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THE PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE

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FlightSafety: Enhancing Safety for Generations

Matt SimpsonChief Pilot

OUR FAMILY OF CUStOMeRS | A LetteR SeRIeS

to find out about the many benefits of being a FlightSafety Customer,please call Steve Gross, Vice President, Sales, at [email protected] • flightsafety.com • A Berkshire Hathaway company

FLIGHTSAFETY SIMPSON LETTER AD - BART INTERNATIONAL - JULY/AUGUST 2014 ISSUE - Trim: 8.25” w x 11.25” h Bleed: 8.5” w x 11.5” PDF/X-1a VIA EMAIL

REPORTING ON FATAL AIRCRAFT ACCIDENTSis always a distressing exercise. It grieves to writeabout casualties especially when they involveyoung parents. But conclusions must be drawnand lessons must be learned. Therefore it�sappropriate and necessary to learn from otherpeople�s mistakes.

Last October, ten skydivers aged between 22and 71 years old gathered in Belgium at the EBNMPara Club for the occasion of an initiatory flightthey were offering as a birthday present to atenderfoot female companion. They all boardedthe Pilatus PC-6 Turbo Porter and ten minutesafter take-off, the plane disintegrated at 5,100ft.As usual the local papers printed the standard,banal eyewitness reports: �I heard the enginemisfiring followed by a strident bang and I saw theplane falling� or �I saw a wing hurting the groundduring the previous rotation�. A lot of commentswere also publicized in the press, the majority ofthem pointing towards the airplane, which hadbeen recently overhauled. They were alsospeculating about similar previous PC-6 crashes inFrance and Spain, suggesting a recurrent corrosionproblem on the wing of the Porter.

In the meantime, the result on theinvestigation released by the Air AccidentInvestigation Unit concluded that the tragedy wasthe consequence of a brutal rupture of the wingresulting from the pilot having performed a barrelroll with a full load of unattached skydivers, in aplane that is not fit to perform aerobaticmaneuvers. There were only 22 seconds

between the entire movement and the impact.This conclusion rules all technical flaws. It wasn�tdue to corrosion or a fatigue, it was just thatflight!

Unfortunately, this kind of performance iscommon at many drop zones where pilotsregularly perform 30 rotations per day in anexciting environment. Sometimes the pilotsdecide to create some extra excitement for theskydivers, which in this case were in festivespirits. Performing aerobatics in an airplane(old or new) that is not approved for suchmaneuvers is never a good idea, whether it�s ingeneral aviation, a business aircraft or an airliner.

In November 23, 1988, a Partenavia P-68 with300 hours of total time was being flown in anaerobatic demo in Plainview, Texas. The pilotpulled into a loop, intending to do a Cuban eight.He completed half of it, then in a perfectlystraight and level flight � at high speed � hiswings separated so simultaneously that it lookedthat they had been blown off with explosives.The aircraft plunged to the ground killing the 24-year-pilot instantly.

It�s difficult to compare these cases withunalike aircraft, different circumstances andnumber of fatalities but the lesson should be thesame. Both create a distorted, fun-and-gameimage of aviation, which is ill deserved.Expensive aircraft are produced for differentmode of transportation, not to crash whileperforming maneuvers for which they are notdesigned.

From the Editor

�Without discipline, there is no life at all�Katherine Hepburn

THE SUREST TEST OF DISCIPLINE IS ITS ABSENCE

C O N T E N T S28

LABACE SHOWCASES BIZAV POTENTIALIn this exclusive preview we look at OEMs, MROs,

Training Organizations and Operators takingon the Latin American lucrative market.

40FARNBOROUGH FIGHTS BACK

In advance of the Farnborough Airshow, we lookat how resilient UK operators are navigating a

difficult economy.

50FULL SPEED AHEAD FOR CABIN ELECTRONICS

BART New York Editor Kirby Harrison looks at thelatest developments, and Steve Nichols reports

from a successful Hamburg Interiors Show.

58THE SUPERSONIC DREAM LIVES ON

Supersonic Business Aviation has inspirednumerous aircraft programs. Kirby Harrison looksat Business Aviation�s most serious contenders.

64EBACE REBOUNDS

With a healthy number of orders and newaircraft announcements, EBACE showed

Europe�s potential once again.

70RUMBLING IN THE DISTANCE

BART Training Editor LeRoy Cook lays out the bestpractices for avoiding dangerous weather.

72MAINTENANCE MATTERS

Diagnostic maintenance technology is helpingCessna operators across the world.

Our MRO editor Bernard Fitzsimons reports.

78PILOTS ON THE ALERT

Our Safety Experts analyze a dangerousencounter at Zurich Airport when analert pilot saved the day by avoiding

converging traffic.

JULY AUGUST - 2014Volume XVII - No 3

BART No 151WWW.BARTINTL.COM

S E C T I O N S

3EDITORIAL

6FAST TRACK

22EUROPEAN UPDATE

24BUSINESS NEWS

26CEO�S CORNER

Editor and PublisherFernand M. Francois

Associate PublisherKathy Ann Francois

Executive EditorPaul Walsh

Senior EditorMarc Grangier

Training EditorCaptain LeRoy Cook

PREMIER TRANSATLANTICBUSINESS AVIATION MAGAZINE

Avionics EditorSteve Nichols

MRO EditorBernard Fitzsimons

New-York EditorKirby J. Harrison

CONTRIBUTING EDITORSFabio Gamba, Nick Klenske,

Louis Smyth, Giulia Mauri,Derek A. Bloom,

Guy Viselé, Yvan Veretennikov

PRODUCTIONTanguy Francois

Production Manager

ADVERTISINGKathy Ann FrancoisAdvertising Director

[email protected]

CIRCULATIONThais Cremer

Marketing [email protected]

Member

MAGNETICFlightSafety�s Farnboroughcenter attracts pilots from

across the world.

OUR COVERThe fastest civil aircraft on the

planet; Citation X+ can do NewYork to London in just more

than six hours.

11 ARINC17 Beechcraft Global Customer Support84 Cessna Service Centers (COPP MEDIA SERVICES, INC.)75 CRS Jet Spares13 Dassault Falcon (PUCK L�AGENCE)9 Duncan Aviation2 FlightSafety (GRETEMAN GROUP)

63 GCS Safety Solutions7 HondaJet (MILNER BUTCHER MEDIA GROUP)81 Jet Expo 201437 JetNet LLC15 Jet Support Services Inc. (JSSI)77 NBAA 201421 NBAA Schedulers & Dispatchers Conference 201583 Universal Avionics35 Universal Weather and Aviation, Inc.

OUR ADVERTISERS AND THEIR AGENCIES

BART International. Business Aviation Real Tool is the Premier Transatlantic Business Aviation Magazine. ISSN 0776-7596 Printed in Belgium and published Bi-Monthly by Société Anonyme Frankie&Lette 20 rue de l�Industrie, 1400Nivelles, Belgium. Phone +326 788 3603; Fax +326 788 3623. With US offices in Texas and Arizona, BART Internationalis governed by international copyright laws. Single copy $12.95 U.S. or �10.00 EUR. Professional Subscriptionavailable at 12 issues $31.00 U.S. or �24.00 EUR. Bank account BNP PARIBAS Fortis BE92 2710 0610 0423.Administration and Circulation Thais Cremer [email protected]. International distribution by ASENDIA. USPS016707 Periodical postage paid. For details call IMS at 1(800) 428 3003. Belgian posting office: BE1380 Lasne.Office Coordinator Paul Walsh - Strategic Development Officer. Responsible Publisher - Fernand M. Francois

55 Garmin

6 - BART: JULY - AUGUST - 2014

AGENDAFARNBOROUGH INT’LJuly 14-20Farnborough, UK

LABACE 2014August 12-13-14São Paulo, Brazil

JET EXPO 2014September 4-6Moscow, Russia

ASSEMBLY LINE FLOW BEGINS ON CITATION LATITUDE PROGRAMCessna Aircraft Company has announced that it has started full assembly line flow on the Citation Latitude midsize business jet at itsmanufacturing facilities in Wichita, Kan. The assembly of the Latitude features a variety of technological advancements including the useof new automated robotics and ergonomically friendly tooling stations.“We are not only bringing technological advances to the design of our new products, but also to the way we manufacture these world-class airplanes,” said Scott Ernest, president and CEO, Textron Aviation. “The Latitude is a perfect example of this, combining a newinnovative design with many of the latest advances in manufacturing technology. Beginning production line flow keeps us on target formeeting our commitments to customers who are eager to take delivery of their new Citation Latitude.”The first production aircraft will serve as the fourth flying prototype as part of the Citation Latitude certification program, which hasaccumulated 100 flights and nearly 230 hours to date. The Citation Latitude prototype flew for the first time in February and achieved fullenvelope performance for maximum speed (440 KTAS, 506 mph), Mach speed (0.80) and altitude (45,000 feet) in its third flight. FederalAviation Administration (FAA) type certification is expected in the second quarter of 2015.

HONEYWELL MARKS CENTENNIAL OF AEROSPACEHoneywell marked 100 years of innovation and leadership in the aerospace and oil andgas industries as Honeywell Chairman and CEO Dave Cote led other company execu-tives in ringing the closing bell at the New York Stock Exchange. The bell ringing rec-ognized the centennials of Honeywell Aerospace, a pioneer in aviation, andHoneywell’s UOP, which created the basis for the modern refining industry.Honeywell Aerospace traces its legacy of innovation to June 18, 1914, when LawrenceSperry did a “wing walk” with no one at the controls of his airplane to demonstrate thefirst aircraft stabilizer, which became known as the autopilot. Today, Honeywell hasone of the largest aerospace products and services portfolios in the industry, havinginvented hundreds of technologies that have led to safer skies, space exploration andstronger military offerings.

FIRST PRODUCTION HONDAJET TAKES TO THE SKIESHonda Aircraft Company announced that the first production HondaJet achieved its ini-tial flight, marking another milestone toward aircraft certification and entry into servicein 2015. The event took place at the company’s world headquarters in Greensboro,North Carolina.“With this first flight, the HondaJet program has entered the next exciting phase as weprepare for delivery,” said Honda Aircraft Company President and CEO MichimasaFujino. “This celebration is the culmination of extensive engineering and productionefforts, and this is an important achievement in bringing the world’s most advanced lightjet to market.”The first production aircraft lifted off from the Piedmont Triad International Airport(KGSO) at 10:18 a.m. Eastern Daylight Time. During the 84-minute flight, the aircraftclimbed to 15,500 feet and reached a top speed of 348 Knots True Airspeed (KTAS).Following a smooth landing, the aircraft and its crew were greeted by more than 1,000Honda Aircraft team members to commemorate the milestone.The aircraft was flown by test pilot Warren Gould, pilot-in-command. The crew complet-ed several checks during the flight including low and high speed handling characteris-tics, avionics and system functionality including landing gear, flaps and speed brakeoperations.This aircraft is finished in the new signature HondaJet paint scheme in a deep greenpearl with a gold stripe. The new color introduction is in addition to four exteriorcolor options available to customers, which also include silver, red, yellow and blue.Aircraft production continues its steady pace in advance of entry into service. Thissteady build-up supports the company’s objective to have aircraft ready for deliveryimmediately after Federal Aviation Administration type certification is achieved. TheHondaJet will be single-pilot certified and is currently offered for sale in North Americaand Europe through the HondaJet dealer network.


VECTOR AEROSPACE AND BONDAUSTRALIA EXPAND PARTNERSHIPVector Financial Services, the leasing division ofVector Aerospace Corporation (“Vector”), a globalindependent provider of aviation maintenance, repairand overhaul (MRO) service, is pleased to announcethe extension of leasing and support agreements fortwo (2) Vector-owned AS332L helicopters with BondHelicopters Australia (Bond).“The Vector team understands the level of support ouroperations need and are committed to delivering thequality of service we demand”, states John Boag,Managing Director of Bond Helicopters Australia.“We have been working with Vector on MRO activitiesfor years and are pleased to extend this to the leasingprogram”.The Vector leasing program combined with its fullsupport package is customized to support Bond’s spe-cific requirements in the Australian offshore market.“Vector is excited to expand its partnership with Bondand the Avincis Group in the continued support of theiroperations. The Vector Super Puma AS332L aircrafthave already been supporting Bond in their Australianoperations and we are delighted to continue this relation-ship”, states Balkiz Sarihan, VP Business Development& Strategy at Vector Aerospace Corporation. “Bond’soutstanding reputation and commitment to service deliv-ery are evident in the quality of their operations and theircontinued success in the region.

BOUTSEN AVIATION AND KUNAK JET CELEBRATE SECOND SUCCESSFUL DEALThe recent sale of this Dassault Falcon 7X registered VP-BVYmarks the second successful transaction with Boutsen Aviation rep-resenting the Seller and Kunak Jet Sales representing the Buyer.With the first collaboration dating back to 2004, the cooperationis today as strong as ever. Sales Manager at Boutsen Aviation,Dominique Trinquet, supports the joint efforts in the transaction:“We are very proud of the work carried out together with O?uzKunak and know that both Buyer and Seller are extremely satis-fied with the way the deal was handled. Kunak Jet Sales is a rep-utable preowned sales brokerage with long-standing experiencein the aviation industry.”O?uz Kunak, owner of Kunak Jet Sales, has since its creation in1998 actively sold business aircraft and turbine helicopters to aTurkish and foreign clientele. Representing Embraer ExecutiveJets in Turkey from 2007 to 2011, Kunak Jet Sales is renownedfor focusing on building long-term relationships with its cus-tomers and the outcome has led to a series of successes toinclude the most recent. “We received all the support availablefrom Boutsen Aviation and Jet Aviation Basel who carried out thepre-purchase inspection in order to complete this recent transac-tion in a timely manner. We are very pleased to have cooperatedwith Boutsen Aviation and look forward to many more successfultransactions in the near future.”

BOMBARDIER�S CHALLENGER 350 JETRECEIVES TRANSPORT CANADA CERTIFICATIONBombardier Aerospace has announced that the Challenger 350 aircraft has beenawarded Transport Canada (TC) Certification. Bombardier expects certificationfrom the US Federal Aviation Administration (FAA) to be received shortly.“With Transport Canada certification of the Challenger 350 aircraft programin-hand, another significant milestone has been achieved,” said StephaneLeblanc, Vice-President and General Manager, Challenger Programs,Bombardier Business Aircraft. “Featuring a groundbreaking cabin design,new range capability and lowest-in-class operating costs, no opportunity hasbeen overlooked to improve on the platform’s segment-leading excellence.With increased performance, definitive reliability and unmatched value, theChallenger 350 aircraft has a strong future and we are confident that it willearn the appreciation of executives, pilots and operators around the world.”

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

■■■■■■■■

Business Aircraft Service & Support

Duncan Aviation, Inc. is an independent business aircraft support organization providingcomplete service and technical support. The Duncan Aviation name is well-known and respectedby manufacturers and service providers around the world. We have a strong reputation forproviding premier aircraft services—delivered on time—for a wide variety of business aircraft.

www.DuncanAviation.aero/worldwideOwned and operated by the Duncan family since our founding in 1956.

Allan started with DuncanAviation in 2008 as aSales Representative inBrazil. He took on hiscurrent role as a SouthAmerican RegionalManager in 2012. Prior toDuncan Aviation, Allanworked for Honeywell doBrasil on-site Embraer,Bosch and Aerostation.

+55 (19) [email protected]

Allan Orsi

Visit us August 12-14, 2014 at LABACE Stand #1019.


DAHER-SOCATA DELIVERS A TBM 900 TO A FRENCH-SINGAPOREAN ENTREPRENEURDAHER-SOCATA has announced the delivery of a new TBM 900 to Jean-JacquesBely, the founder and CEO of Franco-Asian Enterprises Singapore Pte Ltd (FAE).Immediately after the owner completes his aircraft type training at AirwaysFormation in Agen, France, he flies with DAHER-SOCATA’s ferry pilot theTBM 900 to Singapore, and then to its home base in Australia.Bely is an active private pilot, and initially selected the TBM 850 as a step-upfrom the single-piston aircraft he owned, subsequently acting on DAHER-SOCATA’s offer to upgrade to the newest TBM 900 version. His choice of theTBM family was based on its speed and range, and based on his knowledge ofthe TBM very fast turboprop aircraft through an owner in Singapore.Also influencing Bely’s decision were the maintenance capabilities available inthe Asia-Pacific, backed by DAHER-SOCATA’s efficient support network in theregion.“The TBM is fast, comfortable and offers an excellent range – which is perfectfor my type of operation, of which 40 percent is performed in Southeast Asiaand the other 60 percent in Australia,” Bely added. “I also was very impressedby the TBM 900’s low sound level in the cabin, which allows normal conversa-tion without headsets – as well as its low noise footprint on the ground.”

HONDAJET, VISION SYSTEMS NORTH AMERICA�S LAUNCH CUSTOMERVision Systems North America has successfully celebrated its grand opening in Florida (Melbourne), a strategic location to assist theleading aerospace companies of the Business Aviation industry. Among those present at the event were Florida State representativesand key industry players in the area, with Christine O’brien, Procurement Senior Manager, HondaJet and Jay Beever, Design &Marketing VP, Embraer, as guest speakers.The newly established American production unit of Vision Systems is now ready for series production for its launch customer, HondaJet.Vision Systems will produce Electronically Dimmable Windows, the Nuance solution, for the HA-420.Based on SPD technology (Suspended Particle Device), Nuance dims instantly from clear to dark reducing light, glare and heat enteringthe aircraft. It can be controlled by simply pushing a button at the window or from a control panel or Personal Electronic Device such asa wireless tablet, and needs less than 5 seconds to reach its darkest state (light transmittance <0.4%).The Nuance solution is 30% lighter than a window with motorized shade, allowing weight saving and increased fuel efficiency.

CITATION SOVEREIGN+ RECEIVES EASA CERTIFICATIONCessna Aircraft Company has announced the comple-tion of European Aviation Safety Agency (EASA) certifi-cation of Cessna’s Citation Sovereign+ business jet. TheCitation Sovereign+ features enhanced climb perfor-mance and range, along with Garmin’s G5000 avionics.The aircraft recently completed a successful demonstra-tion tour in Europe, where it debuted at the 2014European Business Aviation Convention & Exhibition(EBACE) in Switzerland.“The Citation Sovereign+ is a great fit for the Europeanmarket with its non-stop range between London and theUnited States or the Middle East, and all European citypairs,” said Chris Hearne, vice president, Jets. “We havea number of European customers ready to take deliveryof their aircraft, and with EASA certification we can nowget the Sovereign+ into the marketplace. Customers areresponding positively to the new Garmin avionics andthe many other interior and exterior features that allowthis aircraft to fly farther, smarter and more comfortablythan before.”

FLIGHTSAFETY CELEBRATES RE-OPENING OF TETERBORO LEARNING CENTERFlightSafety International recently celebrated the grand opening of its newly expanded and renovated Learning Center in Teterboro,New Jersey with Customers, FlightSafety Teammates and other special guests.“The expansion and renovation of FlightSafety’s Teterboro Learning Center is a clear demonstration of our commitment to continuouslyenhance the training and services we provide.” said Bruce Whitman, President & CEO. “The quality and success of the entire project isdue to the efforts and talents of all the FlightSafety Teammates who were involved.”“Last June we stood here to mark the groundbreaking for this new facility. And one year later we gather to celebrate the completion ofthis state of the art facility, “said Lt. Governor Guadagno. “FlightSafety is a great example of how businesses that already have a pres-ence in New Jersey can continue to expand and grow. The Christie Administration congratulates FlightSafety on their exciting newLearning Center and we look forward to their continued success.”The 72,000 square foot facility can accommodate up to eight full flight simulators. It currently offers training programs for business air-craft manufactured by Dassault. They include the Falcon 50EX, Falcon 2000, Falcon 2000EX EASy, Falcon 900EX, and Falcon 900EXEASy. Additional simulators will be added in the future. The timing and aircraft type they represent will be determined by FlightSafetyaccording to Customers needs.

ROCKWELL COLLINS BRINGS OPTICAL BONDING TO CUSTOMERSRockwell Collins has entered into a license agreement to provide its patented DirectDry Film™ optical bonding technology to Digital Innovative Display (D.ID) for use inthe production of consumer tablets.The Direct Dry Film technology, originally developed for aviation primary flight dis-plays, is now being licensed to new markets. D.ID is a global display company, head-quartered in Korea, specializing in tablet, computer, television and cell phone displaymodules.“As an innovative display company that caters to the consumer market, we were searching for a technology partner to add optical bond-ing capability to our production process and offer a quality optical bonding laminate,” said Seung-Soo Park, chief executive officer forD.ID. “By adding this capability into our liquid crystal module (LCM) production line we are able to bring more value and savings to ourcustomers.”The licensing agreement represents Rockwell Collins’ ability to leverage its technology across multiple markets, according to JohnFischer, senior director, Commercial Services for Rockwell Collins.

ASIC TO INSTALLPT6A-140 ENGINES INTO CARAVANAircraft Structures International Corp. (ASIC)announced their plans to install the Pratt &Whitney Canada (P&WC) PT6A-140 turbopropengine (867 HP) into the Cessna GrandCaravan and the original Caravan, withSupplemental Type Certificate’s (STC’s) inplace by the end of 2014. The modified Caravanwill be called the ULtimate Caravan referring tothe blend of power and performance.The new STC’s will provide Caravan owners simi-lar performance to the Cessna Grand Caravan EXin their existing airframes. ASIC makes availablethe PT6A-140 engine in the ULtimate Caravan toexisting operators letting them enjoy theadvanced technology P&WC has built upon withan unmatched legacy of performance, durability,reliability and superior value. This will offerCaravan owners a performance appropriateengine that is matched to the Caravan missionswhile retaining the single side exhaust.


LYON AIRPORT IS OFFERING FIRE FIGHTING TRAININGLyon Airports is inauguratingits new Aircraft Rescue andFire fighting Service trainingground at Lyon-Saint ExupéryAirport, an area entirely dedi-cated to training fire fighters ina real fire environment. Theprogram, the only one of itskind in France is available forhire to all SSLIA (Service desauvetage et lutte contre l’in-cendie des aéronefs) groups inorder to improve operatingtechniques under real condi-tions.The “Lyon Airports SSLIA Fire Training Ground” area covers a surface of 12,000m²designed specifically for fire fighters training. It is made up of different exerciseareas including: a life-size A320 mockup, a fire wall, a double flux turbofan engine,a tri-diablo and a an aircraft interior enactment. The airplane mockup is built with11 separate fire points, allowing fire fighters to carry out maneuvers under 16 differ-ent sets of circumstances, such as a general fire at the back of the aircraft, a fire inthe cargo space, or a general fire in the front.

Left: Alessandro Galera, Customer Service ManagerCenter: Sergio Ribeiro, Field Technical RepresentativeRight: Gutemberg Silva, Sorocaba DAS Service Center

MEET OUR PROSIN BRAZIL.

Falcon Customer Service GoTeamsdo whatever it takes to turn your AOGinto an Airplane On the Go.

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While Falcon operators watch the great matches, we’llbe watching over their jets. More than 100 Falcons willarrive in Brazil for the football competition, and we’ll beready for them—with pre-positioned spare parts and ourSorocaba-based GoTeams ready to dispatch across thecountry as needed. This is a big moment for our Brazilianteam—and you’ll see us at the top of our game.


328 MARKS ONE YEAR OF SUPPORT WITH DUNCAN AVIATION328 Design, part of the 328 Group, the Germany-based refurbishment, completions and maintenanceaviation specialist, is marking a year’s anniversarysupporting Duncan Aviation of the USA with confir-mation of the award of two Supplemental TypeCertificates (STC´s) for the Dassault F900EX. Theycover all single passenger seat replacement and thereplacement of CMS/IFE with the Rockwell CollinsVenue cabin management system, plus completeEmteq LED Cabin Lighting. The seat replacement

STC includes the replacement of five existing single seats with new UTC Aerospace Systems single seats.This project was managed by 328 Design, the Design Organisation of 328 Group, founded in 2009, in collaboration with DuncanAviation‘s Battlecreek, Michigan, USA location –undertaken to a very tight time schedule. The project represents 328 Design’s eighthcollaboration with the aircraft support organisation over the past 12 months. “Based on the quality of the documents submitted and theoutstanding support from the European Aviation Safety Agency (EASA), 328 Design achieved its goal and received the STC’s on timelast month,” said Jörg Gorkenant, Chief Operation Officer, 328 Design.328 Design has collaborated with Duncan Aviation on EASA STC approvals for a wide variety of aircraft models including theBombardier Challenger Series, Global Express, Dassault Falcon 900EX and 2000 as well as 7X and one Citation 560XL.

WEST STAR AVIATION APPROVED FOR C21 FLEETWest Star Aviation, Inc. has been named the approved window repairand replacement vendor for the C21 fleet, which consists of Learjetmodels 35s & 36s being utilized by the United States Air Force.West Star currently has two window repair locations at their EastAlton, IL (ALN) and Grand Junction, CO (GJT) locations, allowingthem to dispatch one of their highly trained aircraft windowexperts to any base worldwide. West Star currently employs fivewindow technicians with a combined experience of 65 years spe-cializing in aircraft windows, allowing them to provide quickresponse time worldwide to the United States Air Force.“We are proud to be selected the approved vendor for the C21 fleet,”says Chris Becker, Window Repair Program Manager (GJT), WestStar Aviation. “Our years of experience coupled with our extensivewindow repair and replacement services will allow us to provide highquality craftsmanship and customer service to our military.”

LEA WINS EBAA SILVER SAFETY OF FLIGHT AWARDLondon Executive Aviation (LEA), a Luxaviation Group company and one of Europe’slargest business jet charter operators, has been honoured by the European BusinessAviation Association (EBAA) with its Silver Safety of Flight Award, in recognition ofLEA’s achievement of 60,000 flying hours without an accident.The award was presented to Patrick Margetson-Rushmore, LEA’s chief executive, andKimon Daniilidis, LEA’s business development manager, South-East Europe and theMiddle East, at the 2014 EBAA Safety of Flight Awards, at the 14th annual EuropeanBusiness Aviation Convention & Exhibition (EBACE) event in Geneva.The annual EBAA Safety of Flight Awards celebrate the highest standards of aviationmaintenance and flight operations in safe hours flown and highlight the European avia-tion industry’s continuous focus on maintaining and improving safety best practices.Patrick Margetson-Rushmore, chief executive, LEA, says: “As part of our longstanding dedication to the development and disseminationof safety best practice, which is always of paramount importance for LEA, we are delighted to be recognised for our outstanding recordof safe operations throughout the region.”


BLACKHAWK MODIFICATIONS ACHIEVES 15-YEAR MILESTONE AS ENGINE UPGRADE SPECIALISTBlackhawk Modifications celebrated two major milestones recently— the company’s 15-year anniversary and the upcoming comple-tion of its 500th aircraft upgrade.“Since May 1999, Blackhawk has been proudly helping turbopropaircraft owners and pilots upgrade their aircraft with new Pratt &Whitney Canada (P&WC) PT6A engines,” said BlackhawkPresident and Chief Executive Officer Jim Allmon. “Blackhawkwas born from the idea that new, more capable engines would pro-vide aircraft performance and value enhancements not possiblethrough overhaul alone.”“We are proud to be part of this celebration, and Blackhawk’ssuccess is a testament to their talented and hardworking team,”said Denis Parisien, Vice President, General Aviation, Pratt &Whitney Canada. “For 15 years, Pratt & Whitney Canada andBlackhawk have worked side-by-side to provide turboprop oper-ators more power, faster climbs, and higher cruise speeds —and we look forward to continuing this highly productive collab-oration.”

