LOVEMY JET

MAGAZINE FOR THE RUAG BUSINESS AVIATION COMMUNITY | ISSUE 2

CARING FOR MY JET

Legacy 600 inspection intervals

44

SHOP TALK

Ambience in your hands

4

MY LIFE STYLE

Great expectations

30

PASSIONATE PEOPLE

“And I said, I can do more to help”

12SAVING WINGS

Bats without borders: The Nathusius’ pipistrelle

18

ON THE SHOP FLOOR

Far and away

24

FEELING AT HOME WHILE

TRAVELING The secret of the Orient Express

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CONTENTS GREETINGS

Dear LoveMyJet readers,

The people at RUAG love your jet and share your passion for living in the sky. Travel with us back in time as we explore the beginnings of luxury cabin interiors aboard Nagelmacker’s Orient Express. On this famous train familiar living rooms, cabins and eccentric theatrical stages were all exquisitely designed to improve the quality of a passenger’s life. We continue this tradition today in private aircraft interiors, and one of the finest elements in creating the perfect interior is lighting. Lighting has the power to enhance the quality of our experiences.

Behind the scenes of luxurious living are people who ensure your aircraft stays high in the sky. Let us introduce you to RUAG’s very own Sergio Reis Da Silva and his team of highly specialized mechanics. The World Food Programme’s Aviation Safety Officer, Captain Samir Sajet, will also share insights on the WFP’s humanitarian air operations and the importance of having emergency-ready airworthy aircraft. LoveMyJet is dedicated to sharing stories about people, places and things that improve the quality of life.

From our shop floor to your reading table, we wish you beautiful flights.

Volker Wallrodt Senior Vice President Business Jets, Do228, Military | RUAG MRO International

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Ambience in your hands BY ELISHA IRSHAD

SHOP TALK

Ambient lighting creates a relaxing atmosphere in a private Falcon 7X business jet (Photo: Dassault Aviation)

The esthetics of lighting cabin interiors and its importance for passengers’ quality of travel experience

SHOP TALK

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Light builds an overall impression; it can change how we perceive a space. Did you ever wonder why we like some spaces more than

others, why they feel safer and more comfortable even though the furniture may be virtually the same? It is because light has the potential to change a space from dull to cozy or from gloomy to lively. Light, and all its characteristics from direction to color to intensity, can enhance physical and psychological well-being. A well-designed and bright environment improves mood and alertness, whereas dim environments can boost creativity. In interior design, light is important for perceptual clarity, spaciousness and pleasantness.

Hence air travel should not feel like sitting in a cold and cramped waiting room. Light guides and directs attention and awareness of the surroundings, which is very important in air travel. Lighting capabilities and features can transform the interior esthetics of a cabin, allowing passengers to always be in control of their atmosphere as they live, love and work aboard the aircraft.

Over time the aviation industry has increasingly placed more emphasis on passengers’ experience and comfort. Today’s air travel can be luxurious, especially if it is possible to custom design the cabin. Some of the most elite cabins are even considered works of art. A comfortable and familiar cabin environment is often one of the most important decision factors in purchasing or leasing a jet. A com-fortable flight can allow people to be more productive, creative and happy. Seen in this light, traveling with a private jet is highly desirable because of the elevated quality of life spent during those hours.

“  I Live, I Fly, I Am. ” Douglas Keeney

Rendering of RUAG MRO International cabin interior design for VIP Bombardier Global cabin series

SHOP TALK

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Improving the quality of travel: Wide and spacious cabins, luxurious and comfortable ergonomic seating, cellphone coverage via satellite, entertainment and communication systems, lounging and working areas – these are all staple design terms that jet owners are familiar with when designing their cabin. In the hierarchy of what makes a passenger comfortable, lighting is often the second most important factor. With this in mind, RUAG MRO International engineers dedicate a good portion of their design approach to curating the right cabin lighting for customers.

Vincent Rey, design director and co-owner of M&R associates design, observes that “light is a very important detail in the cab-in – one that can make an enormous difference between an average design and a well-curated one. It can change the atmosphere as well as the perceived volume of the cabin.” At M&R associates design the design director uses mood lighting to affect passengers during vari-ous times of the flight. Lighting during daytime boarding differs from evening boarding lighting. Dinner light, movie time light, sunrise and sunset times are all important elements to take into consider-ation when one wants to improve the quality of flight time.

Inspired use of space: The early development of lighting in aviation focused purely on illumination and low energy consumption. Today engineers and interior designers work

together on lighting elements to meet both the requirements of the aircraft and the customer’s esthetic wishes. The goal is to maximize cabin comfort using as little energy as possible. These same engineers and designers engage with space structures that are circular rather than rectangular and try to create the same feeling one would have at home, on vacation or in the office. The shape of the fuselage has actually helped designers develop innovative lighting concepts, because it allows them to use every millimeter of a confined space.

Light interacts with people in myriad ways: A nice flight is rather less pleasant if your jet cabin is lit up like a stadium. Light has powerful effects on humans. Rather than adding character to the cabin, too much overhead light makes it look like a convention room. The light also inevitably casts huge shadows. A single overhead light source can be a terrible blunder, as it creates the illusion that the cabin is smaller than it is. A variety of light sources will make the space more flexible. Mixing light sources at different levels can also create a flattering ambiance. Ambient lighting can set a particular mood and fancy accent lights can highlight and spruce up dull interiors. For instance, imagine a sconce with overhead lighting. This system can make the cabin feel more open, inviting and can give a subtle glow while creating a luxe design statement. In a confined space such as a jet cabin, it is often recommended not to use

Mood lighting creates a cozy atmosphere aboard a Boeing BBJ 800.

Artistic lighting enhances decorative

design elements.

Subtle indirect mood lighting completes this dinning room atmosphere.

Well-curated lighting enhances the volume and shape of this Boeing BBJ

cabin interior.

sporting shades of brown. A brown can be warmed up with a little red or cooled with a little blue, and can also be light-ened or darkened. Designers often use brown because it is the color of earth and induces a feeling of naturalness and comfort while equally evoking a sense of security and stability.

