andaccommodate more base aircraft.”

Abu Dhabi Aviation has tapped thelucrative medevac market and is tosupply air ambulances to Saudi’s Red

Crescent Authority. Abu DhabiAviation’s vice chairman HE SheikhHamdan Bin Mubarak Al Nahyansaid: “This agreement will furtherstrengthen commercial relationsbetween the Kingdom of Saudi Arabiaand the United Arab Emirates. We’refocusing on achieving significantgrowth in key markets such as SaudiArabia as part of our expansion strate-gy. There is so much more that wecan provide to the Saudi RedCrescent Authority and this initialagreement is pivotal to our ongoingrelationship to work even closer withthem in the future,”

The agreement is for six heli -copters, comprising four Bell 412 andtwo AW 139 as Air Ambulances, toprovide support to the SaudiEmergency Medical Services pro-gram. The helicopters are to be sta-tioned at the two main bases of SaudiArabia - Jeddah and Riyadh.

This September, Al Jaber Aviation(AJA) claimed a Middle East first asit offers an Airbus for VIP charterflights following the delivery of itsfirst A318 Elite. Further, it has threeA318 Elites and two ACJs on order,which it says will make it the largestoperator of Airbus corporate jets inthe region. Group CEO MohammedAl Jaber said: “We aim to provideVVIP clients with the ultimate incomfort , space and service, andbecause the A318 Elite and AirbusACJ have the widest and tallest cab-ins of any business jet, we now deliv-er it.”

UAEAl Jaber Aviation

offers an A318

Elite for VIP

charter (center).

Dubai based

JetEx Flight

Support provides

global trip

planning, FBO

and ground

services

(bottom).



VIP CHARTERBahrain is home

to Comlux, which

recently ordered

its tenth ACJ

(top).

Challenger 601

of Amman-based

Rayajet (center).

Bahrain

Bahrain is one of three other rapidlygrowing countries. It is home toBexair and Comlux, which recentlyordered its tenth ACJ and eleventhBombardier Challenger aircraft, aCL605 Richard Gaona, President said:“Comlux is one of the largestproviders of VIP charters at the topend of the market, a sector that contin-ues to have good demand, but ourglobal strategy is to be a player inalmost all business aviation sectors.”

JordanAt the end of last year, charter opera-

tor RayaJet and Ayla Aviation Academyin Jordan jointly ordered a Premier II toaccelerate business development. Thepartners plan further expansion in theMiddle East, with Amman-based

RayaJet also linking with Air RouteAviation Services to gain entry to theSaudi Arabian market.

Ayla’s CEO Marwan Atallah said:“The alliance will enable the twocompanies to pool their resourcesand experiences to establish a gener-al aviation service center in Aqaba,where Ayla already has the facilitiesand the qualified staff. The two com-panies will provide the region with anumber of services, based in Jordan,which is in l ine with the Civi lAviation Regulatory Commission’snew vision of making Jordan an avia-tion hub. The total investment willamount to approximately $5 to$10M.” The merged companyintends to compete with charteroperators established in the ArabGulf states of Dubai and Abu Dhabifor charter business in Saudi Arabia.

Meanwhile, Ayla Aviation Academyran the first ever aviation summercamp in the Middle East this summer.The two-week camp, held in Jordan’sfamous beach resort, was aimed atintroducing young people agedbetween 13 and 21 to the world of avia-tion, as well as giving them the oppor-tunity to develop themselves throughleadership and communication work-shops.

Ayla has already developed a reputa-tion for training aspiring pilots tobecome future leaders. Along with itsUK subsidiary Atlantic FlightTraining, the firm offers a full JAAlicense to aspiring pilots. To date, ithas graduated 145 students currentlyworking for major airlines in theMiddle East and Africa.

QatarQatar is no slouch when it comes to

developing its Business Aviationambitions. Qatar Airways recentlypurchased two Bombardier Global5000 aircraft in a deal worth $90M aspart of plans to further develop its 12-month old corporate jet subsidiary,Qatar Executive. The new businessjets were scheduled for delivery inOctober 2010 and August 2011 – andwill join three Bombardier Challengerjets currently operating within theDoha-based Qatar Executive fleet.The two additional Bombardier air-craft will be based in Doha and canoperate non-stop to anywhere inEurope, as well as most places in Asiaand Africa. All Qatar Executive jetscan reach North America with a fuelstop in Europe.

Fellow Doha based operator Rizonplans to base five jets in Doha andanother in London is working towardsa building an FBO and VIP terminaldevelopment in the capital.

✈

It’s hard to imagine having

difficulty re-fueling anywhere in

the oil-rich Middle East. And

while strikes and fuel shortages

such as those occurring in

France are a rarity in the

Middle East, operators should

be aware of fuel-related

operational issues that could

impact their trip, both in their

home regions and in

neighboring regions such as

Europe and Africa.

D

ubai may be the Middle East’scapital of Business Aviation, asevidenced by the thousands of

operators congregating there thismonth for the 2010 Middle EastBusiness Aviation Association show,but as a fuel tech stop, Dubai does notrank highly within the region.


TOPPING OFF THE TANK

DISPARITYDepending on

the location, re-

fueling can either

be a pleasant

experience or a

difficult process.

F U E L F U E L S T O P S


Dubai Delays

As Dubai’s economy has explodedover the past decade, so too has theamount of air traffic to DubaiInternational Airport. This additionaltraffic, while good for business, doesmean that fueling at peak hours couldbe delayed for Business Aviationoperators.

“Fuel in Dubai is inexpensive rela-tively speaking compared to otherparts of the world, and volume is notan issue,” explained Greg Linton,Master Trip Owner, UniversalWeather and Aviation, Inc. “The issueis that Business Aviation falls secondto the commercial airlines in the peck-ing order for fuel services.”

Most of the time fueling in Dubai isnot an issue, but delays are possibleduring peak hours and special events.

“Dubai is not a good choice as a tech-nical stop,” said Linton. “I know of sev-eral flights that have been delayed upto two hours because all of the fueltrucks were servicing commercial air-lines. General aviation is just not a pri-ority and gets fit in when it can, so Iadvise using other stops in the regionsuch as Abu Dhabi, Doha, Bahrain,and Muscat. Those locations generallyhave less traffic and you can do quickturns. The authorities are also veryeasy to work with and welcome thebusiness.”

One option Linton advocated wasdoing a drop and go.

“During events like MEBA, in addi-tion to delays with fueling, you canalso run into shortages of long-termparking and hotels,” said Linton. “Analternative I often advise crews of is todrop passengers in Dubai and reposi-tion the aircraft at Abu Dhabi, which isabout an hour and a half to two hoursaway.”

Shortages in EuropeWhile fuel is plentiful in supply in the

Middle East, the same cannot be saidfor certain locations in Europe, suchas France and Italy. Air traffic con-troller strikes in France have limitedmovements at some French airports tojust eight per hour.

“The strikes are really nothing new,but operators must remain cognizantof what’s going on politically, as itcould impact their operations whentraveling to France,” said Linton.

At the time of writing, the strikes hadnot made major impacts on fuel avail-

ability at the larger airports in theParis and Cote d’Azur regions.However, Linton advised the situationcould deteriorate rapidly and recom-mended that operators pre-arrangefueling needs.

“Operators should continually moni-tor all NOTAMs that come out regard-ing fuel shortages in France,” saidLinton. “The strikes can delay trafficby hours and operators who have notpaid attention could be stuck.”

The areas most typically impacted bythe strikes are outlying areas such asCorsica and Saint-Nazaire, which atone point during October’s strikes wascompletely out of fuel.

To help alleviate the delays, opera-tors are avoiding French airspace, saidLinton.

“Several countries such as Tunisia,Algeria and Morocco are being moreflexible in allowing aircraft to operatein their air space to help accommodatethe situation,” said Linton.

The French Riviera is also a tradi-tional trouble spot.

“There is just so much congestion atNice and Cannes that fuel shortagescan regularly become an issue,” saidLinton. “I always recommend pre-ordering fuel in these locations basedon the volume an operator wants touplift. This is especially true duringthe summer months and during spe-cial events such as the Monaco GrandPrix and Cannes Film Festival.”

Certain areas of Italy are also subjectto fuel shortages.

“Pre-ordering is always recommend-ed, but even that requires some plan-ning,” said Linton. “For example, atGrosseto Airport in the Tuscanyregion, you have to pre-order fuel 24hours prior to the date of flight. But iffor some reason you order it and don’tuplift it or all of it, you will still becharged €500 plus value added taxVAT for the entire uplift requested asa penalty.”

VAT in EuropeOperators traveling from the Middle

East to the United States should thinkcarefully and plan ahead when consid-ering fuel stops in Europe, as prices,value added taxes, and duties can varysignificantly.

“Operators really need to considermore than just the cost of fuel whenchoosing tech stops in Europe, theyalso need to compare the VAT andexcise duties charged by the various

countries,” said Linton. “VAT variessignificantly from country to country.In some cases, operators can pay up20 percent or more in countries likeFrance, Germany, Italy and Spain,while other countries such as the UKand Ireland are much cheaper.(However, beginning January 1 2010,the UK will begin charging 20 percentVAT.) Shannon, Ireland charges noVAT, so it’s often a location I recom-mend as a tech stop for Middle East-based operators en-route to the US.”

One thing to remember about VAT isthat it usually only applies to privatePart-91 operators.

“Charter operators are usuallyexempt to VAT, but certain criteriahave to be met. One way to save onVAT is to work with a provider thatoffers a VAT exemption program. Thatway, determining whether an operatoris eligible for VAT exemption can takeplace before a trip is scheduled.”

Once fueling has started, it’s too lateand there’s no going back,” saidLinton.

Although the line between what is aprivate flight and what is a charterflight can often be confusing, Lintonadvised that private operators not tryto claim charter status to avoid payingVAT.

“I strongly advise operators not to tryto beat the system. Sometimes privateoperators will show the fueler theAOC to claim charter status,” he said.“The problem with this is that usuallythe very next question they will beasked is to see the charter landing per-mit, which a private operator obvious-ly wouldn’t have. Lying to save moneyon VAT will backfire and end up cost-ing the operator more in the way ofpenalties and fines.”

Fuel in AfricaLike Europe, fuel shortages are a

regular occurrence in Africa.“Because of riots or strikes, fuel

sometimes just doesn’t make it to theairport,” explained ChristineVamvakas, Team Lead, CharterManagement Teams, Universal.“Especially at the smaller moreremote airports, it’s critical to checkon fuel before arrival. This can be anissue even at larger airports. On arecent trip to Nigeria, just two daysbefore arrival, we were notified thatfuel was not available. We had torapidly arrange an alternative techstop. This can be a problem, especially


for charter operators, as you have toget new permits, which cost moneyand can change the overall costs asso-ciated with a trip.”

Because credit is not always readilyavailable in Africa, Vamvakas advisedthat if operators do not want to carrylarge amounts of cash, they have touse a provider or handler they trustthat can pre-pay.

“Some locations in Africa requirecash only, and some do not accept newbills because of counterfeiting prob-lems. A handler can often receive aguarantee on the fuel,” she said. “Butit’s important to choose a handler youcan trust. Don’t just go by the cheap-est price. It’s important to pick a rep-utable provider that has proven fuelingcontracts over time. Even with a guar-antee, however, I advise bringing ahardcopy of the fuel release availableas a backup.”

If a location does have fuel, the nextstep is to verify the quality.

“Some airports don’t receive a lot oftraffic, so the fuel status with regardsto quality could be an issue,” saidVamvakas. “There are times when weneed to ask if the fuel has been tested

to ensure its quality and that it doesn’tcontain impurities.”

Although pre-planning is a must,Linton said there are some good techstops in Africa.

“For operators going south from theMiddle East, a couple of good techstops are Addis Ababa, Ethiopia;Djibouti; Dar es Salaam, Tanzania; andNdjamena, Chad,” said Linton.

“I usually recommend operators trav-eling from the US to the southern partof Africa and making fuel stops alongthe coast to go to Accra, Ghana; Abuja,Nigeria; Luanda, Angola; andLibreville, Gabon,” added Vamvakas.

Tankering – Just in CaseRegardless of where they are operat-

ing to, both Linton and Vamvakasagreed that it’s always a good idea totanker a little fuel whenever travelingto an area with fuel issues.

“If your destination has fuel shortagesor has had them in the past, it’s a goodidea to tanker just enough to get toanother location should that becomenecessary,” said Vamvakas. “On arecent trip, an operator going to Francedecided not to tanker because they did-

n’t want to make the extra stop beforereaching their destination.Unfortunately, because of fuel short-ages, the aircraft was grounded for sev-eral days. If it had tankered beforearrival, even just a little fuel, the aircraftwould’ve been able to operate to anoth-er nearby location and re-fueled there.”

The most important thing for opera-tors to remember is that pre-planning iscritical and situations change rapidly.

“A fuel shortage can occurovernight,” said Linton. “It’s critical toalways have a Plan B in place should anew tech stop be required. I adviseusing a trusted service provider thathas experienced professionals avail-able 24/7 in the region, who can makealternate arrangements on the fly andcan ensure your fuel is confirmed.”

Article provided by Universal weatherand Aviation. For more informationand urgent operational updates, opera-tors can visit www.univ-wea.com/oper-ationalupdates or contact Universal’sGlobal Regulatory Services team at 713-378-2734.

ANTICIPATIONIt’s always a good

idea to tanker just

enough to get to

another location,

especially if your

destination might

have a fuel

shortage.

F U E L F U E L S T O P S

✈

Flight support is easy to come by.Success is the Universal experience.

You endeavour to ensure that each and every one of your missions is successful. With more than 50 years ofexperience, and after facilitating over 2.5 million trip legs, Universal Weather and Aviation, Inc. provides the solutionsyou require to meet your flight operation’s objectives.

Universal® gives you comprehensive regional support from our European Operations Centre. Your operation canalso benefit from award-winning Universal Aviationsm ground handling in 20 countries; the UVair® Fueling Card,accepted at over 2,000 locations; and do-it-yourself tools, like optimised online flight planning that’s CFMU/RAD-compliant. From itinerary planning to mission’s end, Universal leverages our regional European resources and broadexpertise to help you achieve your goals.

