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PREMIER TRANSATLANTICBUSINESS AVIAT ION MAGAZINE

IN EUROPE

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144 May - June 2013 Our 25th year144

Business TurbopropsSwiss Army Knivesof Our Industry

EBACE 2013 Around the Exhibition

Page 70

Business Aviation EnginesReaching for Higher ThrustSpecial FeatureA Blackhawk in Africa

The Opening ofa New Chapter

page 64

00

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GULFSTREAMG280.comRange shown is based on NBAA IFR theoretical range at Mach 0.80 with four passengers. Actual range will be affected by ATC routing,operating speed, weather, outfitting options and other factors.

www.uasc.com [email protected] (800) 321-5253 (520) 295-2300

Falcon 900B TransformedA newly architected flight deck for your FalconYour Falcon 900B is an incredible aircraft, transform it to fly everywhere with the new Falcon 900B flight deck modernizationprogram from Universal Avionics. Offering advanced capabilities like SBAS LPV/APV and FANS 1/A+, this upgrade programis constructed to ensure your Falcon is approved to fly free in all airspace, and gain compliance with emerging mandates.

• Hi-res LED backlit LCD displays with Electronic Engine Indication and data recording

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Transform Your Falcon. Inquire with a sales representative todayor visit us at EBACE Booth 1439.

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

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

E X P E R I E N C E T H E E S S E N C E O F A G R E A T E N G I N E , V I S I T U S A T E B A C E B O O T H 1 2 4 7

C O N T E N T S

32IT�S THAT TIME AGAIN

BART previews the main OEMs at EBACE, Europe�spremier Business Aviation exhibition.

56WHO TO VISIT AT EBACE

And it�s not just about manufacturers; you�ll findtraining, interiors, avionics, engines and much more

at EBACE.

78HELI-EXPO REPORT

The global helicopter market was revving upat Heli-Expo. Rick Adams reports.

82BUSINESS AIRPORT WORLD EXPO

This year saw BAWE back where it belongsat Farnborough. Paul Walsh reports.

86OEM PRODUCT SUPPORT

Manufacturers that are ramping up product support likenever before. Bernard Fitzsimons gives the lowdown.

90THE DOCKET

Nick Klenske investigates Europe�s benefitsas a manufacturing destination.

94FROM THE COCKPIT

LeRoy Cook outlines the three prioritiesof a successful flight: safety, comfort and speed.

100SPECIAL FEATURE

In an exclusive report, Marc C. Ross tells of hisexperiences operating a Blackhawk converted

Cessna Caravan in Africa.

MAY - JUNE - 2013Volume XVI - No 2BART No 144WWW.BARTINTL.COM

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

OUR ADVERTISERS AND THEIR AGENCIES9 AIR SERVICE BASEL GmbH81 AMSTAT45 ARINC85 Avinode7 Blackhawk Modifications, Inc.19 CAE13 Dassault Falcon (PUCK L�AGENCE)17 Duncan Aviation67 SECA / Vector Aerospace75 EBACE 2014 29 Euro Jet Intercontinental11 FlightSafety (GRETEMAN GROUP)12 FlightSafety (GRETEMAN GROUP)63 Garmin43 Gore Design Completions, Ltd.104 Gulfstream Aerospace25 Honda Aircraft Company

21 Jet Aviation FBO Geneva22 Jet Aviation MRO Geneva23 Jet Aviation MRO Basel93 Jet Expo 201347 JetNet LLC79 Jet Support Services Inc. (JSSI)27 Lou Martin & Assoc. Inc.37 Lufthansa Technik (MEC GmbH)49 NBAA 201373 Pilatus Aircraft15 Pratt & Whitney Canada

(Sullivan Higdon & Sink)35 Rockwell Collins2-3 Snecma, Groupe Safran39 TAG Farnborough Airport103 Universal Avionics33 Universal Weather and Aviation, Inc.

Member

VERSATILE

For a variety of operationsmulti-purpose helicopters are

given royal approval.

P R E M I E RT R A N S A T L A N T I C

B U S I N E S S A V I A T I O NM A G A Z I N EI N E U R O P E

S E C T I O N S6

EDITORIAL

8READING YOU FIVE

9FAST TRACK

26EUROPEAN UPDATE

28BUSINESS NEWS

OUR COVER

At EBACE 2013 Pilatusopens a new chapter in their

distinguished history.

JUDGING FROM THE DETAILED �State of theIndustry� as presented at EurocontrolHeadquarters during last month�s EBAA AnnualGeneral Meeting, one could be forgiven forseeing the Four Horseman riding into our sector�sfuture. Over-Capacity, Rising ATM Fees, HeavyOperating Costs and Declining Traffic are allgalloping on the horizon. Meanwhile, some ofthese Doubting Thomases will be in Geneva nextmonth, together with thousands of other believers,for the 13th edition of EBACE. Withoutchecking with Pope Francis, there should be morethan 12,000 souls involved in this year�s annualpilgrimage of the aviation faithful.As an introduction, let�s start by dispelling the panic.There are many good and undeniable reasons thatBusiness Aviation will continue to grow here onthe Continent. For proof, look no further than themany historic contracts being signed at showsaround the world. For example, in November2012 Bombardier concluded its largest businessjet deal ever with a $7.8 billion order from theSwiss charter operator VistaJet for up to 142Global aircraft. The deal eclipsed the Canadianmanufacturer�s previous record sale of $7.3billion worth of Challenger planes to NetJets lastJune. These numbers take on real significancewhen you consider that 142 aircraft representmore than two years of production � not tomention that every airplane added to the fleetcreates two or three new jobs for pilots andmechanics.Further, for the last several years all airlines havebeen struggling, trying to stay alive, cuttingservice and using flimsy excuses to terminatedestinations. For example, just before leavingBrussels, American Airways had already bottledup their Brussels to Chicago destination. Forsomeone travelling for business from the capitalof Europe to Phoenix, Arizona, the only solutionproposed by American Airlines was a 17 hour trip

meandering from Brussels to New York to LosAngeles to Phoenix! Needless to say, routes likethis create a void that only Business Aviationcan fill.Another reason for having faith in the future ofBusiness Aviation is the growth of companieswho are currently operating aircraft. Just as anexample, Volkswagen, who happens to be anEBAA Member, has seen their vehicle sales jump11.8% last year, from 8,365 units in 2011 to 9,344in 2,012. This represents a sales revenue increaseof 20.9% and an after tax profit of + 34.7%. Inother words, if the users are healthy, our sectoronly stands to benefit.In summary, the Business Aviation sector looksset to continue down its road of growth andprosperity, but by no means does this mean thepath is without pitfalls. Starting with a glance atthe daily press, it seems all reporters are lookingfor the �Big Story� that will make theirpublication famous. The result is headlinesregularly mixing up Business Aviation with theluxury lifestyle.Another factor slowing down the steady growthof Business Aviation in Europe is the plethora ofrestrictive regulations being cooked up as fast asthe Eurocrats can shuffle papers. Most of it hasto do with noise abatement, polluting theatmosphere and airport access. Let a jet emit alittle trail on takeoff and the authorities want toshut down the airport!So I leave you with a simple call to action. Thereis only one way in which we can all participateand fight the tubular vision of bureaucrats, andthat is for everyone in our community to join andsupport our associations. The NBAA and EBAAare hard-working, dedicated groups and theydeserve our support and recognition for theirinvaluable services.

From the Editor

�Can you really be there for your customer if you are not really there�Warren Buffet � Business Aviation Facts

Chins Up Europe!

8 - BART: MAY - JUNE - 2013

Following an unfortunate slip-upthat occurred within the FleetReport published in our issue143, we have received manyqueries about the Europeanchart on page 38 in which fivecountries were omitted. Inorder to provide our readerswith correct information, wehave immediately prepared anamended table and made thecorrections on the digital ver-sion of the magazine.You will find here under someof the many letters received inour editorial department.

WHAT HAPPENEDTO FRANCE?Compared to the US, theEuropean fleet is smaller than Ithought. And what happened toFrance in the figures for Europein BART issue 143?

Kurt LyallCo-founder RocketRoute

Flight PlanningGuildford SurreyUnited Kingdom

MISSING IRELANDCongratulations and all the bestfor the next 25 years, we areproud of you and wish you allsuccess!!! In your Fleet report2012, we saw that Ireland ismissing, is this right or maybethey have no more aircraft reg-istered in the country?

Oliver LattmanCEO VLCC

Riedt, Switzerland

GONE ASTRAYIn your current edition of BART(Feb-Apr 2013), within the 2012fleet report on page 38, underEUROPE, the following coun-tries are missing: Croatia,France, Ireland, Netherlandsand Luxemburg. Your fleet datais a great tool for a quick reviewabout fleet development inEurope. Can you provide thefleet data for these countries byemail?

Robert Fredl, Dipl.Ing.Field Support Manager

Honeywell Aerospace Germany

ISLE OF MANMany thanks for the latest edi-tion of BART International andthe interesting feature on fleets. Ibelieve the analysis significantlyunderstates the size of the Manxfleet which, by my rough reckon-ing, currently stands at morethan 400 aircraft. Details can befound from the Isle of ManAircraft Registry’s web site.

Mark ByrnDirector, The ICM GroupIsles of Man, British Isles

OVERLOOKWe read with interest the2012 fleet report in Bart issueFEB-APR 2013. However theTable of EUROPE does nolist aircraft from France. Isuppose this is an overlook.Could you please inform usabout the total amount of jetsand turboprops registered inFrance.

Michel REJONYVice President clubairways

Paris, France

INTELLIGENCEThank you for sending yourmagazine. I am interested ofgetting a copy of your 2012Fleet Report particularly forcountries in the Middle East(Bahrain, Iran, Iraq, Jordan,Kuwait, Lebanon, Oman,Palestine, Qatar, Saudi Arabia,Syria, UAE and Yemen) with allthe complete details (by aircraftmodel, operator, status, owner,etc.) This is for our own in-house fleet count/analysis.

Rene SelladoBoeing Business Jets

Riyadh, Kingdom of SaudiArabia

LOST IN THE TABLEJust reading the 2012 FleetReport and it appears that yourneighbors (France) got lost inthe Table thus Europe appearedwith a big decline in aircraftcount compared to 2013. Notsure if this was intended, the420 French aircraft are men-tioned on page 40 but apparent-ly never made it into the Table.Maybe I overlooked something?

Wolfram PinhammerSales and Marketing Manager

EU, MEARockwell CollinsBerlin, Germany

FROM OUR FRIENDKnowing that the French can bevery sensitive about mostthings, I thought you shouldknow that their country is miss-ing from the Table on page 38.Love the magazine and the nicepeople connected with it.Congratulations on your quartercentury.

Sean O’FarrellEditor, World Aircraft Sales

MagazineUnited Kingdom

THE MISSING COUNTRIESWERE: Croatia: 9 France: 420Ireland: 24 The Netherlands: 82and Luxemburg: 91Please accept our apologies forthis unfortunate omission.The Editor

EUROPECountry Total Executive* Jet Turb.Austria 255 1 228 26Belarus 2 0 2 0Belgium 101 0 58 43Bosnia and Herzegovina 3 0 3 0Bulgaria 26 1 19 6Croatia 9 0 5 4Cyprus 15 0 11 4Czech Republic 67 0 41 26Denmark 95 0 68 27Estonia 14 0 10 4Finland 49 0 31 18France 420 4 227 189Germany 691 9 456 226Gibraltar 4 0 4 0Greece 55 1 32 22Hungary 10 0 7 3Iceland 7 0 0 7Ireland 24 0 14 10Isle of Man 63 1 46 16Italy 235 1 156 78Latvia 10 0 8 2Liechtenstein 3 0 1 2Lithuania 5 0 5 0Luxembourg 91 1 52 38Macedonia 2 0 2 0Malta 32 0 29 3Moldova 1 0 1 0Monaco 1 0 1 0Montenegro 5 0 5 0Netherlands 82 1 48 33Norway 45 0 15 30Poland 38 0 18 20Portugal 165 0 161 4Romania 19 1 13 5Russian Federation 162 4 127 31San Marino 4 0 2 2Scotland 1 0 0 1Serbia 25 0 20 5Slovak Republic 20 0 16 4Slovenia 16 0 15 1Spain 179 5 128 46Sweden 87 0 52 35Switzerland 304 5 202 97Ukraine 43 1 35 7United Kingdom 588 13 400 175Total 4073 49 2774 1250

AGENDAEBACE 2013May 21–23Geneva, Switzerland

PARIS AIR SHOWJune 17-23Le Bourget, France

LABACE 2013August 14-16Sao Paulo, Brazil

Jet Expo 2013September 19-21Moscow, Russia

EXECUJET EUROPE ADDS FIRST HELICOPTER TO MANAGED FLEETExecuJet Europe is adding the first helicopter to its man-aged fleet, the Eurocopter EC155, based at CambridgeAirport.The EC155 helicopter has capacity for eight VIP passen-gers and two pilots. With a range of more than 500 miles,the aircraft will primarily be used for transfers to the Cityand surrounding airports, but has already operated trans-fers to Paris and Brussels.John Brutnell, Operations Director of ExecuJet Europe,says: “We are very pleased to be expanding our fleet andthe inclusion of a helicopter at our London CambridgeFBO is a welcome addition to our managed aircraft. Weare currently in discussions with other clients who wishto base helicopters here, so we hope to welcome more toCambridge in the future.”

BEECHCRAFT APPOINTSTWO NEW AUTHORIZED SERVICE CENTERS IN NORTH AMERICABeechcraft Corporation announced at the annual Sun ’n Fun International Fly-In andExpo in Lakeland, Fla., that it has appointed Cutter Aviation in Phoenix and FlyingColours Corp. in Peterborough, Ontario, Canada, as authorized service centers(ASCs) for the company’s King Air, Baron and Bonanza products.Cutter Aviation,

founded in 1928, has a long affiliation withBeechcraft brands and currently operates a net-work of eight locations in seven major cities in theSouthwest. Its facility at Phoenix Sky Harbor(KPHX) is a full-service, fixed-base operation thatjoins two other Cutter locations that already serveas ASCs: Albuquerque, N.M., (KABQ) for allBeechcraft products and McKinney, Texas, (KTKI)for Beechcraft’s piston line.

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10 - BART: MAY - JUNE - 2013

CESSNA CITATION LATITUDE PRODUCTION ON TRACK

Cessna Aircraft Company, announced that the production for the CitationLatitude aircraft, first announced in October 2011, is on schedule and makingprogress toward completion of full airframes this year.The next generation in business travel, the Latitude, with a maximum range of2,500 nautical miles (4,630 kilometers), is designed to provide the most open,spacious, light, and refined cabin environment in this category of aircraft. Theaircraft will deliver a clean, contemporary environment for a crew of two plus upto eight passengers, will have a maximum altitude of 45,000 feet (13,716 meters)and a maximum cruise speed of 440 knots (815 kilometers per hour). It willclimb to 43,000 feet (13,106 meters) in just 23 minutes.“We’ve started building engineering test articles. The first prototype is expectedto fly in Q1 2014,” said Terry Shriner, business leader for the Citation Latitude.“We’ve moved from engineering, analysis and modeling to cutting metal and dri-ving rivets. The team is always energized when we see an airplane begin to takeshape for the first time.”

RUAG AVIATION DELIVERS FIRST VIP COMPLETION PROJECTA Bombardier CRJ200 airliner has been suc-cessfully converted into a ten-seat luxury VIPaircraft by RUAG Aviation’s Cabin InteriorProgram.RUAG Aviation has strengthened its capabili-ties by establishing a center of excellence forcabin interior modifications and upgrades atMunich Executive Airport, Oberpfaffenhofen,Germany. Since 2011, the Cabin InteriorProgram is under the leadership of RobinFreigang, RUAG Aviation’s Director CabinInterior Program VIP & Executive Jets, andoffers state-of-the-art VIP cabin interior design,completions, refurbishments, restyling andmodifications, as well as passenger comfortsystems, cabin communication systems andmultimedia in-flight entertainment (IFE) sys-tem upgrades.

GARMIN G600 PANEL RETROFITNOW AVAILABLE FOR PILATUS PC-12In cooperat ion with Garmin Ltd. , Pi latusBusiness Aircraft Ltd received a SupplementalType Certificate from the FAA to install theGarmin G600 avionics system in all pre-NG PC-12 aircraft produced between 1994 and 2008.The retrofit enables PC-12 owners to takeadvantage of modern flat-panel avionics fea-tures that reduce pilot workload, improve situ-ational awareness, reduce maintenance costs,and help enhance owners’ investment in theiraircraft.

Come to Paris-Le Bourget forDassault Falcon 7X Training

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Expanding our Falcon 7X training program is just one of

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– John RosanvallonPresident and CEO, Dassault Falcon

Contact us at Paris-Le Bourget Learning Center • +33 1 49 92 1919 • [email protected] Fera, Senior Vice President, Marketing • 718.565.4774 • [email protected] • flightsafety.com A Berkshire Hathaway company

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FLIGHTSAFETY�S LEGACY 650 FULL FLIGHT SIMULATOR QUALIFIEDTO LEVEL D BY FAA, ANAC AND EASAFlightSafety International announces that its full flight simu-lator for the Embraer Executive Jets Legacy 650 aircraft hasbeen qualified to Level D by the United States FederalAviation Administration; Agência Nacional de Aviação Civilin Brazil; and European Aviation Safety Agency.“Pilots and maintenance technicians who operate and sup-port the Embraer Executive Jets Legacy 650 will benefitfrom the highest level of fidelity, quality, and reliabilitythis new simulator provides,” said Bruce Whitman,President & CEO. “The Level D qualification of theLegacy 650 simulator by the FAA, ANAC, and EASAdemonstrates our ability to design and manufactureadvanced technology training devices that qualify to thehighest standards.”

DASSAULT AIRCRAFT SERVICESOPENS NEW SATELLITE SERVICE STATION

Dassault Aircraft Services (DAS) has expanded its footprintof service with a new satellite service station in Van Nuys,California. The satellite service station can provide trou-bleshooting and line maintenance for all Falcon 50, 900 and2000 series models as well as the Falcon 7X.“Our new satellite service station in Van Nuys is ideally posi-tioned to serve the high concentration of Falcon operatorsbased there, as well as the significant volume of transienttraffic that comes through the area,” said Bob Sundin,Senior Vice President and Chief Operating Officer ofDassault Aircraft Services.

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Fifty Years of Passion

The best is yet to come.

Generations of Falcons have one thing in common.Each one advances the state of the art. Becoming more efficient.More capable. More comfortable.

Always ahead of the curve, with innovations such as Digital Flight Control technologyand ultra-efficient, ultra-capable wings—at both ends of the speed envelope.

We’re celebrating 50 years since the first flight of the Mystère 20,but we’re hardly resting on our laurels.