SATCOM DIRECT AND TAG GLOBAL TRAINING PARTNERSTogether with TAG Global Training in Farnborough and Geneva, SatcomDirect will provide hands-on training at its own lab-based facilities in addi-tion to offering classroom courses covering satellite communications, IPand voice networks.As of June 2014, Satcom Direct and TAG Global Training will offer basic,intermediate and advanced satellite communications classes for cus-tomers, pilots, maintenance personnel and crew members.“This exclusive partnership expands TAG Global Training’s exceptional portfolio to include satellite communications,” said ChrisMoore, vice president, Satcom Direct International. “Courses will include modules ranging from foundation basics within satellitecommunications to advanced troubleshooting within our labs.”TAG Global Training was established in 2007 to train TAG’s pilots and cabin crew in EASA approved ground school courses. This suc-cessful program expanded beyond TAG’s own needs, with training currently being conducted for more than 70 operators as well.“At TAG Aviation we are committed to industry-leading training and safety standards. This joint venture builds on an establishedpartnership from which TAG and Satcom Direct clients already benefit,” said Debbie Elliott, training manager, TAG GlobalTraining.Via the partnership with Satcom Direct, TAG Global Training will have exclusive access to Satcom Direct’s Learning ManagementSystem which includes both classroom and on-line training modules.

JET AVIATION SIGNS AGREEMENT WITH LUXAVIATION GROUPJet Aviation has signed a Fixed Base Operation (FBO) serviceagreement with Luxaviation Group, a major European BusinessAviation operator, to provide handling services through its net-work of FBOs in EMEA and Asia.Under the service agreement, Jet Aviation will provide dedicatedhandling services to aircraft operated by Luxaviation Groupthrough its network of FBOs in EMEA and Asia. LuxaviationGroup is based in Luxembourg from where it manages a fleet ofalmost 100 business jets“We strive to anticipate the needs of our customers to ensure the

comfort and safety of aircraft owners and operators around the world,” said Monica Beusch, general manager of Jet Aviation Zurich andhead of FBO Services in EMEA and Asia. “This agreement highlights the quality of our handling services and our experienced person-nel. We look forward to welcoming Luxaviation aircraft throughout our FBO facilities in EMEA and Asia.”

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AERION�S PATH TO A SUPERSONIC RENAISSANCEAerion Corporation is an aeronautical engineering organization headquartered in Reno, Nevada. The company was established in 2002 topursue the development of supersonic transport aircraft incorporating supersonic natural laminar flow (SNLF) technology.The crucial work of developing and patenting SNLF technology began in the 1990s and was conducted by a predecessor company,ASSET Group (Affordable Supersonic Executive Transport), led by Dr. Richard R. Tracy, an expert in hypersonic and supersonic design.In 1999 and 2000, ASSET performed supersonic test flights in collaboration with NASA’s Armstrong Flight Research Center (FormerlyNASA Dryden) confirming predicted levels of supersonic natural laminar flow—the enabling technology for a new generation of efficientsupersonic aircraft.Recognizing the potential of the SNLF concept, an investor group led by Robert M. Bass formed Aerion in 2002 to acquire ASSET and itsteam with the aim of commercializing the company’s supersonic technology.

DALLAS AIRMOTIVE ANNOUNCES LOCATION OF NEW, SIX-CELL TEST COMPLEXDallas Airmotive has announced that it has identi-fied a site at Dallas-Fort Worth International Airportas the location for its 30,000 square foot advancedtest facility. The proposed development is awaitingapproval by the DFW Airport Board of Directors.The design of the facility includes three turbo shaftand three turbo fan test cells and the companyplans to begin construction in late July. It is expect-ed to be completed and operational by the first halfof 2015.“This state-of-the-art test facility represents thefuture of Dallas Airmotive,” declared Doug Meador,Dallas Airmotive President. “It is part of a businesstransition we began earlier this year and will pro-vide us the flexibility to meet the needs of a changing industry and expand our service offerings to customers.”Meador explained that the test cells are designed to accommodate the engines and volume for both near term and future growth. “Ournew test cells will have the capability to handle most all of our current authorizations plus the capacity to accommodate the engines andauthorizations in our future growth strategy.” When asked if he could elaborate on future engines, Meador commented, “Large cabinbusiness aircraft and helicopters continue to drive the growth in new deliveries and we plan to be there when those customers need us.”Dallas Airmotive’s Test Facility will feature a centralized state-of-the-art control room and a 15,000 square foot pre- and post-test prepara-tion area. “Our design process included a lot of focus on technology and efficiency,” continued Meador. “We wanted to make sure we aremaximizing work flow while still creating an environment that allows our engineers and technicians to deliver the quality and quick turntimes our customers demand.”

BART: JULY - AUGUST - 2014 - 19

COLT INTERNATIONAL ANNOUNCESNEW TRIP VIEW RELEASEColt International released the latest version ofTrip View, their Business Aviation tripmanagement tool, at the 2014 NBAA regionalevent in Van Nuys, CA. The new release mergesColt’s exclusive aviation databases and the besttravel information on the web with theirinnovative, interactive map technology in oneeasy-to-use interface. The product upgrade putsmore information at the user’s fingertips, so theycan better understand and track every detail fromtrip creation to the return flight home. Flightdepartments, dispatchers and pilots can managetrips with confidence via this on-demand, cloud-based service. Trip View is free for all Coltcustomers with an active trip.“We saw an opportunity to open up access to ourdata and merge it with some of the incredibleresources on the web,” said Jeff Briand, SeniorVice President of International Flight Operations.“By eliminating information barriers andintegrating our innovative mapping technology,we’ve created an incredible user experience. Allof our clients will have an easy-to-use free tool attheir disposal to not only track trip progress butto understand every detail around the flight,which is especially important on complexinternational trips.”

GAMA AVIATION OPENS TERMINAL AT SHARJAH AIRPORTGama Aviation opened its exclusive executive terminal (FBO) at Sharjah International Airport, creating a full service private aviation hubserving Sharjah, Dubai and the Northern Emirates. The new facility, which is the latest stage of development by Gama Aviation, itsinvestors including Crescent Enterprises, Growthgate Capital, and Sharjah’s Department of Civil Aviation, was inaugurated by H.E.Sheikh Abdullah Bin Mohammed Al Thani during an evening ceremony held after the Isha prayer.The facility at Sharjah International Airport is already performing above its target for weekly movements as operators and owners seekto cut the transit time of principals and crew to the NorthernEmirates.H.E. Ali Salim Al Midfa, Chairman of the Sharjah AirportAuthority, remarked: “Sharjah is getting increasingly popular forgeneral aviation and business jet operators, given its uncongestedease of operations and speedy processes. Our partnership withGama Aviation and their initiative in providing a world classexecutive terminal, at Sharjah International Airport, furtherenhances this reputation, thereby contributing to fulfillingSharjah’s aspiration of a premier private aviation hub in theregion.”Marwan Khalek, CEO of Gama Aviation added: “We have longseen the strategic potential of Sharjah as a private aviation hub.Our new lounge facility complements our dedicated hangars,maintenance facilities and fuel services. Phase two is tocommence shortly with the development of a new hangar whichwill incorporate an expanded maintenance facility as well as amuch needed increase in aircraft storage capacity.”

PIAGGIO RECEIVES CERTIFICATION FOR FUEL TANK

Piaggio Aero Industries S.p.A., the Italian aircraft manufacturer of the iconic AvantiEVO aircraft, has announced the completion of European Aviation Safety Agency(EASA) certification for the auxiliary fuel tank for the P.180 Avanti II and the AvantiEVO series. The extended range capabilities enhance maximum range of thePiaggio Aero twin turboprop, thanks to the installation of a permanent additionalfuel tank, which replaces only half of a closet in the toilet and with no changes tothe airframeThe fuel capacity of the Piaggio Aero’s patented three lifting surfaces (3LS)aircraft increases from 2,826 lb to 3,226 lb - This allows the fastest businessturboprop in the world to extend its maximum range by 17% from 1470 nm to1720+ nm -3185 Km (IFR–FAA reserves, 4 Passengers), enabling a comfortablenonstop flight from Milan to Reykjavik and Samara, Abu Dhabi to Istanbul andChennai, Beijing to Hainan and Hanoi, Miami to Phoenix and Quito, Los Angelesto Cancun and Detroit.


PEOPLECRS Jet Spares , a leadingBusiness Aviation aftermarketparts supplier, has promotedNelson Leal to the position ofSales Manager.FlightSafety International hasappointed Paul Kuchta toDirector, Training Operations.He will manage the implementa-tion of policies and proceduresrelated to the company’s aircraftmaintenance technician andcabin safety training programs.

It has also named RalphLintelman Manager of the com-pany’s Learning Center inWilmington, Delaware. Ralphwill succeed Barry Masseywhen he retires fromFlightSafety at the end of July.

And it has promoted GlennHausmann to Manager of thecompany’s Learning Center atNew York’s LaGuardia Airport.He succeeds Ralph Lintelmanwho has been named Managerof the Center in Wilmington,Delaware. It also promotedRobert Standley to anAssistant Manager at the com-pany’s Learning Center inDallas, Texas.Jet Support Services, Inc.(JSSI), has engaged helicopterindustry veteran, RaymondWeiser, Jr., in a newly createdposition as Helicopter ProgramSpecialist.

“Ray’s exceptional knowledgeand experience within the heli-copter segment of our industryis a perfect match for JSSI aswe aggressively expand intothis market,” commented NeilBook, President and CEO ofJSSI. “We believe there is awide cross section of industriessuch as Oil & Gas, Medevacand Law Enforcement that canbenefit by enroll ing theirengines and airframes ontoJSSI programs to streamlinetheir maintenance budgets andreduce their overall cost ofoperation. We are honored tohave Ray join us at JSSI and Ilook forward to working withhim to further grow our heli-copter business.”

As Helicopter ProgramSpecialist, Ray will be responsi-ble for developing and growingJSSI’s presence in the helicoptermarket by directing and sup-porting business developmentinitiatives around the world.Greenpoint Technologies hasannounced that Paul Arendsjoins the VIP completion centeras its new regional SalesDirector for the Middle East.Arends joins Greenpoint after 16years with Boeing. While atBoeing he worked in the BoeingOperations 24-hour SupportCenter as well as BoeingCommercial Aviation Services(CAS) where he worked as anAirline Support Engineer.Arends also worked as aCustomer Engineer andAccount Manager for Boeing’sMiddle East airline customersfor ten years.Meridian, the award-winningprivate aviation company basedat Teterboro Airport (TEB), hasannounced the promotion ofAnthony Banome to Directorof Fuel Sales.

Raisbeck Engineering hasnamed Keith Anderson VicePresident of Engineering.Reporting directly to CEO andFounder, James Raisbeck, Keithwill be responsible for oversee-ing all engineering projects, cer-tifications and FAA engineering

interactions. In addition, Keithwill maintain his role withinproduct integration, productdevelopment and sustainingengineering.“Paul’s Boeing background,engineering foundation andexperience in the Middle Eastmakes him an ideal fit for bothour customers and Greenpoint,”said Scott Goodey Greenpoint’sPresident and CEO. “AsGreenpoint expands into newmarkets and adds increasinglycomplex projects to its portfolio,Paul’s experience and enthusi-asm will play a critical role inthe organization’s success.”Universal Avionics hasannounced that Mr. RossDickey has been appointed tothe newly created position ofAirline and Government SalesManager for Europe, EasternEurope and the Middle East.Ross joins the company with anextensive background in avion-ics sales and engineering whichincluded sales and support ofUniversal Avionics’ productsduring his time at NorthropGrumman, and later at DACInternational. In this newly cre-ated role, Ross will be responsi-ble for maintaining UniversalAvionics’ existing programs andrelationships within Airline andMilitary market segments, aswell as seeking out and develop-ing new programs in Europe,Eastern Europe and the MiddleEast. Ross will be based out ofMiddlesex, England.The company has alsoannounced that Mr. MichaelChoo has been appointed to thenewly created position ofRegional Sales Manager forAsia.In this newly created role,Michael is responsible forUniversal Avionics’ salesthroughout Asia and Australia,including direct sales to Airlineand Government customers. Inaddition, Michael is responsiblefor assisting Universal Avionics’Authorized Dealer Networkwith sales in Business Aviation.

Paul Kuchta

Robert Standley

Raymond Weiser, Jr.

Anthony Banome


EUROPEAN UPDATE

NEW REPORT SHOWS EUROPE�SATM PERFORMED WELL IN 2013

The latest Performance Review Report (PRR) of EUROCONTROL’sPerformance Review Commission (PRC) has just been published,giving an independent assessment of European Air TrafficManagement’s (ATM) performance in 2013.Safety levels are still high in Europe. There have been no fatal airnavigation services (ANS)-related accidents since 2010 and thenumber of reported ANS-related serious incidents in 2013 was thelowest seen in the past 11 years. “Despite this positive trend, we stillneed to improve the level of occurrence reporting and the assess-ment of incidents. The deployment of automatic safety data report-ing could further improve trend analysis for the identification ofsafety risks,” observed Ralph Riedle, PRC Chairman.Most area control centers provided sufficient en-route capacity in2013 and as a result, average en-route air traffic flow management(ATFM) delay was reduced to just 0.53 minutes per flight – the low-est level ever recorded in Europe. “We welcome the levels of goodperformance achieved in 2013, but it is worth pointing out that traf-fic is still below 2008 levels and it is important to ensure that suffi-cient capacity be made available to accommodate the demand whentraffic increases again,” warned Mr. Riedle.After the positive trend observed recently, horizontal flight-efficien-cy in 2013 stayed close to its 2012 level in Europe. All stakeholdersneed to make a joint effort - effectively coordinated by the NetworkManager – in order to improve results in this area.In 2012, the latest year for which actual cost data are available, en-route ANS costs came to 6.5 billion in Europe. After a progressivedecrease seen in 2010 and 2011, real en-route unit costs increasedby +2.3% in 2012. This is the result of a -1.2% decrease in en-routeservice units and a +1.0% increase in actual en-route ANS costs.Besides giving detailed information on the four key performanceareas (safety, capacity, flight-efficiency and cost-efficiency), the PRR2013 also gives updates on new research, such as the impact of “outof area traffic” on network performance and the impact of weatheron en-route ATM.

EASA PUBLISHES NEW PROPOSALSFOR FLIGHT RECORDERSThe European Aviation Safety Agency (EASA) has announced newproposals for flight recorders and underwater locating deviceswhich aim at facilitating the recovery of an aircraft and of its flightrecorders in the unfortunate eventuality of an accident.The new EASA requirements include the extension of the transmis-sion time of underwater locating devices (ULD) fitted on flightrecorders from 30 days to 90 days. EASA also proposes to equiplarge airplanes overflying oceans with a new type of ULD that havelonger locating range than the current flight recorders ULDs.Alternatively, aircraft may be equipped with a means to determinethe location of an accident within 6 Nautical Miles accuracy. In addi-tion, the minimum recording duration of Cockpit Voice Recordersinstalled on new large airplanes should be increased to 20 hoursfrom two 2 hours today.Patrick Ky, EASA Executive Director said: “The tragic flight ofMalaysia Airlines MH370 demonstrates that safety can never betaken for granted. The proposed changes are expected to increasesafety by facilitating the recovery of information by safety investiga-tion authorities”.These new requirements are included in an EASA Opinion and,when adopted by the European Commission, will apply to the opera-tion of airplanes and helicopters registered in an EASA MemberStateThe European Aviation Safety Agency (EASA) and the InternationalAir Transport Association (IATA) announced an agreement on shar-ing of safety information and joint analysis of safety trends. Theseanalyses primarily will be based on the information derived fromthe Safety Assessment of Foreign Aircraft (SAFA) program, and theIATA Operational Safety Audit (IOSA).EASA and IATA expect that this collaboration will provide an excel-lent basis for better identifying important safety issues and has thepotential for further improvements to the auditing process includingthe Third Country Operators (TCO) assessments and authorizationrequirements of the European Union.”Safety is aviation’s highest priority and IOSA is the global bench-mark for airline operational safety management. Working togetherthrough this information and trend-sharing partnership will con-tribute to making aviation even safer, while offering the potential tooptimize the audit processes,” said Tony Tyler, IATA DirectorGeneral and CEO.Patrick Ky, EASA Executive Director, said: “Partnering with IATAon data sharing is a major stepping stone towards our common goalto promote the highest possible level of safety in aviation. This closeand pragmatic relationship with industry will in particular facilitatethe demonstration of compliance to the new rules affecting non-European Union airlines”.IOSA is a requirement of membership in IATA; additionally some150 airlines that are not members of IATA participate in IOSA.SAFA ramp inspections are random safety inspections on a givenaircraft and its crew, focusing on the flight preparation and the tech-nical condition of the aircraft. Approximately 11,000 inspections arerecorded every year.

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EASA CERTIFIES PHENOM 300FOR STEEP-APPROACH

Embraer Executive Jets has announced that the Phenom 300 hasreceived certification from EASA (European Aviation SafetyAgency) for steep-approach operation, which enables increaseddescent angles of up to 5.5 degrees."This certification enhances the Phenom 300's operational flexibili-ty," said Marco Túlio Pellegrini, President and CEO, EmbraerExecutive Jets. "Our European customers will be particularlypleased to have access to special airports, such as London City."The new capability, associated with its remarkable field performance,make the Phenom 300 a very versatile business jet to fly in and out ofLondon City, reaching destinations as far as Samara, Russia, orAnkara, Turkey. The steep-approach feature is available as of May2014 on Phenom 300 to be configured for EASA certification.The Phenom 300 performs among the top light jets, with a highspeed cruise of 453 knots and a six-occupant range of 1,971 nauticalmiles (3,650 km) with NBAA IFR reserves. This range allows non-stop flights from London City Airport to Samara, Russia, or Ankara,Turkey. With the best climb and field performance in its class, thePhenom 300 costs less to operate and maintain than its peers.

TEST CONFIRMS GALILEO�S ACCURACYTests conducted by Rx Networks and the European GNSS Agency(GSA) confirm that, when used in addition to GPS and/orGLONASS, Galileo significantly improves the accuracy of location-based services when used in challenging environments.Today the GSA and Rx Networks Inc., a leading mobile locationtechnology and services company, announced the results of testsconducted by the company measuring the performance of Galileowhen used in various combinations with GPS and GLONASS.Tests were conducted in real-world environments, including urbancanyons and indoors. These environments pose significant chal-lenges to location accuracy due to multipath and obstructed viewsof satellites. Each test consisted of a three-hour data capture of

GNSS signals, which was later replayed to produce hundreds offixes using a multi-constellation GNSS receiver fromSTMicroelectronics.The results showed that using Galileo with one or more otherGNSS constellations provides significantly more accurate locationfixes compared to GPS alone, when indoors or in urban canyons. Asexpected, the GPS+Galileo combination did not exceed the perfor-mance of GPS+GLONASS, due primarily to there only being fourGalileo satellites available at the time of the testing. It is expectedthat, as more Galileo satellites are launched, the combination ofGalileo with GPS will show further improvements in performance.According to Gian-Gherado Calini, Head of Market Development atthe GSA, “Dual-constellation GNSS” designs are the standard formany smartphones and other devices. The combination of GPS andGalileo provides a robust solution and is expected to offer perfor-mance that will meet or exceed end-user expectations.”Adrian Stimpson, Senior Vice-President of Sales and Marketing, RxNetworks said, “The results should be encouraging to any GNSSchipset manufacturer who is considering adding Galileo as a com-petitive differentiator.”

GBAS MOVES FORWARD IN EUROPEAbout one hundred participants from twelve nations, internationalservice providers, industry, airlines and aircraft manufacturersattended the 15th international GBAS (Ground BasedAugmentation System) working group, hosted at the EUROCON-TROL Experimental Center (EEC).GBAS technology has made significant progress since the first suchworkshop was held in 2004, also at the EEC. GBAS has gained inter-national support as well as significant operational experience. It isnow firmly positioned in the aviation navigation mix as the logicalfollow-on to Performance Based Navigation in the precisionapproach phase of flight.The commitment to GBAS’s development and implementation isimpressive. It is being made even more visible, thanks to interestshown by more and more airlines and operators.This year, GBAS was approved for operations by Air ServicesAustralia in Sydney, and by AENA in Malaga. 15 GBAS locations (of75 installed) have been flight-checked in Russia and are awaitingpublication of the approach charts in the AIP (AeronauticalInformation Publication) before regional air carriers begin regularoperations.A seasonal installation on an ice runway in Antarctica successfullycompleted its fourth summer campaign, increasing regularity ofresupply flights to the associated Russian research station by a fac-tor of four and making for excellent cost savings.GBAS ground station acquisitions are planned at Oslo, LondonHeathrow, Dubai, and Munich, as well as at several different loca-tions in Australia and India.Boeing and Airbus remain strongly committed to GLS. They reportan increasing GLS customer base, with double the number of GLSaircraft,, compared with 2013.Lastly, a EUROCONTROL flight-plan analysis shows that over 3% ofEuropean traffic is now GBAS-equipped.

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A new executive jet leasing company – VEL-ING TAYARA LIMITED – will offer innova-tive leasing structures and “off balancesheet” financing designed to be simple andstraightforward.The new venture was announced during theEuropean Business Aviation Conventionand Exhibition in Geneva by the Company’schairman, Ernest Edwards.According to Edwards, “Our structuredfinance model provides more than just anoperating lease package for a client’s busi-ness jet. Instead of tying up an owner’s cash,an operating lease will permit the owner toinvest in appreciating assets instead ofdepreciating capital equipment.”Veling Tayara will remove the burden ofowning the asset and provide inherentoptions throughout the lease period. It willprovide flexible operating leases designedto clients’ individual needs, permittingupgrades to larger, newer aircraft as thebusiness grows.“Together, my board and I believe there is aservice we can provide the business jetfi-nancing world that places the client in theenviable position of not having to worryabout aircraft disposal at the end of thelease. At that time, the operator can havethe simple choice of either extending thelease or returning the aircraft. It’s as simpleas that,” Edwards said.

LEA JOINSLUXAVIATIONLuxaviation the Luxembourgish BusinessAviation group, is celebrating a major mile-stone in its growth strategy with the integra-tion of UK-based London Executive Aviation(‘LEA’), cementing Luxaviation’s position asone of Europe’s largest Business Aviationgroups.In terms of market share and fleet size,London Executive Aviation (www.flylea.com)is the largest Business Aviation charter oper-ator in the United Kingdom, which is one ofEurope’s three largest Business Aviationmarkets. LEA was founded in 1996 by PatrickMargetson-Rushmore, George Galanopoulosand Amanda Galanopoulos. The award-win-ning company operates a diverse fleet of 26aircraft, ranging from the Beechcraft KingAir200 turboprop to the large-cabin, long-rangeDassault Falcon 2000LX business jet. LEA isalso the largest European operator of thesuper-midsize Embraer Legacy 600/650 busi-ness jet, with a fleet of eight Legacy aircraft.As part of Luxaviation Group, LEA will con-tinue to be led by chief executive PatrickMargetson-Rushmore and managing directorGeorge Galanopoulos, both of whom retainsignificant shareholdings in the company.With the addition of LEA, Luxaviation Groupoffers the expertise and knowhow of 470employees across five European operatingcompanies: Luxaviaton (Luxembourg),Luxaviation (Germany), Abelag (Belgium),Unijet (France) and now LEA. Luxaviation

Group is also active in the high-growth mar-kets of Asia-Pacific through a commercialoffice in Singapore. Luxaviation Group nowoperates a combined fleet of 90 business air-craft, with particular strengths in the fast-growing large-cabin business jet market.In common with other Luxaviation Groupcompanies, LEA will retain its identity, lead-ership and operational independence whilebenefiting from valuable synergies within thegroup. These benefits include economies ofscale in the purchasing of fuel, insurance,training and other significant cost areas;increased aircraft availability and utilisationwithin the group, with a broader range of air-craft types; and collaboration with othergroup companies to enhance best practice inall operational areas.Patrick Hansen, co-CEO of LuxaviationGroup, says: “The integration of LondonExecutive Aviation into Luxaviation Grouprepresents a further important step in ourinternational growth strategy and superblycomplements Luxaviation’s market-leadingoperations in Germany, France, Belgium andLuxembourg. With economic recoverybeginning to take hold across Europe, this isthe ideal time to create a new force inEuropean Business Aviation that harnessesthe expertise, reputation and combined scaleof the region’s most outstanding operators.”Patrick Margetson-Rushmore, chief execu-tive of LEA, says: “We are delighted tobecome part of Luxaviation Group, as weshare the same corporate culture and philos-ophy about the market’s future development.Luxaviation is bringing together strong andtrusted brands, with deep local knowledgeand long-term customer relationships, andenabling these businesses to thrive throughpurchasing efficiencies, collaboration andshared best practice.”George Galanopoulos, managing director ofLEA, adds: “There is a superb fit betweenLEA and our new sister companies withinLuxaviation Group. We have all grown andbuilt our reputations through outstandingservice and have a shared understanding ofthe evolving needs of customers. We alsoface common challenges, such as theincreasing regulatory burden on our indus-try, and by joining forces are achieving thescale needed to continue setting new servicestandards.”


LEASING COMPANYENTERS THE MARKET

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CAE REPORTS FOURTHQUARTER RESULTSCAE has reported financial results for thefourth quarter and full-year ended March 31,2014. Net income attributable to equity hold-ers was $60.0 million ($0.23 per share) thisquarter, compared to $43.1 million ($0.17 pershare) in the fourth quarter last year. Netincome attributable to equity holders for thefull year was $190.0 million ($0.73 pershare), compared to $137.7 million ($0.53 pershare) last year. Revenue for the quarter was$583.4 million, compared to $565.6 million inthe fourth quarter last year. For the year, rev-enue was $2,114.9 million, compared to$2,035.2 million last year.“I am pleased with our performance in thequarter and to have reached record revenueand order backlog for the year,” said MarcParent, CAE’s President and Chief ExecutiveOfficer. “Our operational discipline and cus-tomer focus continued to drive positiveresults. Civil is back on track with operatingmargins in the high teens and Military isproving resilient with continued growth. Forthe year, our balance sheet became evenstronger and we generated free cash flow inexcess of net income. Order backlog reached$4.2 billion, including a record 48 Civil full-flight simulator sales and long term Militarycontracts on new platforms for CAE. We arewell positioned for growth and look forwardto more success in fiscal year 2015.”Civil segmentsRevenue for their combined Civil segmentswas $323.5 million in the fourth quarter,compared to $319.5 million last year. Fourthquarter operating income was $58.0 million(17.9% of revenue), compared to $50.7 mil-lion (15.9% of revenue) last year.Annual revenue was $1,176.7 million com-pared to $1,116.6 million the prior year.Annual operating income was $179.8 million(15.3% of revenue), compared with $188.9million (16.9% of revenue).During the quarter they signed long-termtraining and services agreements with air-lines and operators in Europe and theAmericas, and we received 8 FFS ordersfrom customers including SouthwestAirlines and Lufthansa Flight Training. Forthe fiscal year, we set a record with 48 FFSsales, and since the start of the new fiscalyear we have announced another 4 FFSorders. We received $350.1 million in com-bined civil segment orders this quarter for abook-to-sales(4) ratio of 1.08x. Book-to-salesratio for the year was 1.28x. Fourth quarterCivil backlog was $2.2 billion.