The result? Success. That’s the Universal experience.

For more information, contact Haylie Mason at +44 (0) 7748 183 483,

e-mail [email protected], or visit universalweather.com.

Find out how the Universal experience can work for you at universalweather.com.

e result? Success. That’e result? Success. That’Th s the Universal ee result? Success. That’Th xperience.xperience.xperience.s the Universal es the Universal es the Universal es the Universal ee result? Success. That’s the Universal ee result? Success. That’s the Universal ee result? Success. That’e result? Success. That’e result? Success. That’e result? Success. That’e result? Success. That’e result? Success. That’e result? Success. That’ xperience.s the Universal ee result? Success. That’ xperience.s the Universal experience.xperience.e result? Success. That’e result? Success. That’s the Universal ee result? Success. That’s the Universal ee result? Success. That’e result? Success. That’s the Universal experience.xperience.xperience.s the Universal es the Universal es the Universal ee result? Success. That’e result? Success. That’e result? Success. That’e result? Success. That’e result? Success. That’ xperience.xperience.e result? Success. That’

Business aircraft operators have

a plethora of choices in flight

data presentation, essentially

as flight planning companies

continue widening the scope

of their ancillary services. Jack

Carroll reports.

T

he master planners were out inforce at NBAA 2010, bedazzlingvisitors to their booths with

impressive on-screen demonstrationsshowing off their programmers’ sor-cery and the seemingly limitless capa-bilities and built-in options afforded bythe various systems’ adaptable archi-tecture.

In the planning business, system ver-satility and the ability to quickly andaccurately customize trip solutions fora particular customer are the competi-tive keys. As Pete Lewis, Senior VicePresident, Trip Support ServicesOperations for Universal Weather &Aviation notes: “Over the course of the2.5 million trip legs we’ve coordinated,we realized early on that no two cus-tomers, trips, or flight requirementsare exactly alike. So we don’t try toprovide a one size fits all approach. Wecustomize unique solutions to meeteach customer’s specific needs. Inshort, each member of our clients’dedicated team is positioned to listen,respond and utilize the globalresources of Universal to provide oper-ationally efficient solutions. Ourclients don’t want us to take orders;they want us to identify cost-effectivesolutions at every step of a trip.”

As you’d expect, the “old timers” inflight planning/support have had plen-ty of time to establish formidable net-works of agents and owned facilitiesoverseas. These continue to expand, ofcourse, as there’s no letting up in thegrowing need for global business trav-el. And a physical presence on theground is always comforting, especial-ly to an infrequent flyer to foreignlands.

During our foray among the morethan 1,000 exhibitors on the NBAAconvention floor, we managed toengage a good sampling of flight plan-

ning companies, replete with eagersales reps poised to show all the bellsand whistles on their bright demoscreens. After seeing a few, thethought occurs that they all look pret-ty much the same. They do, but afterall, what can one do with tabular dataon a horizontal screen? But then theycan punch in an infinite number ofoverlays and tweak the programs tohandle just about any contingency orcustomer requirement.

What follows is a sampling of flightplanning/support exhibitors and theirlatest offerings, as recollected by thisreporter after his recovery from “demodizziness”.

Rockwell Collins

As a Rockwell Collins representative,who happened to be the systemsarchitect of the company’s Ascend™Flight Information Solutions,remarked proudly: “It’s sort of like BigBrother watching over you for theentire journey.” Which is, after all,what the customers want.”

At NBAA the company introduced itsAscend Flight Information Solutions,described as “a globally available suiteof flight support, maintenance opera-tion and cabin services,” which coversa lot of ground. Steve Timm, VicePresident and General Manger,


THE FINE ART OF FLIGHT PLANNING

UNIQUEUniversal

Weather and

Aviation say that

their new

solutions meet

each customer’s

specific needs.

F O C U S F L I G H T P L A N N I N G


INTEGRATIONWith Rockwell

Collins’ Ascend

Flight

Information

Solutions,

a single provider

gives access to

all flight

department

services (top).

Universal

Weather and

Aviation: keeping

a wary eye on

the weather and

the occasional

ash cloud

(bottom).

Information Management elaborated:“Ascend provides access to a fullrange of flight department servicesfrom a single provider. In the currentenvironment, Flight OperationsManagers are dependent on multiplesources to plan different aspects of atrip. Ascend integrates all of these ser-vices together and synchronizes thembetween the aircraft and flight depart-ment, increasing safety, security, pre-dictability and efficiency.”

The full range of Ascend solutions isadaptable to the size and needs of indi-vidual flight departments. Theseinclude flight planning and filing,concierge services, weather updatesand fuel services. An automatic datatransfer system handles navigation,terrain, graphical weather and otherflight deck databases and maintenancediagnostics. A bonus: Ascend alsoincludes cabin system managementcapability, sincluding TV and otherinformation and entertainment ser-vices. Customers can pick or choosefrom Ascend’s extensive menuthrough a customized web portal or anold-fashioned phone call. Theythought of everything.

Says Timm, “Our acquisition of AirRouting International (ARI) in Januarywas a key enabler to the developmentof Ascend, which complements ouravionics and cabin systems.Customers have trusted ARI to pro-vide exceptional trip support for morethan 35 years and, with Ascend, we’rebringing even more value to existingcustomers with a much broader set ofservices that will evolve in the years tocome.”

Universal Weather & Aviation

More than a half century ago, TomEvans had the prescient notion ofpreparing weather briefings designedspecifically for business aircraft opera-tors. So he stepped out onto theproverbial limb and founded UniversalWeather & Aviation, Inc., which stillkeeps a wary eye on the weather ofcourse, but has evolved into a compre-hensive worldwide aviation solutionsprovider with more than 40 locationsin 20 countries. In fact, a spokesmanpoints out that the company’sUniversal Aviation ground supportdivision is the only network of groundsupport facilities backed by a leadingBusiness Aviation trip supportprovider. One that at last count hasfacilitated over 2.5 million trip legs.

Do all trips go smoothly? Of coursenot. Some go very smooth. Some pret-ty smooth. And others can becomeextremely complicated, the result of alast mintue trip change or even multi-ple changes. As Lewis remarks: “It’soften been said there are two thingscertain in life: Death and taxes. In myown experience, I would certainly add‘trip changes’ to those.” But he’sunfazed by the unexpected, since overthe years Universal has developed thetools, techniques and infrastructure tohandle any customer trip requirementor cope with unforeseen complicationsin an initial trip plan.

As with any support company thathas managed to stay in business andprosper, Universal offers an exten-sive menu of planning tools and ser-vices. For the record, Universal’s


resources include customized tripsupport, the UVair® fuel program,worldwide ground support, and arange of online do-it-yourself triptools that allow its clients to operateon their own or in conjunction withUniversal.

As far as anticipating or respondingto customers’ needs, Universalrevealed a few new examples atNBAA: Universal Mobile is a mobile-optimized website giving its customersfull access to its suite of online applica-tions on any web-enabled mobiledevice. The initial release of UniversalMobile gives clients the ability to viewand manage their trip details throughUniversal Trip Support Services, via itsweb-based UVTriplink Trip StatusApplication. The next phase will berolled out before year end, which willinclude every online application avail-able through Universal’s RegisteredUsers Portal.

Says Dave Diulus, Universal’s COO,“We’ve listened to our customers whowant to be able to check trip changeson the fly and see confirmation andnext leg information wherever theyare on their mobiles. We’re committedto creating tools to help our customerssave time and increase efficiency.”That’s what Business Aviation shoulddo, after all.

Jeppesen

With a name virtually synonymouswith ‘charts’, Jeppesen has been pro-viding navigation and flight informa-tion for over 70 years. Its JetPlan tripplanning program, whether usingETOPS, ERAD or CDRs, calculates anoptimized plan, based on aircraft typeand route choice, for filing with ATC.

As a rule, Flight Planning/Supportcompanies don’t play favorites as far asthe size of the flight operations theyserve. Even a one-man flight depart-ment. A good example: JimmyHobson, Chief Pilot on MorganFreeman’s SJ30 jet - yes, that MorganFreeman - is used to handling every-thing, including flight planning for theUS and Canada. But when a multi-country trip came up last year, shortlyafter the SJ30 delivery, Hobson need-ed help and turned to Jeppesen.

Says Hobson: “We knew their reputa-tion and even had friends there. Pluswe heard from various people thatthey had the best connections inAfrica.” It was a done deal. Freemansigned off and Jeppesen handledeverything, planning routes from LosAngeles to St. John’s, Newfoundland;across the Atlantic to Santa Maria, theAzores; to Sal in the Cape Verdeislands; to Acra, Rwanda,

Johannesburg, Botswana, Nairobi,Africa; and on to Dubai, up to Sicily,then to Madrid, and back to theAzores, St. John’s and Los Angeles.

“They handled everything, everystep of the way. Had ground supportwaiting, arranged hotels, lodging, per-mits and fuel, through World FuelServices. What more could you want?”

Jeppesen stands out with its world-wide aviation weather that includesproprietary, exclusive products, suchas a six-hour NEXRAD radar forecastsand worldwide turbulence, icing andlightning detection forecasts.

The company employs a staff ofmeteorologists 24/7 who can also pro-vide custom briefings for specificroutes and flight requirements.Worldwide NOTAMS are also avail-able as part of Jeppesen’s WeatherServices.

ARINC DirectAs with most “full service” flight plan-

ning/support organizations, ARINCDirect offers a comprehensive array ofcapabilities. Under Flight Planningalone it lists 18 features, includingARINC’s own Multiple RouteOptimization™ and Known Routes ™database. Other tools at the ready,depending on your needs and budget,include ARINC Direct’s Graphical

EXPERIENCEJeppesen has

provided

navigation and

flight information

for over 70 years.

F O C U S F L I G H T P L A N N I N G

JetEx Flight Support are proud to support unicef

In aid o

Each year millions of children and

mothers in the world’s poorest countries

become victims of disease, famine,

JetEx Flight Support is working with

UNICEF to improve the lives of these

JetEx have pledged UNICEF one percent

landing permits to help provide clean

food and water, education, medication

and much more to some of the most

ANOTHER REASON TO CHOOSE JETEX

jetex.aero


Flight Following, QIPC WeatherServices (ARINC is an FAA certifiedUIPC weather provider.), ARINCDirect Mobile ™, Air Traffic Servicesthat cover Eurocontrol airway slot man-agement and Eurocontrol route amend-ments, as well as high-density and spe-cial event airport reservations, RVSM

monitoring, Contract Fuel, Flight fol-lowing and international trip support.

To help simplify matters, JamesHardie, ARINC Direct’s UK BusinessManager, who conducted an impres-sive demonstration, summed things upsuccinctly: “To understand all that ourweb-based system offers, just think of itas a complete Operations Departmentin a box. At ARINC Direct, we’re basi-cally master integrators of massiveamounts data, covering just about everyflight planning contingency.” Well said,I must say.

Of special note is the fact thatAIRINC’s Data Link Communicationswas developed back in the 1970s and,says a spokesman, “Has become theindustry standard for air-ground com-munications, dramatically improvingflight safety and operational efficiency.In fact, nearly every airline and morethan half the world’s business jets relyon ARINC’s Data LinkCommunications.” He emphasizes thatwith ARINC Direct, operators canorder direct from the source, eliminat-ing resellers and cutting costs consider-ably. ARINC’s Data Link Services(ACARS and VDL Mode 2) support allavionics types, while ATS Data Link

Services are also offered, depending onavionics type and configuration. In addi-tion, ARINC also supports flight deckweather graphics for a wide variety ofavionics such as Honeywell’s PrimusEpic or Rockwell Collins Pro Line 2avionics suites.

At NBAA, ARINC Direct added to itslengthy list of online tools and capabili-ties when it announced a majorupgrade to its Flight Planning system,including a new interactive planningcapability with worldwide mapping andnavigation data. ARINC integrated itsnew map technology from SkyVector, aleading online chart provider to helpsimplify flight planning for its onlinecustomers. Says Bob Richard, ARINCSenior Director, “Our customers will beable to view the current route in greatdetail, as well as the aeronautical mapdata behind it. In the past, many cus-tomers used paper navigation charts.Now our new integrated charts willmake flight re-planning a whole lot easi-er for them.” Best of all, Richard notesthat no additional costs are involved inthe new ARINC Direct Flight PlanningEngine, which will be available to cur-rent AIRINC Direct subscribersthrough their existing accounts.

JetExOne fact that causes JetEx to stand out

is that its headquarters and main opera-tions center are based at DubaiInternational Airport, which positions itperfectly to take advantage of the bur-geoning Business Aviation opportuni-ties in the region. At Dubai, JetEx alsooperates its own VIP/VVIP charter ser-vice, in addition to its standard flightplanning and support functions.

And speaking of locations, JetEx oper-ates its own ultr-luxe FBO at Paris’ LeBourget Airport. As JetEx CEO AdelMardini rather proudly reports: “In lessthan ten months we’ve gained a 25 per-cent market share at Le Bourget. I thinkour success in such a competitive mar-ket demonstrates that we can occupy adominant position in Europe, and this isjust the start.”

As part of JetEx’s continuing, carefulprocess of strategic expansion, the com-pany has also opened a regional officein Beijing and more recently opened anexclusive VIP lounge in Kiev, Ukraine,at Zhuliany International Airport.According to JetEx’s BusinessDevelopment Manager for the CIS,Maria Vynohradova, the company isquickly building on its presence in Kiev;“We’re now concentrating on Ukraineas a gateway to the region, in responseto expanding client demand.”

So with all the expertise available fromsuch reputable sources, how does oneevaluate a flight planning/support com-pany before hiring? Just do what anyprospective employer would do: Ask thecompany for references. Take time fordue diligence. Ask your own industrycontacts. Perhaps the company mighthave a trip planning example similar inscope to your own.

In the end, though, the decision justmight boil down to chemistry with thepeople you’ll be dealing with and yourown level of confidence.

EXPANSIONIn less than ten

months JetEx

have gained

25% of the

market at

Paris’ Le

Bourget Airport.