Find out why. Scan the code or visit falconjet.com/50-years

14 - BART: MAY - JUNE - 2013

LEA ADDS TO FLEET WITH EMBRAER LEGACY 650London Executive Aviation (LEA), one of Europe’s largest business jet charter operators, has taken delivery of an Embraer Legacy 650,which will be based in Tallinn, Estonia.The aircraft, tail number G-RBND, is the ninth Legacy on LEA’s air operator’s certificate (AOC). Configured to carry 13 passengers andwith a maximum range of 3,900 nautical miles, the Embraer Legacy 650 is ideally suited to non-stop, long-distance flights.George Galanopoulos, managing director, LEA says: “Taking delivery of this Legacy 650 adds further weight to our reputation as one ofthe most experienced operators of this aircraft type in the industry. Since taking on our first Embraer Legacy in early 2006, it has consis-tently been one of the most popular aircraft among our many clients.“By basing the newLegacy 650 in Tallinn, itis well placed to cater forthe increasing demandfor private air travel inthe Baltic region andcomplements the opera-tion of our otherLegacys, including G-SYNA, which has beenbased in London sincelast summer.”

ECLIPSE 550 JET IS�POWERED UP� ON ITS WAY TO FIRST DELIVERY

Eclipse Aerospace, Inc. celebrates a major production milestone -the first power up of the new production Eclipse 550 Twin-EngineJet. The first production Eclipse 550 aircraft successfully poweredup its two Pratt & Whitney PW610F engines, and the aircraft sys-tems came on line today at the company’s facility in Albuquerque,N.M.Eclipse Aerospace officially restarted the Eclipse Jet aircraft pro-duction line last June and continues to track for delivery of the firstnew Eclipse 550 series aircraft in the third quarter of this year.Built upon the same proven airframe as the Eclipse 500 aircraft,the new Eclipse 550 series is enhanced by additional technologiesincluding a dual and redundant integrated flight management sys-tem and independent standby displays all powered by advancedmicroprocessors.

EAN NAMED AS PREFERRED GROUND HANDLERBY AVJET ROUTINGEvergreen Apple Nigeria, EAN Ltd, has been selected by AvjetRouting, the Sharjah, United Arab Emirates-based aviationbusiness services company to serve as its preferred groundhandler in Nigeria with principal services being provided atMurtala Muhammed International Airport in Lagos. Theagreement, which was ratified in February 2013, means that allprivate and business aviation traffic from Avjet Routing passingthrough Lagos will be handled exclusively by EAN Ltd.Avjet Routing is extending its reach to Nigeria as a result ofthe growth potential in the country and was attracted by theprofessional quality of the service provided by EAN and its fullsuite of facilities and customer focused strategy. EAN Ltdwhich opened the first fully fledged FBO and MRO for busi-ness jets in Nigeria in July 2011 will benefit by attracting abroader client base.

ESP®Ecially comforting

Eagle Service™ Plan (ESP® Program) is the pay-per-hour engine service plan thatprotects you and your Pratt & Whitney Canada engines like no one else can. Choosethe ESP® Program and you get more than predictable maintenance costs. You getthe peace of mind that comes with knowing your engines are in thehands of the people who know them best.

BE ESP®EciALLY SUrEWitH EAgLE SErVicE PLAnViSit WWW.PWc.cA/ESP toDAY!

JET AVIATION GENEVA RECEIVES FAA APPROVAL FOR THE NEW GULFSTREAM G650In addition to the EASA Part 145 approval received in December, JetAviation Geneva has been granted FAA approval to support the newultra-long-range, ultra-large-cabin Gulfstream G650.“We are constantly striving to expand our service capabilities to offerour customers the technical support they require,” says CyrilMartiniere, managing director and accountable manager for JetAviation Geneva. “As an authorized service center for Gulfstream air-craft, our team of experts are highly experienced and receive regularOEM training and support with the new technologies.”Jet Aviation Geneva was founded in 1969 and offers maintenance, refur-bishment and FBO services. The company provides complete mainte-nance, repair and avionics support to private and corporate operators.

DASSAULT FALCON CELEBRATES 50TH ANNIVERSARYDassault Falcon celebrated its 50th Anniversary in Paris last month byflying a group of aviation journalists from Paris Le Bourget to Bordeaux-Merignac airport, on Falcon 7X, 900LX and 2000S aircraft. Mid-flight,the Falcons were “intercepted” by a Rafale C, giving journalists a rareopportunity to appreciate Dassault’s strengths in both business and mili-tary aviation.The event also included the presentation of a restored DassaultMystère 20 s/n 1, in its flight test livery, together with a banner com-memorating the world speed record set on June 10, 1965 by famed testpilot Jacqueline Auriol . Flying the first production aircraft, Auriol cov-ered a distance of 1,000 km (600 miles) at an average speed of 859km/hr (534 mph), underscoring the Falcon 20’s exceptional flight per-formance.The historic plane was restored by a team of enthusiasts, IT Mercure,who had earlier refurbished the last active Mercure airliner, also exhibited at the French Air & Space Museum. The project, first con-ceived in 2010, consisted primarily of repairing or replacing metal parts that had begun to rust away over time - the wing, airbrakes,engine pylons, cowlings, aircraft interior - much of it by hand.Presentations at Le Bourget help mark the 50th anniversary of the Mystère 20’s first flight on May 4, 1963. Certificated on June 9, 1965,the aircraft - renamed the Fan Jet Falcon 20 at the request of its first customer, Pan Am - helped usher in a new generation of executivejets designed specifically for business aviation use.The Falcon 20’s advanced wing and flight control system - adapted from the Mystère IV fighter - combined with its aft-mounted Pratt &Whitney JT-12 engines and spacious cabin, provided an ideal combination of speed, flying efficiency and comfort. Performance thatprompted Pan Am to order 40 of the 8-10 seaters, plus 120 on option, just days after the inaugural flight.The airplane proved ideal for special applications, too, helping establish the Falcon line’s reputation as a premier multiuse aircraft.Among notable early customers were FedEx founder Fred Smith , who acquired the Falcon 20 for his then-nascent air express service;the U.S. Coast Guard; and Europe-Assistance, which adapted it for air ambulance service.

16 - BART: MAY - JUNE - 2013

UNIVERSAL OPENS REGIONAL TRIP SUPPORT CENTER IN HONG KONGUniversal Weather and Aviation, Inc. announced that it has expanded its growing global presence in Asia with the official opening of itsnew 24/7 Hong Kong-based trip support office, Trip Support Services Asia.“Asia-based companies have realized the true value and flexibility their aircraft can provide, resulting in more trips both within and out-side the region,” Charlie Mularski, Vice President, Asia-Pacific Region, Universal®. “To keep up with that growing demand, we’veassembled a dedicated team of professional trip owners with local and cultural knowledge, providing 24/7 expertise to our Asia-basedclients in their own time zone and language.“With the addition of our Trip Support Services Asia office, it’s even easier to work with us, as we now have regional trip support, groundsupport and fuel experts on the ground in the Asia-Pacific region. These offices combined with our online tools, allow us to provide atotal trip management solution for our Asia-based customers’ trips whether they are traveling regionally or are relying on our globalresources on more complex multi-leg international operations outside of their comfort zone,” said Mularski.

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,providing complete service and technical support. The Duncan Aviation name is well-known and respected by manufacturers and service providers around the world. Wehave a strong reputation for providing premier aircraft services—delivered on time—for a wide variety of business aircraft.

+1 402.475.2611 ■ www.DuncanAviation.aero/worldwideOwned and operated by the Duncan family since our founding in 1956.

Visit us at EBACE Stand #327.

18 - BART: MAY - JUNE - 2013

FLIGHTSAFETY TO OFFER SIKORSKY S-76B TRAINING IN DALLAS, TXFlightSafety International is pleased to announce that it will offertraining for the Sikorsky S-76B helicopter at its Learning Center inDallas, Texas. The Sikorsky S-76B training program was previouslylocated at FlightSafety’s West Palm Beach Learning Center.“We look forward to welcoming operators of the Sikorsky S-76B tothe Dallas Center,” said Daniel MacLellan, Regional OperationsManager, and Dallas Center Manager. “We are committed to provideoperators of the Sikorsky S-76B with the highest quality training andoutstanding service FlightSafety is recognized for around the world.”The Sikorsky S-76B simulator is currently undergoing a complete refurbishment and upgrade at FlightSafety’s Simulation design, manu-facture, and support facility in Tulsa, Oklahoma. It is scheduled to enter service in Dallas during the third quarter of 2013.

StandardAero ADDS FLEX NOZZLE REPAIR TO TURBOPROP SERVICESStandardAero announced that it has added flex nozzle repair to its list of service offerings on all ATR-600 turboprop engines. With thisadded service capability, StandardAero becomes the only maintenance, repair and overhaul (MRO) company, outside of the OEM, ableto perform flex nozzle repairs for Pratt & Whitney Canada PW127 series.“By adding turboprop flex nozzle repair to our already comprehensive array of service capabilities, and by performing this service in

house, we control the cost, quality andturnaround time, providing customerswith the shortest down time, the mostcompetitive pricing and the promise ofexcellence backed by StandardAero’s rep-utation for quality,” said Rob Cords,Senior Vice President, Airlines andFleets, StandardAero. “Today’sannouncement, positions us to support allaspects of the turboprop engines thatpower the new and growing population ofATR-600 aircraft, including the 42 and 72models.”StandardAero performs flex nozzle repairout of its facility in Tilburg, TheNetherlands and has exchange set capa-bility as part of supporting the customeroperations worldwide.

ROCKWELL COLLINS INSTALLS ASCEND ON CESSNA XLS+Rockwell Collins announced that its Ascend Aircraft InformationManager (AIM), the secure data transfer system for Pro LineFusion®, Pro Line 21™, and Pro Line 4™-equipped aircraft is now avail-able for Cessna Citation XLS+ operators. The system was recently cer-tified on an XLS+ owned and operated by Michigan-based AvfuelCorporation. Duncan Aviation performed the installation.AIM securely uploads flight critical database updates and downloadsmaintenance information post-flight using available Wi-Fi or cellularlinks throughout the world that automatically transfer information toand from the Ascend Data Center. Depending on the avionics generation, automatically transferred databases include FlightManagement System (FMS) navigation data, electronic charts, terrain and surface management databases, among others.“AIM brings a level of convenience that is unprecedented in the Business Aviation industry and maximum security from cyber threatsdue to its robust design,” said Steve Timm, vice president and general manager, Flight Information Solutions for Rockwell Collins. “AIMalso assures flight departments that their aircraft databases are always compliant and current.”

[email protected]

Phoenix

Safety and efficiency,powered by CAE-trained pilotsand maintenance crewsAt CAE, we are committed to offering superior training to your pilots,enhancing the safety of your business aircraft operation.

• Training courses that are customer-tailored with flexible schedulingand availability

• World-class pilot and maintenance instructors using innovative CAEsimulation technology and integrated training methodologies

• Business Aviation Training footprint with 10 easy-to-access traininglocations worldwide

Have a conversation with CAE about your pilot and maintenancetraining needs.

Visit us at EBACE, May 21-23, Geneva, Booth #372

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Business Aviation Training Centre Locations

Phoenix

20 - BART: MAY - JUNE - 2013

NEXTANT AEROSPACE APPOINTS JET AVIATION SINGAPORE ASCNextant Aerospace (“Nextant”), maker of the Nextant 400XT, the world’s only remanufactured business jet, has announced Jet AviationSingapore as its new authorized service center in Asia.The contract, which was signed at ABACE, will see Jet Aviation Singapore provide maintenance services for Nextant’s growing fleet of 400XTsin the region. As the company’s exclusive authorized service center in Singapore for Southeast Asia, Jet Aviation Singapore will become a coreelement of Nextant’s global network of owned and authorized service centers.Nextant entered the Asian market in August 2012 and is continuing to see strong interest in the region due to the aircraft’s unique combinationof performance, comfort and value. The Nextant 400XT offers an impressive 2,003 nautical mile (3,709 km) range, which means customers can

fly from Singapore to as far westas Mumbai, India, or as far northas Shanghai, China withoutneeding a refueling stop.The aircraft sells for roughlyhalf the price of its competitorswith significantly lower operat-ing costs. Low maintenancecosts are backed by a full facto-ry warranty, a global networkof owned and authorized ser-vice centers and the world’slargest inventory of rotableparts for BE40 series aircraftwhich includes the 400XT.

FLIGHTSAFETY EXPANDS GULFSTREAMMAINTENANCE TRAINING IN CHINAFlightSafety International announces the expansion of its Gulfstream aircraftmaintenance training programs in China through a cooperative agreementwith Lufthansa HNA Technical Training. The training will be offered inHaikou and Xi’an, China. It will also support Maintenance Technicians basedin Hong Kong, Macau, Mongolia, and Taiwan.“FlightSafety is pleased to expand the training it provides for MaintenanceTechnicians who support Gulfstream aircraft based in China and the sur-rounding region,” said Mike Lee, Director Maintenance Training, BusinessDevelopment.The courses will be provided by Lufthansa HNA Technical Training’sFlightSafety trained instructors. It will initially include Theoretical andPractical maintenance training for the Gulfstream G550, Gulfstream G450, andGulfstream G200 aircraft. The training will be approved by regulatory agen-cies as required.

CAE-BUILT CHALLENGER 604 AND 605SIM CERTIFIEDIN MIDDLE EAST AND ASIAEmirates-CAE Flight Training announced that itsdual configuration full-flight simulator forBombardier(i) Challenger 604(i) and Challenger605(i) business jets, the only one of its kind world-wide, has received certification from the Hong KongAviation Civil Aviation Department (HK CAD), theFederal Aviation Administration (FAA), theEuropean Aviation Safety Agency (EASA), theUnited Arab Emirates General Civil AviationAuthority (UAE GCAA), the General Authority ofCivil Aviation of Saudi Arabia (GACA), and the QatarCivil Aviation Authority (QCAA). The CAE-built sim-ulator is located at Emirates-CAE Flight Training(ECFT) in Dubai.“The multiple certifications and proximity to Asiaallow us to serve our customers close to where theyoperate,” said Walter Visser, Managing Director ofEmirates-CAE Flight Training and CAE businessleader Middle East & India. “We expect this plat-form to be very successful and a great contributor tothe training requirements of Challenger 604 andChallenger 605 aircraft operators.”It was previously announced that CAE has signed along-term agreement with Qatar Executive, QatarAirways’ corporate jet subsidiary, who will be theanchor customer and first to train pilots on theChallenger 605 jet.

SATCOM DIRECT RELEASES NEW UNITY MOBILE APPSatcom Direct, provider of satellite voice, fax, datalink and Internetcommunications solutions, has released a new mobile application,GetORT+, to allow users of the Satcom Direct Unity product kit tointerface with their satcom equipment using Apple devices.TheGetORT+ mobile app supports and operates on the latest Apple iOSand allows customers to use their iPhone, iPod Touch, iPad or iPadMini to interface with their satcom equipment.Along with a Unity product kit, the GetORT+ app allows operatorsand aircraft maintenance personnel with Honeywell Satcom Terminal(MCS 3000, 6000, 4000, 7000, 7200) and AIS-2000 SAT TV to performOwner Requirements Table (ORT) loading and channel list updatesto the AIS-2000 Multi-Region Module. This release of the GetORT+iPhone/iPad app supports upload of ORT files to the HoneywellMCS-3000, 6000, 4000, 7000, and 7200; supports upload of channellist and RIC file updates to AIS-2000 Multi-Region Modules; and sup-ports upload of both preloaded ORT files and e-mailed files.“GetORT+ will enable customers to simplify their satcom mainte-nance. With the GetORT+ app, operators can now configure theirHoneywell satcom terminal and AIS-2000 SAT TV using a single appon their iPhone or iPad,” said Ken Bantoft, Vice President ofEngineering for Satcom Integration. “It offers a replacement for lega-cy PC-based applications that are not supported for installation orrunning on Windows 7 or 8 and makes use of existing cables for cur-rent Unity customers.”

JSSI® INTRODUCES ALLIANCE PROGRAMJet Support Services, Inc. (JSSI), the leading provider of hourlycost maintenance programs for the business aviation industry,has introduced a multi-tiered Alliance Program to meet theneeds of its growing network of customers and business associ-ates. The JSSI Alliance Program is a framework for working withAlliance Members to deliver greater value to customers, whileexpanding JSSI’s reach and offerings to new and existing cus-tomers. JSSI will provide Alliance Program Members specialopportunities to increase incremental revenue to their businessand add value to their client relationships. Members acceptedinto the JSSI Alliance Program will build recognition, reachmore customers and stay connected while following their JSSIleads. Alliance Members will have access to a tailored web portalthat will supply the latest information about JSSI marketing pro-grams, product and service updates and product launches.Members will also be able to use the Portal to request aircraftspecific quotes, track sales and submitted leads and monitorreferral status.Like our Alliance Members, JSSI is always looking to acquirelifelong clients,” commented Kevin Thomas, Vice President,Strategic Planning and Business Development. “This new pro-gram will create a clear path for their clients to experiencesmarter financial solutions for their long-term maintenanceneeds, while securing their aircraft investment for the future.

Visit our global FBO locations:Meet the team who understands the needs of business travelers. As a gateway to Switzerlandand France, Geneva is one of the busiest business aviation airports in Europe – also due tothe fact that the city is home of international headquarters for several global companies, theUnited Nations, the Red Cross and other international organizations. Our attentive and caringFBO staff makes it easy for you to travel in and out of the airport with quick and easy arrivaland departure. Our Geneva team delivers the best in local service; our global network assistsyou everywhere else. Personalized to Perfection.

Jet Aviation GenevaTel. +41 58 158 1811 | AOG 24/7 +41 58 158 [email protected] | www.jetaviation.com/geneva

Jet Aviation GenevaEnjoy our local hospitality; experience our global FBO network

Berlin

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GARMIN�SNEW ACTIVE TRAFFIC SYSTEMSOFFER INCREASED POWER, RANGEGarmin International Inc., a unit of Garmin Ltd. (NAS-DAQ: GRMN), the global leader in satellite navigation,today announced the GTS 825 Traffic Advisory System(TAS) and the GTS 855 Traffic Alert andCollision.Avoidance System (TCAS I), offering improvedperformance and range. The GTS 825 and 855 each offer400 watts of transmit power, and 40 and 80 nautical milesof interrogation range, respectively. All Garmin traffic sys-tems combine active and passive surveillance data to pin-point specific traffic threats, and use Garmin’s patentedCLEAR CAS™ technology to correlate ADS-B targets, pro-viding pilots with the most comprehensive traffic picturepossible.“The new line of GTS traffic systems offers the best per-formance for its class and price point. Now with increasedtransmit power and range, the GTS series provides evenbroader situational awareness and allows the pilot to visu-alize more potential traffic targets that could pose athreat,” said Carl Wolf, Garmin’s vice president of aviationsales and marketing.