Balance between color and intensity: To help passengers relax and sleep, night light settings are often installed. The ideal

sleeping condi-tions typically require little to no light. This can be achieved by balancing illumina-tion intensity with the color of the

light. For ambient indirect lighting, LED tubes come with control and dimmer boxes. Depending on the time of the

flight, a dimmer allows you to easily change the brightness and mood of the cabin. Because cabins are not cubes, smart lighting practices can take advantage of curved wall space.

Creating the right environment and spatial esthetics means understanding the people who will use the cabin space, the purpose they will be using it for, and the type of ambience they prefer. For example, a jet that caters to a sports team will want an interior that reduces fatigue and muscle strain, and a jet interior designed for politicians may require an interior that reduces stress and encour-ages diplomatic dialogue. A jet owner who uses the aircraft for transporting family may want the passengers to feel safe, loved and at home. All of these emotions and even physical conditions can be improved through lighting. Ambience can be in your hands.

lower-down light sources, as they will seem blinding to passengers. Warm lights increase coziness and liveliness, and cool lights are used to decrease tension. Depending on the characteristics of the light, the environment can be busi-ness-like, movie-theater-like, wellness- like, dream-like; and any way you like. Research has shown that anxiety caused by the fear of flying can be exacerbated by the loss of control over one’s environ-ment. Effective lighting can give people the feeling of control over their personal space and comfort, alleviating some of that fear. Smart lighting applications are a major contri butor toward a stress-free and restful flight experience. How we feel when we travel can make a world of difference in how energized we are when we arrive at our destination.

Radiant well-being: With a huge range of lighting now avail-able, the provision of cabin lighting can be chosen, specified and regulated by task illumination metrics. The quantity and quality of light, the amount of glare, its placement, flicker, contrast and shadows are all important elements that affect us.

The advantages of LED: The emergence of light-emitting diode (LED) technology has introduced many possibilities for varying light to our bene-fit. It is possible to create specific lighting designs with the chromaticity and intensi-ty levels offered by LED light systems. Recent LED lighting studies have shown an increase in the positive perception of LED over florescent lighting. LED lighting systems are also considered to be more reliable, to require less maintenance, to be safer to dispose of, to reduce aircraft ground time, and to weigh less, which means lower fuel costs. Design director Vincent Rey adds: “To create the right mood lighting, we play with LED color, the light temperature, the intensity of the light and which of the lights in the cabin should be on, dimmed or off for each mood light setting.”

Right shade: Beyond pure color the shades and tints of each of those colors are also important factors. They can change passengers’ state of mind by making them feel warm, cheerful, calm, safe and energized. It is also common to find cabin interiors

“  Artificial light is better than natural light, because we can direct it where we want. ” David Daiches

SHOP TALK

Overhead indirect VIP cabin interior lighting created in Oberpfaffen-hofen at RUAG MRO International

Night lights installed to aid relaxing and

sleeping on a Falcon 7X.(Photo: Dassault

Aviation)

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“ And I said, I can do more to help”

Almost one billion people worldwide suffer from hunger. The humanitarians of the World Food Programme are doing everything they can to reduce that number. With a fleet of around 100 aircraft, the WFP provides help when land and sea routes are blocked.

BY HENDRIK THIELEMANN

PASSIONATE PEOPLE

“Aircraft are not only made for commer-cial and military purposes. Aircraft are also made for humanitarian purposes. They can help save lives.” The man who says this knows what he is talking about: Samir Sajet has been working for the World Food Programme (WFP) for almost 20 years. The WFP is one of the most important institutions of the United Nations in the fight against global hunger. It supports around 80 million people in some 80 countries every year.

For example, in Deir ez-Zor, Syria, almost 100,000 people lived under siege for several years. At the beginning of 2015, the Islamic State group started to besiege parts of the city which were controlled by Syrian government troops. A state of emergency quickly erupted.

Help finally came from the air when, in February 2016, the WFP started to regularly drop food and relief supplies from the air over Deir ez-Zor. By the time the siege ended in September 2017, WFP aircraft had dropped more than 6,500 tons of food and supplies over the course of 309 airdrop missions.

“The Syria airdrops were a great success. We saved the lives of thousands of people,” Samir recalls. Samir is WFP’s Regional Aviation Safety Officer, responsible for the safety of the organization’s airborne opera-tions in Asia and Northern Africa. Although the WFP transports most of its aid by land and sea, using more than 30 ships and 5,000 trucks, the more severe the crisis, the more important air transport becomes.

WFP personnel awaiting an airdrop in Sudan to aid 49,000 people of Golo and 38,000 in the mountains of Jebel Marra. Due to nonsecure travel routes and poor road conditions, airdrops where the only way to deliver 2,225 MT of mixed commodities in October 2004. (Photo: WFP/Antonia Paradela)

PASSIONATE PEOPLE

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100 Emergency response aircraft “Most of our work is emergency response,” says Samir. “In order to respond fast we have about 100 aircraft.” During severe crises, such as the major tsunami in the Indian Ocean in 2004 or the earthquake in Haiti in 2010, the number of aircraft used can double or even triple during these short periods.

All aircraft used by the WFP are leased, and there is a wide range of aircraft types and operators. The fleet is a mix of jets, turboprop aircraft and helicopters: Embraer 135 and 145, Bombardier Dash 8, Beechcraft 1900, Let L-410 Turbojet, Dornier 228 and 328, Cessna 208 Caravan, IL-76, Mi-8, Bell 412 and 212 and the CRJ-200. Which aircraft is selected for which mission depends on the operating conditions, the operator and availability. If the population has to be evacuated for security reasons, large passenger planes are also used.

The WFP usually charters the aircraft on a wet lease arrangement or what is known as an AMCI (Aircraft Crew Maintenance Insurance) basis, that is,

the operator provides the aircraft and crew and is also responsible for the main-tenance of the aircraft and the insurance for the missions.

“My main role as Aviation Safety Officer is to make sure that operators meet our requirements,” explains Samir. And these requirements are high, because the missions in crisis areas are demanding. “We want to do the job and we want to do it safely”, says Samir. That is why he checks every operator according to a number of criteria, ranging from organizational structure and finances to technical aspects and the training of pilots and crew. The latter is particularly important for Samir: “We need experi-enced pilots and crews to carry out the missions safely.”