F O C U S

✈

14–16• † ‡…—–

‡ƒ⁄ ‹ › −‰›14–16MOSCOW

SEPTEMBER

FACILITYShannon is the

first airport in the

world outside of

the Americas to

offer US pre-

clearance to

passengers

traveling to the

USA.

by LeRoy Cook

All of us have had the

experience of arriving for the

first time at an airport, not

knowing what to expect and

with a load of important

personages in the back. In

Business Aviation, we’re

generally on our own when it

comes to dealing with issues

like finding our way around,

arranging services, meeting

immigration and setting up

ground transportation. Thank

goodness for dependable

handlers!

O

ur airline brethren have theadvantage of knowing there willbe a nice terminal waiting, where

parking is assured, fueling is on handand company personnel are standingby to assist – creating a sense of famil-iarity. Not so with Business Aviation.


WHAT MAKES A

GOOD BUSINESS AVIATION AIRPORT?

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


SUITABLEA maintenance

facility and a

control tower will

get an airport the

nod over a non-

controlled field.

At many locations, a business aircraftis an unfamiliar visitor, and the airportwas not established or developed withunscheduled corporate traffic in mind.When you make that first entry to anew destination, you’re not quite surewhat you’ll find. Wisely, you probablydid some early research, but we allknow the veracity of sources can dif-fer. What was true last year might not

remain so this time. The InternationalACUKWIK guide is extremely vital forairport and services selection – anyairport sized to accept business air-craft is likely to be listed.

What, then, defines a good airport forBusiness Aviation? If there’s any oneterm I’d vote for, it would be ‘lack ofsurprises’. We all want to have a rou-tine passage, for both us and thosewe’re charged with transporting. It istrue that pilots primarily earn their payfor dealing with the unplanned circum-stances – but that doesn’t mean we rel-ish a daily diet of it.

For business travel purposes, suit-able airports should offer reasonableoperating hours. The most welcomingairport will be a 24-hour facility, so wedon’t have to race the clock to con-form to a curfew. Failing that, onecould hope that the runway remainsilluminated and navaids stay opera-tional during the evening hours so wecan at least get the bird on the groundafter a long business day. Progressivecities want commerce to take place in

their environs and will keep their air-ports operational at all times, just likea motorway or dock.

An airport with a control tower willusually get them nod over a non-con-trolled field, if for no other reason thanthat the presence of a tower denotesan airfield with at least a modicum ofservices. Met reports are more reli-able, IAP minimums are probably

lower and the tower operator repre-sents one more friendly voice fromwhich to solicit assistance.

Almost always at the top of the list forbusiness aircraft crews is freedom fromthe hassle of securing an arrival anddeparture slot. The uncertainty of herd-ing a load of passengers into a cabin inorder to meet a slot time is one sourceof stomach ulcers pilots would like todo without. If you have the freedom toarrive or launch an hour later thanplanned, you’re well on your way toclassifying the airport as friendly tobusiness airplanes. A reasonable feesschedule is also attractive – while wemay well expect to pay for services ren-dered, no one likes to be extorted, evenif it’s the company’s money.

Location, meaning convenient accessto the city proper, is important. Thesmaller, closer-in airport will hopefullyhave fewer delays, no slot problem,and perhaps lower fees. However,using such an airfield may not alwaysbe possible because the first stop in-country must be at an airport of entry.

Is it Suitable?

The utility of business aircraft stemsfrom its access to locations off thebeaten path, where company person-nel can be delivered near a work siteor prospective customer. This meansthat we can be asked to boldly landwhere no jet has gone before. Can itbe done? Some research will be need-

ed, beyond just a glance at the chartedrunway length. Issues to confirm are:has the surface been maintained sothat it is FOD-free and well drained?Can it take our weight, is there suffi-cient room to maneuver on theground, and if services are not avail-able, how far must we reposition toobtain them? Remote airports mustalways be approached with alterna-tives firmly in mind and ready for useif things don’t look good out the win-dow. Yes, rely on a local handler to setup the details, but don’t abrogate yourprerogatives.

Safety is the prime concern for busi-ness flying, and an unsafe airport envi-ronment cannot even be considered.That said, all airports are safe for some-body, and just about any can be unsafefor the wrong aircraft. The Canadiancrash of a Bombardier Global 5000 atFox Harbour, Nova Scotia on 12November 2007 illustrates this mostpointedly. Unlike the company’sChallenger 604 that had successfullyused the short airport in the past, the


bigger 5000 was landed two metersshort of the pavement due to confusionover the cockpit-to-wheels height.Jetport’s crash dramatically illustratesthe thin margin some airports leave forlarger corporate aircraft.

Use or refusal of a particular airportmust remain within the crew’s discre-tion, and all properly-done operationsmanuals will provide for this stipulation.Some runways are usable only for a dry,daytime, visual arrival, depending onthe airplane type. Ideally, a good airportfor business aircraft would impose norestrictions on the majority of aircraftexpected to use it. That means the run-way is wide enough, long enough andfree from low spots in the pavement totrap standing water.

Can a business aircraft ever be land-ed on a well-kept grass runway? Insome cases, yes, assuming the air-plane is certified for operation on suchsurfaces. I would want to have intimateknowledge of the airstrip, not onlymaking sure its groundskeepers havebeen doing their job in the past, butalso checking into its recent history.Did the area suffer heavy rains yester-day? Are there unrepaired divots inthe turf, left by previous traffic thatwould cause damage as we roll acrossthem? Unusable spots need to beclearly marked. Don’t forget that brak-ing friction is markedly reduced ongrass. Your decision to use such anairport requires daily weighting. Therisk of using a turf runway should onlybe assumed if its location is supremelyattractive. Otherwise, stay on the pave-ment.

It takes more than a runway to makea safe business airport, however.Obstructions in the approach path anddeparture lanes – be they terrain, man-

made obstacles or just tall trees –might not be a hazard to pilots familiarwith the field, but for a first-time userthey could be deadly. Again, a goodbusiness airport should impose noconcerns about unlighted obstaclesand prohibited circling sectors.

Low instrument approach procedureminimums should be on the list of

ADVANTAGEBenefiting from

no slot

restrictions,

24/7 capability,

1965m/6447ft

runway, Marshall

Airport/Cambridge

is suitable for

short-haul and

intercontinental

business jets.


IDEALA passenger

lounge

(eg Lyon Bron),

a place to rest

for the pilot and

a follow me

vehicle make

for a good

FBO.

desirable attributes – it can be difficult to explain to the pas-sengers why landing was impossible on this trip when itwas carried off successfully last time. As with other restric-tions, it’s always best for an airport to welcome businessarrivals by removing all worries about being able to makethe landing due to dropping weather.

Now that We’re Down...Airport planners frequently give little thought to an unfa-

miliar user trying to negotiate the taxiway and ramp maze. Itis disheartening to find that a new runway extension doesnot have an exit at the end, requiring a cautious 180-degreeturn-around on the runway. The paved radius of taxiwayintersections should be adequate for the class of businessaircraft expected to use the airport, so that a main landinggear won’t be inadvertently dropped off into the mud.

Signage might not be important to a locally-based crew, butfor a new arrival it’s critical. “A dark night, at an airport thatknows how to keep its secrets..” is not a good beginning fora flying novel. Let’s cast a vote for lighted taxi-route signsand attention to snow and vegetation removal around them,as part of the friendly business airport environment.

The trip always ends with parking the aircraft, and a goodbusiness airport should make this a simple affair.Unfortunately, some airports make no affiliation between air-craft and passengers, forcing deplanement to take place atthe only terminal entrance, followed by a repositioning to aremote spot of doubtful security. A good business airportallows the aircraft to remain in position for a subsequentdeparture.

What Means“Fixed Based Operator?”

An airport bereft of a general aviation terminal or FBOcan’t be considered welcoming to business aircraft. No crewwants to nap on the plane or (horrors!) use its sanitary facili-ties. For the safety of the return flight, it’s best to provide fora rested, alert team in the aircraft. A quiet, private lounge forpilots, a flight planning room where Internet access and landlines are available, and a conference room for quick businessmeetings are all part of a hospitable facility.

Researching the available amenities is always subject toverification. A listing might show a phone number for gen-eral aviation services, when it is only a handling firm’s officein a terminal. Promised support may be slow or expensive,so only experience or word-of-mouth reference can authen-ticate the welcoming Business Aviation atmosphere.

A good local handler, courteous and fluent in both direc-tions, is well worth the cost, particularly in far-flung placesor when new at the game. The best of them will have a mon-itored frequency for the use of the crew, so they can behailed upon arrival. Easing the path through customs,arranging for secure transportation and accommodations,and negotiating a reasonable fuel price are simply reward-ing to all concerned. The best Business Aviation airports, ofcourse, provide FBO staff to render much of this assistance.

If your aircraft requires ground support equipment, agood Business Aviation airport will have it. Hopefully,maintenance won’t be needed, but it’s a plus to have it onsite rather than have to spend the company’s money tohave mechanics and parts flown in to repair an AOG air-craft. And an available hangar is always desirable, particu-larly in winter.

Shannon AirportYour Key to America

Shannon, Ireland is theto provide

full U.S. Preclearance for Business Jets anddirect access to over 200 U.S. airports

Also available for Airlines

aviation.com

91744 Shannon Key 245x95.indd 1 18/11/2010 16:59

Shannon AirportYour Key to America

Shannon,Irelandis theto provide

full U.S. Preclearance for Business Jets anddirect access to over200 U.S. airports

Also available for Airlines

aviation.com

91744 Shannon Key 245x95.indd 118/11/2010 16:59


Can We Get Fuel Here?

When dealing with a f irst -t ime,unknown-quantity visit to a strangefield, take every precaution to securealternative refueling options. Makephone calls, double-check the han-dler’s assurance, and if you needadditives or other special f luids,carry some along. Airports friendlyto business aircraft will have whatyou need.

Why are facilities for business air-craft often lacking? The twin prongsof the dilemma are local inertia andsmall demand. No one wants to buildan expensive airport and support

infrastructure for business airplaneswhen they don’t see them in largenumbers. Conversely, business air-craft don’t show up, simply becausethey have chosen to land somewhereelse, where they are welcomed.Thus, they remain rare at cities thatlack vision.

What’s needed is an understandingof how business travels, not justinside the airport fence, but also inthe hal ls of the town counci l .Adding another 300 meters of pave-ment may bring a sorely-neededinvestor to a city, someone whomight otherwise land in a more wel-coming spot . Al though a goodBusiness Aviation airport is impor-tant for the crew, it’s also vital forthe community around it.

AMENITIESA conference

room for

business

meetings

(Marshall

Aviation) and

deicing

equipment (DFS)

– definite signs

of a welcoming

FBO.


✈

PET PEEVES OF BUSINESS JET PILOTS

Traits of a non-friendly airport for Business Aviation, as volunteered by acrew friend, include the following, in no significant order:1. No General Aviation Terminal of any sort.2. Slots required.3. Distant location from city center, requiring lengthy ground travel.4. Considerable airline traffic, causing delays both airborne and on taxiway.5. Exorbitant fees and charges.6. Slow refueling and servicing.7. Lack of ice, hot water and newspapers.8. A requirement to bring your own tow bar for the business jet.9. Waiting 10 minutes for a follow-me vehicle, for a 100-meters taxi to park.10. Poor handler performance; unintelligible English, discourteous, unpro-fessional, lack of equipment.

EXCLUSIVEHome of UK’s

first powered

flight in 1908,

Farnborough

airport is today

exclusively

dedicated to

Business

Aviation.

Know More.

800.553.8638 +1.315.797.4420 JETNET.COM

Worldwide leader in aviation market intelligence.

Know More“Knowing more means we always provide our clients with seamless and timely transactions, backed by our proven expertise,

commitment to integrity, and experience. JETNET’s professionalism and speed guarantee that our business, and our reputation,are on solid ground from start to finish. We couldn’t do it without them.”

Rebecca Posoli-Cilli President and COO, Freestream Aircraft Limited Client since 1990

Global Marketplace Intelligence • Online, On-Demand 24/7 Service • Custom Aircraft and Market ProfilesUnmatched Research • Expert Customer Support

Enrolling in a fueling program

or carrying a fuel card has

become a necessity in every

flight department. Whether

fueling an aircraft in Paris,

Texas, or scheduling ground-

handling services in Paris,

France, flight departments are

looking for new and innovative

ways to reduce costs and

improve payment insight. A

number of cards for fuel and/or

aviation services are available

to help flight departments

streamline their operations and

make them more dependable,

efficient and cost-effective.

H

ere are the main contenders inthis market.

Air BPAir BP, the specialized aviation divi-

sion of BP, is currently supplying over26 million tons (around 8 billion gal-lons) of aviation fuels and lubricants toits customers across the globe perannum. It is represented at over 600airports in some 50 countries.

Air BP offers two principle cards, theSterling Card and the Flight Card. TheSterling Card can be used by businessand corporate aviation customers forthe purchase of Jet Fuel across the AirBP network. It gives access to competi-tivly priced Jet Fuel around the world,contact with a dedicated Account

Holder and use of its 24 hour serviceteam. Concerning the Flight Card, itapplies to operators of light aircraft andhelicopters for the purchase of Jet Fuelor Avgas outside of the USA. The FlightCard allows you to purchase fuel in theaircraft operator’s home country or fur-ther airfield with no fuelling pre-arrangement required. For the generalaviation sector, Air BP has developedSelf Serve and Card operated dis-pensers, which are positioned in thoselocations where for various reasons astaffed site is more difficult to achieveparticularly on a 24 hour basis.Naturally, Air BP wishes to meet thedemands of their customers so offeringthis service is a viable option.

Currently, there are several initia-tives in Air BP globally to provide selffuelling facilities.

AVCARD

AVCARD, which was acquired twoyears ago by World Fuel Services,has over 10,000 cardholders andmore than 7,200 card acceptors andfuel suppliers in over 190 countriesworldwide. According to the compa-ny, its card, which can be used to payfor virtually every aviation-related ser-vice, offers a contract fuel programwith significant savings from postedprices. Since early this year, Baseopsand AVCARD have combined theirresources and expertise to developways to improve the process of pro-viding invoicing and analyzing avia-tion purchases. This means that cus-tomers will receive only one weeklyinvoice and make only one paymentfor Baseops International TripPlanning (ITP), weather, and thirdparty re-billable services combined


MINIMIZE YOUR FUEL EXPENSES,

SIMPLIFY YOUR OPERATIONS

CONVENIENCECarrying a fuel

card is essential

to reducing costs

and facilitating

swift payment.