WFSN LAUNCHES NEW E-LEARNING PLATFORMWorld Fuel Services announced that they have launched their new e-Learning training platform which provides FBOs, who are members ofthe Air Elite and World Fuel Network, access to valuable online tools forsafety, aviation, and customer service training. The customer servicetraining modules include components designed to educate and reinforcespecific network programs to insure consistent reliable service across theentire network. This new, comprehensive, multi-module platform pro-vides FBO personnel convenient, 24/7 access to training resources thatcover topics important to cultivating their businesses’ success and ensur-ing high quality services are provided to their customers.The Aviation 101 module covers the basics of FBO operations includingline service and fuel handing. The Customer Service module focusesspecifically on vital customer service skills necessary to serve complexand sometimes demanding business and general aviation clientele.These skills are reinforced through a number of true to life role-playexamples.In addition to the Aviation 101 and Customer Service modules, this newplatform provides FBOs access to training highlighting World FuelServices’ Around the World with AVCARD program. This module stress-es the benefits to both FBOs and customers when they utilize AVCARD,the leading aviation charge card, for FBO purchases world wide. The AirElite Diamond Difference training is also included on the platform toassist in the fostering of exceptional service levels for new and existingAir Elite Network FBO personnel.

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Meet the team who can do it all. Specialized in Gulfstream, Bombardier Global Express, Hawkerseries, the Dassault Falcon 50 and 900 and the Boeing Business Jets aircraft, as well as anumber of smaller jets, we have been providing base and line maintenance, repair and overhauland avionics support to mid and large cabin aircraft since 1969. And if your aircraft is groundedyou can always count on our 24/7 AOG support on short notice. Our Geneva team takes care ofyou here while you benefit from our global network everywhere else. Personalized to Perfection.

Jet Aviation GenevaTel. +41 58 158 1811 | AOG 24/7 +41 58 158 [email protected] | www.jetaviation.com/geneva

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Jet Aviation GenevaCount on our local expertise; benefit from our global MRO network

EURO JET CELEBRATES FIVE YEARSThis Spring marks the milestone five year anniversary of Euro JetIntercontinental.In just a few years, Euro Jet has positioned itself as a leader inEastern Europe and Central Asia in ground support set-up and agentrepresentation. Furthermore it has developed a strong reputation forglobal trip support outside of its core region and passing on to itscustomers the highest level of customer service, discounted pricingand the essential local knowledge needed on-the-ground.At EBACE this year, Euro Jet will kick off a full year of celebrationsthat will highlight past achievements and future development ofthe company. Euro Jet remains the largest company of its kind consisting of a team of over 200 staff that make-up its 24/7 OperationsControl Center, Handling Agent Network, Vendor Relations Team, and Financial and Administration Department.Euro Jet has several hundred agents located throughout its core region of 29 countries and then an additional 52 countries on every con-tinent around-the-world. In all locations they not only offer ground support, but provide last minute permits, competitively priced fuel,flight plans, supervised catering, discounted crew hotel rates and transportation costs, and credit.Euro Jet continues to grow and earlier this year acquired hangar space at Prague’s Vaclav Havel International Airport. The 1,500 squaremeter facility has the capability to store three Citation aircraft or one heavy jet such as a Gulfstream or Global Express. The hanger alsohas an area for storage and office space. Furthermore, while situated in the hanger the aircraft can undergo a complete interior detailing.“While we are very proud to celebrate our first five years, we now look forward to the next five years and beyond. Investment in EasternEurope and Central Asia will only continue in the years ahead. As these markets continue to open-up, it is inevitable that they will attractmore investment,” says Charlie Bodnar, CEO of Euro Jet Intercontinental.Mr. Bodnar continues, “Euro Jet looks forward to playing a key role in ensuring that any crew or passengers that utilizes Euro Jet’sservices has not only highest quality ground support when their flights come into our region but also receive our unprecedentedcustomer service.”

Visit

us at

EBAC

E

Hall 6

,

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Visit our global MRO locations:Meet the team who can do it all. Founded in 1967, we are committed to the safety and satisfactionof our clients. We specialize in all current models of the majority of Gulfstream, Bombardier,Dassault Falcon, Embraer, Airbus and Boeing aircraft, and perform the full range of maintenanceactivities. This includes D-Checks, major modification and alteration of airframes, andupgrades of cockpit and cabin electronic systems. You can also take advantage of our extensivepaint and refurbishment capabilities and our 24/7 AOG services. Our Basel team takes care ofyou here while you benefit from our global network everywhere else. Personalized to Perfection.

Jet Aviation BaselTel. +41 58 158 1811 | AOG 24/7 +41 58 158 [email protected] | www.jetaviation.com/basel

Basel

Boston/Bedford

Dubai

Geneva

Hong Kong

Houston

Jeddah

Kuala Lumpur

Moscow Vnukovo

Riyadh

Singapore

St.Louis

Teterboro

Jet Aviation BaselCount on our local expertise; benefit from our global MRO network

24 -BART: MAY - JUNE - 2013

PEOPLEBeechcraft Corporation hasannounced the appointment ofTed Farid as vice president ofsales for the Asia-Pacific(APAC) region, which includesall of North and South Asia andIndia. In this role, Farid over-sees sales activities in a regionthat is essential to the compa-ny's future success with many ofthe countries in the APACregion featuring some of theworld's fastest growingeconomies and infrastructures.

Bell Helicopter has announcedthat C.M. Hwang will assumethe role of managing director ofCommercial Sales, Asia Pacific.In this position, Hwang isresponsible for all marketingand sales activities within Asia-Pacific as Bell Helicopter contin-ues to expand its presence inthe region.

FlightSafety International hasannounced that AmparoCalatayud has been namedManager of the company’sLearning Center in West PalmBeach, Florida. She replaces GilSchnabel who has been namedRegional Director, RegulatoryAffairs.FlightSafety International hasalso announced that DavidWelch has been promoted toManager of the company’s

Learning Center in Lafayette,Louisiana. He replaces AmpyCalatayud who has beennamed Manager, West PalmBeach Learning Center.FlightSafety International hasalso promoted George Bradyto Director, Product Supportand Simulator Operations.

Gama Group, has announcedthe appointment of JonathanTregoiing as General Managerof Airops Software Limited, withthe task of implementing thedevelopment of a new range ofsoftware and services for theaviation industry.

Gama Group, has also appointedOliver Hewson as CommercialManager, Gama Aviation FZE,with the task of further develop-ing its significant growththroughout the MENA region.

Gulfstream Aerospace Corp.has appointed longtime compa-ny employee James Liang as aregional sales manager forProduct Support Sales in Asia.He is based at the GulfstreamProduct Support Asia office inHong Kong and reports to JeffHill , director, InternationalProduct Support Sales.

Greenwich AeroGroup hasannounced the hiring of BrianDannewitz as the President ofProfessional AviationAssociates.Dannewitz began his aviationcareer serving in the ArmyNational Guard and UnitedStates Army Reserve in variousaircraft maintenance positionsand in the course of the last 25years has held leadership posi-tions with companies such asUnited Technologies Corp –Pratt & Whitney, NorthwestAirlines, Midway Airlines andAAR Defense Systems.“Brian is a proven leader andveteran in the aviation industry,”said Greenwich AeroGroup VicePresident of Component Repairand Overhaul and PartsDistribution Robert Bial. “Hebrings with him strong businessacumen and leadership skillsthat will assist ProfessionalAviation Associates in creatingextraordinary value for its cus-tomers and shareholders.”

Jet Support Services, Inc.(JSSI) recently announced theaddition of three industry profes-sionals to the JSSI team. RogerioMuller is the new JSSI Directorof Business Development forSouth America. Mr. Mullercomes to JSSI from GlobalMaster where he was BusinessSales Manager.Ian Vickers is the newest JSSITechnical Services Represen-tative, based in the UnitedKingdom at JSSI’s EuropeanHeadquarters at FarnboroughAirport. Representing JSSI in anumber of emerging markets

around the world, JonathanDeutsch will be working toexpand JSSI’s presence through-out Africa and select markets inAsia.

Marshall Aerospace andDefence Group has announcedthe creation of a new all-encom-passing Aviation Services unitwhich brings together the man-agement of Cambridge Airport,Business Aviation and the newly-launched ‘one call, one team’JETability business. AviationServices will be headed by SteveJones as managing director whosees his remit broadened toinclude Cambridge Airport.

StandardAero has appointedRob Higby as Vice President,Sales & Marketing forStandardAero’s Airlines &Fleets (A&F) business. Higbywill lead StandardAero’s A&Fsales efforts on CFM56, CF34,PW100, PT6, PW600, AE3007and a range of APU platforms.These products span commer-cial aviation, Business Aviationand military customers; all ofwhich in 2012 accounted fornearly $700M in sales.

West Star Aviation announcedthey have hired Mark Fergusonas Environmental / Health /Safety (EHS) Manager for theirEast Alton, IL (ALN) andChesterfield, MO (SUS) loca-tions. Mark brings 19 years ofexperience with him to West StarAviation.

Amparo Calatayud

Oliver Hewson

Rogerio Muller

Ted Farid

26 - - BART: MAY - JUNE - 2013

EUROPEAN UPDATE

EBAA OUTLINES STRATEGY FOR 2013TO COUNTERACT CHALLENGING ECONOMYAND IMBALANCED LEGISLATIONWith a faltering economy resulting in Business Aviation flightactivity levels in Europe down 4.3% in 2012, the sector kicked offthe new year pondering, “Is the worst behind us?” This questionwas openly addressed during the EBAA Annual General Meetingheld in March at the headquarters of Eurocontrol in Brussels.“There are still a number of battles to win if we are to see businessaircraft flight activities return to pre-crisis rates,” said RodolfoBaviera, EBAA Chairman. “EBAA has established a set of key prior-ities aimed at removing growth barriers for our sector – be theyfinancial or operational – in order to ensure that we can continuemeeting the demand for efficient, secure, point-to-point businesstravel.”EBAA will train its focus on the following high-profile topics: thefirst relates to the campaign against illegal flights. EBAA will beworking closely with European officials to develop more robustlegislation to prevent and regulate illegal flight activity, and will inthe coming 12 months steer a comprehensive impact assessmentto illustrate the scope of illegal activities and the current difficul-ties for Member States to combat them efficiently.The Association will also renew its support to the infringementprocedure the Commission is mulling over against MemberStates’ inability to build true Functional Airspace Blocks (FABs),and will push for the review of the two lacklustre regulations onthe SES performance scheme and ATM charges.Of equal interest to EBAA will be the access to infrastructure.The Association will battle to maintain the amendments voted onby the European Parliament in the final version of the slot recast,and will as well push for a fundamental review of the way runwayperformance is addressed for Business Aviation in Europe.With respect to environment, the Association will do its utmost soas to achieve a fairer EU ETS, by amongst others making suredistortions of competition brought in by the “stop-the-clock” dero-gation are confined to the minimum. Whilst collaborating withPricewaterhouseCoopers to identify ways to eliminate the unbear-able admin costs endured by smaller emitters’, it will also contin-ue to propose constructive views for the achievement of interna-tionally-accepted Market-Based Measures (MBMs).Finally, in order to promote best practice, the Association, in col-laboration with the International Business Aviation Council(IBAC), will aim to finalize the development of an InternationalStandard for Business Aviation Handling. Such a standard wouldenable the sector to conduct its own quality and safety assess-ment of FBOs and ground handling, and could help stimulate self-regulation from a top-down perspective, across the board.“There’s always a ‘reaction period’ before such aeropoliticalactions have a measurable impact on the bottom lines of the oper-ators,” concluded Mr Baviera, “but helping decision-makers prior-itize is particularly crucial in these tough times if the long-termresilience of the sector is to be preserved.”

EUROCONTROL PROPOSES CENTRALIZEDSERVICES TO REDUCE ATM COSTS

States could save up to €200 million each year by implementing anumber of ATM support services at pan-European rather thannational level. In line with discussions late last year with theEuropean Commission, EUROCONTROL has begun to look at theprinciple of such a move and will bring forward proposals very soonin support of the EU’s SES.ATM infrastructure projects in Europe already cost in the region of€1 billion each year, and inefficiencies caused by Europe’s frag-mented airspace impose extra costs of around €5 billion per year.With limited traffic growth, new approaches should be found tomeet the targets set in the context of the SES Performance Scheme.“It is simply not efficient to implement all SESAR solutions in eachof the 80 European ATC centres. If we avoid implementing dupli-cate systems in every one of EUROCONTROL’s 39 member statesthen we can save money and generate additional benefits in termsof greater reliability and redundancy, improved consistency andenhanced interoperability,” said Frank Brenner, Director General ofEUROCONTROL.EUROCONTROL’s analysis shows that implementing ‘centralizedservices’ at pan-European, rather than national or regional level,could result in substantial savings for the States and air navigationservice providers (ANSPs). This would bring them closer to achiev-ing their performance targets and would also improve the efficiencyof the air traffic network overall.EUROCONTROL has initially identified nine projects that are natur-al candidates for centralization. They typically involve handling dataand range from a service for trajectory planning in four dimensions,to support for an improved and pan-European approach for effec-tively sharing airspace data for optimized civil and military usage.These services would be put out to tender, opening the ATM-market,enabling the ANSPs and other industry contributors to take part andencouraging them to provide services outside their national borders.Following the successful model already in use for services such asthe European Aeronautical Information Database (EAD), EURO-CONTROL, as Network Manager is offering to develop the new cen-tralized services, and play a leading role in their delivery.“Centralized services represent a valuable step forward in improv-ing cost-efficiency, starting to tackle the underlying issue of frag-mentation and implementing market mechanisms into some ATMsupport services,” said Jacques Dopagne, Director NetworkManagement at EUROCONTROL.

ÿ ÿ

The European Aviation Safety Agency haspublished a proposal to the EuropeanCommission containing rules on qualifica-tions for flying in Instrument MeteorologicalConditions (IMC). With this so-calledOpinion, the Agency puts forward new andmore accessible instrument ratings focusedon General Aviation pilots. The proposedchanges are expected to increase safety withregard to the accident category of controlledflights into terrain (CFIT) by establishing abetter accessible IR. This will enable moreEuropean GA pilots to commence this type oftraining.The Opinion covers requirements for a com-petency-based instrument rating (CB IR) andan en-route instrument rating (EIR) for pri-vate (PPL(A)) and commercial pilot(CPL(A)) license holders.The proposed new ratings will amend thetraining and checking requirements in theEuropean Commission Regulation (Part-FCL). More specifically, the proposed CB IRcourse will contain a significantly reducedtheoretical knowledge (TK) syllabus appro-priately reflected by a different level of TKexaminations, and a reduced amount ofinstrument flight instruction time when com-pared with the existing IR courses.Meanwhile, the EIR will allow holders of air-plane licenses to gain familiarity with instru-ment flight rules procedures and cope withunforeseen deteriorating weather conditionsin the en route phase of flight. Crediting pro-visions have also been included to supportholders of a third-country instrument ratingor a national instrument rating in obtaining aEuropean instrument rating.This Opinion also introduces a cloud flyingrating for sailplane pilots. The privilege ofthis rating will allow a sailplane pilot to enterclouds whilst taking into account the air-space structure, the required minima in dif-ferent airspace categories, and the relevantair traffic control (ATC) procedures.These final requirements are based on exten-sive consultation of experts from nationalauthorities, flight crew organizations, train-ing schools, and the general aviation commu-nity. The Agency’s proposal was initiallyopen for public consultation in 2011 and over1500 comments were received. This feed-back was taken into account and integratedin this Opinion.Meanwhile EASA has welcomed progressmade by the International Civil AviationOrganization (ICAO) Committee on AviationEnvironmental Protection (CAEP) at their9th Meeting on 4-15 February in Montreal.

EASA PUBLISHES NEWS RULESFOR PILOTS FLYING IN INSTRUMENT METEOROLOGICAL CONDITIONS

Agreement was reached within CAEP on a new aeroplane CO2 certification requirement, aswell as a new global noise standard that will result in quieter skies and airports.The new noise standard will be 7dB below ICAO’s current standard and be applicable tonew-design aircraft entering into service from 2017. The lower noise standard addressesairport community concerns about aircraft noise by ensuring the latest noise reductiontechnology is incorporated into new aircraft designs.

ÿ

Pilatus Aircraft Ltd has announced positiveannual results for 2012, despite turnoverand operating profit decreasing as expectedcompared with the previous year. Thanks tothree major orders received totaling over2.2 billion Swiss francs, Pilatus is well-pre-pared for the future. In the past year alone,the number of employees at the headquar-ters in Stans grew by 10 per cent to 1433.First, let’s look at the past year. In 2012,Pilatus achieved a gross turnover of 593 mil-lion and an operating profit (EBIT) of 38million Swiss francs. At 68 million Swissfrancs, investment in research and develop-ment was higher than ever.A special mention must go to the orderintake, which increased to total 2.7 billionSwiss francs. This includes three majororders from India (75 PC-7 MkII), SaudiArabia (55 PC-21) and Qatar (24 PC-21).The level of orders in 2012 was greater thanthat of the previous four years combined,making it the largest in Pilatus‘s history.Current orders will secure enough work forPilatus over the next four years.In addition to these major orders, the mili-tary training aircraft sector also saw two pro-jects, for the UAE and Botswana, success

fully delivered. In general, military businessfor Pilatus is experiencing very positivegrowth and is currently the mainstay of thecompany.

Progress in the PC-24 projectThe PC-24 project – the new business jet byPilatus is making good progress. Last year,the Board of Directors gave the definitegreen light to the biggest, fastest and mostcomplex aircraft that Pilatus has ever built.On 21st May this year, the aircraft will bepresented to those attending the EuropeanBusiness Aviation Convention & Exhibition(EBACE) in Geneva.

CAE AWARDEDCONTRACTS VALUEDAT APPROXIMATELYC$85 MILLION

CAE has announced that it has sold five full-flight simulators (FFSs) as well as a series oftraining devices, long-term service agree-ments and update services to airlines andoriginal equipment manufacturers in Asia,Australasia, North America and Europe. Thecontracts are worth a total of approximatelyC$85 million at list prices and bring the totalnumber of FFS sales that CAE announced infiscal year 2013 to 35.“Our simulator sales in fiscal 2013 continue toreflect our global reach. We have sold 60% ofour simulators this year to customers in Asiaand Australasia, 23% in North America and17% in Europe,” said Jeff Roberts, CAE’sGroup President, Civil Simulation Products,Training and Services. “We are very pleasedthat our longstanding customers continue toselect CAE as their FFS partner of choice andthat new airlines and OEMs are turning toCAE for the first time.”