BOUTSEN COMPLETESSUCESSFUL SALESThe start of the summer has seen a flurry ofactivity within Boutsen Aviation’s salesteam, confirming a positive upturn in inter-est of corporate jets ranging from Citation toAirbus.

Founder Thierry Boutsen says, “The latestsales represent a very positive outlook forthe months ahead. We have already startedthe year at high speed, the interest of poten-tial buyers for our aircraft seems to increaseeven more now.”

The largest aircraft sold this month is theGulfstream 550 s/n 5142, a 16-seater withforward galley and crew rest, in impeccablecondition. This is the second GulfstreamG550 that Boutsen Aviation has succeededin selling in the last five months and the11th Gulfstream overall.

Mathieu Pezin in turn announced the sale ofthe Cessna Citation CJ2 s/n 200 and theEurocopter AS355N S/N 5603 all in thesame week. “Both transactions were con-cluded in a very short time and signals anupbeat turn in demand.”

Since the beginning of the year, BoutsenAviation has sold and delivered 12 pre-owned aircraft representing an increase of10% when comparing sales in the same peri-od last year.

Thierry Boutsen and his wife Daniela creat-ed Boutsen Aviation in 1997 and have firmlypositioned themselves at the top of the pre-owned business jet sales market. Previousto this, Thierry was recognized for hisincredible talent behind the wheel ofFormula One cars with impressive victoriesfor teams such as Williams - Renault.

JETNETCREATES MARKETANALYSIS TOOLJETNET LLC, the world leader in aviationmarket intelligence, has significantlyexpanded its unique, aviation-specific cus-tomer relationship management tool, JET-NET CRM, to include market analysis, mar-ket research and prospect managementfunctions. They’ve announced a major newrelease and branding for the product,designed specifically for aircraft profession-als. Improvements include specific aircraftselection and sorting with ownership andsales histories; custom-designed lead gener-ation reports with hundreds of potential buy-ers; high-probability target list generation;custom notes, action items, and flaggedprospects; and easily managedlead/prospect lists and generated reportsfor importing/merging into scheduledemails. To reflect its new functionality andexpanded applications, they’ve branded thenew product JETNET MarketplaceManager. Working hand-in-hand with JET-NET Evolution Marketplace, the company’sflagship intelligence service, MarketplaceManager accesses a combined database ofJETNET’s worldwide data, and a company’sown information.“When we see a need in the marketplace,we fill it,” said Vincent Esposito, JETNETPresident. “Our customers love JETNETCRM, and we saw the potential to do morewith it for those who buy and sell aircraft.This was the perfect opportunity to developa software service that fits uniquely withinthe aviation marketplace, and be customiz-able by our users themselves.”JETNET CRM, designed exclusively for theaviation industry, allowed customers tocombine all of JETNET’s extensive cus-tomer data with their own, to create customapplications that give users the best of bothworlds. In the new Marketplace Manager,JETNET has expanded the product toinclude broader market functions like mar-ket analysis, market research, includingsold comparables and market surveys,along with prospect management, enablingeach client to create a unique view of the air-craft market tailored to meet their needs.Clients now have the ability to cost-effective-ly manage prospects for each of their air-craft through an innovative Prospector tool.Users can create six different targeted calllists, accounting for hundreds of likely buy-ers for each aircraft listed for sale.


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By Fab io Gamba

During a recent presentation at theIsle of Man Aviation conference I tookstock of where the EBAA has comefrom and what its direction is for thefuture. At the moment the organiza-tion boasts 550 members, of which 150operators representing a bit more than1,000 BizAv aircraft, i.e. around 1/3 ofthe total European fleet.Our membership is increasing onaverage by around 10% per year, illus-trating the greater visibility we’re get-ting year on year. Business Aviationmovements continue to account for7.2% of all IFR movements in Europe, apercentage that has somewhat stalledin the last 5 years. We had a negativeyear in 2013, at -3.1% but expect 2014to be a positive year (between 0.5 and1%) and we see more green shootscoming. We are clearly on a mend, yetwe are far from the growth rate wecould enjoy in the 2000-2009 periodSo was the 2009-2014 period was clear-ly a blip in the overall picture forBusiness Aviation? Is the new ‘nor-mal’ is going to be different to the oldone?If I wanted to be provocative, I would

summarize the current situation asbeing characterized by Fragmentedindustry, over-capacity, high operatingcosts and with a complex supply struc-ture that necessitates intermediaries.To make things worse we also have anIll-suited regulatory framework, poorcomprehension of the importance ofthe sector by authorities and hence noappetite to accommodate its needs.Obviously if all of this was entirelytrue it would equate to a RIP epitaphfor the sector. So you have obviouslyunderstood that I am purposely carica-turing, but I am doing it so that youunderstand what EBAA is contemplat-ing doing and why it is doing itTo summarize, we have a three-pronged challenge that dictates theactions of the Association, namely:ÿ Challenging economic timesÿ Business model that is showingsome cracks and limitationsÿ External miscomprehension by reg-ulators and authoritiesPeople might obviously contest one orthe entirety of these challenges, butfor the sake of arguments, let’sassume they are true.

So with respect to the (1) challengingeconomic times, there is unfortu-nately not much we can do, but per-haps hope that things improve, as itseems to be the case ultimately. Butactually, this assertion is not totallytrue, there ARE things we can do. Iftimes are tough, what do you do? Youpark your airlines, reduce your fre-quencies, in other words, youdecrease the supply to match a noise-diving demand, and increase fares, sothat your turnover decreases, but yourmargins remain.This is more difficult for BusAv opera-tors, but reaching out to more cus-tomers and reducing operating costsis something we can aspire to do.Getting more new customers is cer-tainly a big ask, but the EBAA is think-ing about a spinoff concept of theTravel$ense software that did so muchto explicit the rationale of flying BusAvto businessmen; we’ll see if we canbring it to stage 2.0.Then how do we reduce operatingcosts? There are many out there.Starting from the national taxes which,in aggregate, cost air transport around

5bn/year, through admin burdenslinked with the EU ETS, and ATC evergrowing costs, etc.The EBAA wants to help to decreaseoperating costs on all fronts; note thatit would be the case even if times werenot challenging. High operating costsare also problematic with respect tocompetitivenessObviously, the most important operat-ing cost (other than maintenance andtraining) is related to the cost of fuel;this account for 18% of BusAv operat-ing costs! Not quite as much as for air-lines, but close…I mentioned that our business modelmight have some inner limitations.Let’s look for instance at empty legs.They represent around 40% of all ourmovements. We can also look at itfrom the illegal flights perspective.With respect to the latter, we havecommissioned a study; its findings arethat around 14% of the total BusAvmovements in Europe are “non-com-pliant” in a way or another. And thatthey lead to 1.2bn of costs to the

society (i.e. loss of income forMember States through unperceivedtaxes, to operators of course, but alsoeventually to passengers, etc.)What does EBAA do about it? Well,several things such as trying to identi-fy those areas, mostly legislative, thatare so obviously ill-suited to the specif-ic needs of Business Aviation thatinfringing them is easier than respect-ing them. These include Flight andDuty Time Limitations (FTL) forinstance, or the use of runways forpart-CAT operatorsAnd we have just received the initialresults of a study we have commis-sioned to the Dutch NLR and will passon its observations and conclusions toEASA; in a nutshell, it suggests thatraising the usage of runway from thecurrent 60% to 70% and up to 80% insome cases would not impact safety.That would seriously reduce the causefor “non-compliant” (I don’t like theterm “illegal”) flip-flopping in functionof the length of the runway. Similarlywith respect to FTL, the currentSubpart Q is felt by many part-CAToperators as too narrow in scope andpoorly fitting their multiple-leggedcustomary journeys. Hence the ideathat BusAv should have its own Rule-making Task; that was actuallyapproved by EASA. And the idea thatthis RMT should base its work on evi-dences that fatigue is felt differently bypilots flying BusAv typical patternsthan pilots flying routine scheduledpatterns.Also, we felt we needed to include fromday one the unions, to avoid last year’sclash and the subsequent EuropeanParliament embarrassing spat. We’llsee where that brings us, but as I amwriting the study is about to be com-missioned to an external contractorwith well-known credentials. We’ll alsosee with the entry into force of the newpart-NCC legislation; it will be interest-ing to measure the impact of it on non-compliance, as it will somewhat reducethe total freedom enjoyed today bypart-NCC operators.With respect to empty legs, againthere is not much we can do about it.The market has traditionally tried to


C E O � S C O R N E R

Fabio Gamba,Chief Executive

Officer of theEuropeanBusinessAviation

Association.

PLANS FOR THE FUTURE

address the issue by providing onlineand/or live awareness of current sup-ply. But the result is mitigated anddespite some very promising attemptsthe number of empty legs is still firmbetween 35 and 40%.It costs the industry an estimated

is torn between leaving this to theindustry and do nothing – with theresult we see – on the pretext that thisis a competitive issue, and adopting amore hands-on approach.I finally mentioned that BusinessAviation was by and large grossly mis-understood, and hence overlooked! Ithink no one will disagree with thisstatement that Business Aviation is thepoor relation of air transport. The con-sequences of this miscomprehensionare visible and I have already alludedto it: this boils down to ill-suited regu-lation (slots, EU ETS, etc.). Morespecifically, it tends to make the deci-sion-maker believe that a one-size-fits-all approach is not only acceptable, butthat it is desirable; that’s obviously avery dangerous – and reductive –belief. We’ve seen that it doesn’t workfor such central aspects as FTL. Butnow let’s look at another crucial point,i.e. access.The latest developments have broughtin some perverse effects: the new slotRegulation – that the Italian presiden-cy will try to process in the secondpart of the year – is so cumbersome inits requirements both to get a slot andto keep it once you’ve gotten it that itis virtually impossible for non-sched-uled operators to even dream of get-ting some.The consequence, although it isnothing new, is that BusinessAviation is basically squeezed out ofhubs and other coordinated airports,of which the number is growing inEurope.You could say, all right, we still haveother airports to fly to, right? After all,we don’t like to fly to the Heathrow,Charles de Gaulle, or Main of thisworld. But actually it is not that sim-ple. First, we want to maintain our con-nection to hubs, as thin as they maybe, and second, regional airports arenot that easy to access. They are notalways equipped in a way that allowsall-weather conditions, without men-tioning the fact that we have theDamocles sword of State aids hangingover our heads

By this I mean the fact that theCommission is trying to force thoseairports which are not financiallyautonomous to close. So in a nutshell,we are squeezed out of hubs, and wemight be squeezed out of regional air-ports as well. But why is it so? Andwhat can we do to combat it?It’s clearly the result of a poor under-standing of the value that BusinessAviation can bring. How many timeshave I, or you, heard that in order tomaximize an airport’s value, through-put and public utility, we should giveprecedence to an A330 rather than to aG-IV?We shouldn’t take it personally, but weshould try to do something to combatit.With respect to communication, we’veassessed the problem and have latelydecided to hire a full-time communica-tion specialist. Her objective is simple:it is to define a way to change overtime the perception that people haveof Business Aviation, that of a luxurytool only for the rich and famous.Easier said than done, I know! But weneed to take the bull by the horns, andstart addressing these issues. So,which people am I talking about?Basically 3 categories, plus one: a) thegovernment/decision-maker, b) thepassenger or potential passenger, andc) the man-on-the-street. I mentioned afourth category: the operator!We will adopt clear messages to each ofthese categories, and will give ourselvesthe necessary means to tell them untilwe’re blue in the face that BusinessAviation 1) is a necessary element of airtransport, that 2) it is a needed comple-ment to scheduled airlines, and 3) thatit is a strong economic enabler to thelocal and the national economy.

We’re also thinking of equipping our-selves with the not-sufficient-but-nec-essary tools of studies. If you claimyou’re important, you need to be ableto substantiate that assertion. Wehave in the past commissioned sever-al studies on the importance ofBusiness Aviation in and for Europe.This time around, we want to haveboth a top-down, macro-economicperspective of not only crude num-bers of our sector (jobs, turnover,etc.) but also of what BusAv enables(number of companies usingBusiness Aviation in the conduct oftheir business).And we want to promote a bottom-up,

micro-economic perspective of towhat degree Business Aviation isimportant for single countries, suchas the UK, France, Germany, but alsoItaly, Switzerland and/or Austria.I mentioned that we wanted to under-take projects. Indeed, projects will bean essential component of our futureactivities. They actually already are toa certain point. Why are we doing itand what are they all about?Heaven helps those who help them-selves! The first reason behind pro-jects is to prove our statements, todemonstrate that Business Aviationcan do it and to help initiate new waysof thinking. For instance, we haveseveral projects underway withrespect to Access. We have joined aconsortium a few weeks ago whosetask is to demonstrate the benefits forBusAv of a wider use of SBAS relatedprocedures when combined withsuch technologies as EVS and SVS.We are also putting the finishingtouch together with GSA (theEuropean Global Navigation SatelliteSystems Agency) to an agreement forthe deployment of CAT1 like LPVapproaches at 100+ regional airportsin Europe. On a different front, wehave just signed a contract withVistair to replicate the very success-ful CASE (Corporate Airlines SafetyExecutive) example of the UK, and byexpanding the model to continentalEurope.Another such project is the newlylaunched IS-BAH (InternationalStandard for Business AviationHandling) that will help operatorscomply with their ISBAO SMS

þ

requirements.


By Pau l Walsh

This year�s World Cup broughtits fair share of controversy -organizers desperatelyscrambled to have everythingprepared in time and localstook to the streets to protestthe vast sums of money spenton the event.

On the bright side, it did produceplenty of nail-biting football spec-tacles. More so, it showcased the

important role Business Aviation playsin getting the right people where theyneed to be at the right time.

Brazil’s Business Aviation fleetalmost doubled during the event, withover 700 aircraft coming in fromabroad. Indeed, an estimated one innine people coming to the event trav-elled via non-commercial aircraft.

Is Business AviationGoing Mainstream?

Perhaps not just yet, although if youattend Latin America BusinessAviation show LABACE this year,you’ll see ample evidence that ourindustry is a vital driver of economicgrowth in the region. This year theevent takes place at São Paulo’sCongonhas Airport from August 12-14,and organizers are already predictingit will be the biggest and best yet.

Although many of the show’s orderswon’t be announced, you can expectsome serious wheeling and dealing onthe static display. According toBrazilian Business Aviation organizersABAG, the business that came out ofthe 2013 show passed the $500 millionmark.

Cessna already has an extremelystrong general aviation foothold in theregion, and it’s keen to translate thisinto Business Aviation potential.

“Latin America has traditionally beena strong region for Cessna and wehave an enduring relationship with ourcustomers here,” says Kriya Shortt,Cessna senior vice president of Sales.“In the region, Citation jets outnumberthe next three competing brands com-bined and we are proud to build onour years of experience with our part-ners at TAM Aviação Executiva. Thesecustomers recognize quality and per-formance, and they will continue tochoose Citations. We are committed toretaining our regional leadershipthrough superior products and ser-vice.”

Shortt notes that Brazil, in particular,is an important country for the compa-ny, with nearly half of all light andmidsize jets currently operating in thecountry being Citations. “In the pastfive years Cessna has continued to bethe most favored business jet importfor Brazilians,” she says.

For Latin American business peoplelooking to travel within or outside theregion, the Citation M2 can fly six pas-sengers non-stop from São Paulo toBuenos Aires. Another attractiveoption is the Citation X, which canconnect up to eight passengers fromRio de Janeiro to any point on theSouth American continent, travellingat speeds up to Mach 0.935 (1,224 kmper hour). When launched, the super-mid size Citation Longitude is expect-ed to have the non-stop range to con-nect Brasília to Washington D.C. orCape Town, South Africa.

“The Latitude is a welcome additionto the expanding fleet of Citation air-craft throughout Latin America, andBrazil in particular,” adds Shortt. “Weknow operators will be impressed withthe Latitude’s Garmin G5000 avionicsand advanced performance, and pas-sengers will appreciate the enhancedcabin controls and the latest in con-nectivity capabilities.”

Cessna’s sister company,Beechcraft, will also be at the show.


LABACE BIGGERAND BETTER THAN EVER

DRIVERBusiness

Aviation drivesthe Latin

Americaneconomyforward.

P R E V I E W L A B A C E 2 0 1 4


Beechcraft has a strong base to workfrom since it already represents 56percent of the Latin American busi-ness turboprop market. Deliveries ofKing Airs throughout Latin Americahave increased 37 percent over thepast five years compared to 2003-2007.

“We’ve now topped 1,000 King Airsregistered across Latin America, withthe largest concentrations in Brazil,

Venezuela and Mexico,” says KeithNadolski, president, BeechcraftAmericas. “With 420 King Airs inBrazil, we have more than 70 percentof the business turboprop marketshare in what continues to be one ofour largest growth areas outside theUnited States.”

Nadolski notes that LABACE givesthe company a great opportunity tovisit its growing Latin American cus-tomer base while also offering a stageto showcase the durability, reliabilityand efficiency of its product range tonew customers.

Meanwhile, Gulfstream’s fleet con-tinues to grow at a healthy pace.

“Brazil’s economic growth hassparked an increase in trade withcountries around the world, mostnotably China,” says Gulfstream presi-dent Larry Flynn. “The growth in thenumber of customers operatingGulfstream business jets in Brazil goeshand-in-hand with that desire to con-duct business worldwide. Whether it’sin China, Europe or Africa, we haveefficient, high-performance aircraftthat are well-suited for doing businessaround the world.”

To support this demand, Gulfstream isconcentrating on growing its customerservice capabilities in Latin America. Itrecently relocated its maintenance oper-ations at Bertram Luiz Leupolz Airport

in Sorocaba, Brazil, to a more centrallylocated, larger and more modernhangar at the same airport.

The new 34,768-square-foot/3,230-square-meter facility is now fully oper-ational and includes a 1,077-sq-f/100-sq-m bonded parts warehouse, sevencustomer offices, a conference roomand secure parking underneath thehangar.

“We can better support the demandsof our growing fleet in South Americawith our new Gulfstream Brazil facili-ty,” says Mark Burns, president,Gulfstream Product Support. “It is in apreferable location at the Sorocaba air-port, which will make it more accessi-ble to customers. It is also substantial-ly bigger than our previous building,which will allow us to serve moreoperators while also offering moreamenities for employees and cus-tomers.”

Gulfstream Brazil, located approxi-mately 60 miles (97 kilometers) fromSão Paulo, comprises a 24,000-square-foot (2,230-square-meter) hangar thatcan accommodate a mix of four to sixlarge- and mid-cabin aircraft – not tomention nearly 8,000 square feet (743square meters) of offices and a 3,000-square-foot (279-square-meter) bond-ed parts warehouse. The facility’s staffincludes nine avionics and mechanicaltechnicians, and it is certified to per-form maintenance, repairs and alter-ations on all Brazil-registeredGulfstream aircraft. Gulfstream techni-cians certified by the US FederalAviation Administration can serviceUS-registered company aircraft off-site.

In the last several months,Gulfstream has increased its parts andmaterials inventory in Brazil to approx-

imately $15 million. Parts are stockedon-site at Gulfstream Brazil and in SãoPaulo at Morro Vermelho Taxi AereoLTDA.

To prove its commitment,Gulfstream supported operatorsthroughout the World Cup via a G150aircraft based in Sorocaba andRibeirão Preto for the duration of thetournament. The aircraft deliveredflight-essential parts and techniciansto customers in Brazil whose aircraftwere under warranty.

Local heroes Embraer will be busypromoting their Legacy 500 andLegacy 450 at LABACE, which are dueto enter service this year and nextrespectively. The 500 is the first mid-size jet with full fly-by-wire technologyfor complete envelope protection andimproved comfort, efficiency andreduced pilot workload. The netresult: even more safety.

Meanwhile, the Legacy 450, which isalso fly-by-wire, is powered by twoadvanced, fuel-efficient HoneywellHTF 7500E turbofan engines. Withfour passengers and NBAA IFRReserves, the Legacy 450 is capable offlying non-stop from Los Angeles toBston, or Moscow to New Delhi.

Like Gulfstream, Embraer had arobust support plan in place for theWorld Cup. The additional supportmeasures included broad logistic sup-

GROWTHBeechcraft has1,000 King Airsregistered inLatin America,whileGulfstream�sfleet is growingsteadily.


port and special procedures for dis-patching parts from their distributioncenter using an exclusive aircraft toshuttle technicians and material.Embraer strategically positioned fieldservice representatives and workedwith both their authorized service cen-ters and contact center, which alreadyoperates around the clock at its head-quarters in São José dos Campos.At Bertram Luiz Leupolz Airport(SOD) in Sorocaba, EmbraerExecutive Jets Service Center, operat-ed by Universal Aviation, provides air-craft handling, hangar and FBO ser-vices for all business aircraft makesand models. Within its more than215,000 square feet, Embraer offersmaintenance, repair and overhaul ofits executive jets.

For Dassault, Brazil continues toshow potential, and the French manu-facturer is already the market leader inthe Brazilian large cabin business jetsegment with nearly 60% market share.

“As a dynamic country with a healthyand diversified economy, Brazil hasbeen at the center of the world stageover the past couple of years,” saysJohn Rosanvallon, president and CEOof Dassault Falcon Jet. “Our commit-ment to Brazil has steadily progressedsince we sold our first new airplanethere over 30 years ago.”

Rosanvallon adds: “We continue tohave high expectations for the Brazilianmarket and will keep expanding ourinvestment in the years to come.”

Dassault’s company owned SorocabaService Center is authorized to performline maintenance and airframe inspec-tions on all Falcon models except theFalcon 20 and Falcon 100. In addition,the facility is qualified to provide

engine maintenance on the CFE-738,Honeywell TFE731 series, as well asPratt & Whitney Canada PW307A andPW308C models. Specialized non-destructive testing (NDT) services,such as Penetrant and Eddy Currenttesting, can also be performed. A fullservice battery shop is available torepair, replace or charge main andemergency batteries on Falcon andother aircraft models.

Following the opening of theSorocaba Service Center in June 2009,Dassault Falcon Jet has continued toexpand the facility with increased man-power, spare parts and tooling.Sorocaba has an AOG ‘GoTeam’ thatcan provide rapid mobile response for aFalcon located anywhere in SouthAmerica, along with the parts and toolsnecessary to get the aircraft flyingagain with minimal delay. DassaultFalcon Jet houses over $3 million (US)worth of high usage parts in Sao Paulo.The 23,000 square foot facility can alsobe used to hangar up to three Falcons.

Canadian manufacturer Bombardierforecasts that the Latin American mar-ket will account for some 2,300 busi-ness aircraft deliveries over the periodof 2013-2032, which is broken downinto 1,000 deliveries between 2013 and2022, and 1,300 deliveries between2023 and 2032. It is forecasted that thefleet of 1,675 business jets at the endof 2012 will increase to 3,085 aircraftby the end of 2032, equivalent to acompound annual growth rate (CAGR)of three percent.

As part of its commitment to LatinAmerican customers, Bombardier

opened a business aircraft RegionalSupport Office (RSO) in São Paulo in2011, which is staffed by an RSOManager who oversees two FieldService Representatives. The RSO iscomplemented by two CustomerSupport Account Managers (CSAM),a parts depot and Authorized ServiceFacilities (ASF) for the region.

Last year Bombardier Aerospaceexpanded its aftermarket service net-work in South America with the addi-t ion of MAGA Aviation as anAuthorized Service Facility (ASF).Located at Aeroporto de AmaraisCampinas in Brazil, MAGA Aviationis home to more than 20 technicianswho support a wide variety of taskswithin a 2,230 sq. meter (24,000 sq.ft.) maintenance hangar. The facilitywill work in close collaboration withBombardier’s Regional SupportOffice in Sao Paulo to provide inte-grated support to business aircraftcustomers based in or flying throughthe region.

SUPPORTAircraft ownersare covered in

Brazil: Embraer�sExecutive Jet

Center Sorocaba(top),

Dassault�scompany owned

Sorocaba(center).

P R E V I E W L A B A C E 2 0 1 4


“Bombardier is committed to servingour growing business aircraft customerbase in South America by providinghigh-quality maintenance services clos-er to our customers’ home bases,” saysÉric Martel, president, BombardierBusiness Aircraft. “MAGA Aviation hasbuilt a strong reputation amongst ourSouth American operator base and theirpassion for our products benefits Learjetaircraft customers on a day-to-daybasis.”

Digex of San Jose dos Campos, aBombardier ASF for business aircraftsince 2005, has also been providing con-sistent support to operators in theregion. In the past year, there has beena 35 percent increase in the total volumeof maintenance performed at the facility.In addition, Digex and MAGA Aviationare the only two facilities authorized byBombardier to repair and overhaulLearjet 40, Learjet 40 XR, Learjet 45 andLearjet 45 XR landing gear.

Digex is the only ASF in SouthAmerica certified by both by theFederal Aviation Administration andthe Agência Nacional de Aviação Civilto provide maintenance work forLearjet, Challenger and Global air-craft. The facility features two mainte-nance hangars, with a total of 2,972 sq.meters (32,000 sq. ft.) of hangar spaceand highly trained technicians to pro-vide quality maintenance support tooperators in South America.

Fuelling Latin American GrowthAside from the manufacturers, fuel

suppliers will also be making a strongshowing at LABACE. For instance,Air BP will be promoting its range ofservices.

Air BP has noted positive growthsince it began operations in Brazil in2002. It now serves clients across thefull spectrum of commercial, generaland military aviation at 19 airports.

“Brazil has become an extremelyimportant aviation region for us,” saysMoreno. “Our very capable and skilfulteam has built a reputation for excel-lence and this, combined with thecountry’s recent strong economicgrowth, has underpinned a significantincrease in Air BP’s BusinessAviation activity.”

The Sterling Card has also been wellreceived, with over 500 card carriersnow regularly taking advantage ofsuch benefits as dedicated accountmanagers, easy access to current fuelpricing, paperless invoicing via theeNabler electronic invoicing system,and instant access to account state-ments.

For their part, World FuelServices is showcasing theirenhanced South American presenceon the heels of the opening of theirnew São Paulo office.

“We are very excited to have openedthe office in São Paulo! One of ourgreatest keys to success has been ourability to be a global leader, whileseeking and maintaining the local pro-fessionals our customers can count on

to understand the needs of their localoperations,” says said MichaelClementi, President of World FuelServices’ Aviation Segment. “We trulybelieve in this model and its ability toprovide our customers the very bestservice and support. Also, from a salesperspective, there’s just no compari-son to this ‘boots on the ground’approach.”