Another important task for Samir is field risk evaluation. The safety officer assesses the situation and performance of the crews on site and tries to find solutions for problems that arise during the missions. “Together with the security staff, we make sure that a flight is as secure as possible,” Samir explains.

Captain Samir Sajet is the WFP’s Aviation Regional Safety Officer and the International Civil Aviation Organization’s Technical Officer, Efficiency and Operations. (Photo: WFP)

14 | 15 Children in the Syrian refugee camp of Era. (Photo: WFP / Hussam Al Saleh)

WFP providing air transport in the Democratic Republic of the Congo (DRC), Kananga, Kasai- Central. (Photo: WFP / Griff Tapper)

PASSIONATE PEOPLE

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Keeping risks as low as possibleThis is not an easy task because the conditions are often difficult and in remote regions there is often a lack of infra-structure. The runways are unpaved and there are often no ground crews at the landing sites. Sometimes there is not even a windsock. Fire protection and refueling facilities are also often lacking. Moreover, in conflict regions, there is frequently the risk of attacks on emergency forces and aircraft – in the air and on the ground.

In many cases, however, another challenge outweighs the risks that occur during the missions: the financing of WFP operations. “Often our hands are tied. And we have to minimize or even cancel an operation. Not because the people do not need us. Not because they are not hungry any more. Not because they are safe. And not because the operations are too risky. Simply because we do not have the money.”

The WFP is mainly financed by voluntary contributions from donor countries, which usually finance specific programs, as well as donations from companies and private individuals. In 2018, these contributions totaled almost 7.5 billion US dollars, and yet, “the gap is huge,” says Samir, because almost one billion people in the world still go hungry.

Despite this enormous scale, Samir believes that many people are unaware of the problem: “If you don’t see it, you don’t feel it,” he says. And he does not exclude himself from this assessment. When he joined the WFP in 2001, he also had no idea what work awaited him. His first humanitarian mission led Samir to Guinea in West Africa. “After that, I realized what type of job I was doing. And I said, I can do more to help.”

Promoting aviation safety Fighting hunger is the principal concern of WFP. However, in many places where WFP staff are deployed, they also make an active contribution to flight safety. Samir Sajet and his team, for example, provide on-site training for ground staff. In addition, the WFP organizes regular meetings at various locations around the world to further improve the cooperation of operators with civil aviation authorities and other institutions. As well as improving flight safety, these measures directly help those involved in the affected regions. “By investing in the education of local people, we improve the infrastructure in the country,” Samir Sajet explains.

Key to success: reliable aircraft and availability when you need itWhether carrying people or cargo, in addition to having an experienced crew and well-trained ground personnel, having a robust aircraft and regular maintenance is a key factor for mission success. World Food Programme Aviation Safety Officer Captain Samir Sajet explains: “The WFP’s air operations facilitate access supporting humanitarian interventions in re-sponse to natural or man-made crises in some of the most remote and hostile locations on the planet. As the WFP aviation operation can mean the fine line between life and death, being emergency-ready is the main element of success, especially by having a list of qualified air operators with aircraft that are well maintained and airworthy.”

A refugee girl from Helmand Province in Afghanistan carries a WFP grain sack. (Photo: alamy)

Bats without borders: The Nathusius’ pipistrelle

Populations of Nathusius’ pipistrelle can be found across much of continental Europe; however, it was 1940 before this migratory species was first officially recorded as a rare visitor to the United Kingdom. Subsequent studies of these shy creatures have since revealed that populations are far more established, prolific and widely traveled than anyone could have imagined.

BY MATTHEW BEATTIE

SAVING WINGS

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Harp traps are used to capture Nathusius'

pipistrelle bats in flight. The bats are lured into the traps with recordings of a

male bat's mating song. (Photo: Daniel Hargreaves)

SAVING WINGS

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The Nathusius’ pipistrelle is one of several European migratory bat species. It is tiny – around the size of your thumb – and weighs just

seven or eight grams. Depending on the time of year, it can be found at dusk using its sonar to hunt for insects close to estuaries, lakes, rivers and canals across much of continental Europe. While a number of bat species hibernate over the lean winter months, the Nathusius’ pipistrelle is known to migrate significant distances to reach milder climates and areas where food is more plentiful. Yet until relatively recently, it was assumed that this was a continental species and that the North Sea was the natural limit to its westward range.

At home on land and at seaThe UK’s first Nathusius’ pipistrelle bat was officially recorded in 1940, on the remote Shetland Islands, 168 kilometers northeast of the British mainland. Nature experts concluded it was a vagrant: a rare visitor that had reached the UK from the continent by chance. However, other sightings of the species followed on the mainland: infrequent sightings, yet enough of them to suggest somewhat greater numbers. As a consequence, its status was raised to that of a migratory visitor. Today, Nathusius’ pipistrelles have been recorded across the UK, Ireland and even on oil platforms out in the middle of the North Sea. A small number of maternity colonies – temporary groups of pregnant reproductive female bats that form to raise their young – have also been found in both mainland Britain and Northern Ireland, suggesting that some groups of bats have chosen to remain rather than migrate back to the continent.

Nobody is certain whether the increase in both the frequency and number of recorded UK Nathusius’ pipistrelle sightings is the result of the bats adjusting their migratory paths or whether it is due to an increase in bat research. Both are plausible explanations, according to Daniel Hargreaves, who has been passionate about bats for thirty years. Today he is a volunteer with the Bat Conservation Trust and is among the UK’s foremost experts on the Nathusius’ pipistrelle: “I think it’s definitely the case that people are paying more attention to bats nowadays,” he ex-plains. “We do generally feel that there are more individuals migrating here and some of that may be linked to climate change. A scientific study several years ago suggested that Nathusius’ pipistrelles are moving their migration trajectories slightly north, but we don’t know this for a fact.”

Nature’s enigmaIndeed, there is still a great deal we do not know about the Nathusius’ pipistrelle and bats in general. While birds have been extensively studied, bat research is still in its infancy and is very much the preserve of passionate volunteer experts like Hargreaves. “It's a good animal group to study,” he says. “Every year new species are discovered, which is unusual for mammals.”