Meanwhile in February, CAE reportedfinancial results for the third quarter endedDecember 31, 2012. Net income attributableto equity holders was $37.8 million ($0.15per share) this quarter, compared to $45.6million ($0.18 per share) last year. All finan-cial information is in Canadian dollars.Excluding $8.8 million (after-tax) of restruc-turing, integration and acquisition costs thisquarter, net income attributable to equityholders was $46.6 million ($0.18 per share).Revenue for the quarter was $522.1 million,15% higher than $453.1 million last year.“Our results for the quarter were as weanticipated, given the integration andrestructuring efforts underway in our Civiland Military segments,” said Marc Parent,CAE’s President and Chief ExecutiveOfficer. “In Civil Products, simulator wins inthe quarter put us on track for annual salesin the mid-30s. The integration of recentlyacquired Oxford is progressing as planned,and we continue to expect significant syner-gies in Civil Training as this effort is con-cluded. In Military, order levels continuedto reflect the delays currently inherent tothe defence market, but we had a good winrate and we remain confident given our highlevel of bid activity.”He added: “Revenue for our combined Civilsegments increased 41% in the third quarterto $287.2 million compared to $203.7 mil-lion last year. Third quarter operatingincome was $47.1 million (16.4% of revenue)compared to $42.0 million (20.6% of rev-enue) last year. This quarter’s resultsinclude the acquisition of Oxford AviationAcademy (Oxford), which is still in theprocess of being integrated with CAE’sexisting operations.We received six full-flight simulator (FFS)orders in the third quarter, including ordersfrom COMAC of China for the first twoFFSs for its new C919 passenger aircraft,and two FFSs for the Federal AirTransportation Agency in Russia. Duringthe quarter, we also obtained training ser-vices contracts expected to generate $149.3million in future revenue.We received $219.0 million in combinedcivil segment orders this quarter represent-ing a book-to-sales ratio of 0.76x. The ratiofor the trailing 12 months was 1.0x.”

28 - BART: MAY - JUNE - 2013

PILATUS ANNOUNCESPOSITIVE RESULTSFOR 2012

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BOMBARDIER TO EXTENDWARRANTY ON 605Bombardier Aerospace has announced that it will beextending the warranty of its Challenger 605 aircraft.Specifically, the basic warranty of its Challenger 605 busi-ness aircraft will be enhanced from the current three yearsor 3,000 hours to five years or 5,000 hours*.

“Customer satisfaction is our top priority,” said MichelOuellette, Vice President and General Manager,Challenger, Bombardier Business Aircraft. “We listened toour customers’ feedback and by improving our Challenger605 aircraft warranty, we are confident that we will furtherenhance our customers’ experiences.”The new warranty will be standard on all Challenger 605

aircraft delivered after April 1, 2013. The basic warrantyincludes: systems and components coverage, which hasbeen increased to five years or 5,000 hours, avionicsremains unchanged at five years with no flight hour limita-tions; APU coverage is now at five years or 5,000 hours. Inaddition, primary structure will remain at 10 years or10,000 hours, while engine remains unchanged at fiveyears or 2,500 hours directly from the original equipmentmanufacturer and completion work warranty unchanged attwo years, however the flight hour restriction has beencompletely removedMeanwhile Bombardier has confirmed that CDB LeasingCo., Ltd. (“CDB Leasing”), a subsidiary of ChinaDevelopment Bank (“CDB”), is the ultimate beneficialowner of the entity previously unidentified as the customerwho placed an order for five Global 6000 jets on December21, 2012. The firm order is valued at approximately $293million US based on the 2012 list price for typicallyequipped aircraft.“We are honoured that CDB has put its trust in our prod-

ucts,” said Steve Ridolfi, President, Bombardier BusinessAircraft. “Our Global aircraft are renowned in China andworldwide for their unparalleled performance, comfort andrange. We are delighted that once again, Bombardier prod-ucts are selected for key business expansion by businessleaders in China”.CDB Leasing is known to be the sole leasing arm of CDB,

as well as the first leasing company in China with the largestasset value. Aviation leasing is CDB Leasing’s core and mostmature business sector with international reach. CDB wasestablished by the Chinese government to support the coun-try’s economic development. The institution provides medi-um to long-term financing facilities that assist in the develop-ment of a robust economy and a healthy, prosperous commu-nity. It aligns its business focus with national economic strat-egy and allocates resources to break though bottlenecks inChina’s economic and social development.“We are very positive about the general aviation market,

especially in China,” said Mr. Wang Chong, Chairman,CDB Leasing. “The relationship between CDB Leasing andBombardier on Global 6000 jets is also the beginning ofour new endeavour in the business aviation industry. Theadvantage of CDB Leasing in the financial area and itsworldwide platform will further highlight Bombardier’sbusiness aircraft portfolio in the Chinese market.”

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CM

MY

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CMY

K

I WAS GIVEN THE PRIVILEGE to beone of the keynote speakers in an eventon Business Aviation in Malta earlierthis month, and as such I had beengiven carte blanche to raise the topicsthat I believed warranted some furtherreflection. I figured out that the mosttopical issues of the moment were boththe EU ETS, and the slot recast.

I strongly believe that you can't reallyunderstand the rationale of any EU leg-islative initiative except through thisparticular prism. The "Better AirportsPackage" and/or the EU ETS areabsolutely in line with the zeitgeist.And they are not the only ones.Another obvious piece of legislationthat falls into this category is thenational air passenger tax. Nowhereother than in Europe do you have simi-lar, tailor-made, taxes on aviation. Noless than 9 countries have imposedsuch taxes, and most of them havedone so relatively recently (i.e. in thelast 3 years). The mother of them all isobviously the infamous British AirPassenger Duty, or APD. Initiated in1984, it has given rise to a lot of copy-cats.

From France to Germany, fromAustria to the Netherlands, fromIreland to Sweden… some States decid-ed to withdraw their tax after it becameapparent the tax was unjustifiable, oreven worse it was counterproductive(Ireland, Netherlands, Sweden, etc.).Some decided not to learn from pastlessons and no matter what still imposetheirs, albeit on slightly differentgrounds (Italy is the best example). Allin all, these taxes cost the sector, or Ishould rather say the business passen-ger, around € 18m per year (€ 5bn intotal), yet in many cases they cost thecountry so much more in lost revenueand taxes, with Italy being the perfectexample.

And what is the EU ETS, if not basi-cally another tax? The Commissionrejects that notion, and in all fairness itis an acceptable defense plea when youthink of network carriers. The scheme

is a market-based measure that forcesairlines to offset their growth by payingfor it, and at a very low price of around€ 5 per tonne at that. OK, fair enough.This is the application of the "polluterpays" principle. But the Commission isgetting dangerously close to the notionof a tax with the introduction of a 15%auctioning cost, whilst instead of goinginto projects to protect the environ-ment, the moneys are collected atnational level, are not hypothecated andwill just go into the general tax pot tosupport government spending.

And we've frankly crossed the bridgewith Business Aviation. Firstly, wemust pay not for 15%, but for 95% of ourhistoric emissions, courtesy of thisRTK that we have so vehemently com-bated. On top of that, we were forced toswallow the largely incomprehensibledistinction between commercial opera-tions (that can avail themselves of thede minimis), and non-commercial ones(that can't). And to add insult to injury,there is such an intricacy of convolutedobligations under the MRV(Monitoring - Reporting - Verification)that the cost for smaller emitters is -guess what - estimated at 50% of thetotal EU ETS compliance cost! In otherwords, BusAv operators spend just asmuch in MRV as in CO2 permits.

Now, things appeared to haveimproved slightly with theCommission's late "Stop the Clock"announcement. I say "appeared" as allthe international flights, i.e. those toand from Europe, was suddenlyexempted from the scheme. In the caseof Business Aviation, that still repre-sents around 12% of its total move-ments. Alas, when you think about it,this is not good news really. Why?There are mainly two reasons. Firstly,most of the small emitters we havebeen talking to told us they didn't wantto be bothered and start all over theirMRV complex calculations for the fewinternational flights they are operating.That the measure is for them inapplica-ble. This then worsens the already dis-

torted competition between Europeanand non-European operators, as non-European operators (such as the U.S.,or Northern African, or MiddleEastern, operators) are now totallyexempted from the EU ETS when fly-ing to/from Europe. So from a purelyoperational point of view, the measuredoesn't help us at all, whilst it providesa significant boost to our competitors…

Secondly it comes at a convenienttime to help the Commission out of thepredicament it found itself in late lastyear, when the so-called coalition ofunwilling composed of a dozen ofStates threatened to wreak havoc onCommunity carriers and not to applythe EU scheme at all. Obviously thatwas a step too far for the Commissionwhich anticipated the failure of the sys-tem and invented this last-minutecandy to help negotiations proceed atICAO level, without losing face. As I amspeaking, the European Parliament isconditioning its approval to a clear ref-erence in the text of the derogationabout a return to the status quo ante incase of failure at the ICAO GeneralAssembly in October to come up withtangible results. And fail it will, no needfor a crystal ball to predict this.

Actually, what would have made somesense in all this is that the Commission,to help create a peaceful and serene cli-mate (as it pretended it wanted to do bythe way!) should have extended itsderogation to the ensemble of thescheme, not just to international flights.Member States would have probablyaccepted, as they have shown no realappetite to set up complex structures tomonitor more than 3,000 operators. Butthe Commission fell short of this.

So the question is: what will happen?Well, it's a mess, that is made evenmore messy now that the Commissionis trying to impose a backloading tohelp raise the price of the permitwhich, at 5 , is not deemed to be satis-factory by the EU ETS initiators. Let'sface it, the ETS system has lost all itscredibility, and there's no way the

30 - BART: MAY - JUNE - 2013

OF ALLEGEDLY UNRELATEDAEROPOLITICAL ASPECTS IN EUROPE

C E O � S C O R N E R

Fabio Gamba,Chief Executive

Officer of theEuropeanBusinessAviation

Association.

BART: MAY - JUNE - 2013 - 31

Commission will be able to revert tothe previous situation after Octoberthis year when only little progress, if atall, will result from ICAO's work.Rather, I anticipate that theCommission will seize any opportunityto pretend there was enough progressso as to warrant an extension of theexemption. But the EuropeanParliament will not let go. So in a nut-shell, I really can't predict what's goingto happen with probably the worstpiece of legislation any of us have seenin our lifetime.

But I'd like to conclude on the EUETS with a more, perhaps, constructivenote. IBAC, which stands for theInternational Business Aviation Counciland is to Business Aviation what IATAis to Network Carriers, convened ameeting in late January with its con-stituents, the national or regionalBusAv Associations. The goal was todelineate the contours of what an inter-national acceptable Market-BasedMeasure, or MBM, could look like.The good news is that we were able todraft an insightful position paper andare now widely distributing it to ourpartners and to ICAO Member States.The not-so-good news is that after thecreation of an ICAO High Level Groupat the end of 2012 and the feeling therewas finally some will from MemberStates to address the issue construc-tively, the sense is that this is painfullyslow, so much so that some MemberStates' genuine goodwill to achieve any-thing meaningful is questionable. Yetindividual schemes are multiplyingacross the globe. Australia, Japan, theEU obviously, and now even China, areall establishing schemes of their ownfor intra-flights. That's all good, buteventually that is laying the foundationfor a nightmare scenario, whereby airtransport would have to deal with amultiplicity of non-harmonisedschemes. We're hopeful that goodsense will prevail eventually and thatour work with IBAC will contribute to acommon, simple and fair, MBM andthat it will sooner or later replace indi-vidual initiatives. Otherwise I'm afraidwe can only see chaos and fragmenta-tion ahead..

Obviously the slot allocation issue is adifferent animal. Its proposed recaststems from the incapacity in Europe tobuild new runways, or airports, and thegradually more severe constraintsaround the use of the existing infra-

structure. From a historical perspec-tive, in the still current Reg. 95/93,there was nothing for non-scheduledoperations. And we were not complain-ing about it, or let's say we were not asimpacted in the past as we could be inthe future. So there was a sort of PaxRomana, a treaty of non-aggression,between the Commission and BusAvoperators as fully coordinated airportswere just a handful, of no direct interestto BusAv operators, and too distantand/or too costly to operate to. Butthings are changing, and actually rela-tively quickly.

The recent events of London Lutonand its shift from partially coordinatedto fully coordinated airport illustratedvery clearly to us that access to so-called secondary airports is at stakehere. And we have done everything wecould to challenge the more than ques-tionable rationale of the Commissionfor a change of the Regulation which,as you might have guessed, is tosqueeze out even more so non-sched-uled operators from access to infra-structure.

Firstly, we have commissioned astudy to show that the philosophicalapproach of the Commission to justify arecast was not only wrong, but it wasdangerous. Banning regional feedersfrom secondary airports is simply non-sensical. Secondly, we have made con-crete proposals to reword part of theinitiative so that non-scheduled opera-tors and their importance would beincorporated in any final text. And wehave achieved this. The EuropeanParliament took onboard no less than 5important amendments we had sug-gested.

So what's next? It's difficult to sayat this stage. As the slot recast waspart of a broader package dubbed"Better Airports Package", its fate isawaiting decision on the initially dis-missed Groundhandling initiative.So the timeline has considerablyprotracted and before a new regula-tion is in place you should count atleast another year, perhaps two. Butthe points I want to make are moregeneral:

Firstly, air transport policy shouldbe a-political. It should be based onconcrete impact assessments andpragmatic solut ions should besought. Not dogmatic ones. In thiscase, the Commission confoundedthe need to solve a real issue, i.e.the capacity wall, and the greedytemptation of taking a populist mea-sure, i .e . priori t ize passengerthroughput

Secondly, and even more generally,the number of amendments on theslot allocation text, and the dismissalof the groundhandling one, is testi-mony of the growing difficulties theCommission is facing in reformingthe sector. The time of the pioneeringwork around the creation of a singleair transport market is over. The lastthree big works in construction arethe gradual replacement of the morethan 3,000 bilateral air transportagreements signed by EU MemberStates into sets of comprehensiveagreements with like-minded coun-tries, the gradual shift of nationalsafety to a pan-European safety poli-cy, and the reform of the Air TrafficManagement and its defragmenta-tion. And that's it really!

In sum, we have a wonderfulBusiness Aviation sector in Europewith modern, capable, clean and effi-cient aeroplanes, ready to act as anenabler for business as it strives tofight its way out of recession. Yet, aswith other sectors in Europe such asenergy generation, this magnificentpotential engine for growth is beinghobbled by misguided political lead-ership. So let's roll up our sleevesand join forces in fighting to allowbusiness aviat ion del iver on itspotential, that so many of those inAuthority in Brussels and inNational Capitals seem unable tosee.

ÿ

By Pau l Walsh

I t’s hard to believe that it’s alreadythirteen years since former EBAACEO and current BART Publisher

Fernand Francois and then NBAAPresident Jack Olcott put their headstogether and decided that Europeneeded a dedicated BizAv show on ascale similar to NBAA in the US.

And yes, there were plenty ofdoubters at the time, but boy havethose skeptics been proven wrong.

Indeed, nowadays, EBACE, whichruns May 21-23 this year, seems like ithas been around forever, playing anindispensible role in putting Europeon the map as one of the world’s topcenters for Business Aviation. Lastyear, in the midst of economic uncer-tainty, EBACE drew in 12,638 atten-dees from over 99 countries. On top ofthis, 491 exhibitors were on hand,occupying 2,280 booth spaces, not tomention 60 aircraft on the static dis-play, with a 10-percent increase inramp space – making it the largest-ever EBACE static display.

We’ll have to wait and see whetherthe 2013 edition can beat last year’ssuccess, but there are already signsthat we’ve got another record breakeron our hands.

First off, we can expect some signifi-cant announcements, with perhaps thebiggest coming from Pilatus, which isset to unveil its PC-24 twin jet, makingits long-awaited foray into the world ofbusiness jets.

And if that isn’t enough reason tocome to Geneva, don’t forget theother OEMs such as Dasssault, whowill use the event to celebrate their50th anniversary and may reveal somedetails about their SMS, which will belaunched at NBAA in October. Expectthe other manufacturers to havesome surprises up their sleeves too,for instance Honda Jet may fly in withone of their models and we may catchanother glimpse of Gulfstream’sG650.

EducationAway from the buzz of aircraft launch-

es, EBACE2013 will hold three sepa-rate educational events starting outwith a conference on international air-craft transactions for companies thatwant to buy or lease a business aircraft.

Then there’s the EBACE SafetyWorkshop, developed primarily forprofessionals in the Business Aviationcommunity in Europe, in an effort toprovide critical information and train-ing that is directly related to humanperformance. It’s worth noting that theEBACE Safety Workshop is neitheraircraft nor manufacturer specific andwill include information applicable toany aircraft flown.

And finally, the third annual EBACECabin Crew Symposium will addressissues pertinent to passenger safety,on-board catering support and top-notch passenger service, and will offera review of a real-life emergency thatresulted in the successful evacuationof nearly 300 passengers.

Networking and LobbyingLike previous years, EBACE 2013 is

also offering an important lobbyingand networking dimension this year,allowing the industry’s best andbrightest to brainstorm and addressthe challenges facing our industry.

“There are still a number of battlesto win if we are to see business air-craft flight activities return to pre-cri-sis rates,” said Rodolfo Baviera,EBAA Chairman. “EBAA has estab-lished a set of key priorities aimed atremoving growth barriers for oursector – be they financial or opera-tional – in order to ensure that wecan continue meeting the demand forefficient, secure, point-to-point busi-ness travel.”

One of the biggest challenges isillegal flights. But one positive devel-opment is that the EBAA is nowworking closely with European offi-cials to develop more robust legisla-tion to prevent and regulate illegalflight activity, and plans to steer acomprehensive impact assessment toillustrate the scope of illegal activitiesand the current diff iculties forMember States to combat them effi-ciently.

Access to infrastructure is of courseanother big issue with the EBAA nowbattling to maintain the amendmentsvoted on by the European Parliamentin the final version of the slot recast,as well as pushing for a fundamentalreview of the way runway perfor-mance is addressed for BusinessAviation in Europe.

Finally, in order to promote bestpractice, the EBAA is collaboratingwith the International BusinessAviation Council (IBAC), and aimingto finalize the development of anInternational Standard for BusinessAviation Handling. The standard

32 - BART: MAY - JUNE - 2013

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should give our sector the means toconduct its own quality and safetyassessment of FBOs and ground han-dling, thus stimulating self-regulationfrom a top-down perspective, acrossthe board.

“There’s always a ‘reaction period’before such aeropolitical actions havea measurable impact on the bottomlines of the operators,” concluded MrBaviera, “but helping decision-mak-ers prioritize is particularly crucial inthese tough times if the long-termresilience of the sector is to be pre-served.”

Perhaps above all, the main point tobe acknowledged and celebrated atEBACE 2013 is the role thatBusiness Aviation plays in stimulat-ing Europe’s economy.

Indeed as a report from OxfordEconomics points out: “Each addi-tional passenger flown on a BusinessAviation flight generates the sameGDP as nine business passengers ona scheduled flight. And contrary topopular belief, business aircraft arenot solely reserved for wealthy indi-viduals for private use. Instead, asone major aircraft operator estimat-ed, 80% of these aircraft are used bycorporations, including a quarter ofthe firms in the Eurostoxx-50 (theEurozone’s 50 leading companies),and 20% of those in the DAX (theGerman equivalent).”

“This importance should be recog-nized in policy formulation,” saysFabio Gamba, EBAA CEO, “with leg-islators developing regulations andmechanisms that bolster BusinessAviation activity in order to furtherstimulate the growth of our region,rather than ignore it as it was evi-denced with the EuropeanCommission’s proposed recast onslot allocation, or penalize it as theItalian government has done by intro-ducing a double tax on owners andpassengers, resulting in dismal trafficfigures in the country.”

In short, the fight for recognitioncontinues, and the best way to showyour support is to join the rest of theindustry in Geneva this May.