The São Paulo location focuses onserving FBOs and flight departmentsalike, with Ascent global fuel brandaviation fuel, Alliance – World FuelServices contract fuel program – andWorld Fuel Services entire family ofBusiness Aviation products and ser-vices.

MRO and Modifications

On the maintenance side, VectorAerospace will be exhibiting its rangeof Latin American focused services.

“Our participation at LABACE 2014is important for Vector Aerospace, asit is an excellent venue to present ourwide range of fixed-wing and heli-copter MRO services to the LatinAmerican and global aviation indus-try,” says Jeff Poirier, president ofVector Aerospace Engine Services –Atlantic. “Our knowledgeable team ofSales and Customer Support special-ists look forward to meeting with cur-rent and potential customers duringLABACE to discuss how we can sup-port their specific repair, overhaul andfleet maintenance requirements.”With its partner SECA, VectorAerospace’s services include: Pratt &Whitney Canada PT6T, PT6A, JT15D,PW100, PW305, PW307A and PW308Aseries engines; Rolls-Royce M250;Rolls-Royce T56/501D;TurbomecaArriel 1 and Arriel 2; General Electric

COMMITTEDBombardier�sPresident,BusinessAviation,Eric Martel iscommitted toenhancingcustomer servicein Latin America.Air BP hasexperiencedpositive growthin Brazil since2002.


T58 / CT58 and CT-7A / T700engines; Honeywell TFE731 andHoneywell ALF 502/LF507 (all enginelines include complete test capability).In addition, the company providesdynamic components, full-serviceavionics capability – up to and includ-ing glass cockpit engineering, develop-ment and integration – complete air-craft rewires, as well as airframes andmajor inspections support for a varietyof Eurocopter, Sikorsky, Boeing andAgustaWestland helicopter models.

For modifications, Blackhawk willpromote its ‘Blackhawk Strong’ engineupgrade solutions for King Air 90 and200 Series aircraft. The upgradesimprove performance, reduce operat-ing costs and increase resale value –providing a competitive edge andimproved performance in every flightregime, from takeoff to landing. AKing Air with new engines fromBlackhawk will perform 25 percentbetter and realize a savings of $50,000in annual operating costs. Blackhawkupgrades are also available for theCessna Caravan and other turboprops.BLR Aerospace will promote its

FAA-, EASA-, ANAC-certified WingletSystems and LED Lighting for KingAir aircraft. Winglets deliver reduceddrag for better fuel economy,increased climb and cruise speeds,more responsive performance and sta-bility, and safer low-speed handlingqualities – especially during take-offsand landings in short field operations.Winglets also increase aircraft resaleand, according to the Aircraft BlueBook, deliver a 100 percent return oninvestment. They are factory-installedon Beechcraft C90GTx and 250 air-craft.Raisbeck Engineering will show-

case its comprehensive family ofRaisbeck Performance Systems. Thecompany will feature and display itsnew Swept Blade Turbofan Propellersfor the King Air 200 Series, which arenow certified in Brazil. These pro-pellers, when combined withRaisbeck’s EPIC PerformancePackage, give King Air 200s increasedperformance in all phases, increasedpayload, the ability to operate safelyinto thousands of additional airports,greater dispatch reliability, a modernlook, and reduced cabin noise – just toname a few of the benefits.

EXHIBITORSFrom the top:

Raisbeck,BLR Aerospace,

BlackhawkModifications

and VectorAerospace will

all be presentingtheir services at

LABACE.

P R E V I E W L A B A C E 2 0 1 4


Operating to LABACEFinally, according to Universal

Weather and Aviation’s operationalinsight blog (http://www.universal-weather.com/blog/), people who areoperating business aircraft toLABACE need to be particularly care-ful with airport curfew hours, airportslot requirements and PriorPermission Required (PPR) require-ments. Most airports should operatenormally during this time period. Theexception is SBSP, where, due todemo flights, airfield congestion willbe a factor. While aircraft parking isusually available at this location, thereare several alternate airports to consid-er, if necessary.

That being said, there are a fewthings worth noting according to theblog:ÿ SBSP is not an Airport of Entry(AOE)ÿ Operating hours are 0600-2300local, with no overtime permittedÿ Airport slots are required at SBSPand only released (online) 25 hoursprior to your Estimated Time ofArrival (ETA) or Estimated Time ofDeparture (ETD)ÿ Airport slots in Brazil are issued bythe Department of Airspace Controland are obtained on a first-come-first-served basisÿ Operators and exhibitors attendingthis event don’t enjoy any special slotpriorityÿ Slot requests are normally arrangedvia a ground handler, who will obtainslot reservations via a websiteÿ General Aviation (GA) parking isonly available at a privateramp/hangar area and should bereserved in advanceÿ As aircraft will be repositioned fromtime to time, crew should provide localcontact numbers or make arrange-ments with their ground handler tomove the aircraft if and when required

It may be worth consideringGuarulhos, Sao Paulo (SBGR), a 24-hour AOE and about a one-hour drivefrom SBSP. Note that a PPR is neces-sary for SBGR, with at least 48 hours’advance notification. Campinas, SaoPaulo (SBKP) is also a 24-hour AOE,located about one hour and 30 minutesfrom SBSP. PPR is also needed for thisairfield, with at least 48 hours’ advancenotice. Note that aircraft are subject tobeing repositioned at both SBGR andSBKP, and tow bars are required.

To clear Customs, Immigration andQuarantine (CIQ) at SBGR or SBKP,passengers and crew members mustgo to the main terminal for passportcontrol and bag screening. Customsclearance may take up to 30 minutes.Be advised that there’s no special linefor passengers arriving aboard GAflights. In the case of those exhibitingaircraft at LABACE, the CIQ clearanceprocedure may take up to one busi-ness day, with special proceduresrequired.Also important to note is that the air-craft’s temporary admission and over-flight permit validation may take up to90 minutes to process.

If you’re planning to do exhibitionflights during LABACE, San Jose DosCampos (SBSJ) is a good option.Flight time from SBSJ to SBSP isabout 25 minutes. Note, however, thatyou’ll need airport slots for SBSP, andthey can only be requested 25 hoursprior to ETD or ETA. If an operatorneeds to do more than one landingand one take-off per day, it may benecessary to file for an ‘opportunityflight plan’ if airport slots aren’t avail-able. With this type of flight plan, youcannot always guarantee ETD/ETA.

For CIQ clearance en route to SBSP,consider Manaus (SBEG), BeloHorizonte (SBCF), Porto Alegre(SBPA), Foz de Iguacu (SBFI), Recife(SBRF), Brasilia (SBBR) andFortaleza (SBFZ). Be aware that adomestic permit is needed for Brazil ifyou’re making more than one stop –including a tech stop – within thecountry.

You’ll need a landing permit for allairports in Brazil. Some airports alsohave PPR mandates. While there’s nofixed lead time for obtaining permitsand PPRs, most airports will issuethese within 24 hours of a request.

Brazilian Air Traffic Control (ATC)follows International Civil Aviation

Organization (ICAO) rules for flightplan filing. Particular information maybe required, but that is always avail-able on NOTAM for the particular air-port. Best practice is to always checkNOTAMs for preferential routes, pref-erential flight levels, performance-based navigation (PBN) info, and anyother remarks (RMK) info. Note thatit’s mandatory for non-Brazilian air-craft to include in the remarks section18 of the flight plan the landing feenumber, landing permit number and anotation of the last airport operatedfrom. For example, if the aircraft istaking off out of SBGR – and camefrom SBKP – it’s mandatory to add“FROM/SBKP.” For airports with air-port slot requirements, it’s also manda-tory to add the slot number as follows:CLR SBXX SLOT XXXXX.

Universal Weather and Aviation alsosay that you should have your third-party provider or ground handlercheck your flight plan once it’s on filewith ATC. It’s best to do this twohours prior to ETD so that if any infor-mation is missing, or something iswrong, you may request a correctionahead of time. If your flight plan filingis not correct, it will be necessary tore-file the full flight plan.

While fueling on arrival may helpalleviate delays day of departure, it’sthe operator’s choice when to sched-ule fuel uplifts. Keep in mind that fuelfor domestic legs in Brazil is moreexpensive than international legs dueto domestic taxes. Fuel taxes in Brazil,in some cases, may double the postedprice of aviation fuel.

There will likely be specialNOTAMS, and perhaps airport restric-tions/curfews, to consider at SaoPaulo airports during the LABACEtime period. At this point, however,we’re not aware of any special orplanned restrictions.

PRUDENCEUniversalWeather andAviation advisecaution beforeoperating intoBrazilianAirports.þ

By K irby Harr ison

The economy, on both anational and global scale,is the driver of Business Aviationin Brazil and recent analysissuggests the marketin that country may be infor a slow period.

In 2013, the country was mired in aperiod of slow growth in the finalquarter, and through the first three

months of 2014, the economy grewonly 0.2 percent. Worse, theInternational Monetary Fund, recentlysingled out Brazil as an economic“weak spot,” in a global economy,marked by high interest rates, highinflation and weak growth. These andother signs suggest a weaker BusinessAviation market going forward in whathas been on the strongest economiesin Latin America in recent years.


ROBUSTBrazilian

associationABAG is

confident ofBusinessAviation�s

prospects inLatin America.

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

IN BRAZILDRIVING BUSINESS AVIATION


On the other hand, Brazil’s FinanceMinister Guido Montega sees a globalrecovery going on that will end uphelping developing economies.Ricardo Nogueira, general director ofthe Associação Brasileira de AviaçãoGeral (Association of BrazilianGeneral Aviation, or ABAG), said thatalthough Business Aviation growth isdown slightly from last year, “itremains strong.”

Embraer Executive Jets, the busi-ness and private jet division ofBrazilian aircraft manufacturing giantEmbraer, saw aircraft deliveries jumpfrom 99 in 2012 to 119 in 2013. And thefirst quarter 2014 is starting off equally

well, with 20 executive jet deliveries,compared with 12 in the first quarter2013.

Also a reflection of the importanceof the Business Aviation market inBrazil was a decision by GulfstreamAerospace to augment its service andsupport in Ribeirão Preto during theWorld Cup. The city is approximately200 kilometers north of São Pauloand the Bertram Luiz Leupolz Airportin Sorocaba is home to theGulfstream parts warehouse and ser-vice center.

“We are sending our G150 airborneproduct support aircraft to RibeirãoPreto with additional technicians andparts in support of Gulfstream ownersand operators attending the WorldCup,” said Fabio Rebello, regionalsenior vice president for Florida andLatin America.

Air BP also announced additionalsupport for Business Aviation ownersand operators in Brazil for the WorldCup. At all 16 airports where it oper-ates, Air BP promised a “fast-track”fuel service, guaranteeing a refuelingtruck within 20 minutes of arrival,given three-hours advance notice. Thecompany also teamed with Tri-StarHandling Concierge of Brazil to pro-vide complimentary flight packageswith navigation, flight plans, weatherforecasts and Notam service, as wellas discounts for Air BP customers.

The World Cup, from June 12through July 13, was expected to add$3.03 billion to the Brazilian economy,as an estimated 3.7 million people trav-eled throughout the country and spentsome $2,488 per person during games.

Prior to the month-long games, glob-al aircraft handler Universal Weather

and Aviation had cautioned businessand private jet owners and operatorsplanning to attend that it would be “anespecially busy time throughoutBrazil.

“It’s important to understand that [asof late May] few options are availablefor airport slots, aircraft parking, andhotel accommodations,” warnedUniversal Operations Manager forBrazil Marcia Taue.

Aircraft owners and operators werealso warned that the Agência Nacionalde Aviação Civil (National CivilAviation Agency, ANAC) will levy finesof up to $40,000, and suspension ofpilot certificates for commercial andgeneral aviation flights that do notcomply with slot restrictions duringthe World Cup. Universal estimatedmore than 1,000 business jets hadmade requests to fly in for the cupfinal in Rio de Janeiro.

At the Confederations Cup prelude inBrazil in 2013, Business Aviationquickly discovered the growing needin Brazil for improvements in the avia-tion infrastructure. The government’sanswer to a substantial increase incommercial and private aviation was tosimply exclude general aviation fromSão Paulo’s international airports, andrequests for slots were routed to FIFA,the cup’s organizing body.

The logistics challenges presented toBusiness Aviation by the World Cupaside, Gulfstream Aerospace notesthat its order book from Brazilremains strong and Rebello describedthe market as “performing very well,”despite a slight slowdown at the lowerend of the product line, “probably

RESPONSEA G150 wasavailable for

AOG responseoperationsduring the

BrazilianWorld Cup.


[ find ]

The World Leader in Aviation Market Intelligence | 800.553.8638 | +1.315.797.4420 | jetnet.com


GDP driven.” But he added that thecompany has not seen any slowdownin market interest in larger aircraft.The current Gulfstream fleet in Braziltotals 40 airplanes, reflecting the qua-drupling of that fleet from 2008 to2013. At the Latin American BusinessAviation Conference & Exhibition,August 12-14, Gulfstream will haveexamples of its entire business jet lineon static display, including the G650.

Gulfstream’s Canadian competitorBombardier Aerospace, has a fleet of120 business jets registered in Brazil,and claims a 25 percent market share.Without mentioning Brazil specifical-ly, Bombardier’s latest market fore-cast predicts that by the end of 2032,the total fleet of business jets in LatinAmerica will increase of 3,085 air-craft, and no small number of themwill be Gulfstreams.

A highlight of the annual LABACEshow will be Bombardier’s 5th LatinAmerica Safety Standdown. The semi-nar will be held August 11 and as inpast years, standing-room only atten-dance is expected. This 2014 eventwill address such “urgent human fac-tors threats” as Attention Control,Runway Excursions/Incursions ,Automation Airmanship , Loss ofControl In Flight, Upset Recovery, andControlled Flight Into Terrain.

The most recent 2rd Annual BrazilianGeneral Aviation Yearbook fromABAG came out in mid-2013. Itemphasized general aviation as hav-ing “an important role in tying the

country together in social inclusions,given its high capacity to physicallyconnect the cities in Brazil to eachother and to cities in other countries.”

Highlighting the role of that aviationindustry segment, ABAG estimatesthe size of the fleet in Brazil at nearly700 business jets, more than 1,000turboprop airplanes and close to 1,700helicopters. General aviation in thecountry, it pointed out, connects3,400 airports inside and outside thecountry, generating 833,000 move-ments annually.

As of 2013, ANAC had certifiedmore than 180 air taxi companies and300-plus companies offering special-ized aviation services which involve

aerial surveying, aerial photography,aerial publicity, journalism, air shows,firefighting, aerial inspection and aeri-al cinematography.

With the World Cup this summer inBrazil , and the Olympics Gamesscheduled for 2016, there have been anumber of ambitious plans for newprivate Business Aviation airports.Brazilian President Dilma Rouseffsigned a decree in December 2012permitting private construction andoperation of airports, opening the wayfor an expansion of the aviation infra-structure.

Among those is Aeródromo PrivadoRodoanel, about 15 miles from theexisting Congonhas Airport in SãoPaulo. Expectations were that itwould open in late 2014. The $1.1 bil-

lion project still faces environmentalhurdles.

Catarina Aeróporto Executivo wasshowing plans for the airport and heli-port combination at last year’sLABACE show. The Catarina aviationcommunity would include two run-ways and would be 45 kilometersfrom São Paulo. It was initially expect-ed to be completed by mid-2014.

In recent years, the Brazilian gov-ernment has allowed privatization of anumber of the country’s major air-ports, among them Tancredo NevesInternational, about 400 kilometersnorth of Rio de Janeiro, near the cityof Belo Horizonte. The master planincludes a 30-year development pro-

HUBSao Paulo is

home to at least420 helicopters.

CongonhasAirport is

undergoing an$86.8 million

expansion plan.



gram, including new runways, taxi-ways and better access for BusinessAviation. “This planning project isbeing done in the context of thefastest growth in aviation demand inBrazil’s history,” according to devel-opers.

A more favorable attitude towardBusiness Aviation by the governmentalso contributes to growth. At lastyear’s LABACE show, ABAG chair-man Eduardo Marson praised civilaviation minister Moreira Franco forsupporting ABAG members’ occupan-cy of key airport locations. It resultedin a decision to suspend puttingalready occupied spaces out for pub-lic bid.

Also pointing the way to a morerobust Business Aviation atmosphereis a relaxation of the squeeze on air-craft financing, with Brazilian banksleading the way. Juan Excalante, v-pof Latin America for AirFinance,described these institutions as cash-rich and able to deal in local curren-cies, leading the way for internationalbanks to slowly re-enter the aircraftfinancing market.

Among recent expansion in theBrazilian market was the appointmentof Quest Aircraft do Brazil as a dealerfor Quest Aircraft’s Kodiak, 10-seat,single-engine turboprop aircraft.Quest has delivered five Kodiaks’ toLatin American customers over thefirst two months of the year and envi-sions Brazil with its thousands ofunimproved airstrips as an excitingmarket.

Elsewhere, Boeing and Embraerhave agreed to collaborate on a jointbiofuels research center near theBrazilian OEM’s headquarters in SãoJose dos Campos. Further, there areplans to include other companies andinstitutions in the program. It isaimed at helping achieve a voluntarycommitment by the aerospace indus-try to be carbon neutral by 2020.

At Sorocabo, Business Aviationgrowth continues with the opening ofthe new Embraer Executive Jets ser-vice center at Bertram Luiz LeupolzAirport. Built to maintain, overhauland repair Embraer Business jets, itencompasses 215,000 square feetwith two hangars.

Also at the airport, the ground sup-port division of Universal Weatherand Aviation has been selected byEmbraer to run an FBO at the

Embraer service center and use thesecond Embraer hangar for aircraftparking. Universal will also offer air-craft ground support services.

In São Paulo, Embraer announced ithas plans to open a fourth trainingcenter for Embraer’s Phenom light jetlines

The helicopter market in Brazil hasalways been robust. While much ofthe focus is on business jets in Brazil,helicopters represent a far greatertotal in terms of sheer aircraft num-bers. According to ABAG, there aremore than 1,600 helicopters in ser-vice throughout Brazil, ranging fromoff-shore oil exploration roles to char-ter to fractional share programs.

São Paulo alone is home to an esti-mated 420 helicopters making some500 daily flights to and from the city’sastounding collection of nearly 200heliports. According to the Brazilian

Association of Helicopter Pilots, thehelicopter fleet nationwide totals1,900, and more than 300 operatorlicenses have been issued a year forthe past several years. The helicopterbusiness in Brazil, said the associa-tion, has been growing at about 20-percent a year in recent years.

The driving force for the growth ofhelicopter traffic in São Paulo, as wellas in come other large Braziliancities, is the need for security, as wellas automobile traffic congestion thatmakes a dead stop seem fast by com-parison.

This coming August will mark the11th annual LABACE show, scheduled

again at Congonhas Airport in SãoPaulo. Last year was a sell-out withmore than 180 exhibitors and 68 air-craft on static display. ABAG hadexpected to break the old record of16,722 attendees but rain and coldweather left the show about 2,900attendees short. Nevertheless, ABAGestimated business generated by theshow would exceed $500 million.

Also a factor contributing to lowattendance was increased fees,restrictions on free and discountedstudent admission and greateremphasis on qualified visitors.Nogueira said the changes in visitorrules may reduce the total attendeecount.

The association expects 2014 will bethe biggest show to date, despite alate start signing up companies forexhibit space. ABAG attributed thedelay to difficulties with environmen-tal permits and the usual uncertaintyregarding available space at the air-port venue.

According to Nogueira, while exhib-it sales got a late start, ABAG exhibitspace is selling fast and the static dis-play space was expected to sell out bythe end of June. He added thatdespite the challenges presented atthe current venue, “We thinkLABACE will be at CongonhasAirport for many years.”

With warm weather this year, moretypical of past shows, organizerABAG expects LABACE will be thebiggest show to date.

Based on data from theInternational Air TransportAssociation (IATA), Brazil will be thethird largest aviation market in theworld by 2017, surpassed only byChina and the United States. Whilemany forecasts are positive withregard to the growth of BusinessAviation in Brazil, there remains thequestion of whether the country’sinfrastructure can accommodate therapid growth.

Already, even without the WorldCup, airport slots are in short supply,and operators are seeing a growingshortage of trained pilots and techni-cians. The demand for airplanes con-tinues to grow, said one Brazilian avi-ation insider. “The question now iswhere will we put them, who willmaintain them, and where are thepilots who will fly them?”

POTENTIALBrazil is apromisingmarket for theQuest Kodiak.ÿ

By Nick K lenske

From July 14 � 20th the entireaviation world will descendonto the Farnborough Airportfor the latest edition of thehistoric airshow. Held every twoyears, the event showcases thevery best in military,commercial, general and, ofcourse, Business Aviation.

A s in recent years, to further bol-ster the Business Aviation com-ponent of the show, organizers

are once again including theFarnborough International AirshowBusiness Aircraft Park (BAP). In acrowded show, this area, which iscompletely devoted to business air-craft manufacturers, their productsand their services, serves as a ‘showwithin a show’. Launched several edi-tions ago, the BAP has quickly devel-oped into an integral part of the show,significantly contributing to the bil-lions of dollars of business that is doneduring the course of the entireFarnborough Air Show.

The Business Aviation ParkSo what can you expect to find at the

Business Aviation Park?Beechcraft will be arriving with its

KingAir 350iER. The aircraft’s newinterior is the most comfortable andcapable cabin ever offered in its class.The 350i’s revolutionary Flexcabinsystem can be reconfigured for work

or play, while the new Venue CabinManagement System makes flyingmore productive, entertaining andrelaxing. By increasing fuel efficiencywithout sacrificing payload, thetwin–engine King Air 350i’s cost perseat–mile is less than the leading sin-gle–engine turboprop on typical300–600 nautical–mile trips – makingit the perfect go–anywhere aircraft. Itoffers standard seating for nine pas-sengers and storage for their baggage.At maximum weight, the twin–engineclimb rate ascends to an extraordinary2,730 feet per minute.

As with EBACE, Beechcraft’s pres-ence will be under the TextronAviation banner, along with theCessna and Hawker brands. ForCessna, the big news is the recentEASA certification of its Citation

Sovereign+ business jet, whichdebuted in May at EBACE 2014 inGeneva. “The Citation Soverign+ is agreat fit for the European market withits non-stop range between Londonand the United States or the MiddleEast and all European city pairs,”says Chris Hearne, vice president,Jets.


BUSINESS AVIATIONGEARS UP FOR FARNBOROUGH

IMPRESSIONBeechcraft willarrive in style

with its KingAir350iER at this

year�sFarnborough

Airshow.

P R E V I E W F A R N B O R O U G H A I R S H O W


The jet features winglets and the newPratt & Whitney Canada PW306Dengines providing 5907 pounds ofthrust. The Citation Soverign+ has arange of 3,188 nautical miles, a topspeed of 460 knots and a direct climbto 45,000 feet.

Bombardier is planning to have awide range of its business jets onhand. “Farnborough will be the oppor-

tunity for us to showcase our latestproducts across all segments,” saysAurélie Sabatié, Senior Advisor atBombardier. “We’ll have the mostadvanced of our aircraft portfolio thisyear on static, including the Learjet 75and the Challenger 350, as well as theGlobal 7000 mock-up.”

It is also worthwhile to mention thatthis will be the first time theChallenger 350 comes to Europe. Theaircraft’s redefined cabin experiencewill offer groundbreaking aestheticand ergonomic advances, includinglarger windows, flat floor and a cabinwidth matching many ultra-long-rangeaircraft. It boast s 3,200nm at Mach .80cruise speed with eight passengersand an industry leading time-to-climb.Its winglet redesign increases aerody-namic efficiency, contributing to adirect operating cost that rivals mid-size aircraft.

Coming off an exciting EBACE, theFrench manufacturer is planning toland two jets at the Farnborough stat-ic: the Falcon 7X and Falcon 2000.Earlier this year, Dassault celebratedthe rollout of the 250th 7X, the compa-ny’s flagship jet. Over 200 units are

currently in service in 34 countries,and the fleet has accumulated morethan 250,000 flight hours since itsintroduction back in 2007. The 5,950nm Falcon 7X is the first business jetto incorporate a Digital Flight ControlSystem, which provides a greater safe-ty envelope and a smoother flight. TheFalcon 7X was the first large cabin jet

to be simultaneously certified by theEuropean Aviation Safety Agency(EASA) and Federal AviationAdministration (FAA) on April 27,2007. It’s powered by three highly reli-able and efficient Pratt & WhitneyCanada PW307A engines and offers15-30% greater fuel efficiency than air-craft in the large cabin, long range

BIG-IRONThe CitationSovereign (left),the GulfstreamG650 (right)and a mock-upof the Global7000 (below) willall be on displayat Farnboroughthis year.


class. The 7X is also the only jet in itsclass to be qualified to operate at thechallenging London City Airport.

Gulfstream is bringing its G280 andG650 to the show. The company’spresence is interesting to note as itwasn’t so long ago that Gulfstreamopted to not have a physical presenceat Farnborough. This change in atti-tude is likely a result of consistentlystrong sales in Europe. “Traditionally,Europe has been a strong business jetmarket for us,” says Larry Flynn,President, Gulfstream. “Our fleet hasnearly doubled here in in the last fiveyears.”

In fact, the company’s newest facilityin Europe is in London. Its 5,500square foot London sales and designcenter, opened just over a year ago, islocated in central London’s MayfairDistrict and includes a showroomfilled with leather, veneer, fabric andcarpet selections – along with confer-ence rooms and customer offices.

“Our London sales and design centerhas become an invaluable resource forcustomers,” says Trevor Esling,Gulfstream Regional Senior VicePresident, International Sales forEMEA. “It is fully staffed and providesan ideal setting for customers to gothrough the aircraft selection andcabin-design process with assistancefrom knowledgeable company person-nel.”

Also in the London area, at LondonLuton Airport, is Gulfstream Luton –the company’s first international ser-vice center. In operation for 10 years,last year its operations grew by 10 per-cent. Today it employs more than 200,with Gulfsteam Luton technicians ser-vicing more than 100 aircraft monthlyeither here onsite or on locationthroughout the EMEA region.

And although following an incredibleEBACE for the PC-24, it is the reliablePC-12 that will be the focus during

Farnborough. The aircraft has gaineda reputation for outstanding versatility,performance, reliability and opera-tional flexibility. As such, it is one ofthe most popular turbine-poweredbusiness aircraft on the market today.Over 1200 aircraft have been sold.Specs include: Pratt & WhitneyCanada PT6A-67P engine, flat-rated at1,200 SHP;330 cubic foot pressurizedpassenger cabin with seating for up to9 passengers; maximum range of1,560 nautical miles with three passen-

VOLUMEGulfstream�sLuton facility

services morethan 100 aircraftper month (top).Pilatus will focuson promoting the

PC-12 atFarnborough.

P R E V I E W F A R N B O R O U G H A I R S H O W


gers, high speed cruise, NBAA IFRfuel reserve; state-of-the-art HoneywellPrimus Apex avionics and single-pilotcertification

In the NeighborhoodOf course the Farnborough Airshow

is also an excellent opportunity for thecompanies located at the airport toshowcase their services.