F U E L P R O G R A M S A N D C A R D S

By Marc Grang ier


OPTIONSA full range of

cards are offered

to help flight

departments

streamline their

operations.

with all other AVCARD aviation pur-chases. At last NBAA, Hillerannounced a combined AVCARD-Flybus designed specifically forFBOs.

AvfuelAvfuel Corp. has a network of more

than 600 domestic dealers and 700international locations. The company

offers the Avfuel Charge Card pro-gram, which includes the AvfuelPlatinum Card. The Avfuel ChargeCard program can accept almost anycard a pilot gives. Since last year,Cessna’s US Citation Service Centersaccept Avfuel Charge Cards andCessna Contract Fuel Cards fromAvfuel Corp. “We are very pleased tooffer the additional convenience ofAvfuel charge cards to thousands ofCitation customers using our companyservice centers in the US,” saidCessna Vice President of ServiceFacilities, Stan Younger.

Chevron Alliance CardChevron supplies a network of more

than 750 FBOs and distributors. Itoffers the Alliance Card Program, aone-card solution designed to meetthe needs of aircraft operators. It hascompetitive processing fees and notransaction processing fees to theFBO. Corporate flight departmentshave the ability to purchase retail andcontract fuel at branded FBO dealers.Customer purchases can be specifiedon their receipt and billing statementwith 49 individual product codes forfuel, products and services and billingstatements easily integrate with opera-tors’ computer systems.

Colt International

Accepted at over 1,000 US FBOsand offering competitive fuel prices atover 3,800 locations worldwide, theColt Card accepts charges of fullancillary services at most locationswith low admin fees. In Europe, itallows, according to Don Fortner,V.P. of Taxes, to take advantage of

VAT fuel purchase exemption bene-fits. “Our tax team works diligentlyeveryday to ensure we deliver ourcustomers the most comprehensiveVAT reduction program available,”says Fortner. Colt International offersup front VAT exemptions from thefollowing qualifying countries:Austria, France Germany, Ireland, theNetherlands, Switzerland and UnitedKingdom.

ExxonMobil Airworld CardExxonMobil Aviation AVITAT, now

in its 42nd year, is a network of inde-pendent, premier quality FBOs. ItsExxonMobil Airworld card is interna-tionally accepted for fuel at more than400 sites around the world. With thiscard, operators get prompt process-ing and detailed receipts; informativemanagement reports to help themtrack and manage their aviation costs.No enrollment fees are charged andthere is a rebate program (availablein the US only and based on qualify-ing purchase volume). For example,5,000 US gallons of qualifying pur-chases of aviation fuel in the US dur-ing the Airworld billing period wouldearn a rebate of $45.00 (500 gallons @$0.00 c/g plus 501-5,000 gallons @$0.01 c/g).

Global-Fleet Aviation Fuel Card

More than 20 years ago, Global-Fleetstarted to offer fuel management solu-tions to US and international opera-tors. Its signature solution, the Global-Fleet Aviation Fuel Card, is acceptedby more than 7,000 aviation serviceproviders in over 190 countries. Acomprehensive network of fuel suppli-ers and handling companies allowGlobal-Fleet cardholders to fly any-where in the world. According to thecompany, more than 80 selected fuelsuppliers offer discounts of as much as50 percent when the Global-FleetAviation Card is used internationallyfor contract fuel.

Global Fuel Solutions/GFSThough it’s not a fuel card per se,

Global Fuel Solutions’ system providesits customers with a portfolio of fuelcards for a number of fuel vendors.Upon logging in, the customer entershis trip itinerary to review discountfuel options. He then selects andorders the fuel from his vendor ofchoice at each flight destination, and

submits the order for authorization.Once selected, confirmations are dis-tributed to the customer, the fuel ven-dor and the FBO. GFS streamlines thebilling process. Upon conclusion ofthe trip, the customer forwards hisfuel receipts to the Global Aviationaccounting department. Once invoicesare reconciled with quoted fuel prices,his account is processed for payment.Instead of receiving multiple tripbillings, he receives a single monthlystatement allowing him to pay one billevery 30 days.

Hadid Worldwide Fuel ServicesFuel is the lifeblood of the entire avi-

ation industry. Given this fact, Hadid’sfuel department guarantees to supplyits customers with fuel not only imme-diately and efficiently, but also withcompetitive prices. HadidInternational Aviation Services provide


fueling services at over 2,200 stationsworldwide. Due to the sheer volumeof fuel that Hadid provides, it can passon the benefits of “lower fuel prices” toits customers immediately. It honorsmajor fuel credit cards such asAVCARD, Multi Service, Air RoutingCard, UVair and others. But comingvery soon, it will be offering its veryown Hadid Fuel Card.

Multi Service AviationMulti Service Aviation provides card-

holders with customized billing, avail-able in nine currencies. It offersInternet-based spend control, accountmanagement and reporting features,and provides access to discounts forfuel and other aviation-related servicesinside and outside of the US.

Established in 1978, Multi Serviceexpanded into the aviation industry in1980 with its Multi Service AviationCard. This business was sold to USBank in 2005. The Multi Service FuelCard is now its flagship product. 7,500aviation service providers in more than190 countries accept it.Phillips 66¨ Aviation

The Phi l l ips 66¨ Aviat ionCorporate Card is accepted at morethan 7,500 locations in over 190countries. Phillips’ network includesmore than 700 FBOs. In addition,the company has several programsto reward its customers. For pilots,i t of fers rewards, discounts andrebates and, for example, i tsWingPoints Rewards programallows one to start earning pointstwice as fast every time the corpo-rate card is used. Itemized billingstatements are made by individualaircraft, and charge categories areshown separately, online and in realtime. Last August, Dassault Falcon-Wilmington announced it had joinedthe Phillips 66¨ Aviation-brandeddealer network.

Rockwell Collins Ascend Fuel

Further to its acquisition of AirRouting, Rockwell Collins is now offer-ing its own fuel card, Ascend Fuel.Steve Timm, vice president and gener-al manager, Information Managementfor Rockwell Collins CommercialSystems business unit, told BART:“Our fuel department stays involved inevery aspect of the fuel business. Thisbegins with maintaining up to 9,000current prices on international anddomestic locations. In addition tonegotiating fuel prices on a broadscale throughout the world, we targetspecific locations where the larger vol-umes dictate further price considera-tions.”

In conjunction with Ascend CardServices, Rockwell Collins offers itsclients a worldwide credit facilitythrough the Ascend Flight InformationSolutions card.

Shell AviationEvery day at over 800 airports in

more than 40 countries, Shell Aviationprovides fuel for almost 7,000 aircraft,refueling a plane every 12 seconds.Shell Aviation’s customers range fromthe private pilot to the largest airlines.

Wanting to reward its customers fortheir loyalty, Shell offers theAeroClass US Rewards Program, asimple and easy way to earn rewards.As a Shell AeroClass member, cus-tomers earn Shell AeroClass points(one per gallon) each time they fueltheir aircraft at a participating location.At the end of the year, 1,000 points areworth $10 and can be redeemed for aMastercard gift card or donated to acharity.

UVair Fueling Card ProgramThe UVair Fuel Program was initially

launched at five international locations(Heathrow, Gatwick, Stansted, LeBourget, and Madrid), and in the firstmonth had about 10-15 uplifts. In themonths that followed, uplifts rapidlygrew, and soon UVair was authorizing30-50 uplifts per day. For its first few

PLUSPreferred

pricing, rewards

programs, credit

facility and

Internet spend

control are

among the

conveniences

offered by the

fuelling

programs.


Air BP. It’s the people on theground who keep you in the air.It’s not just the quality of our fuel that provides reassurance to our customers, it’s also the dedication of ourpeople. For further information on Air BP’s Sterling Card contact: +44 845 082 1701, e-mail [email protected] BP Out of Hours Service +971 50 4536032, email [email protected]

www.airbp.com

24546-02 Air BP Sand Shadow Ad 300x230.indd 1 17/05/2010 16:38


years of operation, UVair was the onlyprogram providing contract fuel togeneral aviation. Soon the conceptcaught on and other providers startedlaunching their own contract pro-grams. As popularity in the programcontinued to grow, UVair expanded itslocations and increased its number ofsuppliers each month to reach today’sworldwide location acceptance.

The UVair Fueling Card gives its14,000 cardholders preferred pricingon Jet-A fuel. UVair’s sales departmentworks directly with UVair cardholdersto negotiate fuel pricing for each trip.The team also works with UniversalTrip Support Services to recommendFBOs along trip routes (UniversalWeather and Aviation is the parentcompany of UVair).

World Fuel Services/BaseopsHeadquartered in Miami, Florida,

World Fuel Services sells fuel anddelivers services to its clients at morethan 6,000 locations in 200 countries.Baseops International, its aviation divi-sion, provides 24 hour/365 day world-wide assistance in order to overseeevery aspect of a trip and to help deter-mine optimum routings and tech-stops, and advise on operationalissues.

It also provides solutions to unstable,escalating fuel prices and refueling

delays through its Baseops World FuelCard. This card gives clients competi-tively priced and dependable jet fuelresources in even the most remotelocations.

According to Michael Szczechowski,Senior Vice President of BusinessAviation at World Fuel Services: “Weacquire fuel through leveraging ourrelationship with the oil companies inall parts of our business. Annually, wepurchase in excess of 2 billion gallonsof jet fuel.”

Furthermore, Jeppesen and WorldFuel Services provide, through theJeppesen World Fuel ServicesPlatinum Card, a fueling program thatoffers contract fuel pricing at morethan 1,500 locations across the globe.

At NBAA, World Fuel ServicesCorporation and ExxonMobil Aviationannounced they had partnered togeth-er to launch the Avitat Premier Cardprogram, which will give access tocontract fuel at more than 1,600 loca-tions globally through the World FuelServices FBO network.

How Much Discount?Though it is always difficult to quote

precise amounts, which depend uponvarious factors, we can mention thatwhen it comes to discounts on fuel,most cardholders receive pre-negotiat-ed discounts at contracted FBOs, both

in the US and internationally. On acard’s web site, holders can normallysearch the world’s airports for a list ofservices, fuel providers, and contractfuel prices. These prices are updatedevery 24 hours.

Some contract fuel companiescharge between seven and 15 percentadministrative fees, but others, likeAVCARD, don’t charge any adminis-trative fees, which obviously inflateoverall operational costs. When com-paring fuel prices, flight departmentsshould make sure the administrativefee charged by some companies areadded to their fuel price per gallon.

According to UVair, the final savingsoffered to its clients easily reach 25 to50 cents per gallon, with fuel creditand confirmation assured. A pilot alsotold us that it is possible to earn freehandling just by handing over a differ-ent piece of plastic - he saved well over300 pounds sterling that day. Anotherpilot mentioned that he needed toallow four hours as the fuel providerhad to find a gap from the main apronand he had to take 2,500 liters+, but itwas 30 percent cheaper than every-body else. Finally, let’s mention GlobalFuel Solutions/GFS, which indicatesthat its system can save its customersan average of 65 to 70 cents per gallon.

DISCOUNTWith prices being

updated every

24 hours, it’s

recommended to

negotiate the fuel

price before

refueling.


✈

Keep yourfleet in the air.At the world’s largest online marketplace for aircharter professionals, we’veput it all together. Trip pricing, aircraft availability and thousands of empty legs.Seamlessly linked with safety data and leading fleet management systems.We’ve also got easy-to-use charter booking solutions for your own website.All in one place. Start at avinode.com


THE FINAL MILE

by LeRoy Cook

FROM THE COCKPIT A P P R O A C H

A pilot’s work intensifies when the aircraft is flying low and

slow, expectantly waiting for that pleasure-filled chirp of

rubber against concrete that means his aircraft is once

again attached to terra firma. Bringing an aircraft safely

home is a drawn-out process, beginning at the top of

the descent, when the throttles are moved back, and

continuing through all the ATC negotiation, maneuvering

and configuration changes, culminating with that last

segment leading down to the runway.


OVERSHOOTThe control

tower might

issue that

dreaded call ‘be

ready for a

possible go-

around’ instead

of issuing the

clearance to land

when you’re five

miles out.

I

call the conclusive part of thedescent to a landing the ‘f inalmile’, a time when there are only

seconds remaining to fix mistakesand to decide whether or not totouch down. Overshoot accidentsdon’t begin with a puff of smoke asthe tires touch pavement – airplanesmost often wind up in the weeds offthe departure end because the situa-tion was out of control in that finalmile (or three) before landing.Perhaps due to the pressures ofkeeping a schedule, working to com-ply with a controller’s request, or anoverly-zealous attempt to beat deteri-orating weather, an excess of energyhad to be dissipated and not enoughtime was left to do it.

Conversely, neglecting the air -craft’s energy needs and allowing itto wind up slow and sinking with thepower at idle can result in a tragedy.It’s vital to have the approach stabi-lized well beyond the final mile, orbefore descent below 500 feet aboveground level, in accordance withestablished SOP. Any low-and-slowcondition requires immediate action.

A famous US Air Force accident inApril of 2006 brought a huge C-5Btransport to earth several hundredyards short of the runway, becauselanding flaps were selected with twoof the four engines at idle, an impos-sible task even for the powerfulGalaxy. The crew allowed airspeedto deteriorate in an attempt to holdthe glideslope, until three-quartersof a million pounds of aircraft andpayload were turned into junk.Fortunately, all 17 occupants sur-vived.

Pacing the Approach

A well-flown ending to a flight doen’thappen without thoughtful considera-tion of where the aircraft must be ateach stage in the arrival. You can’tplay catch-up at the last minute with-out the risk of getting behind the air-craft in a critical low-altitude situation.Because of this risk, there are soundreasons to have the approach stabi-lized as you finish the landingsequence. However, there are equallyvalid reasons to alter the sequence ofarrival procedures to accommodatethe unique requirements of the day. Inthe case of the aforementioned jumbo-jet crash, a landing with one securedengine – let alone two – required delay


of landing flaps extension until therunway was made.