BOLSTER

P R E V I E W E B A C E 2 0 1 3

ÿ

Rodolfo Baviera,Chairman(left) and

Fabio Gamba,CEO (right) of theEBAA are leading

the fight forBusiness Aviation

recognition inEurope.

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Bombardier is promising toshowcase several, if not all of,its business jets at Geneva thisyear. Liz Moscrop looks atwhat�s on offer.

A t the time of writing (midMarch) Bombardier is set tobring ‘all – or as many of our

product line as possible’ to Geneva inMay. Indeed, Regional VicePresident, Sales, BombardierBusiness Aircraft Trevor Lambarth isset to arrive at EBACE a happy man.He said: “There is a great deal ofinterest in our airplanes. I look for-ward to seeing how far we’ve comesince last year.”

The Canadian airframer introducedtwo ‘new’ light jet types at the 2012show. The 2,000nm range Learjet 70and Learjet 75 look like enhanced ver-sions of the smaller Bombardier 40XRand 45XR types. However, they fly fur-ther than their siblings and offerupgrades in the cabin, cockpitengines, and airframe. Set to enter ser-vice early this year 2013, both jets willfeature the new Vision Flight Deck,which incorporates the Garmin G5000digital avionics suite complete withsynthetic vision.

The cabin offers a slick black andwhite interior inherited from theLearjet 85, including new seats and anadvanced cabin management systemwith individual pop up touch screenmonitors, plus full audio and videocontrol. There is also LED lightingthroughout, a large baggage area anda spacious galley.

Increased engine power comes cour-tesy of a souped up Honeywell engine,the TFE 731-40BR, and both jets willoffer an improved takeoff field lengthof less than 4,500ft, almost 200ft short-er than that of the 40XR. A new cantedwinglet design will improve aerody-namics, and the OEM says theLearjets will offer up to a nine per centimprovement in field performance,and a four per cent improvement infuel efficiency.

The six passenger Learjet 70 canconnect city pairs such as Chicago-SaoPaulo and Toluca-Minneapolis, whilethe 75 can fly four people from LosAngeles to Toronto or Mumbai toBangkok. It will be able to handle arange close to 1,950 nautical miles car-rying eight passengers.

At last year’s show Bombardier’spresident of business aircraft SteveRidolfi said that the OEM had gar-nered more than 50 firm orders andletters of intent for the two new typesso far. The airframer is also offering a600h inspection maintenance programwith each new order. Who knows – wemay even see an actual 75 at theshow? Here’s hoping…

With certification and entry into ser-vice scheduled for next year, it is high-ly likely that Bombardier will alsosomething to say about the Learjet 85.The aircraft will be the first of its jets

to feature an all-composite structure,and will be the first all-compositestructure business jet designed fortype certification under FAR Part 25.The OEM believes that the new struc-ture allows designers to minimizedrag, while improving performanceand extending service life.

Other competitive advantages ofcomposites include reduced structuralpart count and less vulnerability to cor-rosion or fatigue damage than metal.The clean-sheet aircraft targets a high-speed cruise of Mach 0.82 and atranscontinental range of up to 3,000nautical miles. The airplane will alsofeature the Rockwell Collins Pro LineFusion avionics system, Pratt &Whitney 307B engines producing6,100 pounds of thrust each, and acabin management system designedby Lufthansa Technik.

The largest Learjet ever produced,the 85 will have a stand-up cabin, andbe able to carry eight passengers.Priced at $20.76 million, it will com-pete with the Cessna CitationSovereign.

The OEM will doubtless also showoff its current flagship, the Global 6000jet, on the static display. Formerlyknown as the Global Express XRS, theultra long-range bizjet comes with astand up cabin, which features an aftstateroom and optional stand-up show-

36 - BART: MAY - JUNE - 2013

BOMBARDIER REMAINSBULLISH FOR GROWTH

START UPSet to enter

service in 2013,the BombardierLearjet 75 (left).Entry in service

for Learjet 85(right)

is scheduledfor 2014.

P R E V I E W E B A C E 2 0 1 3

No matter how exclusive your wishes are, Lufthansa Technik VIP & Executive Jet Solutions can implement them.With our dedication to unrivaled perfection, we set new standards in interior completion. Our customers receive boththe latest technical solutions and outstanding designs. It all adds up to VIP solutions that will leave you breathless.

Lufthansa Technik AG, Marketing & [email protected]/vip-servicesCall us: +49-40-5070-5553

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38 - BART: MAY - JUNE - 2013

er. At the front end, the aircraft isequipped with the Global 6000 Visioncockpit based on Rockwell Collins’ ProLine Fusion flight deck. Pro LineFusion/Vision is the first avionicssuite with a synthetic vision system(SVS) on a head-up display (HUD).The HUD uses LCD projection, andreplicates the detailed graphics need-ed for SVS rendering.

The Canadian OEM also has twonew members of the family in develop-ment, the four zone cabin Global 7000,which has a 20 percent larger cabinthan the 6000. It is scheduled for entryinto service in 2016. Bombardier is

also producing the Global 8000, whichwill feature a three-zone cabin, and isdue to enter service in 2017.

The Global 7000 combines a largecabin with a 7,300 nm range and willbe able to fly from Dubai to New Yorknon-stop with 10 passengers on board.Like the 5000 and 6000, both the 7000and 8000 will be equipped with theGlobal Vision flight deck, based on theRockwell Collins Pro Line Fusion inte-grated avionics suite, and all will beessentially identical.

The manufacturer says that its newGlobal 8000 is slated to fly further thanany other business jet, taking in citypairs such as Sydney-Los Angeles,Hong Kong-New York and Mumbai-New York non-stop carrying eight pas-sengers and is due to enter into ser-vice in 2017. Like its smaller sister, the8000 will feature the most up-to-dateversion of Bombardier’s recently certi-fied Global Vision flight deck.

In the fifteen years since the Globalcame into service much has changed.Connectivity being the key ‘must have’today. Lambarth said, “Customerswant to stay connected for their jour-neys, and WiFi is essential.”

The Challenger family is also a win-ner in Europe. The 850, for example,has the same sized cabin as a Global6000, and is a less costly alternative toa Global for customers not requiringthe range of the larger aircraft.According to Lambarth, both theCL300 and the CL605 are popular withcharter operators in the region.

He was bullish about financing air-craft and said that financial institutionshave been “supportive” of the buyingprocess and that “We have not lost asale due to financing in the last year inEurope,” he added.

Lambarth added that he is excitedabout coming to EBACE. He conclud-

ed, “There is a strong level of interestin all our widebodies here in Europe,and I look forward to connecting withour customers and meeting them atthe show.”

FAMILYThe Global 6000

(top),Global 7000

(center)and Global 8000

(bottom)are shaking up

the market in thelong range cabin

segment.

P R E V I E W E B A C E 2 0 1 3

ÿ

By LeRoy Cook

Never content to rest on itslaurels, Cessna Aircraft has aplethora of new productdevelopments and upgradesof existing models, many ofwhich are certain to befeatured in its EBACE exhibit. Asthe big show looms, we tookthe opportunity to summarizerecent news from the Citationbusiness jet company andreport on the progress ofcoming aircraft. There is a lot totalk about.

Citation M2The Citation M2, a reincarnation of

the Citation CJ1 that is designed to pro-vide a trade-up option for the Euro-pop-ular Citation Mustang, is progressingtoward certification and deliveries willbegin in 2013. The M2 uses a GarminG3000 cockpit suite instead of theMustang’s G1000 panel, and FADEC-controlled 1,965 pounds-thrustWilliams International FJ44-1AP-21engines deliver more power than theMustang’s PW600 turbofans.

The Citation M2 offers a maximumcruise speed of 400 knots true airspeed(741 kilometers per hour) and a rangeof 1,300 nautical miles (2,408 kilome-ters), operating from runways as shortas 3,250 feet (991 meters) and it will beable to climb to 41,000 feet (12,497meters) in 24 minutes. In both cabincomfort and performance, the M2 rep-resents a welcome upgrade from theMustang.

In addition to the M2, it’s no secretthat Cessna has done market researchon yet-another light jet to fit betweenthe Mustang and XLS. Although nopre-EBACE hints were forthcoming,the inputs solicited from visitors toCessna’s display at last year’s NBAAconvention may be bearing fruit.

At the other end of the model spec-trum, the Citation X (still stated as“Ten”, but no longer spelled as such)will, upon certification, retain its title as

the fastest civil jet, with Mach .935capability. Now fitted with winglets, theupgraded Citation X has been given aG5000 panel and current cabinupgrades. Deliveries are expected inlate 2014.

The Citation Sovereign has receivedsimilar upgrades, using Pratt &Whitney PW306D engines, and it nowsports new winglets, both of whichhelped nudge its range to over 3,000n.mi. The enhanced Sov has GarminG5000 avionics and auto-throttles, andits cabin was given 37-percent morecooling and a wider aisle. With a headstart on the enhanced Citation X, theupgraded Sovereign should begin deliv-eries in 2013.

Forthcoming Citation Models,In A Larger Size

When it was first announced in late2011, the mid-size Citation Latitudebroke new ground for the Citation jetfamily. A larger-diameter fuselage willdeliver a six-foot, flat-floor stand-upcabin height and extra width, givingthe passengers a spacious in-flightworking environment, enhanced by theCessna Clarity(tm) fiberoptic data com-munication/entertainment cabin man-agement system that is being used inall new and upgraded Citations.

Scarcely six months later, at EBACE2012, Cessna announced the CitationLongitude program, an even-more-

ambitious long-range super-midsize jet.Sharing the same fuselage cross-sec-tion introduced for the Latitude, theLongitude is targeted for a differentmission; 4,000 nautical miles of rangeat Mach .82, easily enabling trips suchas London to Dubai.

To get an update on the status ofthese game-changing airplanes, wespoke briefly with the Cessna programmanagers charged with bringing themto market, first with Ernie Krubsack,Latitude Program Manager. As of early2013, he told us the Latitude was ontrack for its expected first flight in thefirst quarter of 2014. Tooling has beenbuilt and is being loaded with the firstsub-assemblies to support test articles.To be designated the model 680A, theLatitude will share the CitationSovereign’s wing; balanced field lengthis expected to be 4,030 feet.

The Latitude’s range number, oncetargeted at 2,000 n.mi., is now expectedto be 2,500 n.mi. The 17-foot-long cabinwill seat seven or eight, depending onthe side-facing couch configuration(single or double), with a belted lavato-ry seat bringing accommodations to asmany as nine. Certified to 45,000 feet,with a 440-knot cruise speed, theLatitude will be able to reach FL430 in28 minutes.

The powerplant choice for theLatitude is the new Sovereign’s Pratt &Whitney PW306D, capable of 5,700

40 - BART: MAY - JUNE - 2013

CESSNA GEARS UP FOR EBACE

UPGRADEThe Citation M2

is a welcometrade-up from

the CessnaCitation

Mustang.

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 41

pounds/thrust. At present time, its firstdeliveries are to begin in the last quar-ter of 2015. A substantial number oforders are already in hand for the air-plane. Pricing is $14.9 million in 2011dollars.

The Even-More-AmbitiousLongitude

Kevin Schmitz, Senior ProgramManager guiding the Longitude’sdevelopment, reported that work isprogressing through the wind tunnelevaluations. This testing is beingused to validate the aerodynamicconfiguration and associated perfor-mance numbers. First flight is notexpected until mid-2016, with initialdeliveries in the fourth quarter of2017. The Longitude’s designationwill be the Model 880.

Cessna is holding to the airplane’sdesign targets of a 4,000-mile range atMach .82, with a maximum speed ofMach .86, using Snecma’s Silvercresthigh-efficiency engine with 11,000

pounds/thrust. The maintenance planwill be on-condition to reduce operat-ing cost. The Longitude’s longercabin will feature two club-seatingareas, but with a high-capacity galleyand large lavatory, consistent with the

extended-trips mission. Schmitz wasmost proud of the walk-in aft baggagearea that can be accessed in-flight, inaddition to having external loadingcapability. Long journeys are expect-ed to require more luggage and gear,which the area is designed to accom-modate.

As with the Latitude, sales interestin the Longitude has reportedly been“very strong”; announced price inMay 2012 is $25.999 million U.S., avery competitive number for the per-formance and cabin.

Cessna Service Centers ExpandWith the acquisit ion of Jet

Aviation’s MRO facilities in Zurichand Dusseldorf, Cessna continues toenhance its European CitationService Center presence. The Swissand German service centers beganoperation on January 1. Hard on theheels of the construction of aValencia, Spain Citation ServiceCenter last year, Cessna has also

bought Kinch Aviation Services onRobin Hood airport at Doncaster,U.K. to give it its first U.K. servicecenter. With the existing Paris andPrague service centers, Cessna nowhas service options in nearly everyregion of the Eurozone.

As the Citation family grows, it’sobvious that Cessna intends to main-tain its dominance in the business jetfield. Now, with two larger-fuselagedesigns, Citat ions can fi l l everyneed.

FRESHThe CitationLatitude (top)and Longitude(center): a newdeparture for theCitation Jetfamily. Cessnarecently acquiredJet Aviation�sMRO facilities inDusseldorf(bottom).ÿ

By Pau l Walsh

W hen people think of BusinessAviation, some mistakenlythink of the luxury and leisure

enjoyed by the top “one percent” ofsociety. Then there are others whothink Business Aviation means high-powered jets flying to all corners ofthe earth at close to the speed ofsound.

This version is, of course, closer tothe truth.

However, there is another side to theindustry, one that gets much lessattention. I’m talking of the armies ofmaintenance personnel, techniciansand support staff who make BusinessAviation happen on a daily basis.Think of the spares managers on call24/7, or the mobile teams ready to fixyour aircraft in the shortest time possi-ble.

In many ways these are unsungheroes and without them BusinessAviation would grind to a standstill.

Certainly their jobs are more inter-esting and demanding then you’dthink - OEMs, at least, are starting totake note. Indeed, many will tell youthat there’s no point in trying to sell anaircraft unless you’ve got the rightpeople in place to support it. On arecent visit to Dassualt’s CustomerService units in Paris, this emphasiswas clearer than ever.

EBACE FOCUS2013 is a big year for Dassault, with

the company celebrating 50 years ofmaking some of the world’s most ele-gantly designed business aircraft, anda lot more besides. There’s also the

small matter of the “SMS” businessjet, which will be unveiled at NBAAthis year.

But at EBACE 2013, if you go roundto Booth 7090 you’re sure to hear plen-ty of information about Dassault’srecent activity. First of all there’s theFalcon 2000LXS, launched last year,and offering improvements on theFalcon 2000LX which it will replace in2014. One of the main points is thatthe Falcon 2000LXS allows operatorsto access significantly more airports,thanks to its new full-length inboardslats

Then there’s the 2000S; when certi-fied it will have substantially improvedperformance specs than initially pro-jected. An 18 month test program thatlasted 350 flight hours over 150 flights

demonstrated better than expectedlow speed performance, in particular.Landing distance at typical landingweight has been reduced to 2,315 feet(705 m), from 2,600 feet (792 m);approach speed, to 107 knots; and bal-anced field length, to 4,325 feet (1,318m).

And the upgrades continue onDassault’s certified portfolio of air-craft. For instance 7X customers canenjoy an in-flight phone and connectiv-ity option offered in cooperation withOnAir, and available as a line-replace-able unit on new Falcon 7X aircraft.

Meanwhile in the Falcon 900 family,the Easy II flight deck option isbecoming an increasingly popularupgrade. Since its certification in Juneof 2011, more than 40 Falcon 900EXand LX series aircraft have been retro-fitted with EASy II and ten new Falcon900LX aircraft have been deliveredwith the new flight deck. Fully one-third of the Falcon 900 EASy fleet isnow equipped with EASy II, 75% ofthem in the US.

Customer Service FocusBut in spite of the big news sur-

rounding these aircraft, one ofDassault’s big focuses at EBACE 2013is on singing the praises of their cus-tomer support team, and with that inmind, Dassault recently broughtBART on a tour….

42 - BART: MAY - JUNE - 2013

DASSAULT STEPS UPCUSTOMER SUPPORT

REVIVINGThe Falcon

2000LXS allowsaccess to more

airports (top).Dassault

Aviation FalconSpares at Paris

Le Bourget(center).

P R E V I E W E B A C E 2 0 1 3

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44 - BART: MAY - JUNE - 2013

Our first stop was Dassault AviationFalcon Spares (DAFS), Paris, LeBourget, an organization that oper-ates at a 98% service level that canarrange an AOG part and ship it inless than 60 minutes. It all seems likegood going to me - although CharlesWemaere, Dassault Falcon’s SparesDirector for Europe, the Middle Eastand Africa sees room for improve-ment.

“Getting beyond 98% is always thechallenging part. In 2013 we want tohit 98.3%. So we’re reducing the num-ber of dead-on- arrival-parts, whichwere 1.2% of parts deliveries in 2009,and are now down to 0.88%. Nowadaysif a part is dead-on-arrival more thanonce, we scrap it.”

At DAFS you’ll also find a concertedeffort to reduce the environmentalimpact of their activities. So forgetabout traditional wooden shippingcrates, Dassault is now working withlight but highly robust cardboardpackaging.

The cardboard boxes offer up to five-fold weight reductions – translatinginto significant savings in shippingfees – without impairing packagingdurability. The boxes also feature aremovable side panel for easier acces-sibility and are 100% recyclable.

The Global PictureOnce we finish touring Dassault’s

spares facility at Le Bourget we travelinto the center of Paris, and meet withJacques Chauvet, Dassault’s Senior VPfor Worldwide Customer Service toget the bigger picture. “Operatorsneed sophisticated, round-the-clockcustomer service support, so they’re

turning the manufacturers to provideit,” he says. “Since our customer ser-vice arm has such strong links withour colleagues on the manufacturingside, we can provide that extra reas-surance.”

“Of course there are still challengesand I’ll admit, life was a little easierwhen 80% of the Falcon fleet was con-centrated in the US or Europe. Nowwith aircraft spread all over the world,our teams need to be just as widelydistributed.”

To put this in context we should notethat in 2002, Dassault had $294 millionworth of spares concentrated inTeterboro and Paris. Today they haveover $740 million worth of sparesspread across 13 different locationsworldwide. As Chauvet says, “nowhereis considered remote anymore.”

Russia, for instance, is an importantmarket. “We’ve had satellite teambased in Vuckovo-3, Moscow for sometime now. But with 50 Falcons cur-rently operating in Russia there’s aneed for a more permanent base sowe’ve partnered with Avia group tobuild a $4 million facility atSheremetyevo Airport Moscow, toserve Falcon 7X and Falcon 900 EASySeries aircraft.”

Chauvet also mentions China, whereone of the company’s partners, APIhas quadrupled its warehousingcapacity to cater for Falcon spares.Again, this type of support is comingat the right time: last year Dassaulttripled the number of Falcons basedin China.

In spite of this expansion, it’s clearthat operators still face tough econom-ic times, which is probably whyDassault has conducted a series ofprice reviews. “Since the beginning ofthe year, we’ve cut the prices of over14,000 rotables and high demandexchange parts. Indeed, we’ll nowship accompanying hardware for highdemand rotables free of charge.”