Not only is TAG Aviation positionedas the FBO of choice for theFarnborough Airshow, the

Farnborough-based company billsitself as ‘London’s Business AviationOasis’. With its award winning mainterminal, control tower and hangararchitecture – not to mention world-class service – they have the creden-tials to back up such a claim.

“TAG Farnborough Airport is proudto host the FIA, which has been heldat Farnborough since 1948 and hasbecome the biggest global event of itskind,” says Brandon O’Reilly, CEO,TAG Farnborough Airport. “Not only

is the show important for global tradeand the public, it also makes a valu-able contribution to the local economy(estimated at £20 million in 2012),including the recruitment of tempo-rary staff, mostly young people fromthe Farnborough area, for this event.”

The company’s passenger and crewservices include direct ramp access toaircraft via ground transportation, anon-site hotel and customs and immi-gration clearance and beautifullydesigned and spacious passenger facil-ities. It is also conveniently positionedjust one hour outside central Londonwith direct motorway and rail connec-tions.

For the aircraft, services include:fuelling, EASA/FAA 145 approvedmaintenance support, secure aircraftparking, hangar facilities for transientand based aircraft, complete aircraftand passenger arrival and departureservices, interior/exterior aircraftcleaning, oxygen refill, de-icing capabil-ities, catering and push back services.

“We have invested in excess of £100million in infrastructure developmentin order to offer our customers state-of-the-art facilities and enhanced ser-vices at TAG Farnborough Airport,”notes O’Reilly. “Our continued infra-structure development positions uswell for the future. With modern,advanced facilities and new services,we are able to cater for increasednumbers of aircraft movements andare able to provide our customerswith the services they expect from

PREFERENCETAGFarnborough isthe FBO ofchoice for peopleflying into theshow.


Europe’s leading Business Aviationairport.”

This full service approach to FBOservice has led TAG FarnboroughAirport to be voted ‘International FBOof the Year’ in a recent FBO Survey2014. This is the eighth consecutivetime it has received this award.

“I am delighted that TAGFarnborough Airport has once againtopped these FBO polls,” saysO’Reilly. “These results underpin thecontinued commitment of our airportteam to offering tailored customer ser-vice.”

Another marquee name that is hardto miss from anywhere at the show isFlightSafety International. ItsFarnborough training center offersEASA (JAA) training for corporatefixed and rotary wing aircraft, includ-ing Hawker, Gulfstream, Cessna,Bombardier and Sikorsky.

Plan Your TripConvinced that Farnborough is a not-

to-be-missed Business Aviation event?Then it’s time to pack your bags andstart planning your trip. The experts atUniversal Weather and Aviationremind you that the primary airportfor the event is the privately operatedFarnborough Airport (EGLF). Duringthe airshow days, in order to accessthe airport, operators will requireinbound/outbound airport slots, aswell as PPR. Due to the busy schedule,delays should be expected.

According to Universal, in normal cir-cumstances only a PPR is required fortravel to EGLF, which should always berequested a minimum of 48 hours inadvance. However, during theFarnborough Airshow, airport slots willalso be necessary for all operationsto/from EGLF. Be mindful that EGLFis currently the only airport in Europethat restricts operations to aircraftmeeting International Civil AviationOrganization Chapter 4 criteria. Stage 3operations may in some cases be per-mitted with prior approval. Stage 2operations are no longer allowed intoEGLF under normal circumstances.However, during the FarnboroughAirshow period, Stage 2 operations maybe permitted if the aircraft is participat-ing in the airshow.

Furthermore, UK landing permitsare required for all charter (non-scheduled commercial) flights. The

Civil Aviation Authority processespermit requests, and five days’ leadtime is required. Note that short-notice requests may not be accepted,and there’s no longer an after-hoursnumber available to process suchrequests. For PPR requests, it’s nec-essary to provide completecrew/passenger information, a copyof the aircraft third-party liabilityinsurance with minimum coverage of25 million USD, and a noise certifi-cate (including the aircraft tail orserial number). Be aware that yourPPR confirmation number will berequired for all access to your air-craft while the aircraft is at EGLF.Crew members, in-flight caterers,ground handlers, and any otherthird-party vendors will not be ableto access the aircraft airside withoutthis PPR confirmation number.

If arriving from outside theEuropean Union, you’ll need to pro-vide 24 hours’ notice to arrangeCustoms, Immigration, andQuarantine (CIQ) clearance (accom-plished within the FBO). Short-noticeCIQ arrangements may be possible,but it ’s at customs’ discretion toapprove/disapprove the request. Forarrivals from within the EU, fourhours’ advance notification is needed.In addition, you may be required topay UK Air Passenger Duty (UKAPD) for your flight. Finally, flightsdeparting and arriving within the EUare required to comply with the EUEmission Trading Scheme (EU-ETS)monitoring, reporting, and carbontrading requirements.

ADVICEExpect delays ifyou�re booking

slots atFarnborough

Airport accordingto Universal

Weather andAviation.

P R E V I E W

ÿ

TRAININGFlightSafety�s

Training Centerat Farnboroughcovers Hawker,

Gulfstream,Cessna,

Bombardier andSikorsky Models.


Did you know that sales of Londonproperties worth £5m or more grew by28% last year, with the majority going tobuyers from abroad?

In many cases these are the type ofpeople who want to buy BusinessAircraft, so it shouldn’t be any surprisethat Business Aviation in the UK is start-ing to pick up again.

“London has long been one of themost attractive housing markets in theworld, and it’s already home to a largepopulation of high net worth individu-als,” says Dustin Dryden, ChiefExecutive Officer of Hangar8 plc. “AsLondon continues to attract large num-bers of the world’s richest and most suc-cessful people, demand for private avia-tion is increasing.”

And Hangar8 is seeing the growth firsthand.

“In December last year, we took deliv-ery of four more long range aircraft onbehalf of clients, which was our largestever monthly intake. Also, in March weannounced unaudited half-year resultsthat revealed a 13.1% increase in rev-enue and a 25% increase in gross profit –this is a reflection of our strong andcompetitive proposition, but also a grow-ing market.”

Hangar8 now manages more than 50aircraft for clients collectively worth over£1 billion. And all of the private jetsunder management at Hangar 8 have therange to fly from London to Europe,Russia and the Middle East, with somecapable of flying non-stop to India or theUS.

Growing FleetsBut this is just one example of the

many companies profiting from theinflux of High Net Worth Individualsto the UK. Already this year GAMAaviation expanded its European basedcharter fleet with the addition of aGulfstream G550 to its UK AirOperator Certificate.

Gama Aviation’s European mainoperating base at Farnborough is hostto a number of other corporate jets,including Lear Jet 45’s, Hawker 1000’s,two Challenger 604’s and a DassaultFalcon 2000.

“The addit ion of a G550 to ourcharter fleet enables Gama Aviationto ensure that our customers contin-

ue to benefit from productive, exclu-sive and hassle-free travel arrange-ments, wherever their business orleisure activities may take them. Iam delighted that we are able toenhance our client service offeringwith the addition of the G550 com-plementing our choice of existingsmall, midsize, large cabin and longhaul aircraft options,” said PaulCremer, Commercial ManagerGama Aviation.

Gama also recently inaugurated abrand new 2,480 m2 maintenancehangar, offices and executive aircrafthandling facil i ty in Glasgow,Scotland. The center, representingan investment of £3.8 million, createsa number of new flight crew, engi-neering, operations and customerservice jobs.

Gama Aviation will provide full baseand line maintenance in the newhangar, to support the BeechcraftKing Air 200s operating an essentialservice for the Scottish AirAmbulance. In addition Gama Aviationanticipates significant third party air-craft maintenance activity coming toGlasgow.

THE UK�SMAGNETIC EFFECT

INCREASEGAMA�s

CommercialManager PaulCremer says itsrecently addedG550 to boostclient service.

UK REGIONAL REPORT O P E R A T O R S , A I R P O R T S , M R O A N D F B O S

UK Business Aviation isbooming thanks to an influxof High-Net-Worth-Individualsto Britain,Paul Walsh reports.


Outside Investment

As Business Aviation continues togrow in the UK certain operators havebecome targets for outside investors.Recently Luxaviation purchased LEA,which in terms of market share andfleet size, is the largest BusinessAviation charter operator in the UnitedKingdom.

LEA was founded in 1996 by PatrickMargetson-Rushmore, GeorgeGalanopoulos and AmandaGalanopoulos. It operates a diversefleet of 26 aircraft, ranging from theBeechcraft KingAir 200 turboprop tothe large-cabin, long-range DassaultFalcon 2000LX business jet. LEA is

also the largest European operator ofthe super-midsize Embraer Legacy600/650 business jet, with a fleet ofeight Legacy aircraft. As part ofLuxaviation Group, LEA will continueto be led by chief executive PatrickMargetson-Rushmore and managingdirector George Galanopoulos, both ofwhom retain significant shareholdingsin the company.

Its identity, leadership and opera-tional independence are all retainedbut at the same time it benefits fromvaluable synergies within the groupsuch as economies of scale in the pur-chasing of fuel, insurance, training andother significant cost areas. There’salso increased aircraft availability andutilization within the group, with abroader range of aircraft types; andcollaboration with other group compa-nies to enhance best practice in alloperational areas.

Patrick Margetson-Rushmore, chiefexecutive of LEA, says: “We are

delighted to become part ofLuxaviation Group, as we share thesame corporate culture and philoso-phy about the market’s future develop-ment. Luxaviation is bringing togetherstrong and trusted brands, with deeplocal knowledge and long-term cus-tomer relationships, and enablingthese businesses to thrive throughpurchasing efficiencies, collaborationand shared best practice.”

“There is a superb fit between LEAand our new sister companies withinLuxaviation Group,” GeorgeGalanopoulos, managing director ofLEA. “We have all grown and built ourreputations through outstanding ser-vice and have a shared understandingof the evolving needs of customers.We also face common challenges,such as the increasing regulatory bur-den on our industry, and by joiningforces are achieving the scale neededto continue setting new service stan-dards.”

MRO in the UKAircraft maintenance is also experi-

encing a resurgence in the UK. Forinstance Marshall Aerospace andDefence Group continues to expandits capabilities in Business Aviationthrough its newly created AviationServices Division under the leadershipof Managing Director Steve Jones.Central to this is commitment toexpand its MRO capabilities at itsBroughton, North Wales andCambridge facilities by taking on moreaircraft types such as the BombardierGlobal family and expanding activity inspecial mission work. In line withthese aspirations, James Dillon-Godfray was appointed early this yearto a new role as VP BusinessDevelopment.

And on anticipation of further work itrecently moved its primary mainte-nance facility from 22 Hangar to 2Hangar, enabling it to double its capac-ity for Citation maintenance – to60,000 sq.ft.) For many yearsMarshall has worked on Bombardier’sGlobal Express aircraft, primarily ongreen completions and special missionaircraft. Now for the first time,Marshall Aviation Services are offeringfull spectrum MRO support on thetype to the wider retail BusinessAviation market from its Cambridgefacility.

Meanwhile, the acquisition lastSeptember of Beechcraft’s 50-year oldflagship European MRO business,Hawker Beechcraft Limited, has sig-nificantly bolstered Marshall’s com-mercial business. It welcomed in 230additional talented personnel, includ-

UK REGIONAL REPORT O P E R A T O R S , A I R P O R T S , M R O A N D F B O S

ENHANCE


ing 28 design staff, to MarshallAviation Services, taking the Division’soverall workforce to 400. This alreadyputs MAS among the top 10 compa-nies in Europe for Business Aviationsupport and solutions.

The company says that this hasgiven it critical mass and a widenedscope of activity such as aircraft com-pletions and a dedicated state-of-the-art paint facility and paint design cen-ter which can carry out customdesigns to a wide selection of exteriorliveries. Marshall Aviation ServicesBroughton holds the original HBCinventory of £3 million in parts. Thesite, updated several years ago,includes a modern FBO style environ-ment, including private customeroffices, workstations, customerlounge, prayer room and a dedicatedcustomer services team headed byStuart McNeills. Its hangars andworkshops support MRO, aerostruc-tures, avionics, design engineering,modifications and interior refurbish-ment.

Another MRO success story is JETSwhich marks ten years of operationthis year as it enters a period ofstrong, stable growth. The company,part of the 328 Group, has enjoyed apositive response to its second UKhome at London Biggin Hill Airportsince acquiring at the end of 2012.This saw the company expand intoDassault Falcon maintenance whichhas resulted in more operators andowners of the Falcon 2000 and 900turning to JETS, as an AuthorizedService Center. Some 40% of its cus-tomers at the Biggin Hill facility are‘new’ customers and Dassault activityalone grew 35% over 2013. Currently,JETS is working on a pre-purchaseinspection for a Lebanese customerfor the original manufacturer.

“In the next 12 months we hope tofurther expand our remit withDassault and undertake additionalwork on aircraft in the expanding fami-ly. We also intend to bolster our workon the Challenger 300 at Biggin Hill,and have recently appointed moreengineers dedicated to the type,” saysJETS’ Managing Director AlanBarnes.

With an overall increase in businessfrom Continental Europe, Middle Eastand the UK JETS last month set up anew mobile rapid response team forAOG servicing.

JETS was originally established atSouthampton Airport to offer mainte-nance on the Hawker aircraft andexpanded into Challenger and Learjetwork following its move toBournemouth Airport four years ago.One of the first aircraft the companylooked after in its early years was aHawker 800XP - that same aircraft isnow back with JETS.

“We are seeing two distinct groupsof customers within our UK facilities,”notes Alan Barnes. At Biggin manyclients tend to be HNWIs bringingtheir aircraft in for lengthy, majorchecks. They appreciate the discreetlocation of our facility and its closeproximity to London, where they canarrive unnoticed and enjoy the com-fortable business environment of the

onsite FBO. The FBO was sold toBBA Aviation in March, who continueto run the facility as SignatureAviation.

“Our Bournemouth operationremains focused on supporting heavybase maintenance needs of theHawker and Challenger fleets, withcustomers from all over the EMEAregion selecting JETS to support theirneeds. It is frequented more by cor-porate companies who tend to fly in atshort notice for short, regular checks.Both sites, with an experienced work-force of 30 and 35 respectively, com-plement each other,” he added.

Airports and FBOsOne airport that continues to grow is

Biggin Hill and it was recentlyannounced that Linkinjet SA, a Swiss-registered company specializing inbusiness and corporate jet charter, isestablishing a new aircraft base at theairport.

The company is launching the newcharter service with the arrival of anew Bombardier Global 5000 (CS-TSL). In addition, one LinkinjetFalcon 7X will be positioned else-where in the London area. AtBiggin Hill, the service will be usingthe FBO facilities of Rizonjet andthe aircraft wi l l be operated forLinkinjet by Execut ive JetManagement Services, a subsidiaryof Netjets.

While maintaining their Genevaoperations, Linkinjet Co-Founder &President Shirley Cervantes recog-nizes that London continues to devel-op a dynamic Business Aviation mar-ket and that Biggin Hill plays a bigpart in it.

“Biggin Hill has a vast range offacilities and services for based andvisiting aircraft of all types. We seethis as being the right t ime andplace to advance our business” shesays.

MAGNETICShirleyCervantes,Linkinjet�s Co-Founder andPresident (top)recently broughther company toBiggin Hill,where JETSalready has itssecond home.


Cervantes sees the demand fortransatlantic charter from London get-ting stronger in the foreseeable future.

“City and regional planners are gradu-ally recognizing that smaller, dedicatedairports like Biggin Hill can play a vitalpart in a wider transport system as gate-way airports with full facilities. Weknow that business aircraft fly to morethan three times the number of airportsthat are linked by scheduled servicesand this is what makes the difference.Business Aviation has become a globalbusiness, new demands are evolvingand Biggin Hill has a sharp focus oncustomer service” says ShirleyCervantes.

And of course it’s impossible to ignoreTag Farnborough located 40 miles fromcentral London, which recently complet-ed more than £100 million investment instate-of-the-art infrastructure, purpose-built for the requirements of BusinessAviation customers. It now features anew, control tower and more than240,000 sq ft of hangarage space andoffice accommodation.

There is also a wide range of ameni-ties including concierge service, directramp access for customers wanting todrive up to waiting jets and a crew roomwith ‘snooze’ facilities. And it’s interest-ing that TAG is an industry leader inmanaging noise and jet aircraft that donot meet the International Civil AviationOrganisation (ICAO) ‘Chapter IV’ stan-dard are banned from using the airport.

“By enforcing the highest existingstandard, we have taken an industry-leading approach to phasing out all butthe most modern and quietest cate-gories of jet aircraft,” said MilesThomas, Environment Manager at TAGFarnborough Airport. “As outlined inour Master Plan, we are committed tominimizing noise in and around the air-port and will continue to work with ourneighbors and experts to identify waysof making further improvements.”

Meanwhile at Stansted AirportUniversal Weather and Aviation’s10,712 square foot FBO continues toattract customers. The refurbishedFBO includes all-new crew and passen-ger lounges, a business center andvideo conferencing facility, two clientmeeting rooms, private screening facili-ties, and ultra-modern showers andchanging rooms.

“Unlike other European cities, opera-tors traveling to London have many air-port options, and while our customerswere always delighted with the qualityof our services at Universal AviationStansted, we felt it was important toupgrade our facilities to meet the chang-ing profile of our customers, many ofwhom make quick short-haul flights tothe London area and require moreamenities for both crew and passen-gers,” said Jonathan Howells, RegionalVice President, Europe, the MiddleEast, and Africa, Universal Weather andAviation, Inc. “Having an enhanced facil-ity at London Stansted is fundamental tomeeting the needs of our customers inthe region and globally, as it is not onlyhome to our ground-support business,but also to our 24/7 EuropeanOperations Center, which offers tripfacilitation within Europe and globally.”

“This facility may have a new look andfeel, but we’ve had a presence atStansted for 28 years and in Europe foralmost 40,” said Universal ChairmanGreg Evans. “In the last two years,we’ve added two new EuropeanUniversal Aviation locations in Venice,Italy and Girona, Spain, bringing ourtotal in Europe to 11.”

Finally at London Luton AirportSignature Flight Support location andannounced that it is commencing con-struction of a new, state-of-the-art fixedbase operation (FBO) to replace itsexisting facility.

The new facilities at Signature Lutonwill be comprised of a 1,572 squaremeter passenger and FBO facility and4,500 square meters of hangar spacecapable of housing two Boeing Business

Jet (BBJ) or Airbus Corporate Jet (ACJ)sized aircraft. A dedicated ground ser-vice equipment garage will also be built.The new construction will be built toLEED certification standards as set bythe U.S. Green Building Council. It willboast the latest in technologies for enter-tainment, communications, passengerand crew amenities and onward travelsolutions. A covered car park and arrivalarea will protect passengers frominclement weather. With private confer-ence, waiting and catering facilities, pas-sengers will be able to work or relax atthe new facility with an expansive viewof the airport ramp.

Access to the aircraft ramp for VIP pas-sengers via a dedicated and secured gatefor customer vehicles has been incorpo-rated into the design plan. Security sys-tems and screening areas will representthe latest in technology and customerservices to minimize the impact on cus-tomers’ schedules. The overall design ofthe facility minimizes transit time in allareas of the FBO for the convenience ofpassengers and crew.

Maria Sastre, President and ChiefOperating Officer noted, “SignatureLuton is a keystone location in our globalnetwork drawing visitors from all overthe globe. This new, contemporary facili-ty is designed to accommodate the needsof our discerning customers, both pas-sengers and crew. Signature is keenlyfocused on providing a world-class travelexperience both in terms of our peopleand in our facilities. We are committed toinvesting to ensure that Signature contin-ues to be an industry leader now andlong into the future.”

FOOTHOLDUniversal

Weather andAviation has a

strong presenceat Luton with a10,712 square

foot FBO.

UK REGIONAL REPORT

ÿ


A s a global aviation hub the UK isan ideal location for FlightTraining Organizations, who

profit from the country’s multi-culturalenvironment. FlightSafetyIntenational’s Farnborough trainingcenter is one of the largest in Britain,and offers Cessna, HawkerBeechcraft, Gulfstream and Sikorskysimulators among others.

The center is also a hotbed for newtechnology and benefits from all ofFlightSafety’s latest innovations andtraining methods. Operational DayFlow training methodology is onerecent initiative, which presents criti-cal procedures and tasks according tophase of flight rather than being intro-duced one system at a time.

The first upgrade is being made to aGulfstream G550 simulator located atthe Farnborough Center. “We haverecently installed CPDLC and willcomplete the integration ofFlightSafety’s new VITAL 1100 visualsystem in July,” says Steve Gross, vicepresident, sales.

Pilots who train using OperationalDay Flow learn tasks and procedureswithin the context of defined flightplans and city pairs. This new trainingmethodology includes extensive use ofMatrix, FlightSafety’s integrated train-ing system. Matrix significantlyenhances the instructor’s ability toenrich the pilot’s knowledge by show-ing how systems work and interact ina real time environment. It alsoenables the pilots to immediately putinto practice the activity being taughtby the instructor.

The VITAL 1100 visual system offersmission-specific scenes with vastlyimproved content, and unprecedentedfidelity. Hundreds of millions of sceneelements are processed every secondand presented along with physics-based weather models of rain, snowand hail that develop and react as theydo in the real world. VITAL 1100 pro-vides resolutions that are over 12 mil-lion pixels for a typical three channelout the window field of view of 200degrees horizontally. This offers a sub-stantial improvement in visual acuity

especially on short final in a fixed wingaircraft.

It’s also worth noting thatFlightSafety International’s DassaultFalcon 7X EASy II initial pilot trainingcourse was the first to receive FalconTraining Policy Manual certification.The Falcon Training Policy Manual isdesigned to ensure that Falcon Jetoperators from around the worldreceive training in accordance withDassault’s specifications for technicalaccuracy and content.

“Receiving Falcon Training PolicyManual certification for our Falcon 7XEASy II initial pilot training courseshows FlightSafety’s capabilities andour commitment to provideCustomers with the highest qualitytraining that meets the exacting stan-dards set by Dassault,” says GregWedding, vice president and regionaloperations manager.

Meanwhile CAE owns a number oftraining centers in the UK includingone at Burgess Hill which houses 13civil and business full flight simula-tors, with capacity to grow to 16 fullflight simulators.

On the Business Aviation sideBurgess Hill offers the BombardierLear 40, Lear 45, and Lear 45XR train-ing, and Global Express, Global 5000,and Global XRS programs. It alsotrains customers on the DassaultFalcon 900 EX EASy, Falcon 2000 EXEASy, and Falcon 7X aircraft plat-forms.

A Falcon 5X simulator is also likelyto be on its way to Burgess Hill asCAE was recently named exclusiveDassault-approved training provider(DATP) for that aircraft. This includesthe provision of advanced pilot, main-tenance and cabin crew training forthe all-new Falcon 5X long-range busi-ness jet, which was launched atNBAA’s Business Aviation Convention& Exhibition (BACE) show in October2013.

“We are very pleased with our long-standing partnership with CAE,” saidFrederic Leboeuf vice president,Falcon Operational Support, atDassault Aviation, “and we are delight-

ed to expand our relationship with theaddition of the Falcon 5X.”

“CAE is very proud to be part of theinnovative, new Falcon 5X aircraft pro-gram as the approved training part-ner,” added Nick Leontidis, CAEgroup president, Civil SimulationProducts, Training and Services. “Theprocess was highly competitive andour customer-focused approach, tech-nological leadership and global train-ing center network are what set usapart. We will be ready for trainingwith a complete training program,including the deployment of two full-flight simulators, to support entry-to-service of the 5X.”

AVIATION TRAINING HUB

CENTERFlighSafetyInternational'sand CAE'spresenceconfirm the UK'sstatus as aglobal trainingfocal point.

T R A I N I N G

ÿ

By K irby Harr ison

Nothing in the Business Aviationindustry today is moving fasterthan cabin electronics technolo-

gy, and keeping up with it is perhapsthe biggest challenge facing comple-tion centers and their suppliers.

For example, the DVD (digital videodisc) came on the market in 1995, onlyto be kicked to the trash bin of tech-nology history in 2006 with the adventof the Blu-ray disc which has fivetimes the storage capacity of the origi-nal DVD and can now store as muchas 500GB. Within a few years, every-one buying a new business jet wasdemanding Blu-ray players, and thendual Blu-ray players.

Today, the Blu-ray player is rapidlydisappearing, to be replaced by audiovisual on demand (AVOD). Not thatAVOD is particularly new, having hadits origins as early as 1994. But withdigital servers now holding more than500 movies in high definition, AVODis quickly replacing Blu-ray as theentertainment source of choice aboardbusiness jets.

Throughout the world of cabin elec-tronics, the demand is always forlighter, smaller and more reliableequipment with greater capacity. Andsuppliers are working overtime tomeet that demand.TrueNorth Avionics is among

those. The Canadian company offerswhat it calls the only applications-based connectivity on the market,with TrueNorth Simphon?OpenCabin as its flagship product. Itis, claims TrueNorth, “flexible, scal-able and apps-based, installed with anEthernet backbone.” The Ottawa-based firm promotes at is lighterthan competing systems, easier toinstall with modular construction,allowing simple software upgrades,and supporting all satellite-based con-nections.

Most recently, Simphon?OpenCabin was selected by AirbusCorporate Jet Center for installation inthree executive narrow-body ACJ busi-ness jets. According to Bruno Cousin,head of ACJC procurement, a majorfactor in selecting TrueNorth was that,“The system offers the flexibility totake a single solution and customize itto each client’s distinctive needs.”

The company also announced at theEuropean Business AviationConvention & Exhibition (EBACE) inMay that Simphon? has earned supple-mental type certification from EASA forBombardier’s Global Express andGlobal 5000 aircraft types. The approval,claims TrueNorth, brings the compa-ny’s Elevate kit to the Global line, allow-ing an upgrade addition of SwiftBroadband or Ku-band connectivity.


CABIN ELECTRONICSTECHNOLOGY BOOMING

PROGRESSThe cabin-electronicsindustry is

evolving at adizzying pace

R E P O R T C A B I N E L E C T R O N I C S


TrueNorth’s latest contribution tothe electronic technology boom isOptality, the next generation of prod-ucts. It has a small footprint and isscalable from telephony up to a full in-flight office, said a spokeswoman.“When we launch it, we will also show-case a passenger touch-screen devicewith exceptional functionality; envi-sioned as an ‘electronic companion’ forthe passenger.”SkyTheater of Fort Lauderdale,

Florida has a remarkable history ofcreating very high-end, customizedaudio and video equipment for someof the entertainment industry’s topexecutives, including most recently afilm screening room in a large-cabinbusiness jet. “It allows the owner toscreen raw material from any film cur-rently in production, and see it andhear it exactly as it was meant to be,”said SkyTheater partner GreggLauner. “For someone accustomed toworking with studio-level equipment,it was absolutely necessary that wegive him the equivalent, or better.”

One of SkyTheater’s latest productsis the SkyPlex movie library; inessence an aircraft entertainment“mega-server.” It permits aircraft own-ers to go into a specialized Web site atany place in the world, chose a movieand purchase it. When they comeback to the airplane and open theInternet connection, those moviesthey purchased will be automaticallydownloaded to the SkyPlex library.