Since the early 20th century, habitat losses and human activity have had a significant impact on both UK and global bat popula-tions. “The post-war period was especially bad,” Hargreaves explains. “We had heavy losses and lost a lot of colonies. We know this from limited historical data.” Fortu-nately for British bats, the UK was among the vanguard of countries to introduce powerful legislation to protect bats and their roosts when it passed the Wildlife and Countryside Act in 1981. This has helped slow the decline, but so little is known about bats, it is difficult to put a number on losses or populations. Britain’s bats gained a powerful ally in 1991, when the Bat Conservation Trust was established to educate the public about bats,

A Nathusius' pipistrelle being held. Fully grown bats are not much larger than the tip of a human thumb. (Photo: alamy)

Hermaness Nature Reserve, the Isle of

Unst, in the Shetland Islands. These remote islands to the north-

east of Scotland were the location for the UK's first recorded

Nathusius' pipistrelle sighting in 1940.

(Photo: shutterstock)

During mating sea-son, male bats find

vantage points close to roosts and sing to

attract females. (Photo: shutterstock)

“  Every year new species are still being found, which is unusual for mammals.” Daniel Hargreaves

A happy team of UK bat volunteers holding a captured Nathusius' pipistrelle that was previously ringed in Latvia. (Photo: Daniel Hargreaves)

SAVING WINGS

Support valuable bat research by donating to the Nathusius’ Pipistrelle Project:

https://www.justgiving.com/campaign/helptheNathusiuspipistrelle

Head and body length:

46mm – 55mm

Wingspan:

228mm – 250mm

Weight:

6g – 16g

Fur:

Reddish-brown, occasionally with frosted

tips on the belly. The ears, membranes and

face are usually very dark.

Diet:

Medium-sized flying insects, mosquitoes

and caddis flies

Nathusius’ pipistrelles favor roosting in cracks in walls, fissures in rocks and in crevices. Roosts are generally found close to stretches of water such as freshwater lakes, rivers and canals.

Nathusius’ pipistrelles migrate southwest across Europe in late fall and winter before returning to major breeding grounds and established maternal colonies in Latvia, Lithuania and western Russia the following spring. In the UK it appears that a small summer breeding population is supplemented by migratory individuals from continental Europe during the winter.

During breeding season toward the end of summer, male Nathusius’ pipistrelles sing to attract females. They will fly or find a roost, from which they will call for hours – all night long, if necessary – until they find a mate.

The Nathusius’ pipistrelle

Listen to a slowed down recording of a male bat singing here

coordinate research and encourage conservation efforts. Today it has more than 6,000 members and is the UK’s leading non-governmental organization dedicated solely to bats. It also works closely with similar bat groups elsewhere in Europe – particularly when it comes to the research and monitoring of migratory bat species such as the Nathusius’ pipistrelle.

Bat research on a national scaleOne of the Bat Conservation Trust’s most significant endeavors at present is the Nathusius’ Pipistrelle Project. This citizen science project involves dozens of volunteer bat groups working together across the length and breadth of the UK. Its aim is to increase our collective understanding of this fascinating bat species, and it is already yielding interesting results: “There had been probably only around a hundred recorded firsthand sightings of individuals in the UK when we started the study in 2012. It was a relatively rare species here, which was one of the reasons it sparked our interest,” says Daniel Hargreaves. “We didn’t know whether populations were increasing or decreasing – we still don’t, actually. We don’t know a lot about them at all.” It is hoped that the Nathusius’ Pipistrelle Project will change this by allowing research to be conducted on a

national scale and generate meaningful volumes of information.

The project volunteers collect data about the Nathusius’ pipistrelle using a range of different methods, including the capture and release of bats under special license from the government. Individual bats are caught in flight using harp traps: “These are a bit like giant steel frames, about three meters tall by about one to two meters wide,” Hargreaves explains. “The frames then have banks of fishing line set vertically. At the bottom is a cloth bag. The bats fly into the fishing line and they land in the bag at the bottom of the trap. It doesn't hurt them at all.” Bats are lured into the traps with recordings of the male Nathusius’ pipistrelle’s mating call, which are played though speakers. The captured bats are then sexed, recorded and ringed before being released.

Long-haul flyersIt is the rings that are put onto the captured bats that have yielded some of the most fascinating insights into the Nathusius’ pipistrelle: most notably, its phenomenal ability to migrate significant distances across land and sea. Volunteers in the UK have captured individual bats that have been ringed by international bat groups in Latvia and Lithuania – proving that bats have traveled up to 1,499 kilo-

meters from their traditional maternity colonies in the Baltic region. Additionally recaptured individuals from the UK have been found in Holland and Belgium. “The bats don't know how long it's going to take before they reach land,” Hargreaves explains. “Some of these animals are setting off on their journeys at around three-to-four months old. They just head on this southwest trajectory and seemingly keep flying until their unknown destination.”

With each year it is running, the Nathusius’ Pipistrelle Project is adding significantly to the number of recorded sightings of the Nathusius’ pipistrelle in the UK, trans-forming our understanding of its place in the country’s ecosystems. Ultimately, by better understanding the lifecycle, habits and migratory patterns of the species, we will be better able to find ways of ensuring it survives and thrives well into the future. For example, we still do not understand what sort of impact offshore wind farms may have on migrating bats: “We might be able to use the data we gather on this project to help the people developing wind energy with mitigating the impact of turbines on migrating bats,” Hargreaves explains. “We know that massive numbers of bats are migrating. Some scientists in Europe have even indicated that it could be one of the largest movements of mammals in the world.”

The study of creatures that live in the sky has influenced the world of aviation since the beginning of history. The principles of flight might still have been a mystery today, had Leonardo da Vinci not studied the wings of nature’s aviators so closely. Please help us to support saving wings so that the luxury of living in the sky can continue to develop and thrive alongside the wildlife that inspired us to fly.