Technology to the RescueAfter a full briefing from Mr.

Chauvet, we move to Dassault’sTechnical headquarters at St. Cloud,Paris and learn an important lesson:improving customer service doesn’tjust mean more spares and more per-sonnel – technology helps too.

So, for those of you who think thataircraft support is all about turningwrenches and fiddling with wires;think again. At Dassault you’ll findsome pretty sophisticated innovationsthat make life easier for operationsdepartments and maintenance man-agers around the world.

The best example is the airbornehealth monitoring service known asFalconBroadcast, which sends out anemail alert to an operator’s mainte-nance team, whenever an unscheduledmaintenance event occurs in flight. Themaintenance team can log onto theFalcon portal to access the detailed fail-ure and maintenance reports. Usuallythey’ll be able to identify the root causeof the failure and get to work orderingthe parts and tooling - all while the air-craft is still in the air.

"But there are other benefits too,"Emmanuel Winer, Dassault's ProgramManager for New Technologies, tellsBART. "The system provides opera-tors with an extraordinary amount ofdata, which over time is allowing us tomake predictions about when particu-lar issues are likely to arise. Soon we'llbe able to help operators take preemp-tive measures, and deal with eventsbefore they really become problems."

So at EBACE 2013, we're going tohear a lot about Dassault's current pro-grams and its 50th anniversary andwho knows we might even get someglimpses of the new SMS program.

But don't forget the technicians!Indeed, one of the Dassault's coremessages this year is that without cus-tomer support, everything else they dowould be impossible.

SERVICEDAFS can

arrange an AOGpart and ship it

in less thanone hour.

P R E V I E W

ÿ

E B A C E 2 0 1 3

By R ick Adams

South American aircraftmanufacturer Embraercontinues to expand itsproduction and supportfootprint in other continentsand progresses on its newfly-by-wire Legacy 500 and 450.

W hen talking to Ernest Edwards,President of EmbraerExecutive Jets, he optimistical-

ly told BART that customers were nowback in the market and exploringoptions for aircraft replacement.“Corporate profits and high-net-worthindividuals are at record levels, whichgives us confidence that the market hasturned around,” he says. “In addition,economic uncertainties are beginningto abate, paving the way for more activi-ty.”

Edwards notes that the various glob-al financial crises around the worldhave been tough on all manufacturers,but the effect has been somewhat off-set by growing activity in Asia Pacific,China, Latin America and the MiddleEast. “We also seeing increasingopportunities in Africa and Embraer istherefore increasing its presencethere,” he says. “Even the NorthAmerican market is improving.”

Over the next decade Edwardsexpects to see a demand for up to9,300 business jets, valued at an esti-mated US$246 billion across all manu-facturers. Embraer’s target is to cap-ture a 20-25% market share of theseexpected deliveries.

Chief Financial Officer Jose Filipporecently reported that 2012 deliveriesof executive aircraft matched the 99deliveries of the previous year. Ofthese, 77 were categorized as “lightjets” (29 Phenom 100 and 48 Phenom300), and 22 as large jets (19 Legacy650, 2 Lineage 1000 and one ERJ shut-tle). This would account for approxi-mately 15% of the roughly 700 currentannual sales across all business air-craft manufacturers. “As is typical withthe seasonality of this business, 53 ofthese jets were delivered in the lastquarter of 2012,” said Filippo. “We arewithin guidance, but it’s important tohave a better mix with the highernumber of large jets.”

Embraer’s 2013 forecast calls for anincrease in large jet deliveries, up to25-30, and overall bizjet deliveries upto 105-120 aircraft.

“It’s still a very tough market outthere,” Filippo told financial analysts.“We are gaining market share, butthere is a pricing pressure there forsure, at least on the segments fromthe Legacy 650 downwards - it’s a verytough market.”

“While there are still too many pre-owned aircraft on the market, pricesare slowly rising, narrowing the gapbetween pre-owned and next-genera-tion business jets,” said Edwards. “Wehave seen a shake-out in the industry,and that will increase stability.”

New Aircraft & New FacilitiesEmbraer expects its market share to

increase once the new midsize Legacy500 and super light Legacy 450 modelscome on line – additions that will posi-tion Embraer as the only manufacturerwith a full range of aircraft solutions.“The Legacy 500 will be entering intoservice sometime in the first half ofnext year,” stated Embraer S.A.President and CEO Frederico Curado.“As things are looking good, we arekind of resuming the sales efforts onthat particular model, as well as the450, which will come up one yearlater.”

46 - BART: MAY - JUNE - 2013

EMBRAEREXPANDS GLOBALLY

POSITIVELegacy 500

(top).Ernest Edwards,

PresidentEmbraer

Executive Jets isconfident about

the market.

P R E V I E W E B A C E 2 0 1 3

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48 - BART: MAY - JUNE - 2013

Embraer recently added a third,more mature prototype to the Legacy500 flight test program, which will beused to test avionics, noise, electricalsystems and the interior. The first twoLegacy 500 prototypes had loggedmore than 120 hours through March.When they debut, the Legacy 500 and450 will be the smallest business jetsto incorporate fly-by-wire flight con-trols. Although the FBW program isabout a year behind the originalschedule, this may work to Embraer’sadvantage as the market appears to bejust beginning to gain momentum.Icing on the cake came when theLegacy 500 won its second consecu-tive annual Innovation Award fromFinanciadora de Estudos e Projetos(FINEP), an organization of theBrazilian Ministry of Science ofTechnology.

To support the expected salesincrease the company has been invest-

ing in new facilities and equipmentaround the world. Phenom 100 and300 assembly is being performed inMelbourne (Florida), where the com-pany has also broken ground on athird Embraer Engineering andTechnology Center USA (the first out-side Brazil). The US$26 million,67,000-square-foot facility is expectedto open in mid-2014 and accommodateup to 200 employees. The EmbraerExecutive Jets global customer centeris also in Melbourne. Legacy 500 and450 airframe structures and compo-nents are being manufactured in

Portugal at two new facilities openedlast year in the Evora area – Metálicasand Compósitos – expected to reachfull capacity this spring.

In Harbin, China, where Embraerentered a joint venture arrangement11 years ago with China AviationIndustry Corporation II (AVIC II) tobuild ERC 135, 140 and 145 regionalaircraft models for the Chinese mar-ket, production is transitioning to theLegacy 600 and 650 models (which arebased on the ERJ 135 airframe). Thefirst deliveries are expected towardthe end of 2013. The 3,900-nm range

Legacy 650 can fly from the UK toNew York, Dublin to Dubai, or, in thecase of Embraer “ambassador” HongKong-born actor Jackie Chan, fromShanghai to Hollywood with just onerefueling stop. The Legacy 650 hasbeen certified for High AltitudeLanding and Takeoff Operation(HALTO).

“These global investments demon-strate our commitment to being a leadplayer in the industry and our confi-dence in the future of BusinessAviation,” Edwards said.

OPERATIONThe Legacy 450(left) seats up to

nine passengers.Jackie Chan's

Legacy 650 fliesfrom Shanghai to

Hollywood withjust one

refueling stop.

P R E V I E W E B A C E 2 0 1 3

ÿ

GOING VERTICAL?Embraer may soon be adding a rotary-wing component to its portfolio andare currently exploring a joint venture with Finmeccanica�s AgustaWestlandto produce helicopters in Brazil for the Latin American market. Analysisindicates strong potential not only for the offshore transport requirementsof the oil and gas sector, but executive transport and military as well. �Thisis an important step for Embraer as we continue expanding our business,�says President/CEO Curado.

ROTOREmbraer is

exploring a jointventure with

Agusta Westlandto produce

helicopters inBrazil.

WWW.NBAA.ORG

DON’T MISS

THE LARGEST

BUSINESS

AVIATION

EVENT IN THE

WORLD

NBAA also hosts

By LeRoy Cook

A business aircraft must often fill aneed that’s unmet by any othermeans of transport. The require-

ments of corporate travel simply aren’tsatisfied by booking passage throughthe hub-and-spoke, hurry-up and wait,often-illogical routing of public trans-port. When the company has a problemrequiring the presence of key individu-als in a location far from airline connec-tions, only the flexibility of a businessairplane gets the job done.

For over 60 years, GulfstreamAerospace has met the expectations ofcorporate travelers by matching airlineperformance, while permitting onboardconduct of business in a secure, restfulenvironment. It has consistently set thestandards by which business travel isdefined. EBACE is one of the mostimportant showcases for Gulfstream’sproducts, and it’s expected to be a high-ly visible participant at the 2013 show.

It’s been a great year for GulfstreamAerospace. Two significant new prod-ucts have entered service, the G280super-midsize jet and the G650 ultra-long-range transport. Both were wellreceived and round out one of the mostcomplete business aircraft lines in theindustry.

It’s worth noting that Gulfstream isentirely dedicated to BusinessAviation; it does not make airliners orsmall aircraft, nor does it build militaryhardware, although its special-missionaircraft are used worldwide in govern-mental functions. This singleness ofpurpose has generated a customer loy-alty that’s almost unique in the indus-try. In the minds of many owners, onlya Gulfstream will do.

50 - BART: MAY - JUNE - 2013

STANDARDSGulfstream:

a standard setterfor business

travel.Savannah

Service Center(top)

G280 (centerand bottom).

P R E V I E W E B A C E 2 0 1 3

GULFSTREAMREDEFINES BUSINESS TRAVEL

BART: MAY - JUNE - 2013 - 51

Product Range

Gulfstream Aerospace offers theG150 mid-size, G280 SMS, G450 large-cabin, G550 long-range and G650wide-cabin models. The first two air-craft are produced in Tel Aviv, and thelarger three are built in the U.S. atSavannah, Georgia. Gulfstreamacquired Israel Aircraft Industries’Galaxy Aerospace division in 2001, giv-ing it entry into mid-size business jets.

The Gulfstream G150 was developedfrom IAI’s Astra SPX, initially rebrand-ed the G100. Certificated in 2005, itscabin carries six to eight with stand-upheadroom, with a choice of three inte-rior configurations. Power is providedby Honeywell TFE731-40AR engines,enabling a range of 3,000 n.mi.

The recently-certificated GulfstreamG280 was first designated the G250, incommon with the improved G150,until cultural sensitivity advocated achange from a less-than-desirablenumber combination as viewed insome regions. The first G280 wasrolled out in October, 2009; EASA cer-tification was obtained on 7 February,2013.

While the G280’s generous fuselageshares the heritage of theGalaxy/G200 predecessor, it is a con-siderably-improved airplane. The wingarea was enlarged by more than athird, the horizontal tail was relocatedto the top of the fin, and the cabin wasstretched eight inches by removing anaft-fuselage fuel tank. The aircraft usesHoneywell HTF725-250G engines of7,624 pounds/thrust, whose FADEC-enhanced performance gives a rangeof 3,600 n.mi. The cabin seats up to 10and features a large lavatory and gal-ley. Max cruise speed is Mach .85;with a takeoff weight of 39,600 poundsand 15,248 pounds of thrust, the G280is a powerful performer.

The G280’s flight control system wasextensively redesigned over theG200’s; a fly-by-wire rudder is incorpo-rated and the ailerons are assisted byroll spoilers. The new wing uses noleading-edge devices and is de-icedwith bleed-air instead of boots. Thepressurization was boosted from 8.9 to9.2 psi. The G280 has the latestPlaneView 280 avionics suite, based onRockwell Collins’ Pro Line Fusion sys-tem with three 15-inch LCD displays.

The G450 large-cabin Gulfstreambegan as the GIV, became the G400,and in 2004 was extensively upgradedas the G450. Its Rolls-Royce Tay 611-8C engines give it a cruise speed of upto Mach .88, ranging out to 4,350 n.mi. The G450’s expansive cabin canaccommodate 12 to 16 passengers andis the reason the aircraft is widelyused for international operations.

First certificated as the GV in 2003,the long-range Gulfstream G550 canbe configured for as many as 18 pas-sengers and can carry eight passen-gers and four crew on trips up to 6,750miles in length. The G550 has a maxcruise of Mach .885 and is certificatedto 51,000 feet, powered by Rolls-RoyceBR710 engines.

Flagship G650

Gulfstream’s wide-cabin ultra-long-range flagship, its G650, currentlyboasts the fastest max operating speedof civil production aircraft at Mach.925. Its enlarged fuselage differenti-ates it from earlier Gulfstreams, but itcan fly 7,000 n.mi. at Mach .85, or6,000 n.mi. at Mach .90. Following theAvalon 2013 show, the G650 displayaircraft flew non-stop from Melbourneto Abu Dhabi, a distance of 6,329n.mi., in 13 hours, 5 minutes, postingan average speed of Mach .87.

The G650 shares the G550’s maxi-mum operating altitude of 51,000 feet,but with greater pressurization to allowa 4,850 cabin altitude at that extremeheight. At 41,000 feet, the cabin is effec-tively at 3,300 feet. The improved pres-surization promises less fatigue on 12-hour extended-range flights. Over a6,000 n.mi. mission, the G650 arrives afull 40 minutes earlier than the G550. Atthe maximum takeoff weight of 99,600pounds, its balanced-field length is5,858 feet. The G650 is powered byRolls-Royce BR725 engines of 16,100pounds/thrust and features anadvanced PlaneView II cockpit withfour 14-inch displays.

The G650 broke new ground when itwas announced in 2008, with a cabin14-inches wider and 3 inches tallerthan earlier Gulfstreams and with win-dows over 15-percent larger. Its wingis not only nearly a meter longer inspan than the G550’s, it has sixdegrees more sweep angle. The mar-ket readily accepted the G650, withover 200 orders in hand before finalcertification on September 7, 2012,despite the US $65-million equippedprice tag.

After five years of development, isthe G650 to be the ultimateGulfstream? Hardly, from all indica-tions. The company has already trade-marked several additional G-prefixednumber combinations, in anticipationof an expanding family of Gulfstreams.Shortening the G650 fuselage tube tobring the wider cabin into a mid-rangemarket is one topic of speculation, andGulfstream has announced successfulresearch into a “Quiet Spike” extend-able nose that promises to soften sonicbooms. As always, we recommend thatyou stay tuned for further develop-ments.

LEADERThe G650 �boasting thefastest maxoperating speedof any certifiedcivil productionaircraft.ÿ

By R ick Adams

A long with the Hawker name toreturn to its non-jet roots,Beechcraft has shed debt and

bankruptcy oversight. As a conse-quence, its customer base is respond-ing with enthusiasm.

Beechcraft Corporation is baskingin booking and delivery rates for newaircraft which they have not seen inclose to five years. After emergingfrom bankruptcy reorganization onFebruary 15, 2013, the formerHawker Beechcraft is benefittingboth from pent-up demand for pistonand turboprop aircraft and therenewed confidence of a better bal-ance sheet.

Shawn Vick, Executive VP Sales &Marketing for Wichita, Kansas-basedBeechcraft told BART, “We are on atrajectory to approach pre-economicdownturn levels of activity in the firstquarter.” He added “Surprisingly so,given what one reads in the dailypress, the U.S. market is very active.”

Vick cited a “consistently moderateimprovement” in the American econo-my, higher corporate earnings, andcash that’s been parked on the sidelinesas some of the conditions enabling cor-porations and owner-operators to finallystart buying aircraft again. Might thisbe a sign of the Business Aviation mar-ket recovery that many in the industryhave been cautiously predicting each ofthe past 4-5 years?

The new, leaner Beechcraft Corp isalso seeing increasing interest fromjust about every global market: SouthAmerica, Africa, the Middle East,Russia, China, and Australia, whereBeechcraft already owns a better than50% market share. The only regionVick characterized as “challenging” isEurope, where he said “the turbopropmarket is slowly beginning to thaw.”

New Owners, New Board,and Debt Slashed

Beechcraft’s timing may be fortu-itous in getting its fiscal house inorder as the market finally rebounds.By contrast, predecessor HawkerBeechcraft’s timing could not havebeen worse. In a 2007 leveraged buy-out from Raytheon by Goldman Sachsand Onex Partners, HBC took on $2.5billion in debt just prior to the ‘GreatRecession’ in the US, during which thebusiness aircraft market shrunk byabout half. Faced with the market’s“worst turndown in history,” Vickexplained, the debt load was “simplytoo much” to sustain through the newreality.

HBC trimmed its workforce from12,000 to fewer than 6,000 employees,brought in as CEO Robert S. “Steve”Miller, dubbed the ‘Turnaround Kid’for his role with Chrysler andGulfstream, restructured the debt, andfiled for Chapter 11 bankruptcy reor-ganization last May.

The new Beechcraft carries only$600 million in debt, or one-quarter of

52 - BART: MAY - JUNE - 2013

BEECHCRAFT BOUNCES BACK

HOMECOMINGBeechcraft returns

to its non-jetroots; Sean Vick,

Executive VPSales andMarketing(top left),company

headquarters,Wichita Kansas

(top right),King Air

production(center).

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 53

the previous burden, and is privatelyowned: about 80% by a consortium ofhedge funds, about 20% by bondhold-ers, unsecured creditors and the U.S.federal government’s Pension BenefitGuaranty Corp.

Bill Boisture, who had segued intoa role as chairman of the operatingsubsidiary during restructuring, hasreturned as Beechcraft’s top execu-tive. Miller is now a senior advisor tothe all -new Board of Directors,which is led by Robert “Bob”Johnson (former President & CEO ofHoneywell Aerospace) and includessuch diverse leaders as Gen. DonaldG. Cook, retired four-star US AirForce commander of the AirEducation and Training Command,and Gideon Argov, former CEO ofhigh-tech manufacturing productssupplier Entegris.

Certificates for SaleDespite dropping the Hawker part of

the name, Beechcraft will retain after-market support and upgrades of theentire out-of-production Hawker 125mid-size business jet series: Hawker400, 700, 750, 800, 850 and 900. Theserepresent “a very large installed base,and are a very good business,” Vicksaid.

For sale are the type certificates,designs, tooling, equipment andassociated rights for two models inproduction suspension: the Hawker4000 super mid-size jet, fully certi-f ied in 2010, and the Premier(Hawker 200) light jet. Vick indicat-ed that interested buyers, of whichthere is a handful, need to be “wellcapitalized and able to take care ofthe installed base.”

Touch-screens& SVS for King Airs

The go-forward product line forBeechcraft includes the Baron andBonanza piston-driven entry-level air-craft, the twin-engine King Air turbo-

prop series, the military T-6 trainerand AT-6 light attack models.

Beechcraft has an installed base of6,000-plus King Air 90/100, 200/250and 300/350 models worldwide. Vickdeemed them “second to none” interms of reliability, payload capacity,and the ability to land on short andunpaved fields.

They are especially excited about thenew easy-to-manage primary flight dis-play (PFD) – Rockwell Collins’ ProLine Fusion – their first touch-screenPFD in the Business Aviation market.Fusion features a large-format, land-scape-orientation, interactive display.A synthetic vision system (SVS) isstandard with Fusion, as well as agraphical flight management system(FMS) that enables eyes-forward fly-ing and will enhance the pilot’s situa-tional awareness.