What else could call for changes inthe routine approach to a landing? Thecontrol tower might issue that dreadedcall ‘be ready for a possible go-around’instead of issuing the clearance to landwhen you’re five miles out. Given sucha warning, you will probably delay thefinal flap extension and keep yourhand ready to shove up power, whenthe usual drill is to extend full flapsand bleed off some speed.

In another scenario, strong windsmay generate enthusiastic wind shearthat dashes any hope of holding con-stant power down the glideslope. Andthere’s always the ever-popularrequest for ‘best forward speed’, whichcan be expected every day at busy ter-minals. That extra energy must be dis-sipated prior to arrival. Somehow,we’re supposed to work with all thesevariables and still plant the tires in theproper box on the runway.

Energy ManagementWe all have an ideal approach profile

in mind for that final mile, even if wemust modify it for the day’s situation.If conditions allow it, we’re going toenter the last mile or two of finalapproach with power and flaps set tokeep us ‘sinking five’ (a 500-fpm sink

rate) at the bugged airspeed, adjustedfor today’s landing weight, plus a littlecomfort margin. Don’t get carriedaway with those ‘extra knots for thewife and kiddies’. An added five knotsgoes a long way on the runway – don’tbe taking 10 or 15 extra into the flare.One rule of thumb is that each 2.5knots of extra speed at touchdownadds 10 percent to the stopping dis-tance – planting the tires 10 knotsfaster than normal requires nearlyhalf-again the runway, after an extend-ed float.

An unchanging glidepath, like a beadsliding down a wire that’s attached tothe beginning of the touchdown zone,is a comforting experience. It’s alsorare. Most of the time, we have towork to hold things together in thefinal mile. Don’t get so hung up onachieving a perfect profile that you for-get to review the final pre-landingchecks. Sometime, in that last mile orso, you must settle your remainingopen accounts. If you’re fast, rein inthe machine and, if you’re slow, stokeup the fires to keep energy adequate.If you’ve been holding off on the finalflap extension, get it done so you won’thave to contend with the trim and dragchanges at the last instant. Don’t for-get the short-final rechecks of configu-ration and landing clearance.

The Wind Doth Blow

Surface wind reports, compared towhat you’ve been experiencing ataltitude, are a good harbinger ofthings to come in the f inal mile.Seldom do strong winds aloft contin-ue unabated to ground level, so ifyou’ve batt led a headwind for astraight-in arrival you can expect adecreasing wind during the descent,as ground friction slows the flow.Advance power at the first sign ofthis decrease in wind speed, thenadjust throttles as necessary to holdthe glidepath. We old-timers called ita ‘s inker’ when a downdraft wasencountered off the end of the run-way, perhaps blaming the slope ofthe terrain. I t ’s more properlydefined as vertical wind shear, whenthe speed drops off upon reachinglower altitudes above ground level.

Gusts in wind speed present a con-trol problem, just at a time when youare least prepared to make strong con-trol inputs. A slow and draggy airplaneisn’t the best tool to overcome roll,pitch and yaw displacements, so it’stempting to sprint down final with lotsof speed to enhance control. However,the standard rule is to add only halfthe gust spread, meaning that windsreported as 15 gusting to 25 call for amere 5-knot increase in approachspeed. Don’t tack on 20 knots extraunless your airplane can magically dis-sipate speed quickly in the flare. Extraspeed calls for an early reduction ofpower, so be sure you’re comfortabledoing that as you commit to a landing.Don’t forget that drag is reduced whenthe aircraft enters ground effect. If youprefer to keep the power up while youfeel for the ground, don’t use airspeedadd-ons of more than half the gustspread—unless you have a very longrunway at your disposal.

Always use a proper aiming pointin the windshield, out there in thefinal mile. Remember, you won’ttouch down just where the motion-less spot is s i t t ing, but s l ight lybeyond it. VASI beams and electron-ic glideslopes take us to the fixed-distance markers, nominally 1000feet down the runway, to ensureobstruction clearance for the rear-most parts of the plane. If you’rebeing challenged by a short runway

PRECISIONThe pilot has to

work with all kind

of variables and

still plant the

tires in the

proper box on

the runway.


Photo Courtesy Aerocomp

Training for your aircraft, your wayIt’s true ... every air craft is dis tinctive. E very flight departmenunique. Every pilot an indi vidual. You fly your ai craft your wayto meet the needs of your passengers. With the utmost safety,efficiency and service. That s why at CAE we of fer you theflexibilit , innovative technology and our can-do attitude to tailortraining to your operational r equirements and your schedule.Even enhance your fleet operations and curriculum usinanalysis of real-world flight data

Your training experience with CAE will be world-class fr om check-in to checkride. Pilot and maintenance training courses acr ossyour fleet leveraging global best-practices. Industry-leading CAEtechnology, from travel-saving e-Learning to the most advanced full-flight simulators Mentoring by highly exper ienced instructors. Andwell-appointed, easy-to-access training centr es worldwide … wi tha CAE team ready to personalize solutions for your unique needs.

Let’s have a conversation about flexible training solutionsfor you and your aircraft – MEBA 2010, Booth #C615

[email protected] cae.com/cts twitter.com/CAE_BizAviation

CAE FLEXIBILITY: We cater to theschedules and skills of businessaircraft pilots, technicians andowner-operators.

Left: Emirates-CAE Flight Training inDubai – providing training for Airbus,Bell, Boeing, Bombardier, Dassault,Gulfstream and Hawker Beechcraftaircraft types.

Solutionsfor Business Aviation Training

Flexible, Innovative, Global


OBSTRUCTIONElectronic

glideslopes lead

to the fixed-

distance markers,

to ensure

obstruction

clearance for the

rearmost parts of

the plane.

length, you can compromise on apoint halfway between the runwaynumbers and the f ixed-distancemarkers, but at the risk of reducedobstruction clearance. The ‘gate’ forcategory II operations is only 14 feetdeep and 90 feet wide – that’s thestandard of precision we should beaiming for.

Making it Easy

There are ways to get into the finalmile without creating a heavy work-load. Getting down early helps, if youcan manage it. Always maintain properobstruction clearance, by knowingwhich way the taller terrain and tow-ers lie from the final approach course,information obtained from scanningthe chart or its replica on the MFD. Bylocking onto the minimum altitude forthe charted segment of an approach,or, if visual, an altitude of 1,500 feetAGL, you can concentrate on speedmanagement as the next order of busi-ness.

I like to slow to a speed that allows foradditional flap extension at my conve-nience. I also prefer to be ten knotsunder the limiting speed before extend-ing gear or flaps, respecting the age ofmy equipment. Most high-performanceairplanes handle better with approachflaps out, and the drag of initial flapsmakes it easier to slow to Vlo when it’s

time to drop the wheels. ‘Gear down’generally means you’re definitelydescending to land, so further powerreduction may not be needed becausethe gear’s drag takes its place. A sec-ond flap extension can often be used tooffset the trim change of the loweredgear, again slowing the aircraft wellinto the segment of the airspeed that

allows full flaps to be extended whendesired. Again, follow the SOP for youraircraft and company.

As you enter the last couple of milesof final approach, you’ll be all set up tomake the final flap extension and trimto the target approach speed. Avoid get-ting low and having to make a largepower change, as you might do whenunderestimating the wind. Do not mutethe gear-warning horn when you’remaneuvering for final approach, eventhough extending flaps beyond the firstsegment will override a muted gearwarning. If you’re low, delay furtherflap extension to assist in regaining thenormal glidepath. Maintaining a lowerpower setting on approach also keepsthe airport neighbors happier.

Special CasesYou should practice for the slam-

dunk arrival needed at high-densityairports, as well as the slow-and-state-ly heads-up entry to a short uncon-trolled field. The first approach calls

for holding off the high-drag, low-power configuration until the lastminute, aiming instead for crossingearly arrival targets at the maximumspeed you’re comfortable with using.You’ll need to reduce power and trimquickly to get things under controlfor the final mile, but you’ll do it laterin the arrival.

At uncontrolled airports, whichoften have shorter runways, yourattention may be diverted by the needto watch for traffic and seek slowerapproach speeds. In VMC, you’ll usu-ally be obliged to fly the standard traf-fic pattern, even if arriving under IFRprocedures, and be prepared to re-sequence behind a pop-up airplane. Ithelps to be slowed and configured forlanding early on, so your dividedattention won’t lead you to make thelanding with half-flaps or, horrors, thegear up.

The final mile en route to the beck-oning runway is a hazard zone thatcalls for proper planning. Most of thetime this requires precision stick-and-rudder flying as you’ll be off autopilot,out of the clouds and in a hurry. Don’tbe casual as you enter this last seg-ment of the flight.


✈

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

By Michae l R . Grün inger , Markus Koh ler

and Cap t . G iancar lo Buono

of Great C irc le Serv ices AG (GCS

When the last flight of the day

takes place without passengers,

pilots often feel a sense of relief

and relaxation. In some type of

operations, this last leg is also a

“positioning” flight, with no

passengers on board and a

strange feeling of “freedom”

that arises when we are alone

in the airplane with another

colleague.

A

ll of the professional pilots wouldbe perfectly familiar with thefeeling of flying the last leg of a

long duty day: fatigue and that press-ing desire to get home or to the hotelas soon as possible.

Luckily enough, professional pilotsare nowadays well trained in humanfactors and CRM techniques and areusually able to recognize hazardousattitudes and to put in place the neces-sary measures to prevent the incidenttrajectory to materialize.

Accident-Prone Positioning FlightsIt is a fact that of all turbine airplane

accidents in the USA from 1997through 2005, 48 accidents – morethan one quarter occurred during aflight identified as a “positioning”flight in the accident report. Thesepositioning flights include empty legflights to pick up passengers, ferryflights for maintenance and “tail-endferry” flights.

The reports for these accidentsidentify many causes and factors,but the common theme for many ofthe repositioning accidents is thecrew’s failure to adhere to standardoperating procedures or to fly theairplane within its performance limi-tations. Causes and factors includeunstable approaches, f l ight intosevere weather, failure to go around,intentional operation with non MEL

allowed malfunct ions and manyother non compliances with estab-lished rules, regulations and proce-dures.

Intentional Non-ComplianceThe NTSB has analyzed the behavior

that can lead to these types of acci-dents. In most cases, intentional non-compliance with procedures has beenidentified as a casual factor. Voluntaryviolations to procedures, rules andregulations have been found to bemore common when the followingthree elements are present:❍ Motivation (Reward)❍ High Probability of Success❍ Absence of Peer Pressure or reac-tion

Looking at these factors from a safetyculture point of view illustrates whythese issues are so problematic and verydifficult to control.

It’s Fun, It Still WorksNTSB analysis pointed out that

intentional non-compliance is animportant accident contr ibutor .Why do pilots not follow the rules?Because it seems fun - and it stillworks. Sometimes, it’s not fun, butit saves time. Thus, it is perceivedto serve the higher purpose of com-pany well-being and customer satis-faction.

Pressure from other crewmembers,the company and the customerscould lead to a “can-do” attitudewhere the intentional violations willbe mental ly justi f ied as beingrewarding.

It seems that a lot of this is theresult of a learning process wherewrong behavior has been success-fu l , i .e . the reward has beenobtained without negative conse-quences. If this behavior is appliedonce, and no negative consequencesare experienced, then the successrate is 100 percent. Through repeat-ed application, the individual buildsup positive experiences that further


FREE TO COMPLY

RELIEFDuring

positioning

flights, pilots

often feel a

sense of relief

and relaxation.

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


validate the theory-in-use to thepoint where it may become a habitand is executed without consciousreflection and thought.

Organizational Culture ModelingAccording to a widely accepted

model of organizational culture, thereare three levels at which culture canmanifest itself: artifacts, norms andvalues, and finally learned behaviors.1 A level termed “artifacts” encompass-es the observable manifestation of cul-ture in an organization. With regardsto the non-compliance with proce-dures and regulations that we arelooking at here, behavior of flight crewthat consciously or unintentionally vio-late the rules.2 One factor that influences the actualbehavior of the crew is the elements ofan organization’s culture that are onthe “norms and values” level. Thislevel includes the written policies andrules of the organization, i.e. theemphasis that the organization places

on the value of the rules and on thenorms that should be applied by allemployees with respect to the rules. Itis quite obvious, though, that theremay be a discrepancy between thevalue that organizations (claim to)place on those norms, and the person-al conviction of importance that anyemployee places on them.3 A main reason may be found in thefact that overt behavior as well as theespoused values, are influenced by theunderlying basic assumptions as to“how things work”. At this third levelof the culture model these theories-in-use are deeply ingrained learned

behaviors that have been absorbedand are being applied mostly uncon-sciously, i.e. the individual may noteven be able to explain “why” he hasdone something.

Break the Vicious CycleOne cure of the urge of pilots to have

fun or be excessively company mindedis positive peer pressure and negativeconsequences for a certain type ofundesired behavior.

Changing the theory-in-use is verydifficult, in particular once it has beenallowed to develop to the point whereit has become part of the organization-al culture.

A management that understandsthese mechanisms may recognizethat timely (re)action is necessary tobreak the vicious cycle of negativebehavior and apparent positive out-come. Having previously done theaction without a negative result mayallow the pilot to expect success andsimply reinforces this behavior. The

negative behavior will also be rein-forced by a lack of negative peer pres-sure from the other colleague or pas-sengers.

Attempts to break the cycle may beeffective at several stages. A centralissue is to ensure that the undesiredbehavior is not experienced to be suc-cessful and rewarding. This could, forexample, be in the form of a FlightData Monitoring program that isbased on the expressed norm that ahigh value is placed on maintaining ahigh level of professionalism, and thatdisregard of the stated norms is notaccepted. The element “reaction”

would then be a consequence that thebehavior results in.

A more desirable situation is whensuch a high level of professionalism isalready a firmly established andshared basic assumption in the organi-zation. In this case there would bepeer pressure on the individual whodoes not share the common valuesand norms, i.e. the culture.

Just CultureIt is paramount that organizations

and individuals alike adopt strategiesaimed at avoiding these factors, partic-ularly during positioning flights.