In addition, a SkyPlex owner can alsoload DVDs (including Blu-ray) andCDs directly onto the system. AndLauner adds, “SkyPlex, as well as allour new systems, are ‘ultra high-defini-tion’ capable.”

For those who have recently pur-chased an 1080p HD monitor, this

ultra high-resolution, also known asUltra HD format, or simply 4K, maycome as a shock. Ultra HD displays atleast 8 million active pixels and in gen-eral, provides four times the resolutionof standard 1080p. Welcome to thefuture.

The company also has a new productcalled StratoSound, already in ser-vice on a Gulfstream and a GlobalExpress. “It creates a virtual audioimage, taking realism to a newheight.”

In other technological advances,the software application train haslong since left the station and contin-ues to gain speed. InternationalCommunications Group (ICG)announced in December 2013 devel-opment of a new mobile applicationfor both Apple and Android phones

that allows customers to use theirown personal devices to make in-flight calls and send text messages.

“This air/ground calling app willwork over Inmarsat or Ku/Ka bandsystems, managed by the ICGeRouter to connect to an active voiceaccount provided primarily bySatcom Direct, Satcom1 or ARINCDirect,” said Brad Smith, ICG execu-tive vice president. ICG believes itseRouter to be the smallest and light-est, the most flexible for future appli-cations, to have have the lowestpower consumption of any aeronauti-cal router in its class.

Last year, Heads Up Technologie,introduced its Lumin fiber-opticcabin management system CMS. Thesystem, said president and CEO RobHarshaw, “incorporates Blu-ray, digi-tal audio libraries, Internet connectiv-ity, seat-to-seat texting and cabin con-trol functions, while simultaneouslyreducing weight and power consump-tion. “It is future-proof,” he added,“or as close as can be envisionedtoday.”

Cessna (now part of Textron Aviation)was the launch customer for Lumin andhas its variant branded, with some mod-ifications, as Clairity. The CitationSovereign+ upgrade was the firstCessna business jet equipped withClarity and customer deliveries beganin December 2013. Clarity is standardnow, or will offer Clairity , on the

IN DEMANDAircell�s GogoBiz (bottom)surpassed 2,000installations thisyear.

INNOVATEThe SkyPlexmovie library isone of Sky-Theater�s latestproducts (top),HAITEC (center)will installHoneywell�s Wifihardware on twoACJ319s.


Citation X+, Citation Sovereign, CitationLatitude, Citation M2, Citation CJ2+ andCitation CJ3+, either in full or with somemodifications. Textron Aviationspokeswoman Lindsay Adrian said theClairity system represents a 75-percentreduction in weight over a conventionalcopper wired system, or “well over 10pounds” in larger aircraft models.

Harshaw said Lumin is now beingdeveloped by the Carrollton, Texascompany as a retrofit item.Custom Control Concepts in Kent,

Washington is expanding its productbeyond narrow- and wide-body bizlin-ers with the newly introduced SkyOneCMS and in-flight entertainment sys-tems. Also, the new Sky-Fi wirelessInternet connectivity is available forsmaller business jets as well as heli-copters.

SkyOne features high-definition audioand video on demand as well as CCC’sSkyShow flight information system,public address integration, cabin shadesand other CMS controls, as well as cam-era integration and wireless iPad con-nectivity for cabin management and in-flight entertainment remotes.

Expanding its Internet connectivitypresence in business aviation,Honeywell Aerospace has signed a

memorandum of understanding withGerman repair and overhaul specialistHAITEC Aircraft Maintenance. Theagreement will allow installation ofHoneywell’s JetWave in-flight Wi-Fihardware on two ACJ319 charter air-craft owned and operated by HAITECcustomer Tyrolean Jet Services.

“JetWave represents an importantand timely technology that can bringTyrolean Jet Services passengers high-speed in-flight global connectivity,”explained Brett Dutton, HAITEC vicepresident of VIP maintenance.

JetWave hardware supports JetConnX, the business aviation servicepowered by Inmarsat’s Global Xpressnetwork and comes online in the firsthalf of 2015. It is capable of deliveringdownlink speeds to the cabin of up to33 mbps for business aircraft, allowingvideo conferencing and download andupload of large files, as well as stream-ing high-quality television and movieswhile in flight.

Cabin electronics giants Honeywelland Rockwell Collins have in recentyears begun a move into the retrofitmarket.

At EBACE, Honeywell highlightedthe latest retrofits modifications andupgrades “designed to help operators

maximize their aircraft investments[and] extend the life cycle, availabilityand value of their current fleets.”

Operators of the Phoenix, Arizona-based company’s Ovation C-seriescabin management system (CMS) arenow able to add many of the digitalcapabilities of the newer, existingOvation Selection CMS. And with theupgrade, operators are able to inte-grate specific components from thecurrent Ovation Select system toenhance entertainment with high-defi-nition video and full-cabin remote con-trol via passenger’s personal electronicdevices (PEDs).

Also at EBACE, Rockwell Collinsannounced expansion of its Tailwind550 direct broadcast satellite televisionsystem and introduction of a VenueHD (high-definition) retrofit forBombardier’s line of Global businessjets.

The Tailwind 500 improvementinvolves a drop-in replacement of thefuselage-mounted antenna with a newsystem to improve coverage and relia-bility. It allows better satellite connec-tivity over Europe and the MiddleEast, as well as live streaming of high-definition MPEG-4 content in thoseregions.

QUALITYHoneywell�s

Ovation deliverssurround sound

and highdefinition audio.

R E P O R T C A B I N E L E C T R O N I C S


The Venue-based high definition(Venue HD) cabin system is beingoffered to Bombardier Global XRS andGlobal 5000 business jets operatorswhose aircraft are currently equippedwith the original Venue system. Thenew Venue HD upgrade will be availablefor the Global business jet line in mid-2015. The Venue HD operates on afiber-optic backbone which is touted aslighter than copper, provides high band-width and is scalable.

High-speed Internet connectivity isperhaps the hottest of customer hot but-tons in the “must-have” category.Aircell saw its Gogo Biz Internet con-

nectivity business surpass 2,000 instal-lations in February and in March andannounced the first EASA approval forin-flight connectivity and entertainmentsystems on Bombardier’s Challenger300. The certifications cover theAviator 300 and UCS 5000 communica-tions system.

Also in March, Aircell announced theST 4300, a new in-flight communicationssystem for business aircraft. It combinesvoice, narrow-band data and cockpitdata link services into a single unit. Itprovides global service coverage, on theground and in the air and at all altitudesand latitudes, including polar regions.

Just a month later, Aircell revealedthat Gogo Biz in-flight Internet andvoice service has been extended tobusiness aircraft in throughout mostof Canada, now allowing Gogo Biz cus-tomers to use the service anywhereit’s available in the Alaska, Canada andthe continental United States. GogoBiz permits passengers and flightcrews to enjoy Internet access above10,000 feet, using their own Wi-Fienabled laptops, tablets, smartphones,electronic flight bags and other mobiledevices. Canadian coverage is includ-ed with all Gogo Biz monthly serviceplans, with no additional roaming orregistration fees.

By the time May rolled around andEBACE opened in Geneva,Switzerland, Aircell was ready tounveil “comprehensiveSwiftBroadband airtime programs forthe business aviation market. (It wasnot so long ago Aircell was appointeda distribution partner forSwiftBroadband, a near-global in-flightconnectivity service of Inmarsat.)

The pay-as-you-go monthly data planfrom Aircell has no overage charges,no fixed monthly fees and no mini-mum usage requirements. There arealso single monthly invoices for all

SwiftBroadband, Iridium and Gogo Bizairtime services. And there are multi-aircraft discounts, money-saving annu-al data plans for heavy data users, andGogo Text & Talk to permit users tocall and text with their own personalsmartphones and mobile numbers.ARINC Direct from Rockwell

Collins is offering voice services withsingle-number direct dialing. “Fromthe aircraft,” says ARINC, “simply pickup the handset and dial out to any-where worldwide, without operatorassistance or complex dialing codes.”The company claims unique telephonenumbers are available in most citiesthroughout the U.S., “and in over 100countries worldwide via ARINC’sexclusive international Direct Dial ser-vice.

Partnerships and alliances amongcabin electronics suppliers are grow-ing. One of the most recent involvesRUAG Aviation, Satcom1 andEMTEQ, all of which teamed to offeran EASA-approved add-on solution forexisting connectivity in all DassaultFalcon 7X business jets.

It is based on Inmarsat’sSwiftBroadband high-gain antenna ser-vice, permitting data transfer rates ofup to 432 kbps. The system secures

APPLICATIONSRockwell Collins�Venue cabinsystem is nowbeing offered onthe Global XRSand Global 5000business jets.


innovative and flexible Wi-Fi manage-ment through EMTEQ’s Router by e-Connect and wirelessly streams mediato monitors or personal devices. It alsoensures a comfortable cabin environ-ment with Cabin Control by eConnect.

The capacity to receive and senddata at enhanced speeds comes viaSatcom1 ’s AviolP software suite.Other features include AVOD, virtualprivate network (VPN), user profilemanagement and the seamless in-flight use of PEDs.

Also at Satcom1, partnerships arefurther expanding the company’s glob-al scope. Satcom1 recently signed anagreement with Telemar SpA, appoint-ing the managed satellite servicesprovider as a “value-added reseller” forGlobal Xpress, serving the govern-ment market in Europe. In addition,Satcom 1 has been appointed byInmarsat as a distribution partner forthe company’s SwiftBroadband ser-vices for global business and the VVIPaviation market.

The eConnect router from EMTEQis the company’s new effort “to pro-vide a more connected cabin,”explained the U.S. company’s chiefmarketing officer Rachel Bahr.

It gives passengers and crew directcontrol of cabin systems, from windowshades and lighting to in-flight enter-tainment from PEDs. And among theadvantages is the ability to wirelesslystream videos and other entertainmentcontact to PEDs.

The eConnect suite includes a high-speed Wi-FI router to provide easyaccess to satellite communication sys-tems throughout the cabin, “withadvanced data compression, aggrega-tion and acceleration.” The eConnecttechnology comes in a box weightonly about five pounds.

EMTEQ recently completed installa-tion of its wireless Router by eConnectin an Embraer Legacy 600 and aBombardier Global Express. It repre-sented the industry’s first-ever installa-tion of 4 Inmarsat SwiftBroadbandchannels running on Cobham satcomSDU-7330 hardware into the Legacy600. According to EMTEQ, in a perfor-mance test May 5, the engineeringteam confirmed they were able toachieve a data transfer rate of 1,200

kbps and 1,500 kbps, the fastest everon Inmarsat SwiftBroadband.ViaSat is extending the availability of

its cabin and cockpit connectivity solu-tions for business aircraft through newpartnerships. At the EBACE show, theCalifornia-based company announcedintegration of its VMT-1500 satelliteconnectivity system and YonderInternet service with ICG’s new cabinrouter and NxtLink series transceiversto connect aircraft via the Iridiumsatellite network.

In a separate new alliance, ViaSat andSatcom Direct have agreed to inte-grate Yonder with Satcom Direct’snew sitcom direct router.

A company spokesman noted thatwith demand rising for high-perfor-mance in-flight connectivity, aircraftusers, operators, completion centersand OEMs can find it hard to makesense of the various options and ensurethey are delivering the best availabletechnology. “What we are looking to dois to take some of the guesswork out ofintegrating and installing networks andreducing the risk that once installed itwill not work,” explained ViaSat GlobalSatcom business development leadSteve Sivitz.Svitz emphasized that the Yonder

Internet service uses the compact andlight-weight VMT 1500 Ku-band termi-nal, and that the equipment can alsoconnect on the ground. It is also avail-able through all phases of flight, withno service limits below 10,000 feet.Flight Display Systems in

Alpharetta, Georgia is on the sharpend of the after-market spear in termsof cabin electronics. Its JetJukebox, awireless hub that, along with a Wi-Firouter, creates a local area network, itis the centerpiece of the product line

and at the core of Flight Display’sSmart Cabin CMS. According to com-pany president David Gray, most ofthe work now is focused on a growingline of products built around theJetJukebox.

Among them is a system that allowsa Bluetooth-enabled device to share apersonal play list with the PEDs ofother passengers. No matter the quali-ty of speakers installed in an airplane,explained Gray, “All the ambientnoise, in even the quietest cabin, does-n’t permit a true sound experience;high quality head phones and ear budsare the best alternative.”

Flight Display is also moving to USB3.0 to allow faster high-definitiondownloads. And the company’s mov-ing map resolution has increased fromthe equivalent of 500 meters down to90 meters – about the same as observ-ing the ground from 30,000 feet. “Itcost a bunch of money, but it was thelogical progression.”

As for what the future holds, AirbusCorporate Jet Center in Toulouse,France recently offered an enticinglook at what’s around the cabin cor-ner.

According to ACJC marketing man-ager Caroline Lancien, the electronictechnology in tomorrow’s business jetcabin remains driven by a desire onthe part of customers for a seamlesstransition from home or business tothe aircraft cabin. For example, sheexplained, “They want access to high-speed Internet on their laptops, tabletsand smartphones, they want high-defi-nition video and audio on their dis-plays, they want satellite-live televisionstreaming and they want in-flight useof their personal cell phones.

FUTUREThe business jet

cabin oftomorrow will

give travelers aseamless

transition fromhome to aircraft

cabin.

R E P O R T

ÿ

Yes, we’re building a growing portfolio of business aircraft that can be upgraded with fullG1000®/G950® glass flight deck systems – featuring our ultra-smooth GFC 700 series digitalautopilot (G1000 only) and optional SVT™ 3-D synthetic vision. Moreover, we’re committed toadding even more turbine airframes to our list. Certified installations available today includethe King Air series, Cessna CitationJet, Citation 501, TBM 700, Piper Meridian,Twin Commander, Beech 1900D, Metroliner and Twin Otter.

To learn more, visit our website: Garmin.com\Aviation

Flight Deck Upgrade©2014 Garmin Ltd. or its subsidiaries

More and morebusiness jets andturboprops are beingGarminized as we speak.

The 2014 Aircraft InteriorsExpo was held in Hamburg�smega-sized Messe complexfrom 8-10 April 2014.

A lthough aimed fairly and square-ly at the commercial aviationmarket, there are significant

overlap areas with the BusinessAviation world as some of theexhibitors showed.

The event is headlined as the world’sbiggest aircraft interiors exhibition,and the halls were filled with every-thing the industry has to offer. Morethan 500 suppliers from at least 256countries were present with theirwares.

The event was prefixed by the unveil-ing of the interior of the Airbus A350XWB to the media at the company’sHamburg facility on Monday morning.This will one day become a commonVVIP purchase so many eyes were onhow the aircraft is being perceived bycustomers and commentators.Airbus confirmed that at least one

A350 has already been ordered inVVIP spec, based on the A350-900model and now more correctly calledthe Airbus ACJ350 (formerly the“A350 XWB Prestige”).

The aircraft interior design is sched-uled to be completed at one of Airbus’srecommended cabin outfitters around2016, with execution time for each inte-rior estimated at about 18 months.

Meanwhile, back at the HamburgMesse on Tuesday visitors with a biz-jet leaning were being attracted by theluxurious interiors and equipmentfrom companies like 328 SupportServices, Emteq, Jeff Bonner Research

and Development, Protec Décors,Tapis Corporation, Bucher andLufthansa Technik.

From the latter, Lufthansa Technikunveiled a brand-new wireless accesspoint (WAP) at AIX that already sup-ports Very High Throughput (VHT) toIEEE 802.11ac – the next-generationWi-Fi standard that is not yet widelyused on the ground, let alone in an air-craft.

This will enable transfer speeds of 1.3Gigabits per second (Gbps). Becausethe antennas are fully integrated for thefirst time, the router is setting newstandards when it comes to ultra-simpleinstallation, maintenance andexchangeability. Although primarilyaimed at the commercial airline market

we can probably expect to see it appearon many business and VVIP aircraft.

The WAP is so innovative that it wona Crystal Cabin Award in the“Passenger Comfort Systems” catego-ry.

Staying with connectivity, Honeywellnow has a new name for its Ka-bandconnectivity system, which it is devel-oping for Inmarsat’s upcoming GXAviation solution.


HAMBURG AIX SHOWCASESBIZJET CONNECTIONS

ORDERSAirbus confirmed

that an A350 inVVIP format was

ordered atHamburg Aircraft

Interiors.

R E P O R T H A M B U R G I N T E R I O R S E X P O

By Steve N icho ls


Honeywell is developing the fuse-lage-mounted antenna for larger com-mercial and VVIP aircraft, plus asmaller tail-mounted antenna for biz-jets.

The two now make up what it callsits JetWave solution, which promisesup to 50 Mbps from the top-mountedantenna and up to 33 Mbps from thetail-mounted variant.

This was the first public showing ofthe tail-mount antenna, which featuresa small parabolic dish. JohnBroughton, Honeywell’s DirectorMarketing and Product Management,said that the whole solution passed itsCritical Design Review (CDR) inJanuary.

It is now on schedule to achieveSTCs in the first half of 2015, in timefor the in-service launch of the globalGX Aviation Ka-band service, which isbeing delivered from three geostation-ary satellites.

The tail-mounted Ka-band antennahas been made as light as possible soas not to upset a bizjet’s delicateweight balance. Tipping the scales atjust 9lbs (4kg) it can easily be bal-anced on one hand.

“We are really proud of it,” saidBroughton. “The low weight has beenachieved through the use of light-weight materials, including compos-ites, and a hollow alloy structure.”Inmarsat confirmed that it now has

the European ground infrastructure inplace for GX Aviation, with new Ka-band networks and terminals (dishes)in Nemea, Greece and Fucino, Italy.

The first I-5 satellite is also in orbit toserve Europe, Africa, the Middle Eastand India and two further launches areplanned for later this year, probably inthe summer and autumn. A fourth I-5satellite has been ordered fromBoeing, which will be held in reservein case of launch failure or, if all goeswell, placed into orbit over the regionInmarsat decides has the highestdemand for its Ka-band services.

Sticking with bizjet antennas,Cobham was showing its new high-power, low-noise amplifier and diplex-er-enhanced low gain antenna(HELGA) antenna for Inmarsat’sSwiftBroadband system.

Designed with Inmarsat’s upcomingsafety services certification in mind,the Cobham Aviator S system isdesigned to work down to five degreessatellite elevation above the horizon.

The current compact SBB and SB200antennas work down to about 20degrees, but the lower-angle coveragewill be needed when SBB is certifiedfor aviation safety services.

Helga has the RF amplifier built intoits base and uses a fourth-generationphased array.

Miranda Mills, Inmarsat’s presi-dent aviation, confirmed that testingis still under way for safety servicesover SwiftBroadband (SBB).

This will allow for ATC informationto be passed to aircraft overInmarsat’s L-band I-4 satellites, plusthe new Alphasat satellite, which waslaunched last year.

Inmarsat is working with ICAO andthe goal is for SBB to be fullyapproved for safety services nextyear. This whole issue has beenbrought into sharp focus with theloss of Malaysia Airlines MH370,which was equipped with Inmarsat’s“Classic Aero” connectivity, but thisused a relatively low bit-rate com-pared with SwiftBroadband and thetype and amount of information thatcould be transferred was minimal.

Miranda Mills confirmed that thereare no plans to attempt to get its GXAviation Ka-band system certified forsafety services.

“That’s for our L-band services andsatellites,” she said. She also addedthat there are plans for further L-band satel l i te launches in the2022/23 timeframe, which is whenthe existing I-4s come to the end oftheir (expected) life. Mills also hint-ed at future Ka-band I-5 launchestoo.

Across the rest of Hamburg’sMesse, foot-weary visitors could vir-tually build their own aircraft interi-ors from the display materials alone.

Highlights included everythingfrom Tapis’ range of highly-colourfulfabrics and carpeting for bespokeinteriors, to Oldenburger’s light-weight wooden interiors for VIP- andVVIP-Jets.

Next year’s Aircraft Interiors Expowill be held at Hamburg Messe from14-16 April 2015.

READYMiranda Mills,Inmarsat�s VP forAerospace saysthe infrastructureis in place for GXAviation.Honeywell TailMount antenna(right).ÿ

In December 2013, Gulfstream’sbig, new ultra long-range G650business jet reached Mach 0.925

and was declared the world’s fastestoperational jet. It eclipsed the oldrecord held for nearly two decades byCessna’s Citation X. But it was theopening salvo in a short-lived competi-tion.

Work was already underway byCessna on its Citation X+ upgrade andin 2013, it rang the bell at Mach 0.935.Never mind that the difference onlyslightly more than 6 knots. It clearlyestablished the Citation X+ as not onlyfastest civil aircraft in the world again.

Not that this is worrying the folks atGulfstream. Each airplane has its ownmarket niche.

If you want something with a bit ofrange the G650 will carry eight passen-gers and a crew of four from London toLos Angeles nonstop, roughly 5,440nautical miles, at its high-speed cruisespeed of Mach 0.90. And it will do it in acabin 46 feet 10 inches long and 8 feet6 inches wide, with 6 feet 5 inches ofheadroom and a full flat floor. But ifyou’re willing to settle for a bit less incabin comfort and a lot less in range,there’s the Citation X+.

They call it the X-plus for good rea-son. It is the essence of pure speed andbrawn, not to mention that even sittingon the ground it looks fast. At Mach0.935, it will take 12 passengers 3,364nautical miles nonstop from New Yorkto Lisbon, Portugal. By comparisonwith the G650, the cabin is small – 25feet 2 inches long, 5 feett 6 inches wideand 5 feet 8 inches high, with a full-length drop aisle. On the other hand itis the king of speed.

‘Speed is the reason for flight,” saidCessna CEO Scott Ernest. And headded, “The Citation X+ is the perfectaircraft for customers wanting to movefaster, be more efficient and get wherethey need to be more quickly than everbefore.”

Neither the Citation X+ nor the G650come close the Russian built TU-144 atMach 2.14 or the British/FrenchConcorde at Mach 2.02. But both ofthose supersonic airliners are nolonger in production and no longer inservice.

And while Gulfstream and Dassaultboth continue to look into the idea of asupersonic business jet, the plansremain on a back burner.


BUSINESS AVIATIONAND THE NEED FOR SPEED

LEADER

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

Six knotsfaster than

Gulfstream�sG650 (top) the

Citation X+ isthe fastest civil

aircraft.

By K irby Harr ison


Not to worry, though. The need forspeed lives, and three companies arealready moving ahead in a new race todevelop the first supersonic business jet.

Aerion�s AS2May Be the Frontrunner

The front-runner, at least in terms ofdevelopment, appears to be AerionCorporation. Its sleek AS2 has most

recently evolved into a three-engine jetthat is larger than originally con-ceived.

In the latest configuration,announced at the European BusinessAviation Conference & Exhibition(EBACE) in May, the 30-foot longcabin will feature a two-lounge layout,plus galley and two lavatories, one for-ward and one aft. The cabin alsowidens from the entryway to the aftseating area where the height is 6 feet2 inches and the width is 7 feet 3 inch-es. This gives passengers the super-sonic equivalent of a current large-cabin, ultra long-range subsonic busi-ness jet.

In typical layout, the AS2 cabinwould have a two-lounge configura-tion, including a four-place club group-ing forward, with four seats aft placedaround a conference/dining table.With the addition of a side-facingdivan, the airplane would accommo-date up to 11 passengers, and with allseats reclined to berthing position,would “comfortably sleep four.”Behind the aft lavatory will be a walk-in baggage compartment accessible inflight.

The engine originally selected for theAS2 was the Pratt & Whitney JT8D, aproven design which has been sincedetermined to be “growth-limited.”With this in mind, “Aerion is in discus-sions with all leading engine suppliersto determine the optimum core enginefor adaptation to supersonic require-ments.” The new powerplant is likely tobe in the 15,000-pound thrust range,producing considerably more push thanthe original twin JT8Ds which wererated at 19,600-pounds each.

The maximum projected range is ini-tially 4,750 nautical miles, with theexpectation of an additional 250 nauti-cal miles

As to the matter of speed, think“sweet spots.” In its latest iteration,the $100 million AS2 is expected tohave two of them, emphasizing effi-ciency. One subsonic sweet spot isaround Mach 0.95 for efficiency cruisewhere supersonic flight is prohibitedprimarily by sonic boom noise consid-erations; the other is at about Mach1.4. “In other words,” claims the com-pany, “the AS2 means being complete-ly at ease while traveling faster than aspeeding bullet.”

Aerion expects total operating costsat both speeds will be comparable totoday’s large-cabin, ultra long-rangebusiness jets. The Mmo is expected totop at Mach 1.6. In pure numbers,Aerion claims that on a flight fromWashington, D.C. to Paris, when theAS2 arrives, a subsonic aircraft flyingat Mach 0.85 will still be 3 hours out.And on a nonstop flight from SanFrancisco to Tokyo the AS2 will landwhile its subsonic competitor will stillbe 4.1 hours out.

The sonic boom remains the bêtenoire of supersonic flight, but Aerionvice chairman Brian Barents said theairplane is being designed to fly opera-tionally to today’s aviation authorityrequirements. He also noted that emis-sions and engine noise were drivingfactors in the reconsideration of theoriginal engine design. “We wanted anengine that will give us the necessarymargins for certification.”

Aerion believes one answer is takingadvantage of atmospheric conditionsthat could “push” the supersonicboom upward. Engineers at the com-pany believe this “Mach cutoff” wouldpermit overland supersonic flight as

ALL-NEWAerion�sSupersonicBusiness Jetwas recently re-designed as theAS2 in a three-enginedconfiguration.


fast as Mach 1.2., without the accom-panying “boom” reaching theground. The Federal Aviat ionAdministration in the U.S. currentlybans all commercial supersonicflights in United States airspace.

What standards there are foracceptably quiet supersonic opera-tion differ from one country or oneregional of the world to another. Forexample, the International Civi lAviation Organization (ICAO) per-mits supersonic flight over land, solong as no disturbance is created onthe ground. It does not define “dis-turbance.”

While the AS2 itself will exceed thespeed of sound, the company on theother hand is proceeding at a morecomfortable pace. Aerion is just com-pleting its third market study in 10years to assess demand for a super-sonic business jet, as well as thebasic parameters of the most prefer-able configuration. nd to date hasinvested more than $100 million inthe project.

“We are prepared to do whatfinancing is necessary,” said Barents.To date the company has investedmore than $100 million in the prod-uct and estimates that bringing theAS2 to market in 2021 may require atotal of $3 billion.

Spike PlansNew York/London In Three Hours

While not exhibiting at EBACE,Spike Aerospace made known there itspresence in the race to bring a super-sonic business jet to market.

With a cruise speed of Mach 1.6 andan Mmo of Mach 1.8. , the twin-engineS-512 is expected to be faster than theAerion AS2. Approaching Mach 2.0would require major new technologyin terms of materials and engines,according to Spike President VikKachoria. “The Concord achievedMach 2.0, but it was a brute forceeffort,” he said. So the cruise speed for

the S-512 is expected to be Mach 1.6,and the Mmo Mach 1.8.