Vick said the interactive touch-screen is “intuitive” and should appealto a new generation of younger pilotswho have grown up with smart phonesand tablet computers. “This is a famil-iar environment for the people comingup, and will make acceptance and tran-sition easier.” He also noted the newtechnology should aid sales in tech-savvy markets outside the westernhemisphere.

Fusion will be available as an after-market option for in-service King AirPro Line 21-equipped aircraft .Fusion fl ight testing began inOctober 2012, certification is expect-

ed by the end of 2013 and entry intoservice in early 2014, according toRockwell Collins.

Synthetic vision is also being offeredas a separate upgrade on all Pro Line21-equipped King Air 200/300 series

aircraft. Graphical 3-D simulated ter-rain is superimposed on the PFD, pro-viding a ‘clear day’ type image in thecockpit, regardless of weather condi-tions. The SVS entered service inMarch.

Clean-sheet SETP to come?When might we see a new aircraft

design in the Beechcraft portfolio?The company won’t commit to build-ing a clean-sheet single-engine turbo-prop. But they have begun asking thecustomer base, via independent, third-party research. “We’re focused on lis-tening to the marketplace,” Vick stat-ed. “Our installed base is remarkablyloyal and very pragmatic. Many arenot only owners, they are the pilotstoo. Some of them have 30 years ofownership, and their input is impor-tant and valuable.”

Vick said Beechcraft is conducting “avery robust investigation around a newsingle-engine turboprop,” includinginput on payload and price points.They will be discussing “product strat-egy alternatives” at major airshows in2013 to arrive at an “informed decisionsometime around the end of 2013 orearly 2014,” but are not yet ready toput a stake in the ground on when – oreven if - they’ll announce a new SETP.

The Beechcraft EVP did indicate thecompany’s strategic plan includes “sig-nificant R&D budgetary dollars.”

SPACEThe King Air 350ihas a baggagecompartment of71.3 cubic feet,which is heated,pressurized andfully accessiblein flight.ÿ

L iz Moscrop looks forward to the nextinsta l lment of the l i ght jet �s story

O bviously it would be crazy to stickmy neck out and say HondaJetwill bring an actual aircraft to

EBACE. It’s early March at the timeof writing and the Greenboro, N.C.manufacturer says it’s ‘too early to saymuch’ about its plans for Europe’sBusiness Aviation extravaganza.

However, the HondaJet will be one ofthe most eagerly anticipated visitors toGeneva – either in mock-up or actualform. The $4.5 million light jet evolvedfrom a research project that started in1986 as an all-composite fuselage; fea-turing an over the wing mountedengine, and a forward-swept wing. Asthe MH02 it first flew in 1993.

Fast-forward a decade and the firstversion of today’s prototype was flying.Now set for certification this year, thelatest published stats indicate that thefive passenger light jet will have arange of 1,180 nautical miles, and aceiling height of 43,000 feet.According to the OEM, the aircraftwill also be 15 to 20 percent more fueland speed efficient than its competi-tors.

How can that be? Well, its carbonfiber snub-nosed fuselage is fused tothin natural laminar flow metal wings,and then there are those over wingengines. The company says that thisproduces more speed, and benefitstravelers in the back, since the quietercabin produces fewer vibrations thanothers in its class.

Indeed, the industry has lookedfavorably on the newcomer. TheAmerican Institute of Aeronautics andAstronautics (AIAA) presented design-er and company CEO MichimasaFujino with its prestigious AircraftDesign Award last year. The trophyhonors a design engineer or team forthe conception, or development of anoriginal concept. The recognitioncame for “pioneering the unique opti-mum Over-The-Wing Engine Mount(OTWEM) configuration that reduceswave drag and increases the wing’sdrag divergence Mach number, thusincreasing the aircraft’s performanceand fuel efficiency.” By eliminatingthe engine support structure from thefuselage, it is also possible to maxi-mize cabin and luggage space withoutincreasing the size of the aircraft.

An AIAA spokesman said, “Thisunique OTWEM significantly increas-es cruise efficiency and, at the sametime, maximizes cabin space withoutincreasing the size of the aircraft.”During the aircraft’s development,Fujino published several technicalpapers on theoretical design methodsand experimental results to prove hisunique concept. He also contributed toAIAA by presenting several lectures atuniversities and industry conferences.

He said, “The award is the highesthonor, and I am honored by thisrecognition. I am so glad thatHondaJet’s unique technology isacknowledged as a significant techno-logical advancement for aircraft

54 - BART: MAY - JUNE - 2013

HONDA JETS INTO EBACE

SMOOTHThe Honda Jet�s

wing mountedengine means a

quieter cabin withfewer vibrations.Honda Jet CEO

Michimasa Fujino(bottom).

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 55

design.” Past recipients of the trophyinclude Joseph Sutter for the Boeing747, Harry Hillaker for the F-16, BurtRutan for the Voyager, and LelandNicolai for AGM-129/ACM.

At last year’s NBAA show, Hondastated that its next milestones are USFederal Aviation Administration (FAA)approval and delivery of its first model.It has always said that it is concurrent-ly pursuing European Aviation SafetyAgency certification alongside theFAA ticket.

The Japanese manufacturer hasalready ramped up its productionschedule. According to Fujino, thefirst customer aircraft was in produc-tion last October. He said, “An assem-bly line is in place, major aircraft com-ponents including the fuselage andwing have been produced, and wehave started assembly of the first cus-tomer aircraft.” There are now more

than 600 staff at the huge 83-acre500,000 sq. ft. campus, which shouldeventually be capable of building 70 to100 aircraft each year. There is alreadya two-year waiting list for the jet.

Key suppliers include GE HondaAero Engines, which produces the2,050 lb HF120 engines; Garmin forthe G3000 cockpit; and Emteq, whichhas developed the “SkyPro” HD in-flight entertainment and cabin-man-agement system, featuringAudio/Video on Demand, an interac-tive 3-D moving map, plus an exteriorcamera and wireless cabin control oflighting. There are also monochromat-ic window shades at each seat, whichpassengers can control with their ownpersonal electronic devices.

For the interior Honda has so farshowed one configuration, which is aside-facing seat opposite the entry door,then club-four seating and an aft-cabinenclosed toilet. There is of course scopeto change this, including switching thesingle seat for a small galley or creden-za, or moving the rear pair of the clubfour to an all-forward facing layout. TheOEM is initially offering five differentcolor schemes, which it is producingvirtually for customers to see.

There is already a network of dealersin place to sell HondaJets. In addition,Honda will open a $20 million mainte-nance, repair and overhaul center thisyear on its North Carolina campus. Thecompany also plans to put its completeHondaJet parts catalog on the Internet.

Meanwhile FlightSafetyInternational is developing a Level-Dfull -motion fl ight simulator forHondaJet. The first simulator will be

installed at the company's headquar-ters, and a European location will beannounced in the future. Fujino said,"Europe is one of the world's fastestgrowing markets for light jets andwe have a great number of cus-tomers who have contacted us overthe past two years about owning aHondaJet."

Sales agents in Europe are TAGAviation in the UK for customers fromthe United Kingdom, Ireland, Belgium,Netherlands, Luxembourg, Norway,Sweden, Denmark and Finland.Rheinland Air Service in Germanyserves Central Europe for customersfrom Germany, Austria, Switzerland,Liechtenstein, Czech Republic,Hungary, Poland and Slovakia. Lastly,Madrid’s Aviastec will accommodatethe needs of customers from Spain,Portugal, France, Monaco, Italy,Greece, and Turkey.

There have been a few snags enroute to certification. The enginesinitially failed ice-ingestion tests,forcing a costly redesign, both infinancial and time terms. This set theprogram back at least a year. TheHF120 eventually passed the ice slabtest in August 2011. However, Fujinowas unfazed. He said, “Our commit-ment to deliver the best possibleproduct that will bring new value tothe aviation remains. We have takenthe necessary time and effort withthe HondaJet program to do it rightand give our customers the finestproduct with the best ownershipexperience.”

EASEThe Honda Jetcockpit is fittedout with GarminG3000 avionicsand gives pilotsmore space andvisibility andfewer intrusions.Honda Jet modelF2 (center) inHonda hangar.FlightSafety�sfull-motionLEVEL-D SIM(bottom).ÿ

By Pau l Walsh

W ith Business Aviation leadingthe way to a globalized and mul-ticultural world economy, exec-

utives know that cultural sensitivity andflexibility are crucial when breakinginto new and unknown markets.

At EBACE this year we’ll see plentyof evidence that globalization is affect-ing flight training too. Here, however,life is simpler mainly because there’sonly one culture that matters in thecockpit, and that’s a safety culture.

FlightSafety International’s (Booth431) training center in Farnborough isa perfect example of this. Taking inpilots from across the globe, with arange of different cultural outlooksand educational backgrounds, the cen-ter boasts a multinational instructorbase, with trainers coming from coun-tries such as Spain, Italy, theNetherlands and South Africa.

However, when a pilot steps into thecockpit, his background and nationalityaren’t important anymore, and he canexpect to be trained to a uniform stan-dard, which he either measures up toor doesn’t.

At the same time, FlightSafetyInternational is an excellent exampleof the growing internationalization ofthe industry. Just recently, the compa-ny recognized National AirwaysCorporation, based in Johannesburg,South Africa, as a FlightSafetyMaintenance Training Center.Through NAC, FlightSafety will nowoffer training for Pratt & WhitneyCanada engines in South Africa andthe surrounding region.

As part of the agreement,FlightSafety is providing NAC withcourseware and MATRIX trainingequipment that includes a GraphicalFlightDeck simulator, Desktop sim-ulator for classroom instruction,training engines, and specialty tools.

NAC instructors will be trainedand qualified by FlightSafety, andwill also receive approval from avia-t ion regulatory agencies asrequired. Through this agreementNAC will begin with an initial offer-ing of “Line and Base” courses formaintenance training on the PT6A,and PW100 series of Pratt &Whitney Canada engines, on behalfof FlightSafety.

Closer to home in Teterboro, expan-sion is going on too. Indeed,FlightSafety’s Teterboro center is tobe renovated and expanded with workscheduled to begin this spring and tobe completed early in 2014.

In a new wing there will be facilitiesfor flight crew emergency training,including a pool and other specializedequipment. On top of that, the centerwill have eight full flight simulatorbays, MATRIX equipped classrooms,debriefing areas, facilities for GraphicalFlight-Deck Simulators, as well as cus-tomer service and office areas.

CAE�s Mission Based FocusIf global expansion is one trend in

flight training, an increasing emphasison mission based flight training isanother.

At CAE (Booth 372), Walter Visser,Vice President and Managing Director,Emirates/CAE Flight Training, notes,“It’s all about speaking to our cus-tomers and seeing what they want.Operators and airlines want us to influ-ence the behavior of their pilots, and wecan do that by focusing on unusual andsurprising missions.”

Visser adds that CAE’s recurrent pro-gram involves around 20 real-case sce-narios, chosen to challenge and stimu-late pilots.

56 - BART: MAY - JUNE - 2013

FLIGHT TRAINING FORA GLOBALIZED WORLD

WORLDWIDEFlight Training is

going global:Pilatus

PC-12NG�ssimulator at

FlightSafety�sDallas/ Fort Worth

Learning Center,FlightSafety�s

partnership withNAC in South

Africa (center left),FlightSafety�s

trainingcenter at Broken

Arrow, Oklahoma(center right).

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 57

“We push our pilots to imaginethemselves facing situations thatactually happened. The instructorsets up the scenario and asks thepilots what they would do. When yousee this in the classroom, it’s verydynamic and open-ended. Pilots willbe debating whether you should dothis or do that and so on. Many ofthem will say, “go to the checklist,”

which is always a good place tostart.”

Visser gives an example of an air-craft that was 37,000 feet over a UScity, when the windshield cracked.“The natural instinct is to put the air-craft on the ground before the wind-shield disappears. But the pilots did-n’t realize that the aircraft had a twoply windshield, so it still had someintegrity. The pilots actually had alittle time, they didn’t have to calltraffic and get everybody out of theway.”

“A little detail like that can make allthe difference. The decision to landmeans dropping altitude fast, and youcould have people in the back withsensitive heart conditions. The pointfor is when we discuss somethinglike this in the classroom it reallysticks in the pilot’s minds. ”

Also, cases like this are online allyear round, so if pilots want torefresh they can. They get a differentset of cases when they come for theirnext recurrent, “we keep them con-stantly challenged and don’t like togo over old material.”

At EBACE this year, CAE will alsobe speaking about the UpsetPrevention and Recovery Training(UPRT) training which they current-

ly offer at CAE Oxford AviationAcademy flight school programs, incooperation with AviationPerformance Solutions (APS).

The UPRT program is all about hon-ing the manual flying skills of pilots,teaching them to recognize, avoidand effectively recover from stalls,airplane upsets and a range of otherunusual attitude situations.

“The program CAE is delivering tocadets and flight instructors is aproven approach to reducing thepotential threat of loss of control in-f l ight,” said Jeff Roberts, CAE’sGroup President, Civil SimulationProducts, Training and Services.“Graduates will not only understandthe theoretical concepts of stalls andloss of control, they will develop con-fidence through the practical experi-ence of recovering their aircraft safe-ly.”

“APS all-attitude, all-envelope upsettraining exposes pilots to ‘edge of theenvelope’ situations which are notpart of typical commercial or busi-

ness aircraft training programs,” saidPaul BJ Ransbury, President of APS.“Pilots of all skill levels can be taughthow to recognize, assess, avoid and,if necessary, recover from escalatingflight conditions that could lead toloss of control in-flight.

As part of CAE’s Air Transport PilotLicense (ATPL) program, APS hasbegun training CAE Oxford AviationAcademy cadets and instructors.Ground school and in-flight trainingusing Extra 300L aircraft take placeat APS’ school at the Phoenix-MesaGateway Airport (the formerWill iams Air Force Base) in theUnited States. Simulator instructionis in CAE’s ERJ-145 full-flight simula-tor (FFS) located at an Arizona StateUniversity campus, also at Phoenix-Mesa Gateway Airport.

Beginning in 2013, upset trainingwill be provided in Mesa to morethan 200 cadets and instructors annu-ally. CAE and APS plan to offer theUPRT program to cadets and instruc-tors at other CAE Oxford AviationAcademy ab initio fl ight schools

worldwide, including Europe thisyear and other Academy locationsbased on market conditions.

By the way, if you think that initia-tives like these are coming from reg-ulators such as EASA and the FAA,you’re wrong; rather companies likeCAE and FlightSafety Internationalare leading the way, and as is oftenthe case, it’s the regulators who areplaying catch up. If you’d like to learnmore, visiting CAE and FlightSafetyInternational at EBACE is always agood place to start.

SUCCESSCAE andEmirates havejust celebrated10 years ofsuccessfuloperations inDubai (left).CAE nowoffering UpsetRecovery andPreventionTraining at CAEOxford Academy(right).ÿ

As ever EBACE plays host tosome of the most excitingdesign and interiors housesaround. Liz Moscrop rounds upa few of the best.

T he thing that makes a businessjet really special is the interior.After all a VIP cabin has to fulfill

several functions. Not only must itenable its passengers to work easily,it also has to be supremely comfort-able for people with high-octane busi-ness lives, who are constantly on themove.

It takes time and dedication tobecome a major player in the rarifiedworld of private jet completions.However some of the familiar namesappear at EBACE time and timeagain. The reason? They are mastercraftsmen and women and their facil-

ities have long waiting lists. In orderto achieve such a sophisticated levelof customization and quality, muchof the delicate work is done by hand.

State of the art cabin managementsystems and aircraft sound and noiselevels are also critical. Passengerstoday will want to deliver and work onpresentations on the move. When it’stime to relax they’ll also be looking towatch “Skyfall” in HD on a large flatscreen with surround sound. There isalso constant demand for on board gal-leys with – as one industry source putit: “room to prepare a huge variety ofinternational cuisine. That could beanything ranging from falafel, chorizo,or hummus platters, to cooked burg-ers and breakfasts. All in quick time ina small space.”

Jet AviationToday’s top houses can fill those

requirements. Indeed, staff from oneof the world’s best completions cen-ters will not be traveling far for theshow. Jet Aviation Basel has earned areputation for excellence. Open since1977, the facility offers highly cus-tomized, high-quality interiors thatattract clients from all over the world.With an on site team of over 800 pro-fessionals, the center has become oneof the world’s largest organizations inthe VIP and business aircraft comple-tions field since 1977.

The Basel team can outfit airliners inVIP configurations, as well having thecapability to equip more than 120Falcon aircraft types. It also offerscompletions for the Boeing 787 and

the Airbus A350 aircraft, both of whichwill contain a significantly higher per-centage of composites than currentairliners. Jet Aviation also has a centerin St. Louis, which took delivery of itsfirst Boeing Business Jet in February,with a second scheduled for thisspring. Both aircraft will have mainte-nance and minor interior upgradesperformed.

Lufthansa TechnikAnother giant in the completions

arena is Lufthansa Technik (LHT).The firm’s VIP & Executive JetSolutions Division is now undertakingits second VIP Boeing 747-8 comple-tion in Hamburg. Fingers crossed theycan give details at the show. The pressrelease in December promised “aunique cabin interior and a state-of-theart in-flight entertainment & cabinmanagement system.”

LHT Hamburg is now working onthree widebody and one narrowbodyaircraft completion. Its US-subsidiaryBizJet International focuses on nar-rowbody aircraft, and plans to open afourth line in the first half of 2013.Thanks to its partnership with Airbusin the ACJ318 completion program,BizJet says there are “just a few freeslots are left until mid 2014.”

Walter Heerdt, SVP Marketing &Sales explained: “ The current projectsgive us a sound capacity utilization

58 - BART: MAY - JUNE - 2013

INTERIORSMAKE THE GRADE

LONGSTANDINGOpen since 1977,Jet Aviation Basel

employs an on-siteteam of over

800 professionals.Meanwhile

Lufthansa Technikis now undertaking

its second VIPBoeing completion

in Hamburg.

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 59

until end of 2014, and we have somepromising talks with potential cus-tomers to utilize our capacities alsobeyond this date.”

Gore Design CompletionsSan Antonio, Texas-based Gore

Design Completions (GDC), mean-while, recently delivered an Airbus320-200 for a returning head of state

customer. With a private stateroomand lavatory, the A320-200 also housedan executive office, conference room,and staff seating area. Owner and pres-ident Kathy Gore-Walters was thechief designer on the project. GDC’sfirst project for the same customerwas a Boeing 767 completed in 2008.Gore-Walters said: “It is the ultimatecompliment when a customer returnsto GDC with another aircraft interiormodification.” The FAA recentlyawarded the company OrganizationDesignation Authorization. Thismeans it can issue FAA certificationapprovals at its facility.

Lou Martin AssociatesNeighboring San Antonio firm Lou

Martin Associates may not kit out thewhole aircraft cabin, but what it does,it does well. Renowned in the industryfor producing mechanical and manualwindow shade systems, the firm hasbeen in business for 33 years. Thecompany is an EBACE regular andwell worth paying a visit to see howwindow lighting affects a passenger’sjourney.