Far from the criminalization oferrors, positive behaviors should berewarded while intentional non-com-pliances should be dealt with the nec-essary determination in order to avoidthe “Reward” effect.

Hence, true freedom is the freedomto comply with safe operating prac-tices, at all times.

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) con-sultancy (IS-BAO, IOSA), manualdevelopment and process engineering.He can be reached at [email protected] or +41-79 44244 89. His column, Safety Senseappears regularly in BARTInternational.

✈

FAILUREAccident

reports

identify crew

disregard for

standard

operating

procedures.

By Aof ie O ’Su l l i van

Are you an aircraft

management company with

employees or consultants

based in the UK? Does your

company hire the services of a

UK based pilot to fly your

corporate aircraft? Are you a

manufacturer with an

approved maintenance facility

in the UK? Do your brokers or

aircraft sales agents base any

part of their business out of the

UK? Does your company (or

anyone associated with your

company) offer commissions,

bribes, hospitality and goodwill

gestures in return for services?

Has your business ever

facilitated or been aware of a

broker or agent commission in

the sale of an aircraft, which

was not, made known to seller

or buyer? Have you ever

bought and sold an aircraft as

a ‘back to back’ deal?

I

f so, read on - you will be directlyaffected by new changes in UKanti-corruption legislation.

The UK Government has passed leg-islation, which is effectively the coun-try’s first major overhaul of anti-cor-ruption legislation in over 100 years.The changes will bring the UK intoline with the Organization forEconomic Co-operation andDevelopment’s (OECD) recommenda-tions in dealing with bribery and cor-ruption.

The Bribery Act 2010 was passed inApril 2010 and is due to come intoforce in April 2011. The Act is animportant one, and not just for UK-based businesses. The Act will intro-duce changes in the law that will sig-nificantly impact conduct of businessboth in the UK and abroad.

The Act creates a new strict liabili-ty offence of fai l ing to preventbribery. An organization will onlyhave a defense to this if it can showthat it had implemented “adequate”anti-corruption compliance proce-dures. More so, the scope of the Actis extensive and has signif icantreach beyond the UK.

Bribery Offences

The four new offences can be sum-marized as follows:

Bribing Another PersonIt will be an offence to offer or give a

financial or other advantage to a per-son❍ With the intention of inducing

them to behave improperly;❍ As a reward for that person to

behave improperly; and❍ Knowing or believing that the

recipient’s acceptance of the “advan-tage” would constitute improperbehaviors.

Being BribedIt will be an offence to receive a bribe

if the person receiving it agrees to orreceives an ‘advantage’ to act in animproper manner. The offence occurswhere the bribe is either paid directlyor through a third party. In manycases it does not even matter if therecipient knows that his or her accep-tance would constitute a bribe.

Bribery of Foreign Public OfficialsIt will be an offence to offer or give

any advantage to a foreign public offi-cial with the intention of influencing


PUTTING THE BRIBERY ACT 2010

INTO AN AVIATION CONTEXT

SUSPICIONIf you parade an

extravagant life

style you might

be suspected of

being bribed.

T H E D O C K E T B R I B E R Y A C T 2 0 1 0


SANCTIONA director

convicted of

bribery can be

disqualified from

holding a

director position

for up to

15 years.

them in their capacity as a public offi-cial and to obtain or retain business ora business advantage from them.There is no requirement under thisheading for the advantage to be‘improper’ and there is a guardedexemption where the law permits pay-ments to officials.

Failure of Commercial Organizationsto Prevent Bribery

A company or a partnership will beautomatically liable for any bribeoffered or given in connection with itsbusiness unless it can show that it hasin place adequate proceduresdesigned to prevent bribery.

Who Does the Act Apply to?The Act is far-reaching and extends to

cover bribery committed worldwide byindividuals who are UK nationals or areordinarily resident in the UK, as well asorganizations that conduct some por-tion of their business in the UK. TheSerious Fraud Office (SFO) will be ableto take a more wide-ranging approachto investigating and prosecuting corpo-rations and individuals involved in cor-ruptive practices in the UK and abroad.It is also likely that an SFO investiga-tion may increase the risk of parallelinvestigations in other jurisdictionswith countries that have a close work-ing relationship to the UK (e.g. theUS). In fact, US companies with a pres-ence in the UK will now not only haveto comply with their local ForeignCorrupt Practices Act (FCPA), but willalso need to comply with the BriberyAct, which is more extensive.

For businesses, the new corpo-rate offence will make companiesliable i f anyone acting under itsauthor i ty commits a br iberyof fence , inc lud ing employees ,agents, subsidiaries, partners andconsultants.

Furthermore, the offence does notneed to take place in the UK. So com-panies that have a UK office or operate

in the UK or even simply hire a UKresident will be liable under this Act.All that is needed is a UK presence.

The offence is a strict liability offence– meaning there is no need to provenegligence or the involvement andguilt of the company.

What are the SanctionsUnder the Act?

Convictions under the Act includejail and/or unlimited fines for indi-viduals. Companies can receiveunlimited fines that are likely to besubstantial. The recent case of R vInnospec in the Crown Court set outsome guidance on the scale of finesfor corruption offences. As an indica-tion of the judiciary’s approach tosuch offences, Lord Justice Thomascommented: “The courts have a dutyto impose penalties appropriate tothe serious level of criminality thatare characteristic of this offence. Forexample, one of its many effects is todistort competition; the level of finesin cartel cases is now very substan-tial and measured in the tens of mil-lions. It is self-evident that corrup-tion is much more serious in terms

of both culpabil i ty and harmcaused.”

‘Senior officers’ (which is broadlydefined and will include directors andkey management; possibly even shad-ow or non-executive directors) canalso be convicted of an offence wherethey are deemed to have given theirconsent or connivance to giving orreceiving a bribe or bribing a foreign

public official. Importantly, it is possi-ble that omitting to act might beregarded as consent or connivanceand lead to prosecutions, fines and/orimprisonment. A director convicted ofa bribery offence is also likely to bedisqualified from holding a directorposition for up to 15 years.

What Should Companies Do?A company commits an offence if a

person associated with i t bribesanother person for that company’sbenefit . ‘Associat ion’ is looselydefined to include people who per-form services for or on behalf of thecompany, regardless of the capacityin which they do so. It does not stopat your employees and will includeagents, consultants and suppliers.The only way to avoid criminal liabil-ity under the Act is for companies toestablish a system of ‘adequate pro-cedures’ designed to preventbribery.

The term ‘adequate procedures’ isnot defined in the Act, but is currentlyundergoing a consultation process, theresults of which will be published asguidelines in early 2011.


The essence of the guidelines is sixbasic principles designed to give com-mercial organizations a basis for plan-ning and implementing their regime tocombat corruption. These principlesmust be followed and be in place byApril 2011:

Principle 1: Risk AssessmentConduct a risk assessment on your

global business and identify areas ofhigh risk. Do you operate in countrieswhere corruption is perceived to behigh (e.g. Africa, Russia, and India)?The World Bank provides up-to-datedata on corruption risks in its

Worldwide Governance Indicatorswebsite. Transparency International isa non-governmental organization thatsets out corruption risks in countriesaround the world.

Do you interact with public officialsand do you provide corporate hospital-ity as a way of encouraging businesswith your company? Do you make useof agents in high-risk jurisdictions anddo they ever tender for business?What processes do you have in placeto ensure these people are not engag-ing in corruptive practices? Do youhave commission agreements and dothey include warranties and undertak-ings from the various parties as to anti-corruptive compliance?

Conduct a group-wide survey ofemployees and officers of the compa-ny in positions where they may beexposed to bribery.

Principle 2: Top Level CommitmentImmediately issue a clear statement

of anti-corruption culture at the high-est levels of management. Stick to itand ensure the message is not onlygiven, but also shown to be followed –lead by example. The anti-corruptionstatement should be clearly publishedand accessible, both internally andexternally. Put it on your website andclearly state your zero toleranceapproach to corruption.

Principle 3: Due DiligencePut in place processes for auditing

the anti-corruption program at all lev-els. Carry out an audit regularly – spot-check arrangements with suppliersand brokers. Are your sales teamsaware of their duties? Are they report-ing back, and is your response teameffective in dealing with the reports?

Review your contracts and assess thestructure you have in place forappointing agents, the purpose of theirappointment and the way they areremunerated. Appoint a complianceofficer.

Clear, Practical and AccessiblePolicies and Procedures

Ensure all persons associated withyour business are aware of your stanceand have a system of reporting inplace. Train staff and update them reg-ularly on anti-corruptive practices.Make clear statements about yourcompany’s stance on gifts and hospital-ity, payments to advisers and agents,

and political contributions. Check yourstance on paying officials simply tosecure the performance of their nor-mal duties (e.g. granting a license).These acts are commonplace aroundthe world, but may now constitute anoffence under the Act.

Effective ImplementationYour system should include a

process for investigating reports andset out your strategy on disciplinaryaction. Incorporate this strategy inyour commercial contracts at all levels- employee contracts, pilot and crewarrangements, service and supplyarrangements, sales and managementagreements, etc.

ConclusionAll of the above aside, a reasonable

and measured approach needs to betaken towards any sensible riskassessment. Just because someone ispaid a commission does not makeyour company guilty of corruption.Yes, your company will be guilty ifyour sales brokers agree to pay back-handers to chief pilots to ensure theiremployer buys your aircraft.However, you don’t have to stop tak-ing clients and customers out tolunch to discuss business – the lunchbeing on board a private jet toMonaco may be a step too far, butplease put it all in context – therequirement under the bribingoffences is an element of ‘improperbehavior’. Take a reasoned and sys-tematic approach to your compliancestrategy, but above all else, makesure you implement it and ensure thatit doesn’t sit on the shelf gatheringdust.

Aoife O’Sullivan is a partner in theAircraft Finance Department at Gatesand Partners, London. Gates andPartners is an aviation specialist lawfirm with offices in London, Singapore,Paris and Brussels. The firm wasrecently voted one of the top ten lawfirms in the world by Air FinanceJournal 2010 and was granted aFinance Monthly Global Award forAchievement 2010 as Aerospace LawFirm of the Year – UK. [email protected]: 0844 692 4966 M: 07709 432 350

PENALTYConvictions

under the Act

include jail

and/or unlimited

fines.

T H E D O C K E T B R I B E R Y A C T 2 0 1 0

✈

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.

In London:

Gates and Partners5th Floor, Capital House85 King William StreetLondon EC4N 7BLUnited KingdomT: +44(0)844 692 4900F: +44(0)844 692 4901E: [email protected]

In Singapore:

Gates and Partners9 Temasek Boulevard42-03 Suntec Tower 2Singapore 038989T: +65 688 44600F: +65 688 44655E: [email protected]

In Paris:

Gates and Partners30 Rue de Lisbonne75008 ParisFranceTel: +33 1 4289 1077Fax: +33 1 4289 0697E: [email protected]

www.gatesandpartners.com

By Marc Grang ier

According to Pat Cunningham,

chairman of the NBAA Board of

Directors, the mood at the

Association’s 63rd Annual

Meeting & Convention, which

took place mid October in

Atlanta, was “upbeat”.

Acknowledging that no one

was expecting a rapid

recovery from current

economic conditions, he said

there were several positive

signs for an industry that has

faced numerous serious

challenges over the past two

years. To prove this, many new

programs were unveiled during

the show.

Bombardier introduced two newjets, the Global 7000 and Global 8000aircraft. Steve Ridolfi, President,Bombardier Business Aircraft,explained to BART that the Global7000 features a four-zone cabin, with avolume of 2,637 cu. ft. (74.67 cu. M).The aircraft will have a high-speedcruise of M 0.90 and a range of 7,300nm (13,520 km) at M 0.85. It will flyLondon-Singapore, New York-Dubaior Beijing-Washington non-stop with10 passengers. Entry into service isscheduled for 2016.

Concerning the Global 8000, Ridolfisaid it will fly farther than any otherbusiness jet, thanks to a range of 7,900nm (14,631 km) at M 0.85. It will con-nect Sydney-Los Angeles or HongKong-New York non-stop with eightpassengers. The Global 8000 jet willreach a high-speed cruise of M 0.90.Entry into service is scheduled for2017.

Bombardier’s new Global aircraft willfeature an all-new high-speed transon-ic wing, combined with next-genera-tion GE TechX 16,500 lb- thrust-engines to deliver significant efficien-cy and emissions advantages. Both air-craft will be priced at $65M (2010value).

Cessna Aircraft announced thelaunch of the Citation Ten, a larger,advanced version of the Citation X. Italso marks the debut of the GarminG5000 avionics suite (see below) andfeatures more powerful and more effi-cient Rolls-Royce engines. JackPelton, Cessna Chairman, Presidentand CEO, disclosed that the firstflight of the new Citation Ten will bein late 2011, with certification andfirst delivery in 2013. The aircraft,which is priced $21.495M (2010), fea-tures a 15-inch longer fuselage,winglets, a new electrical system,dual lithium-ion batteries, new avion-ics, autothrottle, a redesigned cabin

with new interior seats and cabinappointments, and a proprietary fiberoptic-based cabin management sys-tem.

Performance is also enhanced with a211nm increase in range at high-speedcruise, a 214-pound increase in maxi-mum payload and a faster rate of climbdirect to 45,000 feet. The Citation Tenwill use a pair of new Rolls-Royce AE3007C2 high-flow-fan turbines, eachrated at 7,034 pounds of thrust. Thiswill give the aircraft a four percentimprovement in takeoff thrust, ninepercent improvement in climb perfor-mance, seven percent improvement incruise thrust and an additional 1.4 per-cent improvement in specific fuel con-


NBAA 2010 - AN UPBEAT MOOD

LAUNCHThe Mustang

High Sierra

edition and the

Bombardier

Global 7000 and

8000 were

introduced in

Atlanta.