Based in Boston, Massachusetts,Spike announced completion of initialdesign and specifications of the S-512in February 2013. It is expected tocarry 12 to 18 passengers and makethe nonstop trip from New York Cityto London in three hours and LosAngeles to Tokyo in six hours, essen-tially cutting the fastest current flighttimes in half.

“I fully understand increasing range,as well as cabin size,” said Kachoria,“but I’m not convinced of the marketvalue. With nonstop supersonic flighttime from New York City to London at

NEWCOMERSpike

Aerospace�sS-512 is

predicted tohave a cruise

speed ofMach 1.6.



just three hours, passengers will giveup a little of the comfort in favor ofspeed.”

Spike is quickly embracing new tech-nology and announced in March thisyear its S-512 would feature a window-less cabin. In place of windows, entireside panel sections would provide livevideo images from the outside worldwith anything from the typical viewfrom a real window to movies andscenery to PowerPoint presentations,“or anything you could think of.”

Speed becomes an issue when youget into a difference of 100 knots ormore. “Then you’re saving hours, notminutes,” Kachoria pointed out.“Shell makes approximately $9.6 mil-lion an hour, so if they can save anhour or two getting where they needto go, it’s well worth investing in asupersonic business jet. And if a com-pany has a manufacturing plant or oilrig down in some distant part of theworld, it can send a team to fix theproblem in half the time and save mil-lions of dollars that might have other-wise been lost.”

Spike expects to see a prototypeflying in five to seven years andbelieves its first customers will belarge, multi-national corporations.However, as the technologymatures and is further developed,and research and development costsare recovered, larger, airliner-sizeairplanes will be built. “Our ultimategoal is to make supersonic flightavai lable to everyone,” saidKachoria.

Spike is a privately held companywith origins tracing back to 2006. InBoston, it is just across the riverfrom MIT and in close proximity toGeneral Electronic Aircraft Engines,Draper Labs, Avidyne, Lincoln Labsand a number of other aerospacecompanies. The staff currently con-sists of six engineers, and team isexpected to grow very quickly, verysoon, according to Kachoria. Whilenot yet selling delivery positions, headded that there are already someunofficial commitments and the com-pany plans to begin taking orders inabout six months.

HyperMach Pushing the Limits

Perhaps the most ambitious super-sonic business jet comes fromHyperMach Aerospace Industries withits SonicStar.

The company is aiming for speeds upto Mach 3.6, which is well nearly twicethe speed of the Concorde and rough-ly five times faster than the CitationX+. “We see this as a whole new realmof travel for the high net worth individ-ual,” said CEO Richard Lugg. “Youwill be able to fly from New York toLondon in one hour.”

In 2013, the company closed thefourth of six financing rounds, but headded that HyperMach is neverthelessstill seeking a major investor. The fifthfinancing round is expected to remainopen for 18 to 20 months. Lugg was inJeddah in March this year in a searchfor additional funding from potentialGulf region partners.

HyperMach believes the project willrequire approximately $3 billion infunding by the time the prototypemakes its first flight in 2022.

Certification and entry into service isexpected in 2025. The company plansto begin taking orders for the $180million supersonic business jet in early2015.

A new configuration would seat up to32 passengers, an increase over theoriginal 20. And “swooped” deltawings will permit additional fuel and amaximum range of about 6,500 nauti-cal miles.

A key to the success of the $208.966million SonicStar is the 65,000-poundthrust, H-Magjet 4400 hybrid turbofanramjet engine currently in develop-ment by Portland, Maine sister compa-ny Sonic Blue. Major patents recently

AMBITIOUSThe HyperMachSonicStar isaiming forspeeds of up toMach 3.6.


received include not only revolution-ary propulsion technology, but a“super-conducting turbo power corering.”

The first engine stage will producemore than 10 megawatts of powerwhich is the key to an electromagneti-cally induced plasma envelope startingat the front of the nose, enveloping theaircraft and producing an electromag-netic low pressure area for the plane tofly into. This is expected to reduce oreven eliminate the twinjet’s sonicboom footprint.

Small-scale engine testing began in2005 and HyperMach is looking forpartners in development of the engine.The company is also seeking a manu-facturing partner, either in the U.S. orelsewhere.

The company also plans to make useof materials technology, looking intoheat tolerant ceramic titanium and car-bon metal matrix composites to fur-ther reduce the heat load and increaseflight performance.

Is The Market ReadyFor A Supersonic Business Jet?

Going back some 50 years, saidAerion’s Barents, some of the Britishairplanes were certified to Mach 0.80.“Even though a lot of changes havebeen made in the civil aircraft arena,with the exception of the Concordewe’re still pretty much stuck at Mach0.80.

“Now we’re looking at the speed ofsound as the next frontier as we begintraveling further and the advantage ofspeed is more apparent.”

Spike’s Kachoria sees a broaderglobal impact through introduction ofsupersonic travel. Since Pan Am’s firstcommercial transatlantic flight, airtravel has contributed to an improvedstandard of living and economic for-tunes for the entire world, heexplained. “Similarly, even faster airtravel will make even more of theworld easier to reach [and supersonictravel] will result in increased directforeign investment, some of which willbe in key infrastructure projects,resulting in improvements in health,education and welfare.”

According to Aerion, an independentmarket survey conducted by aviationconsultants Roland Vincent Associatesof Plano, Texas, “confirmed a consis-tent level of demand for more than 600supersonic jet units over 20 years,although [they also expressed] a desirefor a larger cabin and more range.”

“We interviewed more than 130 oper-ators of large-cabin jets Online andconducted 28 face-to-face interview inthe U.S., Europe, Middle East andAsia,” said Vincent. And he added,“The bottom line is that the [market]desire for supersonic transportation issteady and strong. The buyers arethere. Their biggest question is, whencan we have one?”

In the Citation X+ literature, Cessnaoffered its own assessment of speed –“Up here, every lane is the fast lane.”

STAGNATEWith the

exception of theConcorde we

haven�t movedfar beyond Mach

.80 in the past50 years.


ÿ

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As EBACE 2014 drew to a closein Geneva, the signs suggestedthat 2014 could be the year ofa positive rebound. Marco TulioPellegrini, CEO EmbraerExecutive Jets noted that theEuropean market was startingto pick up again andaccording to Ed Bolen, NBAAPresident and CEO, OEMs aregrowing confident,which was clear by themany new product launchesduring the show.

Aircraft

After having introduced the Falcon5X at Las Vegas last October, DassaultAviation launched the Falcon 8X, thenewest addition to the Falcon family inthe ultra long-range category. The air-craft will offer a range of 6,450 nm(11,945 km) at Mach 0.80 with eightpassengers and three crew membersand will feature the longest cabin ofany Falcon. With two new aircraft indevelopment, the 5X and 8X, Dassaultnow offers a family of six jets designedto meet operator needs at the upperend of the business jet spectrum,” saidEric Trappier, Dassault AviationChairman and CEO.

The Falcon 8X will be powered by animproved version of the Pratt andWhitney Canada PW307 engine thatequips the Falcon 7X. Combined withimprovements to wing design, the newpowerplants will make the 8X up to35% more fuel efficient than any otheraircraft in the ultra-long range seg-ment, affording a corresponding sav-ings in operating costs.

The 8X is expected to have a bal-anced field length of about 6,000 ft(1,829 m) and an approach speed of106 kts (197 km/h) at typical landingweight. First flight is expected inearly 2015 with certification in the mid-dle of 2016 and initial deliveries beforethe end of 2016.


BUSINESS AVIATIONGROWS CONFIDENT AGAIN

EVENTFULDassault

launched theFalcon 8X (top),Pilatus received

84 orders for thePC-24 and

Bombardierrevealed theGlobal 7000

mock up.

E B A C E R E P O R T 2 0 1 4

By Marc Grang ier


Pilatus Aircraft Ltd. made the newswhen at the end of the second day ofthe show, it announced that it had soldall PC-24 production until 2019, corre-sponding to 84 units for a total amountof approximately US$ 750 million.

Gulfstream Aerospace disclosed itsnew G650ER, an ultra-long-range air-craft that can travel 7,500 nauticalmiles/13,890 kilometers at Mach 0.85

and 6,400 nm/11,853 km at Mach 0.90.This represents an increase of up to500-nm/926 km over the range of theG650, which entered service in 2012.For Scott Neal, senior vice president,Worldwide Sales and Marketing,Gulfstream, “It’s the only business air-craft in the world capable of traveling7,500 nm. This opens up significantnonstop city pairs, including NewYork to Hong Kong, Dallas to Dubaiand San Francisco to Delhi.

At EBACE, Bombardier unveiled thelargest mock-up in aviation, the Global7000. On this occasion, it announcedthe achievement of key product devel-opment milestones on its Global 7000

and Global 8000. The rear fuselageand cockpit are currently being assem-bled at Bombardier Aerospace’s manu-facturing facilities in Querétaro,Mexico, and St-Laurent, Canada,respectively. The centre fuselage isbeing assembled at Aerolia’s manufac-turing facility in Méaulte, France, andthe wing is being assembled atTriumph’s facility in Red Oak, Texas.The new Global 7000 and Global 8000aircraft are set to enter-into-service in2016 and 2017 respectively.

Meanwhile Aerion Corporation intro-duced a new version of its supersonicbusiness jet project. The Aerion AS2retains a supersonic natural laminar

flow wing, the key enabling technolo-gy behind practical and efficient super-sonic and high-subsonic flight. Theaircraft has a larger cabin, with cross-section dimensions roughly equivalentto those of today’s long-range businessjets. Now, it also has a trijet configura-tion. According to Aerion CEO DougNichols: “Many of today’s long-rangebusiness jet operators want a super-sonic jet sooner rather than later; acabin comparable in comfort to today’slong-range jets; a range of 5,000 nm orbetter; and they are willing to paymore than $100 million for such an air-

craft. That is the supersonic jet we areworking to deliver.”

At the smaller end of the spectrumDAHER-SOCATA showcased its TBM900. Introduced last March, the newaircraft has attracted significant atten-tion among customers, with 47 alreadyordered, and as of May 16th, 12 air-planes had been delivered. It has amax. cruise speed of 330 kts at FL 280and a max. range of 1,730 NM at 253kts. With the special Elite package, itsprice is US$ 3,711,478, which includesa 5-year warranty and training of 2pilots. On the last day of the Show, thecompany announced the first sale inEurope to a final customer.

UNVEILINGSCessna�sCitation M2 (left)debuted on thestatic andDaher-Socatashowcased itsTBM 900 (right).

IMPROVEMENTSAerion unveiled theAS2 (top),Gulfstream addedrange to the G650(below).


The strong brands of the TextronAviation division; Beechcraft, Cessnaand Hawker – were unified for thefirst time publicly with a display ofnine aircraft at the Show. If you’relooking for proof of the companys’combined strength, just look to thelatest JetNet data, which shows in thepast decade, Beechcraft, Cessna andHawker have delivered more than1,400 new business aircraft inEurope, Middle East and Africa.“EBACE is the perfect venue for usto debut our strength as a unifiedcompany,” said Kriya Shortt, seniorvice president, Sales and Marketing.The Citation M2 light jet and CitationSovereign+ midsize jet made theirEBACE debuts after entering servicein late 2013.

“Honda Aircraft’s most importantgoals are achieving FAA type certifica-tion and delivering the first customeraircraft,” Honda Aircraft President andCEO Michimasa Fujino told BART.“Our total effort is focused on reach-ing these much anticipated milestones

in the first quarter of 2015.” The firstproduction aircraft is in final assembly.More than 100 aircraft have beenordered to date, and Fujino indicatedthat 50 aircraft will be built in 2015,and 80 in 2016. The company also dis-closed at EBACE that FokkerAerostructures is supplying theempennage structure for its aircraft.

Piaggio Aero Industries announcedthe launch of its new Avanti EVO twinturboprop aircraft. Based on theAvanti P.180, the EVO will have newwinglets, redesigned nacelles and areshaped front wing. New five-blade

scimitar propellers will reduce exter-nal noise by 68%. The introduction ofan increased range option willincrease its max. range by 17%, from1470 nm to 1720 nm.

Nextant Aerospace, the innovatorsbehind the Nextant 400XTi and theforthcoming G90XT turboprop,announced that it has taken delivery ofthe first shipped set of GE H75 engines

and is on track to start customer deliv-eries of the Nextant G90XT turbopropby year-end. For Nextant PresidentSean McGeough: “The G90XT develop-ment process has greatly benefitedfrom the strong collaboration with GEto optimize the propulsion system forthe G90XT. With a time between over-haul of 4,000 hours or 8000 cycles, theengines are virtually maintenance freefor years. The cost savings fromreduced maintenance requirementscoupled with the H75’s lower fuel burnshould mean a significant reduction inthe G90XT’s operating costs.»

Embraer Executive Jets announcedthat its Phenom 300 has received certi-fication from EASA for steep-approachoperation, which enables increaseddescent angles of up to 5.5 degrees.Marco Túlio Pellegrini, President andCEO, Embraer Executive Jets, statedthat the new capability associated withits field performance make thePhenom 300 a very versatile business

COMING-SOONHondaJet willdeliver its first

customer aircraft inearly 2015 says

PresidentMichimasa Fujino

(top).Piaggo Aero

unveiled its newAvanti EVO

(center)and Nextant

(below)showcased its

400XTi.

E B A C E R E P O R T 2 0 1 4


jet to fly in and out of London City,reaching destinations as far asSamara, Russia, or Ankara, Turkey.The steep-approach feature is availableas of May 2014 on Phenom 300 to beconfigured for EASA certification.

Gama Aviation’s US subsidiary GamaCharters Inc., Beechcraft and WheelsUp, the membership-based US privateaviation company, announced the deliv-ery of the 16th Beechcraft King Air 350ifor the Wheels Up program. The back-bone of the Wheels Up program is theKing Air 350i offering. Wheels Uplaunched its program last Fall byannouncing a deal for 105 King Air 305i

from Beechcraft, the largest turboproporder in business aviation history.Wheels Up expects to take delivery of27 aircraft by the end of 2014 with theremaining aircraft to be deliveredthrough 2018. Gama Charters, the USsubsidiary of Gama Aviation, dry leasesand serves as the sole operator for theWheels Up King Air aircraft and hashired 100 pilots to-date to service the

private fleet, with an additional 20 infra-structure personnel in operations andmaintenance. By 2015, Gama plans tohave a base in Europe.

Avionics and maintenanceJet Aviation announced that its St.

Louis facility recently completed theindustry’s first installation of theAircell UCS 5000 cabin media server.

The aftermarket installation in aBombardier Global aircraft completesthe industry’s first contract for a UCS5000. The contract was signed with acustomer immediately after Aircellannounced the release of the routerand media server last October. JetAviation St. Louis was the first to signa customer for the new installation andimmediately had additional customersready to schedule installations. Aircellsaid the UCS 5000 reinvents theupdate process and enables licensedcontent to be played in the cabin onpersonal tablets or laptops. It alsoenables Gogo Vision capability forplaying on-demand movies, TV andnews, as well as flight information anddestination weather.

Jet Support Services, Inc. (JSSI)introduced a new Check-to-CheckAirframe Maintenance Program,which enhances the traditionalAirframe Program, that the companyhas offered since 1997, by adding theflexibility of customized contractterms in order to provide coverage

ANNOUNCEDFrom the top:The Phenom300 was certifiedto fly intoLondon CityAirport,Beechcraftdelivered its16THKingAir350i to WheelsUp. Jet Aviationinstalled its firstAircell UCS 5000and JSSIintroduced itsCheck to Checkmaintenanceprogram.


through the remaining term of thenext major scheduled airframe mainte-nance inspection. This new program isstructured specifically for each aircraftto create a plan around the majormaintenance checks. Check-to-Check isfully transferable and assures aircraftbuyers that they will have coverage foran upcoming major inspection. Thenew Check-to-Check Airframe Programis currently available for all Falcon,Challenger and Global Express, theGlobal 5000 and 6000, CitationSovereign+, Gulfstream G450 andG550.

Duncan Aviation announced it hadrecently delivered its 62nd pair ofAviation Partners’ winglets onDassault Falcon 900 and 2000 aircraft.“Winglets can increase an aircraft’srange 200 or 300 miles - depending onairframe - and that can mean the differ-ence between having to stop or flyingstraight through,” says Ron Grose,Falcon tech rep. “The customerarrives and it takes us anywhere fromthree to five weeks to complete thewinglets. Then, the aircraft is off to

paint and back in the air.” DuncanAviation is an approved installationcenter for Aviation Partners’ high-mach blended winglets and also sup-ports winglet modifications on Falcon50, Hawker 800 and Gulfstream II.

Rockwell Collins indicated it haddeveloped new satellite reception tech-nology which will expand the coverageand reliability of its Tailwind 550 DirectBroadcast Satellite (DBS) TV systemfor large business and VIP jets. Thenew technology, which is part ofTailwind 550’s fuselage-mounted anten-na, will provide 25 percent greater pro-

gramming coverage for all supportedregions and improve overall reliability,especially when traveling betweenregions where satellite coverage may beweak, and flying in hot or humid areas.

Gore Design Completionsannounced a name change to GDCTechnics as it plans to evolve frombeing known only as a provider of cus-tom VIP and Head-of-State aircraftinteriors to a company that can per-form a broad range of aircraft modifi-cation services. It received its firstB787 last February and is scheduled toreceive its second in the third quarterof this year.

Lufthansa Technik AG is significant-ly increasing its efforts in the area ofproduct, service and technologicaldevelopments by starting an innova-tion boost program. The investment inthis area is to be quadrupled, from 50million Euros over the past five years,to 200 million Euros over the next fouryears. At the Show, Lufthansa Technikand LIST introduced INAIRVATION,their new concept for integrated busi-ness aircraft cabin interiors, aimed atreducing costs while incorporating thelatest technological developments.

Garmin continues to expand its avia-tion chart coverage with the release ofEuropean terminal charts, includinginstrument approach charts, SIDs,STARs and airport diagrams. Additionalcharts such as ground movementcharts and airport diagrams are alsoavailable as part of its EuropeanFliteCharts database. Garmin alsoannounced an updated version of theGarmin Pilot application for the iPadand iPhone featuring synthetic vision.3D Vision incorporates GPS-derived air-speed, altitude, and vertical speed over-laid on rich 3D topographic landscape.

Universal Aviation Paris, located atLe Bourget Airport (LFPB),announced it has recently inauguratedits updated FBO. “As part of our ongo-ing program to further enhance ourclients’ experience on the ground at allof our locations, we have updated ourhistoric FBO at Le Bourget with fea-tures and amenities our clients told usthey wanted,” said Jonathan Howells,Senior Vice President, International,Universal. “Based on that input, we’vealso recently added an additional

ADVANCEDInnovators at

EBACEincluded:

Duncan Aviation(top left),

LufthansaTechnik�s

Inairvation CabinInterior Concept

(top right),Rockwell Collins�

Tailwind DirectBroadcast

Satellite (bottomleft),

Garmin�s new3D vision iPad

app (bottomright).

E B A C E R E P O R T 2 0 1 4


12,094 square meters of parking spaceto our ramp, bringing our total to32,000 square meters, to ensure ourclients have options and flexibility.”

Honeywell Aerospace has signed aMoU with Germany-based mainte-nance, repair and overhaul companyHAITEC Aircraft Maintenance GmbHto deliver its JetWave in-flight Wi-Fihardware for two Airbus Corporate Jet319 owned and operated by HAITECcustomer Tyrolean Jet Services. “Weare seeing a lot of interest across ourair transport and business aviationcustomer base in what connectivitycan deliver,” said Brett Dutton, seniorvice president, VIP Maintenance,HAITEC.

Honeywell’s JetWave hardware sup-ports Jet ConneX, the business avia-tion service powered by Inmarsat’sGlobal Xpress network. Once it comesonline in the first half of 2015, it willdeliver passengers and operators fast,global in-flight Wi-Fi across land andsea. JetWave is capable of deliveringdownlink speeds to the cabin of up to33 Mbps for business aircraft and upto 50 Mbps for air transport aircraft,allowing passengers to videoconfer-ence, send and receive large files, andstream high-quality television andmovies while on the move.

EnginesGE Aviation’s Passport engine certifi-

cation program is advancing, with eighttotal engines set to test by year-end.Completed certification milestonesinclude engine ice ingestion, altitudeand crosswind testing. Passport’s firstflight test aboard GE’s new 747 FlyingTest Bed will begin this summer. GEhas completed engine tests totalingmore than 450 hours and 150 cycles.Before entry-into- service, the Passportengine will accumulate the equivalentof 10 years of flying for an averageBombardier Global 7000 or Global 8000operator with more than 4000 hoursand 8000 cycles. Engine certification isexpected in 2015.

As mentioned above, Pratt &Whitney Canada (P&WC), announcedthat its PW307D turbofan engine hasbeen selected to power the newDassault Falcon 8X. Building on thecapabilities of the PW307A turbofanengine, which already powers theDassault Falcon 7X business jet, thePW307D’s improved fuel consumptionand higher take-off thrust are amongthe enhancements that will supportthe Falcon 8X.

Snecma Safran was relatively quietabout its Silvercrest engine, which hasalready been selected to power the

Dassault’s Falcon 5X (two enginesrated at 11,450 lb of thrust) andCessna’s Citation Longitude (twoengines rated at 11,000 lb of thrust).Developments continue according toprogram. Certification is slated for2015 and before, twenty engines willbe delivered to the OEMs for theirown flight tests. The company isactively looking for other business avi-ation applications, but Safranspokesman didn’t want to make anycomments at this stage.

POWERGE�s Passporthas completedmore than 450hours of testing.Pratt andWhitney�sPW307A willpower theFalcon 8X,while theSnecmaSilvercrest isthe engine forthe 5X.ÿ

I n many regions of the world, springand summer overlap with a threatof thunderstorms, the dreaded con-

vective cloud formations that deny usaccess to our intended airport andblock a route we’ve chosen. When ourold friend the cumulonimbus cloudcomes calling, we need to hide faraway. A close relationship can bedeadly.

Fortunately, the presence of a thun-derstorm is fairly well advertised. Amass of anvil-topped white cloud,reaching up to FL600, visually active incontinual roiling motion, speaks ofdanger. Seen from down-sun, thecloud’s dark shadow speaks of a heavyload of rain inside. Even at night, itsassociated lightning illumination givessome warning of the need for devia-tion. Few pilots would willingly plungeinto such ominous and forebodingclouds. And yet, accidents occur everyseason, when an aircraft ventures tooclose.

This, in spite of the vastly-improvedmodern tools we have at our disposalto aid in thunderstorm avoidance.Time was, dauntless pilots of DC-3shad no choice but to keep watch outthe windshield, pick what appeared tobe the lightest area of weather, and

plunge in to ride it through, dependingon the structural integrity of what wasthen the biggest airliner in the skies.To lessen the risk, early mono-colorCRT radars, with viewing hoods, weredeveloped to find the areas of heaviestprecipitation, which had correlationwith the strongest storms.Interpretation was as much art as sci-ence.

Today, the latest digital weatherradar units display multi-colored lev-els of precipitation intensity, laid overour chart and route information onan MFD, and some progress haseven been made in showing the like-lihood of turbulence encounters,although radar must still be primarilyrelied upon to detect rain and hail,which are the best reflectors of theradar beam. Uplinked compositeradar pictures, processed fromground radar sites, are available insome areas, if you have the equip-ment to receive them and show themon your cockpit suite. Air traffic con-trol also has some convective weath-er tools at its disposal, shared by ask-ing for it. But, with all this improve-ment in technology, we must stillexercise care when skirting thebiggest storms.

The Weather Hasn�t Changed

Why do pilots fall prey to the thun-derstorm’s tentacles? Perhaps ourbiggest danger is the embedded cell,wreathed in stratus and rain, parked atour twelve o’clock position. In ourgray-shrouded cocoon, we progressobliviously toward our fate, untilthere’s a sudden darkening of thecockpit. We feel a lifting sensationunder our seat as we hit the firstupdraft, and the rivulets of rain mov-ing across the windscreen suddenlyturn into an opaque sheet of cascadingwater. Now, we’re in it.

If we’re lucky, we’re only hitting themargins of an isolated convective cell,or a rainy conclusion to a storm that’salready built up and is now dying. Adeviation would be in order—longoverdue—if we have any informationto guide us. A break into visual condi-tions would be welcome, and probablyawe-inspiring. Until then, it would bewell to slow to turbulence penetrationspeed, turn on ignition and anti-ice,and secure the aircraft for rough run-ning.

The best precaution begins withgathering knowledge of the conditionsbefore launch, knowing that the liftedindex is favorable for convectiveweather along our route. We need toobtain reports from ground observers,automated stations and other aircraft,and verify the forecast’s accuracy.Keep in mind that an hour-old reportis probably of little value, becausethunderstorm situations change rapid-ly. Clues like stronger-than-forecastwinds and a windshift that came earli-er then predicted can mean a frontthat’s an overachiever.

Forewarned is forearmed. Keep acheck of the conditions ahead, selectan altitude free of cloud if possible,and have a good-weather direction inmind, if you need to start diverting. Afiled alternate airport is not written instone; stay fluid and be prepared torethink your plans.

Your weather radar is an excellenttool, but always bear in mind that it’srevealing the presence of water, notturbulence. Similarly, or conversely,an electrical-discharge detector shows


THE RUMBLE AND THE ROAR By Leroy Cook

FATALA close

encounter with acumulonimbus

cloud can bedeadly.

F R O M T H E C O C K P I T T H U N D E R S T O R M M


you where the sparking activity isgoing on, the result of instability in theatmosphere, but it won’t keep youfrom getting wet. A radar display’scolor gradations can be altered bylarge storms; use your tilt and gaincontrols to sniff out the hidden fea-tures, but always return them to abase setting afterward. Obviously, youwant to steer away from red andmagenta areas, and probably yellow aswell. Depending on what I see visually,a green depiction may be too risky formy tastes. Deviate to stay clear oflarge storms by 20 nautical miles; thatmeans you want an essentially-stable40-mile wide gap in a line of storms ifyou intend to fly through it.

Always remember that convectiveweather is highly dynamic, both in therate and direction of a storm’s move-ment and in its stage of development.Three different trends need to be con-sidered; the motion of an individualstorm, the outward growth of thestorm, and the progress of the frontthat’s generating the storms. Over thespace of a half-hour, your decisionabout how to proceed might need tobe revisited more than once. The life-cycle of individual thunderstorms is

short, but the area along and ahead ofa front can keep developing new cells,spreading out and closing gaps in theline. Don’t rely on a time-expired radarsnapshot or an old pilot report (arecent report from an old pilot isokay).

Locking The GateAir traffic control’s worst nightmare

is a slow-moving line of thunderstormssitting on the entry gate and approachlane, with deviation-minded pilotsrefusing vectors and total chaos takingcharge of a neatly-planned traffic flow.His or her usable airspace is reduced,but separation standards still have tobe maintained. Sometimes, the onlyanswer is to hold aircraft at remotefixes or employ ground stops, both ofwhich can play havoc with fuelreserves. Know what you can do, andwhat you can’t, when faced withdelays.