SAVING WINGS

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Learn more about the Bat Conservation Trust and how you can get involved

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Far and awayBY CHRISTINE ANNE BERGER

It is late on Saturday evening when Sergio’s phone rings. A Falcon 900EX EASy is grounded in Lahore, Pakistan, with a hydraulic leak. Sergio knows he must quickly find a solution for his customer. “In ten minutes, I know who the technician is, when his flight is and when he will be there,” he explains. Sergio Reis Da Silva is the Maintenance Manager in Geneva for RUAG MRO International and the first point of contact on RUAG Geneva’s AOG hotline.

Having an aircraft on ground (AOG) might not sound all that alarming to non-jet-owners or non-operators. So, if you are

wondering, know that every minute a jet spends on ground (or worse is grounded), owners and operators lose money, time and opportunities. When it is impossible to fly their own jet, they must lease some-one else’s and this pushes up the costs even higher. Accordingly, it is vital that jets fly again as soon as possible. Sergio explains: “It’s like being alone on the highway in the rain with a flat tire, without tools or spares, and you need help because in addition to losing money every minute you sit there, you also have to spend money to fix the situation.”

The first thing Sergio has to do is alert his emergency AOG crew. RUAG MRO International always has four to six crews on call each weekend, each of which has different aircraft type certifications. It is like being a firefighter waiting at your station for that emergency phone call. Once the call arrives, the adrenalin kicks in. Most of the technicians have huge smiles on their faces, because they live for these moments. Once the crew is briefed on the situation, they grab their gear bags containing the appropriate equipment and download the correct aircraft documents, while administration organizes their travel

tickets and plans. The RUAG AOG service is on call twenty-four hours a day, seven days a week.

RUAG in Geneva has an important department called the “Store”. This is a secure area run by a group of dedicated people who house and care for the thousands of parts and tools an aircraft mechanic might need. They are also responsible for knowing what exactly the mechanic will need and putting those kits together for them as quickly as possible whenever required. Entering different countries with strange looking tools and equipment can sometimes cause problems for traveling mechanics, so it is extremely important that everything is labeled, documented and packed correctly. Thierry Duport, RUAG MRO International Supervisor and Team Leader in Geneva, explains: “Each AOG experience poses unique challenges, with an aircraft in a demanding situation. Our job is to get to the aircraft with all the tools and equipment we’ll need, resolve the technical issues as soon as possible and satisfy the customer.”

By your side: anytime, anywhere, even far and away!AOGs can be extremely challenging and there are situations where not every MRO service provider can help. Mechanics

ON THE SHOP FLOOR

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ON THE SHOP FLOOR

Guillaume Soprano and Christophe Gonnet quickly responded to Sergio’s call to duty when he had received a call about exactly such a situation. Because of the location of the AOG, there were no other MRO service providers who could help. “Luckily, we could, and so we moved forward as fast as possible,” said Sergio. The mechanics’ visas were immediately organized in Bern, Switzerland, and two days later they arrived at the airport in Lahore – via Doha – where the Falcon’s two pilots were waiting for them. After ten hours of discussions in a small office with the local authorities, the mechanics were finally granted permission to access the aircraft. The hydraulic pipe was quickly repaired, and so Christophe and Guillaume returned to customs, got their passports stamped, boarded the Falcon 900EX EASy and were all set to return to Geneva. Unfortunately, however, the aircraft’s modular avionics unit (MAU)

power supply was nonfunctional and needed to be replaced, which prevented them from flying home.

The mechanics had already stamped their passports, which effectively nullified their visas, so they were trapped in the airplane for hours until the pilots could organize extended visas from the Pakistani authori-ties. With quite a bit of difficultly the FBO managed to organize a safe hotel and transport. After four days of spending ten hours a day at the airport, the parts finally arrived, and after another 3 days the parts were actually released and installed and the gentlemen could fly back to Geneva. Christophe and Guillaume had actually finished the repairs themselves in just two hours, however due to administrative complications and other unfortunate circumstances they ended up spending two weeks away from home! That was one exciting, far and away, AOG mission!

RUAG MRO International AOG Aircraft technician checking parts.

RUAG MRO International AOG team member

welcoming an inbound Dassault Falcon for repairs.

Dassault Falcon 900LX departing after successful AOG services are performed.

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ON THE SHOP FLOOR

Meet the people who keep you flying!

The AOG teamTime is of the essence during an AOG. Antoine Barbonnais, Maintenance Technician for RUAG MRO International in Geneva, remarks that “time is always an exciting challenge and we need to get things right quickly. I do this by checking the details thoroughly and being extremely well organized with my team.”

What kind of people does it take to be on an AOG team? AOG team members are people who like adventure and the excitement of new challenges. Each and every AOG situation is unique. Often the mechanics must travel alone, so they also need to be self-reliant, confident and motivated. They must carry with them a “go team” attitude similar to that possessed by firefighter teams, and they must be ready to move 24 hours a day. Thierry elaborates: “I have a great team that loves AOG challenges! They are reliable, responsive and motivated to work together as hard and as long as it takes. When we’ve mastered the technical issues and the customer is happy, well that makes us all happy, too.”

Whether it’s the Geneva shop floor or a shop floor far and awayThe most important goal is to make customers happy and to have happy shop floor AOG mechanics, because they are the ones who fulfill customer needs. RUAG MRO International in Geneva has a specific system set-up which enables everyone to work together more success-fully. Maintenance Manager Sergio explains: “We have put in place a structure that clarifies who is responsible for what, and most importantly we have a culture which supports the attitudes and behaviors that improve the quality of life for our team. This allows our mechanics to focus on their passion, which is fixing aircraft wherever they might be and whenever their dedication and expertise are needed.”

Thierry has been with RUAG for ten years now, and he still loves the troubleshooting aspect of his job. “Solving an issue for an AOG with the team is exciting. The team works together so well because we are each motivated to collectively accomplish the challenge.” If you look around on your travels, you might see a technician on the road firefighting all alone. However, if you take a closer look, you will see that the technician has an entire team in their bag of tools.

Antoine Barbonnais, Maintenance Technician at RUAG MRO International in Geneva, Switzerland.

Thierry Duport, Supervisor & Team Leader PC-12 at RUAG MRO International in Geneva, Switzerland.