R E P O R T N B A A


INDUCTIONCessna

introduced The

Ten, a larger

version of the

Citation X. The

Hawker 200,

evolving from the

Premier II, and

the King Air 250

are HBC

novelties.

sumption. The Citation Ten will usethe integrated Garmin G5000 avionicssuite that centers on three 14-inchLCD primary and multifunction dis-plays and four touch-screen controlpanels.Hawker Beechcraft Corporation

(HBC) launched the newest memberof its Hawker lineup, the Hawker 200.Evolving from the Premier II pro-gram, the Hawker 200 has the samesegment characteristics and perfor-mance, but now comes with morecapability. “We’ve spent the last 18months gathering input from light jetcustomers around the world,” saidShawn Vick, HBC executive vicepresident. “Not surprisingly, they reit-erated their desire to go fast, high

and far, all in comfort and as efficient-ly as possible. Based upon theseinputs, we have made the Hawker200. The aircraft will fly at 450 knotsand 43,000 feet, all for a low operatingcost per mile and a low purchaseprice: $7.55M”.

The aircraft is scheduled to enterservice in 2012.

Hawker Beechcraft also introducedits newest product, the King Air 250,which features BLR Aerospace com-posite winglets, composite propellers,and engine induction modifications toincrease performance. At max grosstakeoff weight, the takeoff distanceover a 50-foot obstacle is only 2,111feet from sea level airports, which is400 feet shorter than the B200GT.Hot/high takeoff performance hasalso been improved. Certification isscheduled for the end of the year, withfirst deliveries planned for the secondquarter of 2011.

China being a top priority forDassault Aviation, as was stressed atthe Convention by its CEO CharlesEdelstenne, the company mentionedthat it had recently signed an agree-ment adding Shanghai Hawker PacificBusiness Aviation Service Center tothe Falcon Authorized Service CenterNetwork (ASC). The new service cen-ter, at the Hongqiao InternationalAirport (ZSSS), was scheduled tocome fully online within six months. AFalcon GoTeam, however, is alreadypositioned on-site and ready to providesupport for Falcon operators in theregion. The new Shanghai service cen-ter is expected to receive its Part 145Repair Station Certification from both


the US and Chinese airworthinessauthorities by April of 2011, and willbe capable of servicing Falcon 900,2000 and 7X aircraft. A Beijing ASCwas expected to be announced by theend of the year to accommodate agrowing regionally based Falcon fleetas well as increased transient traffic.

Concerning the future Super Midsize(SMS) twinjet, Edelstenne only dis-closed that this was “an on-going pro-gram”. The design has been frozen, a4-D mock-up has been realized andsystems development is on its way.

Gulfstream Aerospace announcedin Atlanta that it had improved the pay-load-carrying capability and perfor-mance of its large-cabin, long-rangeG450. By increasing the aircraft’s maxi-mum takeoff (MTOW) and maximumramp weight (MRW), a 700-pound (318kg) weight increase in the payload withfull fuel - from 1,800 (816 kg) to 2,500pounds (1,134 kg) - is possible. TheMTOW is now 74,600 pounds (33,838kg), while the MRW is 75,000 (34,019kg). The benefit of this enhancementis the G450’s ability to now carry 12

DEBUTThe Gulfstream

G250 made its

arrival in Atlanta

after a 6192nm

flight from

Tel Aviv.

R E P O R T N B A A

PROGRESSDassault

exhibited its

newly certified

900LX. Dassault

Falcon CEO

Charles

Edelstenne

stressed that

China was a top

priority for the

company.


ALTAIRECockpit of the

single PiperJet

(top). Piper

Executive VP

Randy Groom

announced a

a larger, round

fuselage design,

more cabin

space and a new

name for the

PiperJet Altaire.

passengers with a maximum fuel load.For a payload of 12 passengers travel-ing at the long-range cruise speed ofMach 0.80, the G450’s range is 4,270nautical miles (7,908 km), up from4,170 (7,723 km). Powered by twoRolls-Royce Tay Mk 611-8C engines,the aircraft’s range with eight passen-gers traveling at Mach 0.80 remains at4,350 nautical miles (8,061 km).

“The extra weight gives the aircraftmore flexibility and addresses theneed of operators to carry more pas-sengers and baggage,” said PresHenne, Gulfstream senior vice presi-dent, Programs, Engineering andTest. Gulfstream will incorporate themodification in production aircraftbeginning in the first quarter of 2011.In-service aircraft can be modifiedthrough an aircraft service change(ASC).Piper Aircraft announced that its

single-engine very light business jetwill be getting a much larger roundfuselage design to give a more spa-cious cabin. The single-pilot PiperJetAltaire, as it is now named, wasunveiled in Atlanta. “We wanted togive our customers a roomier light jetthat incorporates a scalable designpaving the way for a future family ofbusiness jets,” said Piper CEOGeoffrey Berger.

The new PiperJet features a larger,redesigned round fuselage mountedon top of an expanded-chord wing,with a shorter vertical empennagelocated slightly aft atop an elongatedengine nacelle. Price point for theAltaire is $2.5M, with a typicallyequipped aircraft priced at $2.6M. TheAltaire will cost an average of 25 per-cent less to operate per hour thancomparable production very light jets,said Berger. Its cabin will be nineinches taller and four inches widerthan the previous design. PiperJetAltaire improvements are based uponthe baseline proof of concept PiperJet,which has flown more than 375 flighttest hours.

The new Piper jet will seat six pas-sengers with an optional seventh seatlocated across the aisle from the entrydoor. A lavatory will be interchange-able for that seat. Altaire maximumrange is targeted at 1,300 nauticalmiles with a maximum cruise speedplanned at 360 knots. The first proto-type will begin flying in 2012.Certification and first customer deliv-eries are planned for 2014. The air-

plane will be equipped with GarminG3000 avionics.Daher Socata , which had been

working for some time on an add-on toits TBM 850, confirmed to have signedan exclusive agreement with AlliedAviation Technologies, which ownsthe assets of the SPn jet program,stopped since the bankruptcy of Grobin November 2008. The French manu-facturer will evaluate an all-composite,twinjet aircraft program based on theSPn platform aircraft. Before goingbankrupt, Grob mentioned it hadsome 100 orders for the SPn, thenpriced at $7.7M.

Piaggio Aero announced that theirP.180 Avanti and Avanti II aircraftfleet has passed the significant land-mark of 500,000 flight hours. TheP.180 Avanti world fleet is composedof 203 aircraft (+ 4 prototypes). In itstwo versions - the “Avanti”, certifiedin 1990, and the Avanti II, certified in2005 - the P.180s have flown morethan half a million flight hours as ofSeptember 2010, said CEO AlbertoGalassi. The largest fleet of P.180 air-craft is owned by the fractional own-ership company Avantair, whoserecords show that its fleet of 55 P.180aircraft has flown more than 225,500hours and average more than 120flight hours a month per aircraft.Honeywell , which was the first

avionics company to bring a certifiedsynthetic vision system to businessaircraft, told BART that it was now fly-ing Enhanced Vision Systems infraredtechnology integrated with syntheticvision on a test aircraft to develop thefuture version of the SmartView syn-thetic vision. It is expected the blend-ed synthetic vision and infrared tech-nologies will provide pilots with evengreater situational awareness at nightor in low-visibility conditions. This vastimprovement could eventually chal-lenge today’s taxi, takeoff and landingminimums and provide greater operat-ing flexibilities, said Chad Cundiff,Honeywell Aerospace vice president ofCrew Interface products.


Honeywell’s SmartView, recognizedas a breakthrough in flight crew inter-face technology, provides pilots with aclear depiction of the terrain andpotential obstacles exactly as theywould see them looking out the cock-pit windscreen, regardless of outsideweather conditions. Integrating real-time forward-looking data from aninfrared camera onto the SmartViewdisplay adds an advanced level of out-side terrain details to improve thesense of motion, enhance detection ofthe runway environment at night andin bad weather to reveal obstacles inthe plane’s path.

“Initial flight tests indicate pilotsappreciate the addition of the infraredimagery on the flight display and itaids in detecting the runway lights andapproach environment during reducedvisibility flying,” Cundiff said.Honeywell’s evaluation of the forward-looking infrared display so far includesmore than 20 hours of flight tests,more than 50 approaches in day andnight instrument and visual flying con-ditions.Garmin International mentioned

at NBAA that it is developing a newintegrated flight deck for the Part 25business jet market. The GarminG5000 (Cessna was the first manufac-turer to announce it had chosen it for

its new Citation Ten) is designedspecifically for crew-flown turbine air-craft and combines a dual multi-sen-sor fl ight management system(FMS), touch screen vehicle manage-ment units, and multi-pane cockpitdisplays. These widescreen displayswith touch screen controls give pilotsmore useful information at their fin-gertips than ever before, including:worldwide weather, Garmin’s synthet-ic vision technology (SVT), aircraftsynoptics, electronic flight charts, andmore, said Gary Kelley, vice presi-dent of marketing. The G5000 fea-tures WXGA high resolution, wideaspect ratio (12-inch or 14-inch diago-nal) primary flight displays (PFD)and multi-function displays (MFD). Itis expected to satisfy the global oper-ational requirements of emergingNextGen (Next Generation for US air-space) and SESAR (Single EuropeanSky ATM Research) initiatives.Garmin expects to receive TSO certi-fication in 2012.

At NBAA, Jet Aviation launched its“JetStart” program, designed to enablefirst time buyers to enjoy the benefitsof aircraft ownership from day one.The services include all preparationsto ensure compliance with the FAAregulations, permits and authoriza-tions, flight department processes to

support all mission requirements andaircraft preparation for flights in accor-dance with the owner’s personalrequirements. It also offers ad hoc ser-vices that can be integrated into thepackage to support the owner’s specif-ic operational objectives. These ser-vices include: pre-buy inspection, air-craft conformity checks, completionmonitoring, personnel recruitment,Part 135 services (partner program),flight following, maintenance planningand tracking, consulting and auditingservices. To lead the new “JetStart”division, Jet Aviation announced theappointment of Chris Wheeler, whojoined Jet Aviation in 1995 and sinceheld several managerial positions with-in the company.Embraer and NetJets announced

they have signed a purchase agree-ment for 50 Phenom 300 executivejets, plus 75 options. The total value ofthe deal may exceed $1 billion, at cur-rent list price. Specially developed forNetJets, the Phenom 300 PlatinumEdition will feature technology andcomfort based on the requirements ofNetJets’ fractional share owners.Deliveries of the new aircraft arescheduled to begin in 2013. They willjoin NetJets’ existing worldwide fleetof over 800 light, midsize, and large-cabin aircraft.

DEALEmbraer and

NetJets

announced they

have signed a

purchase

agreement for 50

Phenom 300

executive jets,

plus 75 options.

R E P O R T N B A A


PLATINIUMJSSI CEO Louis

C. Seno (left)

announced two

new engine

maintenance

programs.

Veteran Bryan

Moss (right)

joined the newly

formed JSSI

Advisory Board.

Aircell highlighted the role playedby the new generation of inflightInternet services. The past two yearshave seen a meteoric rise in adoptionfor Aircell’s Gogo Biz and GogoInflight Internet services. BeforeAircell launched Gogo in mid-2008,there were an estimated 200 businessand airline aircraft worldwideequipped with a true high speedInternet connection. Today, after justover a year in the Business Aviationmarket, shipments and orders forGogo Biz are already approaching1,000 units.

“Inflight Internet is a prime exampleof what companies are doing tocounter the effects of the current econ-omy,” said John Wade, Aircell’sExecutive Vice President and GeneralManager. “With corporate investmentstill being curtailed in many areas, therapid adoption of these servicesspeaks directly to the value companiesplace on keeping their employees con-nected and productive while they fly.”

Aircell also announced that ship-ments were imminent for its new AVI-ATOR 200 SwiftBroadband solution.With reduced antenna size andincreased affordability, this new sys-tem makes satellite-based connectivitypractical for a whole new segment ofthe industry, including light jets andturboprops.Jet Support Services, Inc. (JSSI)

announced the introduction of twonew engine programs and a new cov-erage enhancement to meet the grow-ing maintenance and service require-ments of their clients. The PlatiniumEngine Maintenance Program isdesigned specifically for owners and

operators of large cabin aircraft. It cov-ers Rolls-Royce BR710, Tay 611-8, 611-8C and AE3007A1E engines, as well asGE-CF34-1A, 3A, 3A1, 3A2, 3B and10E7 engines. Clients enrolling theirengines on the Platinum Program willreceive comprehensive coverage forscheduled and unscheduled enginemaintenance and additional coveragefor Removal and Replacement (R&R)and shipping. Clients have the optionto add coverage for scheduled repairand replacement of Life LimitedComponents, as well as routine inspec-tions.

Concerning the new JSSIUnscheduled Program, it protectsclients from unforeseen and some-times costly maintenance expenses atan affordable rate. Kandi Spangler,Vice President of Marketing for JSSI,also announced a new offering ofMember Privileges through vendors,

which currently include Avfuel, CareyLimousine, Duncan Aviation, Embry-Riddle Aeronautical University andGlobal Jet Services.

Ascend Flight Information Solutions- a suite of flight support, maintenanceoperation and cabin services - wasintroduced by Rockwell Collins atthe show. “This suite provides accessto a full range of flight department ser-vices from a single provider,” saidSteve Timm, vice president and gener-al manager, Information Managementfor Rockwell Collins CommercialSystems business unit. He explainedthat in the current environment, flightoperations managers are dependenton multiple sources to plan differentaspects of a trip. Ascend integratesthose services together and synchro-nizes them between the aircraft andflight department. Ascend solutionsinclude: flight planning and filing,

concierge services, fuel services andweather updates; automatic data trans-fer of navigation, terrain, graphicalweather and other flight deck databas-es; maintenance diagnostics, etc.

“Our acquisition of Air RoutingInternational in January was a keyenabler to the creation of Ascend,which continues the expansion ofRockwell Collins’ offerings to comple-ment our avionics and cabin sys-tems,” added Timm. “We are bring-ing even more value to these cus-tomers with a broader set of servicesthat will continue to evolve in theyears to come.”

✈

By Marc Grang ier

A

ccording to Paul Deherrera,Universal Avionics’ ChiefOperating Officer, the company

has weathered the recent marketdownturn rather well. It never laid offa single employee, thanks to the factthat its OEM market has grown overthe course of the year, both interna-tionally and domestically. Even if theretrofit market has been slightly downsince 2009, on the whole, business hasbeen balanced.