As no controller has yet been lost ina thunderstorm encounter, the finalauthority for the safe conduct of theflight has to remain in the cockpit. Wewho are staring the beast in the faceunderstand the options open to us,and if it takes exercising emergency

authority to turn away, do it. Keep thecontroller informed, so he or she canplan for the disruption; work as team,but don’t stay on a vector that’sunworkable.

And so, the three rules of flying inconvective weather are simple; avoid,avoid, and then, avoid. We cannot, andmust not, fly through thunderstorms,and we can’t risk landing and takingoff with cells nearby or on theapproach and departure course. Thewindshear risk when sharing the air-port with a thunderstorm is very hardto predict. The preceding aircraft’ssuccess is no guarantee that you’llmake it in. Only try a run to the run-way if you have plenty of fuel to playwith. You may have to break it off andgo somewhere else to find petrol.

Similarly, deciding to take off, in theface of a line that is rapidly approach-ing on the horizon, had best be influ-enced by the speed of the storms’approach and where you’re going afterthe wheels tuck up. Tell ATC whereyou’re heading before you push thepower up, and if that’s not acceptableto them, park the aircraft. Climbinginto a windshear condition can over-come the aircraft’s performance, and itwill certainly alter your ability to meetgradient restrictions for the departureprocedure. Study the situation beforeyou go.

We can do battle with the thunder-storms, but only from a discrete dis-tance. This not a time for close, hand-to-hand combat, but for tactical retreatand having plenty of options. Our air-planes are technical marvels, withplenty of tools at our disposal. Thatdoesn’t make them suitable for flightin ALL types of weather.

RULESThere are threerules for flying inconvectiveweather: avoid,avoid and avoid.ÿ

As well as developing a range ofaerodynamic, avionic and otherupgrades for in-service aircraft,Cessna has refined the faultreporting and recording systemsinstalled on its latest models.

By Bernard F i tzs imons

New Citations delivered since late2013 are equipped withenhanced versions of both the

central (formerly Citation) diagnosticand maintenance system (CDMS) andthe AReS aircraft recording system.The aim in both cases, says VP prod-uct support Brian Rohloff, is “to helpsupport our customers in the fieldshould they have any issues with theiraircraft.”

The CDMS was renamed to reflectthe addition of the Beechcraft andHawker brands to the TextronAviation stable, Rohloff says: “TheCDMS system is now standard on allour newer products – the M2, theAlpine Edition CJ2+, the CJ3+. 680+Sovereign, 750+.” And development iscontinuing: “The team continues to


CESSNA�S INNOVATIONSON THE AFTERMARKET

IMPROVEDCitations

delivered since2013 come withstate-of-the-art

maintenancesystems.

A I R C R A F T R E P O R T I N G S Y S T E M S

MAINTENANCEMATTERS


create enhancements and apply newways to use that system.”

The CDMS is not ready for retrofit,says product support manager MattWild, though versions of the systemhave been installed on most Cessnaaircraft since the mid 2000s: “TheMustang has an earlier version, theoriginal Sovereign has an earlier ver-sion and some of the earlier CJs have

the original version,” he says. “As newproducts have come out we’veenhanced it and made it better, butwe’ve had it on our previous prod-ucts.” It will also be an option with anyGarmin cockpit upgrade applied toearlier models, Rohloff adds.

In the new Garmin 3000 and 5000systems the CDMS resides on themultifunction display. “It monitors allthe crew alerting system (CAS) mes-sages and all the faults,” Wildexplains. “It displays them in a formatsuch that if you’ve had a CAS messageyou can quickly and easily go backand it will tell you what caused thatmessage to turn on. So you can easilygo in and replace the part that wascausing a problem.”

As well as being displayed on theMFD, the alerts are forwarded to theaircraft’s service centre via one of two

routes. “You can do a downloadthrough the display,” Wild says.“Depending on how the aircraft isequipped, we also can also put a WiFilink on the aircraft that will offload thefaults whenever you’re at a WiFihotspot.” Aircraft with the Garminsatellite phone will also offload thefault to the Iridium network if the cus-tomer selects that option.

As soon as they are offloaded from theaircraft, the alerts automatically gothrough the server system. Then, hesays, “our system here in Wichita willgenerate an email and send it to anybodythat the customer has set up on the dis-tribution list for that aircraft. So our ser-vice product support teams will get anemail, the director of maintenance canget an email and the pilots can get anemail that says exactly what the fault wasand what caused that fault.”

The facility means Cessna can bemuch more aggressive in tacklingfaults, Wild says, “especially when weget them offloaded while the airplane’sstill flying, we know if there’s a prob-lem and can help them out whilethey’re still flying.”

Alerts do not invariably indicate afault, he says. CAS messages can begenerated during ground tests during

pre-flight, or when the pilots they for-get to turn on their pitot static or ifthey shut their engines down beforeeverything’s shut down.

“Any time you get a CAS messagewe’ll actually get a fault that comesthrough,” he says. “But we knowwhich ones to ignore because it tellsus what phase of flight the aircraft wasin when they got that CAS message.”

The Iridium and WiFi integration isnew as of the end of 2013. The mes-sages and fault depiction have alsobeen tweaked to improve trou-bleshooting, Rohloff adds: “Originallyit was a very basic system but it’s beenenhanced a lot so there’s much moreinformation.”

And customers really like it, he says:“The pilots and directors of mainte-nance love having that capability. It’sanother enhancement to our servicesthat means we can help the customerensure that the airplane stays flying asmuch as possible.”

“We first started installing the origi-nal AReS back in 2008,” he says. TheAReS box is a dedicated diagnosticsrecorder that records all digital trafficon the aircraft – around 12,000 para-meters recorded at a sample rate ofrate of up to 80 samples per second in

EQUIPPEDThe maintenancesystem resides inthe multi functiondisplay on Garmin3000 and 5000cockpits.


the case of the CJ4. “The data isrecorded onto a compact flash cardthat we can remove from the aircraft.”

Upgrade programsAt the same time as it introduces the

enhanced fault reporting and record-ing systems on new models, Cessna isworking on a raft of upgrades for exist-ing Citations. They include theCitation X Elite, the Alpine Editionavionics upgrade for the CJ2+ andwinglets for the CJ and Sovereign.

The Citation X Elite program hasbeen very well received. “We’ve had alot of enquiries,” Rohloff says. “Wetake in used a Citation X, go through itcompletely, and by the time it’s done itends up being almost a brand new air-plane. Avionics upgrades, the wingletsand autothrottles are all part of thatpackage.”

It would be feasible to apply thesame upgrades to an owner’s aircraft,Wild adds, “but one of the big parts ofthe Elite program is the warranty. Ifsomebody brings their own aircraft inwe’re not going to provide the warran-ty we do with the Elite airplanes, we’vebuilt that into the program, but we candefinitely do the upgrades.”

Wild, who was program manager forthe Alpine Edition, says it is currentlyin the certification phase: “We areworking and flying the aircraft quite abit, and we’ve finished a lot of theground testing so we’re getting readyto start flight testing.” Developmenttesting is complete, the autopilot iscomplete, “it’s just getting paperworkin order with the FAA here and gettingthe certification flights done.” Heexpects the work to be completed inthe third quarter of this year.

“Customer response has beengreat,” he says. “We’ve had a lot ofcustomer enquiries and we’re cur-rently in the process of lining up peo-ple to have them start doing the mod-ifications in the third and fourth quar-ter of this year.” The CJ2+ is the firstmodel to benefit from the upgrade,and subject to market acceptance“we’ll probably do another model orvariation.”

The Aircraft BlueBook and VrefAircraft Value Reference have bothbeen very impressed with the prod-uct, Wild says: “They agreed that theretail value of the mod will go in thebook as an added value for the pro-gram.” The same applies to theCitation X Elite program.

Tamarack Aerospace of Sandpoint,Idaho, is developing the winglet forthe CJ with the support of the OEM.“It’s generated a lot of enquiries fromour customers,” Rohloff says, “so Ithink once this program is certifiedit ’s certainly going to be wellreceived out in the marketplace.”

He is reluctant to discuss projectedbenefits in terms of performancewhile they are still being verifiedthrough the certification program,but he says the schedule calls for cer-tification first of the 525 series, fol-lowed by the CJ3 and then the CJ2.Program completion is anticipated inearly to mid 2015.

The Sovereign winglet is a programbeing developed by Wichita-basedWinglet Technology “Again, we con-tinue to support the program asrequired,” he comments. With all thisactivity, Rohloff concedes, “We dohave our hands full. But we’re alwaysworking on other things as well.”

Service Facilities

It’s also worth noting that Cessnacontinues to upgrade and expand itsservice facilities. several expansionswithin their network of sevenEuropean company-owned servicecenters.

Cessna and Sister companyBeechcraft have opened two newOEM line service support stations inEurope at the London Luton Airportand Cannes Mandelieu Airport, witha third location available this summerin Geneva, Switzerland. These sta-tions will be supported by a team offull-time licensed technicians andprovide line maintenance, defect rec-tification and AOG support in theseregions to operators of Beechcraft,Cessna and Hawker aircraft. In addi-tion, existing company-owned facili-t ies in Zurich, Switzerland, andDüsseldorf, Germany, now providemaintenance, modification andupgrade services for owners andoperators of Beechcraft, Citation andHawker aircraft.

“Growing our services across Europeis very important in serving our broadcustomer base, which includes nearly2,000 aircraft. These strategic loca-tions make factory service and supportconvenient and cost-effective for ourBeechcraft, Citation and Hawker cus-tomers living or traveling in Europe,”said Brad Thress, senior vice presi-dent, Customer Service.

The Beechcraft, Cessna and Hawkerservice network includes 23 company-owned service facilities around theglobe and access to more than 40mobile service units stationedthroughout North America andEurope that deliver award winning ser-vice directly to operators.

Cessna’s company-owned servicecenters in Paris, France; Doncaster,U.K.; and Düsseldorf, Germany, areauthorized as ContinuingAirworthiness ManagementOrganizations (CAMO) by theEuropean Aviation Safety Agency(EASA).

CAMO approval enables these ser-vice centers to issue and extendAirworthiness Review Certificates toEASA aircraft. Aircraft over 12,500pounds (5,700 kilograms) are mandat-ed to contract with an approvedCAMO for their Airworthiness Review

RETROFITSVarious

upgradesincluding the

Alpine Editionare now

available for theCJ2+.

MAINTENANCEMATTERS

S eattle-based aircraft engineeringcompany Raisbeck Engineering,Inc. has successfully completed

all of the FAA certification require-ments for an Aft Fuselage Locker(AFL) on the Learjet 60 series busi-ness jet. The test aircraft, 60-197, hassince being refurbished at West StarAviation where it received a full paintjob and interior update and has beendelivered back to its owner.

At just under 30 cubic feet, theall new AFL concept and generalshape resembles the earl ier AftFuselage Lockers designed andcertified for the Lear 30-series inthe late 1990s. But this time roundthe internal volume is a lmost 3times as large, giving operators’increased flight planning flexibilityand improving the overall useful-ness of the airplane.

One of the challenges that separat-ed this design and certification fromthe earlier Lear-30 series AFL was theneed to meet the latest changes of theFAA regulations. When asked aboutthe challenges, Keith Anderson, VicePresident – Engineering for RaisbeckEngineering said that he was veryproud of the Raisbeck team.

“The new locker is certified to themost current amendments of the FAAregulations for cargo compartments,which means that it had to meet the

latest fire detection and protectionrequirements. This was a hugeundertaking for the Raisbeck teamand also means that the new AFL forthe Lear 60 far exceeds the require-ments that were in place for the exist-ing aircraft cargo hold that is only afew feet away from our locker.”

Not only does the new designenhance safety by protecting against afire in the compartment, the aerody-namic shape reduces drag, furtherenhancing operational flexibility. TheAft Fuselage Locker has two separatecompartments comprising 12 feet oflength and providing 28 cubic feet of

internal space outside the cabin,which means operators can carry 210pounds of cargo and luggage. Theforward compartment is 8 feet longwhile the aft compartment is 4 feetlong, meaning that passenger luggageand aircraft equipment can be separat-ed. The extra space that is providedadds value and operational flexibilityfor the Lear 60 owner and operator.

Raisbeck Engineering began thedevelopment effort in 2009, with fullcooperation from Bombardier LearJetin Wichita Kansas, who lent technicalsupport and documentation crucial to

the program’s ultimate success. Initialflight testing with the locker shapewas conducted in late 2009, to proveflight characteristics and drag reduc-tion. Raisbeck then gave full programgo-ahead in 2010.

Initial installations will be conduct-ed by Authorized Raisbeck Dealersfor Lear Jet products throughout theworld. First customers are expected toarrive in the coming months, with pro-duction rate scheduled to begin at oneinstallation per month, accelerating assupply and demand dictate.


LEARJET 60�S AFT FUSELAGELOCKER PRIMED FOR DELIVERY

RETROFITRaisbeck's new

Aft FuselageLocker adds

space andreduces drag.

U P G R A D E R A I S B E C K

ÿ

By Michae l R . Grün ingerand Capt . Car l C . Norgren

of Great C irc le Serv ices AG (GCS)

Zurich airport seems engaged inroutine operations on a beautiful-ly clear day. Both main take-off

runways, 16 and 28, are in use. ZurichTower clears Swiss InternationalAirlines flight 1326, an Airbus A320,for take-off on runway 16. LX1326switches its landing lights on andbegins the take-off run. Forty (40) sec-onds later, Zurich Tower clears SwissInternational Airlines flight 202W, alsoanhhh Airbus A320, for take-off fromrunway 28. Runway 28 and 16 areintersecting runways.

As flight 202W reaches V1, at 135Knots, the commander notices theconverging traffic on runway 16 andimmediately rejects the take-off. Theflight crew of flight 1326 in the mean-time continues with a normal take-offwithout noticing the dramaticmoments on Runway 28.

The Swiss Accident InvestigationBoard (SAIB) investigated this seriousincident and classified the risk of colli-sion as high. Had flight 202W notnoticed the convergdddding traffic, acatastrophic collision with many fatali-ties would have ensued.

The investigation concluded that themain cause of this serious incidentwas the almost simultaneous take-offclearance to two aircraft on intersect-ing runways. The SAIB focussed theiranalysis on the role of air traffic con-trol. No doubt the mistake by thetower controller was at the beginningof the chain of events.

The tower controller had not beenprovided with a monitoring systemproviding effective electronic collisionwarning. The controller was not inthe position to identify his mistake ina timely manner.

One more safety barrier failed onthat day. Both aircrews did not real-ize the mistake by the tower con-troller. We might wonder how twoexperienced crews could not havenoticed the clearance issued to theother aircraft? Both aircraft were onthe same Tower frequency and bothreceived their take-off clearancewithin 40 seconds of each other. Butneither crew took notice of this situa-tion. They did not notice the haz-ardous situation which had been cre-ated and which was directly threat-ening them.

Luckily the captain of flight 202Wkept a good look-out during the take-off roll and noticed the convergingtraffic on the intersecting runway. Hereacted immediately and initiated arejected take-off which saved bothaeroplanes.

MindfulnessAlmost too late, but still in time, the

commander of flight 202W looked outand recognised the conflicting traffic.He perceived this critical visual clue.

However, he had been expecting asmooth take-off. In fact, expecting aroutine take-off, all pilots involveddid not perceive how fast the sec-ond take-off clearance had beengiven. Once the take-off run hadbegun, only a brief interval existedbetween the initial surprise of dis-

covering conflicting traffic and initi-ating a procedure to resolve the sit-uation.

Mindfulness obviously played a keyrole in saving the day. Mindfulnessmeans the combination of ongoingscrutiny of existing expectations andthe capability to react to unexpectedsituations. In an organisational con-text, this definition will be extendedto include the identification of newdimensions of context and ways todeal with it, and to improve foresightand current functioning. In our exam-ple though, mindfulness simplymeant keeping awareness high ofevents unfolding outside of one’s ownroutines.

Both flight deck crews involvedwere busy with their respective take-off and expected no problems, trust-ing ATC fully. The actual situationwas obscured by this blind spot.

Blind Spots on the Flight DeckBlind spots develop when the atten-

tion is taken by tasks being per-formed. All pilots will rememberoccasions when they did not see awarning light. They were simply toobusy to notice and did not expect tobe disturbed by a system failureexactly at the very same moment inwhich they were busily workingthrough checklists.

At Zurich airport runway 28 and run-way 16 are the standard departurerunways. For both crews it was adeparture from their home base andfrom the standard runway configura-tion. The increased risk of operationson intersecting runways was their


CLOSE-CALLThe captain of

flight 202Wnoticed

converging trafficand rejected

take-off.

S A F E T Y S E N S E M I N D F U L N E S S

STAYING AHEAD OF THE GAME


normal mode of operation and theincreased risk of such an operatingmode will eventually not be perceivedas such.

Transposed to the fast-paced, multi-stimuli environment of the flight deckmindfulness requires effective taskmanagement and ‘making time’. It isevident from numerous case studiesof accidents that carrying out tasksassociated with the landing checklist(Bournemouth, Buffalo, Schiphol),emergency drills (Everglades,Indonesia, Palmerston North), land-ing charts (Cali) or handling of theFMS (AF447, Cali) can take priorityover monitoring tasks.

Task scheduling (e.g. carrying outnormal checklist), sharing (e.g. bal-ancing the monitoring workload andbeing aware when the PM has limitedcapacity) and shedding (e.g. prioritis-ing tasks) must be considered asstrategies to achieve and maintainmindfulness.

AnticipationMindfulness allows improved situa-

tional awareness. Situation awarenessleads to anticipation.

Situation awareness (SA) meansappreciating all you need to knowabout what is going on if the fullscope of your task - flying, controllingor maintaining an aircraft - is takeninto account.

More specifically, in the context ofcomplex operational environments,SA is concerned with a person’sknowledge of particular task-relatedevents and phenomena.

For example, for a fighter pilot SAmeans knowing about the threats andintentions of enemy forces as well asthe status of his aircraft. For an airtraffic controller, SA means (at leastpartly) knowing about current aircraftpositions and flight plans and predict-ing future states so as to detect possi-ble conflicts.

Therefore, in operational terms, SAmeans having an understanding ofthe current state and dynamics of asystem and being able to anticipatefuture changes and developments.

A general definition of SA is that it isthe perception of the elements in theenvironment within a volume of timeand space, the comprehension oftheir meaning and the projection oftheir status in the near future.

SA needs to include the followingfour specific pieces of information:ÿ extracting information from theenvironment;ÿ integrating this information withrelevant internal knowledge to createa mental picture of the current situa-tion;ÿ using this picture to direct furtherperceptual exploration in a continualperceptual cycle; andÿ anticipating future events.

Taking these four elements intoaccount, SA is defined as the continu-ous extraction of environmental infor-mation, the integration of this infor-mation with previous knowledge toform a coherent mental picture, andthe use of that picture in directingfurther perception and anticipatingfuture events.

Expecting the UnexpectedOn that routine day, both flight

crews were expecting to take offsmoothly from their home-base aero-drome and nobody really expected tobe confronted with the unexpected.Busy with routine cockpit work, theunusually fast clearance given by theTower controller to the second air-craft went unnoticed.

Anticipation of potential problemskicked-back in when the commanderof flight 202W started looking out tosee conflicting traffic. He had not lostthe awareness of him and his aircrafttaking-off.

His mindfulness saved the day, atthe very last minute.

In conclusion, adapting a sentenceby Weick and Sutcliffe, mindfulnessand anticipation counteract many ofthe blind spots that occur when peo-ple rely too heavily on expectations ofnormality.

Michael R. Grüninger is ManagingDirector and Capt. Carl C. Norgren isa Consultant at Great Circle Services(GCS) Safety Solutions. GCS assists inthe whole range of planning and man-agement issues, offering customizedsolutions to strengthen the position of abusiness in the aviation market. Itsservices include training and auditing(IS-BAO, IOSA), consultancy, manualdevelopment and process engineering.GCS can be reached at www.gcs-safe-ty.com and +41-41 460 46 60. The col-umn Safety Sense appears regularly inBART International.

ERRORA mistake by anAir TrafficController meanttwo aircraftnearly collided atZurich Airport.

þ

LX-1326

LX-2026

The striking thing about Aruba isthat it outsources registry affairsto an independent company.The result is increasedefficiency, improved customerservice, and a heightenedcommitment to safety. We satdown with Jorge Colindres theRegistry�s CEO and Chairmanto see how it all works.

BART: Why do some people considerregistering their aircraft outside oftheir home country?Colindres: It really varies from caseto case and registry to registry.Registries like ours are successful,because they’re micro-states, easy tomanage and can adapt very quickly.You’re talking about less bureaucracy,less paperwork. When a registry ispart of a large country, it’s dependenton a large governmental budget.Micro-states give you an autonomousbudget, and give you more control ofyour assets.

BART: Is it fair to say that you look ataircraft registries as a service indus-try?Colindres: You have to look at it as aservice industry. Look at the value ofairplanes and remember that they costmoney if they’re on the ground. A lotof countries don’t appreciate this andconsider themselves a public entityrather than a public service. At the endof the day, the tax payer is paying for aservice.

BART: We often hear about aircrafton foreign registries being used forillegal flights, particularly in Russia.What’s your position on this?Colindres: Aruba is the country thatbroke ground in Russia. That wasback in 1995. We have an agreementwith the Russian Authorities whichallows them to exercise oversight ofRussian planes while in Russian terri-tory. All other foreign registered air-craft can’t fly domestic without permis-sion. So we have an advantage. Theagreement has been in place for overten years.But I agree that the grey market is anissue; it’s not a good thing for theindustry. It’s a safety issue. Private air-craft are supposed to be used for spe-

cific missions; they’re not supposed tofly commercially. If you are going tocharter your airplane, get a commer-cial certificate, follow the commercialguidelines, respect the flight duty limi-tations and avoid pilot fatigue. We arevery direct with people that come toAruba and we exercise a lot of supervi-sion of the grey market.So we’re cracking down on illegalactivities; which means that for somepeople, Aruba might be seen as beingtoo white. But we want to be white.We are an OECD white-listed countryand we want it keep that way. Peoplecome to us for the right reasons, that’swhy many of the top VIPs are on theAruban Registry and we have very per-sonal relationships with them. Weknow them by name, by address. Wevisit them, we talk to them. Thatmakes a difference. And it’s true thatwe have cracked down on a couple ofthem for doing illegal charter.

I’ll give you an example. We had aChallenger 604 a few years ago on theregistry. It was operated privately, andbelonged to a very big Russian bank.The pilot decided to skip maintenanceand they didn’t log certain legs. Whenwe discovered it, we grounded the air-plane. We made the airplane go backto the maintenance facility andbrought it all the way back to zero, sothat we could bring it back to the prop-er standards.So we’re very vigilant when it comesto issues like these. On the otherhand, some governments try to need-lessly penalize aviation. It’s sad to seea lot of European governments doingthings for the wrong reasons. Theydon’t see that they’re killing the avia-tion market. Look at the data from lastyear, accidents and fatalities were up alittle. Why is that? Because once youstart exerting too much pressure onhuman beings we tend to go the otherway. Overregulation is not good.When you are deprived of your civilrights, you are deprived of the possi-bility of generating business for yourbusiness. So you go the other way.

BART: Safety is a big part of yourbrand and message. Do you have ahigher safety record than some of theother registries?Colindres: Across the board, it wouldbe unfair for me to say that we have abetter safety record. We just have adifferent way of doing things. Lookingat all of the registries, the safetyrecord is more or less the same. Weall operate to very high standards. Ifyou don’t do that, you’re going toaffect the resale value of the aircraft.That is why the clients come. We offera quality product, high safety stan-dards.And most of the registries share aEuropean heritage. For instanceAruba is part of the Kingdom of theNetherlands, which means we’reunder European continental law,


ELIMINATING HASSLEAND BUREAUCRACY

which helps a lot. (Continued on page 82)

WHITEJorge Colindres

CEO andChairman of the

Registry ofAruba is

prepared tocrack-down on

illegal flights.

I N S I G H T W I T H J O R G E C O L I N D R E S C H A I R M A N A N D C E O O F T H E R E G I S T R Y O F A R U B A


BART: Is your focus more on privateor commercial aircraft?Colindres: Right now it’s 70% privateand 30% commercial. Initially theCayman Islands and Bermuda werethe traditional aircraft registries, andfocused on private aviation. So whenwe started, we were purely commer-cial, and we quickly found out thatthere’s a lot of work when you’re deal-ing with commercial aviation.So we switched it. To keep the bou-tique appeal and the personalized ser-vice, we put a limit of 90 airplanes onthe registry. When that was done wemoved the limit to 500 airplanes; wehave 150 airplanes at the moment.We would love to have 500 airplanes,but we would be really happy if weadded 40 airplanes each year for thenext five years. And for this yearwe’re adding about two airplanes aweek. And now we are going to sign anew agreement with Russia for com-mercial airliners, which could signifi-cantly increase the number of com-

BART: If someone wants to registeran aircraft at Aruba, what are the stepsthey have to take?Colindres: It’s very straightforward.With us, clients don’t have to change

the aircraft’s ownership structure.Let’s say you purchase the airplanethrough an Isle of Man company. Inthe past you would have had to forman Aruban SPV, just to assert nationali-ty for the registry. We looked at thisand we said Aruba is an OECD white-listed country, so why do we need tolook into people’s tax and financialaffairs? So we focused on the nationali-ties that qualify to register an airplane,and this includes any company formedwithin the European Union memberstates or the European Union econom-ic zone or the British Commonwealth,the USA, the UAE and any UStrustees.This also helps the leasing compa-nies for their storage programs andso on. You need to have a local pres-ence and you do this by electingdomicile. And the fact that Aruba ispart of Cape Town makes it very easyfor you to register your securityinterests. So it’s a simple and simulta-neous process.The cost is based on the MTOW ofthe aircraft. For example a G550 willcost between $15,000 and $16,000 toregister, which is not so dissimilar toother registries. Our big sell ingpoint is the ease of registering here.Just the fact that people don’t have to

create an SPV, means the customerwill save more than 50% compared towhat they will spend in other reg-istries in creating a special purposecompany.

BART: You manage a registry, youmarket it and then you offer oversightservices for national authorities. Areyou focusing on too many things at thesame time?Colindres: I’ve been doing this for 22years and I have a philosophy thatyour work should be fun. If your workbecomes tedious, you’ll start overlook-ing certain things. We do everythingfrom three points of view. One is thatyou have to understand the nature ofthe business, two is that you have tobe creative, and three is that you haveto have fun. And if you don’t havethose three elements, it’s not going towork.And no, we are not spreading our-selves too thin. We are the largestemployer of all offshore civil aviationregistries. We take in many retireesfrom Civil Aviation authorities. We geta lot of guys from the UK CAA, THEFAA, ICAO, so we’re very well coveredand ready to take on new business andnew opportunities.

KEENThe Registry of

Aruba is eagerlypursuing newbusiness andopportunities.

I N S I G H T W I T H J O R G E C O L I N D R E S C H A I R M A N A N D C E O O F T H E R E G I S T R Y O F A R U B A

mercial airlines on the registry.

ÿ

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