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Great expectations

North America’s premier private jet chefs go above and beyond to ensure top-flight dining experiences

BY EVRA TAYLOR

MY LIFE STYLE

Business jet owner enjoying a private chef-prepared meal while flying.

MY LIFE STYLE

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A glint of sunlight dances off the gold rim of a delicately etched porcelain dinner plate. A tower of freshly-picked organic

greens drizzled with the finest extra virgin olive oil sets the stage for an entrée of Norwegian salmon filet garnished with a pinch of herbes de Provence.

Jet-setters and vendors alike know how important a passenger’s dining experience can be aboard a private jet. In the air, gourmet wining and dining marries the art of culinary excellence with practical concerns. Food preparation, packaging and service are a high-flying act for a uniquely trained and qualified cadre of aviation chefs whose commitment to customer service knows no bounds.

You have entered the world of haute cuisine. This could describe the scene in one of the world’s finest restaurants – whether Osteria Francescana in Italy, l’Arpege in France or Eleven Madison Park in New York. In reality, though, you’re flying over the Atlantic Ocean at 35,000 feet aboard a Gulfstream G550 with ONEflight International, a Colorado-based private jet charter broker with a network of

500 charter companies and more than 4,000 private jets available for travel.

While many intercontinental airlines have begun upgrading their in-flight dining experience through enhanced menus, polished white glove service and suites of luxury amenities that provide a touch of home, the culinary experience aboard private jets belongs in a class by itself. In fact, for many of these passengers, their in-flight culinary experience sets the tone for their entire trip.

Private jet catering is no different from any other sector in its fervor to keep up with the times by introducing technology so as to speed up and enhance in-flight dining. Increasingly, the airline industry is em bra cing change and innovation to stay current and keep their offerings fresh. Some major carriers are exploring apps that allow passengers to order catering themselves, while others have partnered with leading restaurants for their most celebrated dishes.

As ONEflight’s concierge service, JetStyle has been providing private jet dining and concierge services to a wide variety of elite

Air Culinaire chef preparing a special ordered dinner.

(Photo: Air Culinaire Worldwide)

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Appetizers prepared by a private jet catering company.

MY LIFE STYLE

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clients – both business and pleasure – including business executives, corporations and professional sports teams, for the past four years. JetStyle is a one-stop shop whose ultimate goal is to “deliver perfection” in every aspect of the client’s flight experience. The company uses hundreds of catering companies with locations throughout the United States whose sole purpose is to ensure unparal-leled in-flight catering that surpasses the expectations of even the most discerning global travelers.

One of those companies is Air Culinaire Worldwide in Scottsdale, Arizona, a leading private jet catering company that

caters to a number of major fixed-base operators in the Valley area. As General Manager Chris Evans knows, there is a world of difference between catering weddings and bar mitzvahs and arranging the logistics of aviation catering.

Onboard service is highly personalized and accommodates every possible client request imaginable. Do you wish to have dinner served on your own hand-picked china service? Why, certainly. Or do you want a customized gift basket for your child’s birthday? They are happy to oblige.

While private jet chefs do their utmost to maintain a “sky’s the limit attitude,”

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serving food onboard a transatlantic flight requires particular attention to detail. “One of the greatest challenges in aviation catering is serving food at the temperature requested by the passenger. What’s more, most airplanes have smaller than average ovens, making cold dishes a more practical choice. “We’re accustomed to responding to last-minute requests. In many cases we receive and process orders in as little as twenty-four hours. We go above and beyond for all our clients,” says Chris. Preparing, organizing and transporting specialty food requires talent that sur-passes typical airline food services.

JetStyle also collaborates with Culinary Fusion in North Salt Lake, Utah, owned by Executive Chef Wendell White, whose culinary experience spans nearly a decade. He sources only the highest quality food, from prime beef to Norwegian salmon flown in by his fishmonger, packed in dry ice ready for transport to the aircraft. “While we feature a standard menu, it can be customized to satisfy individual requests and tastes,” he notes.

Wendell points out the nuances of aviation catering that would not be a consideration in an average situation. “For certain specialty dishes like bananas foster, a traditional New Orleans dessert, the bananas are sautéed in butter, sugar

and cinnamon, and then bathed in rum or bourbon. To preserve their texture and freshness in-flight, the bananas are added in only at the end,” he explains.

Aviation caterers are equipped to comply with every type of request from the simplest to the most esoteric. Wendell tells the story of a client who specified that they wanted their omelet to have “no color,” meaning no touches of brown due to cooking. As a skilled chef he was able to comply with the unusual order, of course, ensuring that the omelet was white and pale yellow.

For Chris and Wendell, nothing is out of the question in fulfilling every whim. When it comes to the do’s and don’ts of aviation catering, however, certain dishes such as soufflés and flambés are off the table for safety reasons.

As odd as it may sound, aviation catering is a lot like ballet in many respects. Groups of dedicated professionals work tirelessly at a fast, frenzied pace to ensure that even the smallest detail doesn’t go unnoticed. The amount of behind-the-scenes prepa ration it takes to produce what appears to be a seamless and flawless performance is impressive. As Wendell says, “We will do whatever it takes to please our clients.”

Personalized meal served onboard a business jet.

Amuse bouche appetizers for private client.

(Photo: Air Culinaire Worldwide)

Delivery of preordered customized meals. (Photo: Air Culinaire Worldwide)

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Is it possible to design a luxury cabin that suits the wants and needs of every passenger? Several entrepreneurs sought to answer that question during what the National Geographic refers to as “The golden age of the train”. Luxury interior designers still take inspiration from the legendary Orient Express. The majestic train has inspired countless legends. It has transported heads of state into exile, housed the writer Agatha Christie and helped James Bond flee to Yugoslavia. To this day, people continue to flock to stations all over Europe to welcome the “King of Trains” – so what is the long lasting secret of its success?

BY YARDENA MALKA

FEELING AT HOME WHILE TRAVELING

The secret of the Orient Express

Dinning table aboard the Venice Simplon-Orient-Express in Venice, Italy.