At NBAA, the company celebratedthe delivery of its 20,000th FMS.Hubert L. Naimer, Universal’sfounder, originally conceived of amulti-sensor ‘master navigation sys-tem’ as early as 1976, and he formedUniversal Avionics to pursue thisvision. The company unveiled theindustry’s first FMS at the 1983 NBAAand the first customer delivery tookplace in March 1983, with dual FMSinstalled in a Dassault Falcon 50.

Since its foundation, the companyhas always looked towards new devel-opments. Deherrera specifically men-tioned its new Cockpit Voice andFlight Data Recorder (CVFDR) withinternal Recorder Independent PowerSupply (RIPS) capability, which will bemandatory for new aircraft deliveriesstarting in 2011. Available since least

year, this CVFDR provides a back-uppower source, allowing for up to 10minutes of data recording time after apower failure. The system also meetsemerging requirements for cockpitvoice and digital flight data recordingper the National Transportation SafetyBoard (NTSB) and newest FAA TSOs.

“RIPS is one of most wanted aviationsafety improvements. We are verypleased to now offer the first solutionto accommodate this 10 minute powerrequirement after a power loss withoutthe headache of maintaining batter-ies,” said Deherrera.

The NTSB lists this back-up powersource capability on its transportationsafety improvements “10 Most WantedList”, as well as two-hour cockpit audiorecording capability. The CVFDR sup-ports 25 hours of flight data recordingand interfaces with data downloadertools, allowing for the quick downloadof data from virtually any aircraftbetween flights. Universal Avionics’CVFDR also incorporates an Ethernetinterface for on-aircraft flight datadownloading. Boltdown mountingeliminates extra weight and cost ofrack trays. Weighing less than ninepounds, the CVFDR combo unit isfour pounds lighter than Universal’sCVR-30/120 for fuel-cost savings.

Synthetic Vision

Another niche where UniversalAvionics has been very active is syn-thetic vision. According to Deherrera,Universal was the first company tooffer such systems for Part 25 aircraft.Its Vision-1 Egocentric system,designed for PFD (Primary FlightDisplay) and EADI applications, pro-vides the pilot with a perspective oflooking out the flight deck window.The dynamic VGA video output can bedisplayed on either the EFI-890R orthe MFD-640 navigation displays.Overlay of the flight plan from theFMS, along with deviation indicatorsand compass symbol with course andheading information, provides the pilotwith an increased level of situationawareness.

There are bright prospects for retro-fitting existing aircraft with syntheticvision systems, but also with newFMS. In this respect, the companyrecently carried out the modernizationprogram of a Dash 8, with EFI-890RFlat Panel Display systems. The pro-gram featured a five-panel EFI-890Rdisplay suite that included PrimaryFlight, Navigation and EngineDisplays, dual Vision-1 SyntheticVision, Radio Control Units and


WHEN NICHE BUSINESS

IS GOOD BUSINESS

SIMAvionics fixed-

base simulator at

the Universal

Avionics booth in

Atlanta.

P R O F I L E U N I V E R S A L A V I O N I C S


WAAS/SBAS-Flight ManagementSystems. Replacement of existingelectromechanical individual instru-ments with a single screen with dual-channel redundancy brought signifi-cant reduction in maintenance costsand back-up display. UniversalAvionics’ COO believes there aremany operators of existing Falcon900s, Falcon 50s, Beech King Air 350sand 90s that will be interested in thesetypes of retrofits, including a full flightdeck replacement.

Attitude HeadingReference Systems

Concerning AHRS (Attitude HeadingReference Systems), UniversalAvionics has developed a low-costsolution for next generation flightdecks. Last summer, it unveiled thestand-alone AHS-525, which is a solid-state AHRS system providing stableand accurate aircraft analog and digitalpitch, roll and heading measurements.The company designed the AHS- 525as a low-cost solution for next genera-tion flight decks and to seamlesslyreplace increasingly difficult-to-main-tain analog gyros. FAA TechnicalStandard Order was expected beforethe end of the year.

The AHS-525 incorporates Micro-electromechanical Systems (MEMS)-based technology, a system that com-bines the computational ability ofmicroelectronics with the acuity andcontrol of micro-sensors and micro-accelerometers. This solid-state con-struction, with no internal movableparts, reduces downtime and increas-es Mean Time Between Failure

(MTBF). The system integrates withflight deck displays, flight control sys-tems, flight management systems,weather radar, terrain awareness andwarning system, flight data recorderand a host of additional avionics sys-tems. When interfaced withUniversal’s Electronic FlightInformation System, data display andcontrol is managed directly throughthe EFI-890R Flat Panel Displays,without the need for additional head-ing control panels that clutter theflight deck. The unit’s compact sizelends flexibility to installation, withpossible mounting locations in pres-surized, non-pressurized, controlledand non-controlled temperature envi-ronments.

Looking for their NicheAccording to Dherrera, Universal

Avionics’ intention is not to competewith OEMs, but to look at niche prod-ucts and offer retrofit programs, whileat the same time building its ownsuite. Another very promising nicheprogram is related to the EurocontrolLink 2000+ program. Over the nextdecade, a range of measures will haveto be introduced to cope with theanticipated growth in the traffic inEurope. Initially, these will consist ofmodifications to route structures andthe arrangement of a number of sec-tors. However, these measures willproduce diminishing returns and thereis a limit to their effectiveness. Thus, itis recognized that new technologieswill have to be introduced into theATC process to meet the growingdemand.

Controller-pilot data-link-communica-tion (CPDLC) is one of the first suchnew technologies that can have adirect impact on ATC capacity. Forthis reason, Universal Avionics hasdeveloped its UL-801 UniLinkCommunications Management Unit(CMU), which will be available duringthe second quarter of 2011. It will pro-vide a two-way datalink designed tomeet the pilot’s needs for specific air-to-ground communications.

Using Universal’s FMS for controland display, UniLink will connectthe pilot with a selected ground-based service via VHF radio, satcomor digital telephone. All three com-munication mediums will be sup-ported. UniLink will be availablewith or without an internal VHFradio.

According to Deherrera, its versa-tile design will allow increased instal-lation flexibility and more features ata fraction of the size, weight and costof traditional systems. As the aero-space industry moves toward reduc-ing voice communications and closerto a “free flight” airspace environ-ment, the FMS-UniLink suite willprovide a growth path to take advan-tage of the evolving Communication,Navigation, Surveillance/Air TrafficManagement (CNS/ATM) routingand communication benefits oftomorrow. For this reason,Universal’s system should generatean important demand, because afterEurope, other countries will be onthe list.

✈

Universal Avionics COO Paul DeherreraWe don’t have the intention to compete with

OEMs, but we look at niche products and

offer retrofit programs

Another very promising program is related to

the Eurocontrol Link 2000+ program,

introduced to cope with the growth of

traffic in Europe

We never laid off a single employee, thanks

to the fact that our market has grown over the

course of the year,

internationally and domestically

From the new Gulfstream G650

simulator to an Extended

Advantage Program,

FlightSafety International had

lots to talk about at NBAA in

Atlanta. Executive Vice

President Eric Hinson sat down

with BART during the show.

BART: As we’re sitting here in thethick of NBAA, how’s NBAA going forFlightSafety?Hinson: It’s better than last year! Thereseems to be more optimism, more activi-ty – and flight departments are actuallyin attendance. That being said, there’sstill signs of challenges, as I don’t fore-see any real pickup in aircraft sales until2013. In other words, the market isgrowing, but we’re in a slow growth era.One exception is in helicopter training,as the market for offshore, EMS, etc.continues to show strength.BART: What are you doing to servethe growing helicopter sector?Hinson: We have recently introducedseveral new light helicopter trainingprograms including the EurocopterAS350, Bell 206 and Bell 407. We con-duct this training on new state-of-the -art Level 7 Fixed Training Devices(FTD’s) that incorporate our latestVital X visual systems. Customers areextremely impressed with the realismof our new visuals. We’ve even incor-porated NVG training capability on theAS-350. The light helicopter market isa new market for FlightSafety andcomplements the training we arealready conducting on mid-size andlarger helicopters through our part-nerships with Sikorsky and BellHelicopter. By year end we will alsobe adding a full motion Level D simu-lator for the Eurocopter EC-135. Thehelicopter market continues to growand the need for high quality trainingis growing right along with it.BART: But by no means are helicoptersshow-stoppers. The arrival of the G650

and G250 has also garnered significantattention – and opportunity forFlightSafety. Can you just touch uponyour relationship with these aircraft?Hinson: Along with many otherOEMs, FlightSafety International hasa long term partnership withGulfstream. We will be the authorizedtraining provider for both for the flag-ship G650 and the G250. Simulatorsfor both aircraft are in development,and we plan to start training for bothaircraft about a year from now.BART: Beyond the G650 and 250, thisweek there have been severalannouncements by OEMs releasingnew versions of old aircraft. How doesplay out from a training standpoint?Hinson: For derivative aircraft, some-times we can modify an existing simula-tor by updating it with new avionics,etc. In other cases the changes aremore significant and require a new ded-icated simulator. We work closelywith our OEM partners to ensure wehave the best possible training productfor any new program whether it’s aderivate design or clean sheet.Besides Gulfstream we are workingwith HondaJet, Embraer , Cessna, andHawker Beech on previouslyannounced new or derivative programs.BART: For FlightSafety, one of yourbig news items was regarding yourExtended Advantage Program. What’shappening there?Hinson: The Extended AdvantageProgram provides FlightSafetyCustomers with preferred access, dis-counts, and other benefits for many ofthe products and services that are nec-essary to operate a safe, efficient andhigh-quality flight operation and toassist with increasing operationalrequirements they face. It is availableto all FlightSafety customers and isaccessible via the MyFlightSafety.comwebsite. This program is anotherexample of how FlightSafety deliversthe exceptional value our customersdeserve and appreciate.

Companies selected to participate inthe program so far include, ARGUS -PRISM Safety Management System;PASSUR – Corporate FlightCoordination Solutions; AlertnessSolutions - Fatigue Alertness Training;SOLIDFX- FX8 electronic Jeppesenterminal chart and document manag-er; FlightRisk – Risk Assessment andflight planning tool; AbsoluteComputer Solutions - Electronic FlightBag (EFB) bundles and support;Onboard Data Systems (OBDS) -Electronic Checklist Customization &Update Service and ClipTraining -Microsoft Windows & Office onlinetraining.BART: The future seems to be moreand more about the added value acompany can provide. What else doesthe future hold for FlightSafetyInternational?Hinson: Customers appreciate a highquality training experience andFlightSafety is committed to continu-ously finding ways to improve ourproduct. We will continue to invest intechnology that improves our ability totrain pilots and maintenance person-nel. You will see FlightSafety position-ing itself to better serve the emergingmarkets. We will expand our trainingcoverage to better serve these newmarkets as our OEM partners sell agreater percentage of their aircraftoutside North America. As we expandinto new regions, we’ll also have tobalance our unique FlightSafety brandwith the various differences in culture.On the one hand, we pride ourselvesin the fact that you can go to anyFlightSafety facility and know what toexpect. On the other hand, each of ourfacilities has a unique, local feel. Wewill also be focusing more on mainte-nance training as increasing aircraftcomplexity and new regulatoryrequirements are driving moredemand for type specific training.


COMMITTED TO

TRAINING EXCELLENCE

GROWTHEric Hinson,

Executive Vice

President,

Flight Safety

International

says that the

company’s

market is

growing,

but at a slow

pace.

I N S I G H T F L I G H T S A F E T Y I N T E R N A T I O N A L

✈

GET ON BOARD.GET ONLINE.GET ON WITH LIFE.

With a global aircraft communications system from Aircell, you can now send and receive e-mail, make calls,and even surf the web. We offer a wide variety of network services, including SwiftBroadband and Iridiumalong with equipment options to meet your specific needs. All provide the very best in affordable, high qualityconnectivity, worldwide.

Stop by MEBA stand E212. Or contact Jean-Luc Rosenfeld at [email protected], or +41 (32) 841 2838.Find out how to get onboard and online, today.

©2010 Aircell Business Aviation Services LLC. All Rights reserved. Aircell, In Touch, In Flight is the registered trademark of Aircell Business Aviation Services LLC or its affiliates.

GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GEGEGEGETT ONLINE.ONLINE.ONLINE.ONLINE.ONLINE.ONLINE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.GET ON WITH LIFE.

Beechcraft KING AIR B200GT / WHY I FLY

Ask Lars Thrane if he flies any aircraftbesides a Beechcraft, and his answer is simple:

“No. Never thought about it.”

Power, dependability and performance in Europe’s most popular business aircraft1

.

LEARN MORE, VISIT HawkerBeechcraft.com/BeechcraftEUROPE, MIDDLE EAST & AFRICA +44 (0)1244.523.803ASIA-PACIFIC +852.3756.3755 UNITED STATES & THE AMERICAS 1.800.949.6640

With customers worldwide, Thrane & Thrane is a leader in mobile satellite communications.

So when Lars Thrane isn’t flying for pleasure, he’s fl ying between his company’s two facilities in

Denmark—and anywhere business takes him in Europe. His choice is a King Air B200GT. WHY?

“The only aircraft that satisfies all of our requirements is a King Air. From unimproved airstrips

to mountain fl ying, YOU CAN DO WHAT YOU WANT, WHENEVER YOU WANT. It’s a reliable

workhorse, so when developing our AVIATOR 200 aeronautical broadband system, I only con-

sidered the King Air to showcase our product.” And the King Air B200GT is one of the greenest

aircraft in its class, making Europe’s most popular business aircraft the most responsible choice.

1.PER EUROCONTROL STATISTICS AND FORECAST SERVICES (STAR FOUR) AIRCRAFT MOVEMENTS FOR THE PAST THREE CONSECUTIVE YEARS. ©2010 HAWKER BEECHCRAFT CORPORATION. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

130 DEC 2010-JAN 2011

BI-M

ON

TH

LY

/D

EC

2010

-JA

N20

11/

PO

ST

IN

GO

FF

IC

EB

E1380

LA

SN

E

EUROPE'S PREMIER BUSINESS AVIAT ION MAGAZINE

13

0 EST. 1988

Preview MEBA 2010

Bart International 130

Documents

Transcript of Bart International 130