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FEELING AT HOME WHILE TRAVELING

1883 The birth of a KingIt is an early grey winter evening in Paris. The sound of a man’s polished shoes clicks along the train platform as he draws near-er to a group of prestigious looking peo-ple. They are gathered at the Gare de Strasbourg (now called the Gare de l'Est) for a special event. This man is the notori-ous French writer Edmond About and he has been invited to write about the Orient Express. The Parisian newspapers call him the new Voltaire. A sharp whistle and the sound of a steam engine announce that the Orient Express is ready to board. Its railcars of blue-painted teakwood shine by the lamp lights and the polished logo of

the Compagnie Interna-tionale des Wagons-Lits (CIWL) stands in front of him. The round gold icon features two lions holding

the initials CIWL between their paws. This famous symbol will represent the King of Trains for many years to come.

Edmond boards the train and strolls through the railcars, admiring the floral inlays painted by Albert Dunn on the luxury wood paneling. He runs his hand over the soft seats made from the finest of Spanish leather. Four-arm gas chandeliers, Lalique glass panels and Italian marble complete the train’s exquisite charm. He catches sight of the head chef in the kitchen car issuing instructions to his assistant. The assistant carefully writes a menu of twelve meals to be served before they reach Constantinople.

Edmond would begin his story, “The adventure I’m about to tell you is on the

menu of every man’s dream.” He stows his wide-brimmed hat and long coat in the closet. Diplomats, railway officials and other members of the press wave farewell to friends and family members standing on the platform. Georges Nagelmackers is the founder of the Compagnie Internationale des Wagons-Lits, and personally invited the gentlemen on board for the trip. For years, Nagelmackers has firmly pursued his vision of a European Pullman car. He had endured extremely long negotiations with European rail companies and took a number of chances on unreliable stockholders. And now, on this day of October 4, 1883, the Orient Express is finally leaving Paris behind and heading to the East.

1919 New LinesAs time progressed new passes opened. The Orient Express could now pass through the Simplon tunnel connecting Switzerland to Italy. A new line emerged and was named the Simplon Orient Express. In later years other lines would emerge such as the Arlberg Orient Express.

1929 Westbound on the Orient ExpressA steward greets a lady at her compart-ment door. She answers with a small smile and a little bitterness. Agatha Mary Clarissa Christie is fleeing a failed marriage and hoping for a new life. Her destination is Constantinople, and then Cairo. The further she leaves her problems behind her, the more exotic the scenery becomes, and the bigger her smile. “Only the gods should be permitted to travel in such style,” she notes in her diary. She observes how borders blend together and how the train transcends all attempts at political

“  The adventure I’m about to tell you is on the menu of every man’s dream. ”

Dining carriage aboard the Venice Simplon-Orient-Express. The VSOE is a private luxury train service from London to Venice and other European cities.

FEELING AT HOME WHILE TRAVELING

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separation. Each compartment has its own washbasin, elegantly cast in enamel with a hinged teak lid that allows it to double as a salon table when closed. It is a master-piece of craftsmanship. 5 o’clock in the afternoon is teatime. Agatha Christie sits down on her hand embroidered sofa to enjoy her tea. The porcelain teaware is adorned with beautiful engraving. At night her sofa converts to a bed dressed with the finest crisp damask bed linen.

Stranded in the SnowWith 130 kilometers still to go until Constantinople, the Orient Express came to the first ever unexpected halt. The silver coal stove – always lit punctually by the steward at five in the morning – stood cold. The passengers were completely

Murder on the Orient Express movie set in 1974.(Photo: alamy)

Orient Express vintage luxury dining carriage. Paris, France. (Photo: alamy)

Pullman "Golden Arrow” coach interior aboard the Orient Express. Paris, France.(Photo: gettyimages)

“From Paris to Constantinople”, the ding car on the Orient

Express. Engraving from 1884.(Photo: gettyimages)

cut off from the outside world for days. They were snowed in and temperatures inside the train were dropping to minus 10 degrees Celsius. Agatha Christie how-ever saw an adventure in it. Turning over ideas in her head and drawing inspiration from the grim circumstances, she dreamed up a murder in a sleeping compartment. She gave the victim a criminal past, and cheekily placed the master detective in the neighboring compartment.

Meanwhile, after a few days, a team of helpers managed to clear the snow and rescue the train and a few years later Agatha put her story down on paper. Her crime novel Murder on the Orient Express became a worldwide bestseller and the Orient Express became an icon of popular culture. There are many stories that recount how the rich and famous lived on the train. Actress Marlene Dietrich was said to saunter out of her compartment and sit next to the pianist in the restaurant as finely dressed men and women watched and sipped red wine from elegant crystal glasses. The Orient Express was a cozy living room and also a stage for impromptu performances.

The StruggleIts route through Europe often left it at the mercy of the continent’s politics, and yet it somehow survived the Great War. Unfortunately, a few years later, the second World War forced many of the great trains to halt as the conflict closed

FEELING AT HOME WHILE TRAVELING

down borders and forced the grand hotel to take on shorter routes and new services. Many of the lines in eastern Europe became the possession of eastern European railway companies' sleeping-car and dining car subsidiaries. In western Europe the Compagnie Internationale des Wagons-Lits continued to develop different types of cabins from the luxurious to the more sim-ple. They struggled to keep the company alive for many years to come but contin-ued to find innovative ways to stay alive.

1982 ReinventionFaded beauty was exactly what appealed to James Sherwood. Fueled by nostalgia, he bought two sleeping cars at an auction in 1977, the pitiful remains of the Orient Express. From there he embarked on a grand search throughout Europe, eventu-ally rescuing another 25 original cars from their unhappy fate as pigsties, henhouses, garden sheds and one had even become a brothel. Next, he went about restoring them together with artist Albert Dunn’s grandson. Together they restored every last inlay to its former glory. By 1982, the King of Trains was back on track, shrouded in myth and once again tantalizing audi-ences with its unique and captivating charm. Its tapestry-lined walls have wit-nessed state secrets, intrigue and affairs of the heart – and stoically guarded them all throughout the years.

The Orient Express is inextricably linked to a life of luxury, independence and innovation. It has enjoyed the golden years, survived war torn years and lived on to inspire new generations of traveling. To linger at a station and watch the Simplon- Orient-Express steam down the track is to experience a genuine piece of history. Just as he guards his secrets, he guards his passengers. The king himself, the Orient Express, makes you feel home, even far away from home – this is the secret of his long lasting success.

Steward aboard the Orient Express at the Altona railway station in Hamburg, Germany on Saturday 2, 2012. This was the first time the Orient Express ran from Berlin to Hamburg to Venice since 1930.

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CARING FOR MY JET

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500

FH o

r 6 M

1,00

0 FH

or 2

4 M

36 M

60 M

84 M

108

M

5,00

0 FH

or 1

20 M

132

M

156

M

7,00

0 FH

or 1

68 M

180

M

204

M

9,00

0 FH

or 2

16 M

228

M

10,0

00 FH

or 2

40 M

252

M

11,0

00 FH

or 2

64 M

276

M

2,00

0 FH

or 4

8 M

3,00

0 FH

or 7

2 M

4,00

0 FH

or 9

6 M

6,00

0 FH

or 1

44 M

8,00

0 FH

or 1

92 M

12,0

00 FH

or 2

88 M

0

LU6

LU48

LU12

LU72

LU144

LU24

LU96

LU192

LU288

1,00

0 FC

[± 2

0FC]

1,50

0 FC

[± 2

0FC]

2,00

0 FC

[± 2

0FC]

3,00

0 FC

[± 2

0FC]

4,00

0 FC

[± 2

0FC]

6,00

0 FC

[± 2

0FC]

6 M or 500 FH inspections must be performed every 800 flight hours (FH) or 12 months (M), whichever limit is reached first

FC inspections

Legacy 600 inspection intervals

Reliable one-stop shop services from one single source – one call away

Sérgio Reis Da Silva, Maintenance Manager RUAG Schweiz AG | RUAG MRO International | Aircraft Services Geneva | 1215 Geneva Airport | SwitzerlandMobile +41 79 381 87 98 | Sergio.ReisDaSilva@ruag.comAOG email: genevaaogrequest.aviation@ruag.com AOG phone: +800 78 242 642

Christian Karl, Head of Sales – Business Jets RUAG Aerospace Services GmbH | RUAG MRO International | Claude-Dornier-Straße | 82231 Wessling | GermanyMobile +49 151 6242 0567 | Christian.Karl@ruag.com AOG phone: +800 78 242 642 | +800 RUAG AOG B

Rachel Gisiger – Concept creation and publishingCreating new and exciting methods for connecting with customers and engaging in meaningful dialogue with them is what motivates Rachel Gisiger. In her strategic leadership position at RUAG MRO International, she continues to follow this passion, building upon her professional marketing degrees, and is a key driving force for market-ing and communications across the company. Rachel serves in a pivotal position dedicated to serving the international Business Aviation community and is particularly proud of creating and publishing this magazine on their behalf.

Christine Anne Berger – Editor in Chief, Writer“Telling someone’s story requires un-derstanding the narrative from multiple perspectives.” Christine Anne has a Masters of Fine Arts from UTSA and a Masters of Education from UWS. Christine tells stories using a variety of communication techniques from visual images to the written word. When she isn’t directing and consulting, she spends time in her artist studio and garden or goes hiking, while pondering new approaches, new questions and new challenges.

Matthew Beattie – WriterOriginally from Leeds, England, Matthew Beattie is a graduate of the Schule für Angewandte Linguistik in Zurich, where he studied journalism and languages. His articles have been published in the UK, the U.S.A. and in Europe. Matthew has spent much of his career in Switzerland, Germany and Luxembourg. He now lives in the Yorkshire Dales, where he works as a freelance journalist and translator. When he isn’t writing or traveling, he enjoys cooking, hiking and choral singing.

Elisha Irshad – WriterElisha is an Interior designer and a writer from Pakistan with a Masters in interior design and home management. She believes in the power of a beautiful, well-designed environment that has profound impact on people’s lives. She is a style enthusiast who writes about design, decor and home improvement. Outside of design she is often found painting, exploring art and enjoying the food scene.

Yardena Malka – WriterWorking as a dedicated marketing and communications project manager in Lucerne, Switzerland, Yardena is also extremely passionate about writing. She has been authoring stories her entire life publishing essays at a young age in academic magazines. She pursued her love of writing and graduated from the Textakademie in Zurich. In private she collects her inspiration while hiking and climbing in the Swiss mountains and outdoors with her dog “Sunny” and horse “Avi”.

Hendrik Thielemann – WriterHendrik Thielemann studied communi-cations and worked as a journalist for several years before he decided to move to the other side of the desk and became a corporate communications manager. From 2001 until 2016 he worked in the aerospace industry. At the beginning of 2017, he founded the Zurich-based com-munication agency E2C (www.e2c.ch). E2C focuses on corporate content and outsourced communication management primarily in the sector of aerospace and engineering.

Evra Taylor – WriterEvra Taylor is a Toronto-based journalist and copywriter whose love for writing is matched only by her passion for aviation. Over the past 15 years, she has covered a broad range of business sectors including aviation, technology, finance and healthcare. While Evra’s writing has garnered awards, what is most rewarding to her is the satisfaction of a job well done.

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THE LOVE MY JET MAGAZINE TEAM

LoveMyJet | Issue 2 | June 2019

Publisher RUAG MRO International, Seetalstrasse 175, 6032 Emmen, Switzerland

Design and layoutAmstutz Partners AG, Lucerne, Switzerland

PhotosiStockphoto: Page 18, 23, 24, 33 | gettyimages: Page 35 | Alamy: Page 30, 36, 39, 42 | M&R associates design: Page 8, 9 | Alan Carmichael/Capricorn Photo-graphy: Page 46 (M. Beattie)

© Copyright 2019 RUAG MRO International. All rights reserved. No part of these texts and images may be reprinted, reproduced or used in any form without the express permission of RUAG MRO International.

Printed on FSC certified paper.

www.ruag.com/ba

“ The air up there in the clouds is very pure and fine, bracing and delicious. And why shouldn't it be? – it is the same the angels breathe.”

MARK TWAIN