Flying Colours CorpCanada’s Flying Colours Corp, is also

becoming a force to be reckoned with.The company recently delivered thelatest of its Challenger 300 aircraft pro-

jects to German air charter operator,FairJets. Maintenance work on the air-craft began in September 2012 andincluded a full 96-month heavy mainte-nance inspection. In addition the air-craft was given a full make over includ-ing new exterior paint and interiorrefurbishment. The aircraft hasalready re-entered the FairJets’ fleetand is one of the many aircraft avail-able for charter flights via the Germanoperator. The project was the secondaircraft that Flying Colours worked onfor FairJets.

Flying Colours achieved BombardierAuthorized Service Facility status inOctober 2012 for the full range ofmaintenance services for BombardierChallenger 300, 604, 605 and 850 mod-els at both its Peterborough, ON,Canada and JetCorp TechnicalServices, St Louis, Missouri, USA loca-tions.

ComluxAnother big hitter going from

strength to strength is Comlux. Latelast year Boeing awarded its US basedcompletion center the maintenanceand cabin upgrade contract for twoBBJs. The maintenance programincludes VIP interior removal and re-fitment with structural modifications,interior refurbishment and also a com-plete IFE/CMS upgrade.

David Edinger, CEO said: “We areextremely proud to be selected by TheBoeing Company. It was a tough com-petition and we have managed todemonstrate that our full in-housecapabilities - engineering, certification,design, maintenance and productionshops- make the difference.”

The OEMs, too, for the most parthave their own in-house completionsshops. With so much on offer at theshow, anyone wishing to embark on anew refurb or green project will bespoiled for choice in Geneva thisspring.

STYLEGore Design�s 787design concept(center left),Flying Colours, arecognized expertin BombardierChallengercompletions(center right).Lou MartinAssociates�expertise is inmechanical andmanual windowshades (below).ÿ

CONTRACTComlux (top)recently won amaintenanceand cabinupgrade contractfor two BBJs.

By Steve N icho ls

The very latest in avionics willonce again feature at EBACE inGeneva, the premier annualmeeting place for theEuropean Business Aviationcommunity. Last year morethan 12,000 attendees from 99countries around the worldwalked the halls and this yearwill probably be similar. So interms of avionics, what dosome of exhibitors have instore?

Esterline CMC Electronics (CMC)Esterline CMC Electronics (CMC)

(Booth 1943) says it will promote itsSmartDeck® integrated avionics suiteand PilotView® electronic flight bags

(EFB), IntegriFlight™ CMA-5024 high-integrity aviation WAAS GPS receiver,SureSight® enhanced vision system(EVS) sensors, and intermediate-gainsatcom antenna.

The SmartDeck avionics suite wasselected recently by Cobalt AircraftIndustries as standard on the newCo50 single-engine executive aircraft.The first Co50 prototype is enteringthe initial phases of its developmentflight test program.

From the SmartDeck’s pilot-orientedintegration of navigation, communica-tion, surveillance, electronic chartsand moving map functions, to itsSynthetic Vision, the CMC avionicssuite delivers a high level of function-

ality and situational awareness thatmake flying easier and safer. Itsadvanced architecture supports scala-bility to various types of aircraft.

CMC’s latest generation PilotView®Electronic Flight Bags feature displayenhancements, such as dual touchcapability and a powerful processorthat seamlessly enables a wide rangeof advanced software applications.Certified for Class 2 and Class 3usage, PilotView® is the electronicflight bag preferred by OEMs. Morethan 30 STCs are available for thePilotView EFB on aircraft rangingfrom the Gulfstream GlV/GV, theBombardier Challenger and GlobalExpress/XRS, to the Boeing 737.

CMC’s third-generation SureSight®CMA-2700 Sensor for Enhanced FlightVision System (EFVS) operations wascertified by Transport Canada, theFAA and EASA as an Enhanced VisionSystem (EVS) for head-up display onBombardier Global 5000 and Global6000 aircraft equipped with theBombardier Vision Flight Deck.

Finally, the company’s multi-channelCMA-2200SB (SwiftBroadband)Intermediate Gain Antenna hasobtained FAA certification. CMC suc-cessfully completed the Boeing B737ecoDemonstrator program featuringthis antenna.

GarminThis year Garmin (Booth 959) will be

displaying the G5000, G1000 retrofit,G600 and GTN series. The G1000retrofit is now available for the King Airseries (C90, 200, 300, 350), and for theCitationJet and the TBM 700. In addi-tion, Garmin has a G950 retrofit that isnow available for the Citation 501 andthe Piper Meridian. Soon, the G950upgrade will also be certified for theTwin Commander and Beech 1900D.

The company will also have theG3000 on display. This is the touch-screen controlled integrated flightdeck for Part 23 turbine aircraft.

In addition, it will be showcasingGarmin’s datalink services. ManyGarmin displays and integrated flight

60 - BART: MAY - JUNE - 2013

HI-TECHEsterline CMC

Electronics (top)will promoting its

Smartdeckavionics suite at

EBACE, whileGarmin will be

promoting itsG1000 (left)

retrofit amongother options.

P R E V I E W E B A C E 2 0 1 3

AVIONICS OEMS DRIVEINNOVATION AT EBACE

BART: MAY - JUNE - 2013 - 61

ADVANCEDHoneywell�sPrimus Epic(top) improvessafety andsituationalawareness forpilots.Rockwell Collin�sPro-Line Fusionentered intoservice last year.

decks can now display worldwideweather that informs pilots ofMETARs, TAFs and winds aloftaround the globe, with an optionalGSR 56 transceiver. Radar and satelliteimagery are also available through thisservice for the United States, SouthernCanada, Western Europe andAustralia.

HoneywellVisitors to Honeywell ’s booth

(Booth 487) will hear about the com-pany’s latest cockpit solutions includ-ing EASy II, Primus Epic and Foxtrotupgrades.

Available today as both forward-fitand retro-fit on selected Embraer,Gulfstream, Dassault, Cessna, Hawkerand AgustaWestland aircraft, thePrimus Epic cockpit features scalableliquid crystal flat panel displays.

Primus Epic improves safety and situ-ational awareness for pilots with func-tionality that includes Graphical FlightPlanning (GFP), INAV for simultane-ous display of traffic, terrain, airspace,airways, airports and navigation aids,and SmartView synthetic vision, whichuses location data from Honeywell’sEnhanced Ground Proximity WarningDatabase (EGPWS) to display a graphi-cal representation of surrounding ter-rain on Epic’s Primary Flight Display(PFD).

Honeywell will also showcase itsEASA-certified Ovation Select cabinmanagement system, which providespassengers with seamless in-flightconnectivity and content streaming viasatellite, as well as full High-Definitionvideo and audio for home cinema-stan-dard in-flight entertainment. TheOvation Select system, which has FAASupplemental Type Certificates (STC)for Bombardier Global Express,Dassault Falcon 900, Boeing BusinessJet, Gulfstream G550 and Embraer 650aircraft, is built on an all-digital archi-tecture and Ethernet backbone toreduce installation time and enable asystem-wide self-diagnostic healthmonitoring and troubleshooting capa-bility.

Visitors to Honeywell’s booth willalso learn about the company’s region-al services, support and partnershipnetwork, including Honeywell’sMaintenance Service Program (MSP),Avionics Protection Plan (HAPP),Auxiliary Power Unit MaintenancePlan (AMP) and Global Data Center(GDC).

Rockwell CollinsRockwell Collins (Booth 423) will be

showcasing its full suite of avionicssystems for business aircraft, includ-ing Pro Line Fusion, which enteredinto service within the last year, andPro Line 21, which is available as anupgrade to its Pro Line 4 avionics andas a major overhaul to other flightdecks. Both systems display future air-space capabilities such as Link 2000+and ADS-B.

The company will also be demon-strat ing its Head-up GuidanceSystem (HGS) both for larger busi-ness jets and its newest solutionaimed at turboprops and light jets.Rockwell Collins unveiled its HGSFlight iPad app last Autumn, whichis a creative way for someone tofamiliarize themselves with HGS byflying approaches using guidancecues and synthetic vision in low-visi-bility conditions.

The company will also feature itssolutions for the cabin, including itsVenue HD cabin management andentertainment system and its newSkybox system, which brings the fullApple experience to passengers.

Also for the cabin, Rockwell Collinswill be demonstrating its Airshow 3DMoving Map system, which is nowaccessible on mobile devices as aninteractive solution to keep passengersinformed of their surroundings andprogress during their journey.

Finally, Rockwell Collins will have ateam from its Ascend FlightInformation Solutions to discuss flightservice and support with visitors.

Universal AvionicsAs well as promoting its complete

range of avionics, Universal (Booth1439) will also be promoting its Satellite-Based Augmentation System-FlightManagement Systems (SBAS-FMS).

62 - BART: MAY - JUNE - 2013

Certified on more than 50 aircrafttypes, it is compatible with the region-al SBAS systems in Europe (EGNOS),North America (WAAS), Japan(MSAS) and India (GAGAN). WithSoftware Control Number (SCN)1000.X/1100.X, the SBAS-FMSensures operators complete compli-ance with the objectives contained inthe Precision–Area Navigation(P–RNAV) regulatory documents.

Fully equipped to take advantage ofEGNOS satellite systems and meet therequirements for P–RNAV, Universal’sSBAS-FMS provides operators withhigh navigational accuracy and capa-bilities.

ConnectivitySatellite connectivity provider

Inmarsat (Booth 921) will be on handto discuss its latest offerings.Inmarsat is forging ahead with itsGlobal Xpress Ka-band service, due toenter full aviation service in 2015.Meanwhile its SwiftBroadband offer-ing, especially in the lighter SB200guise, is ideal for bizjets. Faster dataspeeds and better helicopter compati-bility are coming later this year withthe new SwiftBroadband High DataRate (HDR) bearers, being intro-duced with an upgrade. Expect tohear more around NBAA time.

ViaSat continues to push for a biggershare of the bizav market, based ontheir growing Ku-band coverage andViasat Yonder. Viasat says that thisdelivers “cable-like performance”, plusseamless connections around theglobe, in-flight and on the ground.

Geneva-based OnAir (Booth 1663)won’t have far to travel either to tellyou about its internet and telephonyservices for executive jets. As anInmarsat SwiftBroadband provider ithas traditionally been linked with thecommercial market, but is active onlarger business platforms as well.

Aircell (Booth 543) will be promot-ing both its SwiftBroadband andIridium products. Aircell also offersthe Gogo air-to-ground (ATG) serviceover the mainland US. Aircell is a fac-tory option at every major businessaircraft manufacturer and installed onthe world’s largest fractional owner-ship fleets.

ARINC (Booth 1200) may unveil anew name for its Direct Connectproduct, which has now moved to thepre-production certification phase. Afully operational demo will be avail-able at EBACE, with full productionunits ready in early summer. DirectConnect promises to offer a cost-effective away to bring connectivity tobizjets.

Cobham SATCOM (Booth 2107),which acquired Thrane and Thrane,last year will have its full range ofAviator satellite terminals, includingthe lightweight Aviator 200 forInmarsat’s SwiftBroadband 200 ser-vice.

Eclipse (Booth 1365) is likely toannounce new customers for itsAero+ router. It will also be announc-ing the integration of Aero+ with newaeronautical server platforms, allow-ing customers to either upgrade exist-ing solutions to Aero+ or having new

installations with the hardware oftheir choice. Aero+ is platform agnos-tic and works with L-band, Ku and Ka.

IDAIR (Booth 1085) will also beshowcasing its tailored products andsystems for VIP customers. Its latesttechnologies include high definition,digital rights management, wire-less/wired Ethernet, passengerdevice integration, etc. Along withworldwide support and engineeringand certification assistance.

Satcom 1 (Booth 750) recentlyunveiled its new “app” for smart-phone satellite connectivity use on anaircraft. Called Aviophone, the app isavailable for the iPhone, iPad andAndroid mobile platforms.

The app acts as an interfacebetween your smartphone and the air-craft’s satcomm installation – Satcom1 is a distributor for InmarsatSwiftBroadband, Iridium, Thurayaand other Ku-band suppliers.

Satcom Direct (Booth 455) recentlylaunched its FlightDeck 360 mobileapplication, which enables customersto view real-time flight data andaccess datalink communications viaan Apple iPad. FlightDeck 360 is amobile flight data management sys-tem that can work with SatcomDirect’ FlightDeck Freedom on-boardsystem, or be used separately.

It will also be showing its new SDRrouter, which can handle multiplesatellite connections to different plat-forms.

PLATFORMUniversal

Avionics (left)boasts an

impressive rangeof avionics

devices.Satellite

Connectivity isfast becoming apre-requisite in

the cockpit.

P R E V I E W E B A C E 2 0 1 3

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 include theKing Air series, Cessna CitationJet, Citation 501, TBM 700 and Piper Meridian. Available soon: TwinCommander and Beech 1900D.

To learn more, visit our website: Garmin.com

Flight Deck Upgrade©2013 Garmin Ltd. or its subsidiaries

More and morebusiness jets andturboprops are beingGarminized as we speak.

By Marc Grang ier

M any mid-size business jet opera-tors are demanding to gofaster, further and with fewer

stops without having to switch to extralong-range aircraft. To meet thisdemand, engine manufacturers haveeither responded by boosting thethrust of their propulsion systems orare in the process of doing so – allwith the aim of powering the futuresuper mid-size class jets with a maxi-mum range of at least 4.500 NM.While a thrust of 10,000 pounds forthese engines for a long time seemeda distant objective, it has now beenreached – and even exceeded. In fact,several manufacturers now offerthrusts from 10,000 to 12,000 pounds.Of course the thrust race isn’t limitedto the mid-size sector but is also hap-pening with the extra long-range jetswhose demand hasn’t slowed evenwith the economic crisis. Today manu-facturers are working on thrusts witha range of 16,000 to 17,000 pounds.

For more than two decades, Rolls-Royce has been the leader in the largebusiness jet engine market. Thanks tothe company’s Tay, BR700 and AE3007 series of powerplants, it has thelargest market share, poweringBombardier, Cessna, Embraer andGulfstream business jets. At lastcount, there were more than 2,400

Rolls-Royce-powered corporate aircrafton the market. Last year the companycelebrated the 25th anniversary of theTay 611-8 engine’s entry into serviceon the Gulfstream GIV (more than 450Tay 611-8-powered Gulfstream IVswere delivered), an engine that nowalso powers the G350 and G450 air-craft. Today’s fleet of more than 1,900delivered Tay engines has accumulat-ed over 30-million flight hours.

But times have changed and RollsRoyce is no longer the only member ofthe club. In recent years such newcom-ers as GE Aviation, Pratt & Whitney,Honeywell and Safran/Snecma havepenetrated the market, attracted by thehigh demand for super-mid size andlong-range business jets. To competewith Rolls-Royce, these engine manu-facturers have focused on increasingthe power of their existing models.Honeywell, for example, plans to boostits HTF7000 power by 20 percent, fromthe current 7,500 to 9,000 pounds.Robert Wilson, President of HoneywellBusiness and General Aviation Unit,told BART that “within 36 to 40months, this engine or a next genera-tion TFE731 could be scaled up to pro-duce 12,000 pounds.”

In a higher segment, GE Aviation,which has been selected to power thefuture Global 7000 and Global 8000,has developed the Passport, which willreach 16,500 pounds of thrust.

Concerning Pratt & Whitney Canada,its PW800 engine from the PurePowerfamily, in the 9,000 to 16,000 poundsthrust class, was first selected topower the Cessna Columbus.Unfortunately that program was can-celled and now the engine lies idle,patiently waiting to power the nextgeneration of large, long-range busi-ness aircraft. Although no announce-ment has been made, rumor has it thePW800 is a lead contender to powerfuture versions of the BombardierChallenger or Embraer Legacy. Forthe time being, its 1000G version, inthe 10,000 to 20,000-pound thrustclass, powers regional jets like theMitsubishi Regional Jet (MRJ) and theBombardier CSeries.

Last to arrive on the scene wasSafran/Snecma with its Silvercrest,which sets its aim on the 9,000-12,000pounds market, although the Frenchmanufacturer indicates it could offer ahigher thrust if demand was there.Initially offered to power a super-mid-size jet, this engine sat without a defi-nite application for years until lastyear when Cessna announced it hadchosen it to power its upcomingCitation Longitude business jet.Needless to say, Safran/Snecma ishoping that orders from anothersuper-mid-size jet manufacturer willsoon follow suit.

GE AviationPublicly, GE Aviation says it is

investing more than US$ 1 billionannually in R&D. Its latest develop-ment, the Passport engine, aims to seta new standard for performance ofsuch ultra-long range business aircraftas the Bombardier Global 7000 andGlobal 8000s, which will have a maxi-mum range of 7,300 and 7,900 NMrespectively. Developed as anIntegrated Propulsion System (IPS),this new engine is designed to powerthe extra long-range business jets.Assembly of the first full engine to testbegan at the end of last year.

64 - BART: MAY - JUNE - 2013

BUSINESS AVIATION ENGINESREACHING FOR A HIGHER THRUST

DEMANDWith operatorswanting to go

faster and fartherand with fewerstops, Engine

manufacturerslike GE (top) arestepping up and

meeting theneed.

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 65

Since launching the engine in 2010,GE Aviation has conducted validationtests on the fan blisk design, includ-ing two fan blade-out tests, ingestiontests and a fan aero rig test to demon-strate fan efficiency. Testing wascompleted on two eCore demonstra-tors, which accumulated 150 hours.Another eCore demonstrator isscheduled to run this year. The

Passport engine will produce 16,500pounds of thrust and will incorporateadvanced technologies and materialsto provide eight percent lower specif-ic fuel consumption than otherengines in its class, margin toCAEP/6 emissions and Stage fournoise regulations.

First flight of the Passport on a flyingtestbed is targeted for 2014, withengine certification due in 2015.Certification of the Global 7000 and8000 are expected in 2016 and 2017.The Passport’s integrated propulsionsystem from Nexcelle, a joint venturebetween GE and Safran, will feature aslim-line nacelle with outward openingcowl to reduce weight and drag whileallowing for easy maintenance accessand high dispatch availability.

Rolls-RoyceThough the company has more

competitors than before, Rolls-Royceremains an undisputable marketleader. At Group level, in 2012 itsorder book increased by four per-cent, underlying revenue by eightpercent and profit by 24%. Last year,the company invested £908 million(US$ 1.4 billion) on research anddevelopment, two-thirds of which hadthe objective of further improving theenvironmental performance of itsproducts, with emissions reductionbeing a primary focus. In December

2012, the Gulfstream G650 enteredinto service, powered by Rolls-RoyceBR725 engines.

The BR725 is the latest and mostadvanced member of the BR700series, developed using technologyfrom the Trent wide-body engine fami-ly and insights from over 13 millionhours of BR700 operation. Comparedwith predecessor engines, the BR725

is more powerful, has better enginespecific fuel consumption (SFC) andshows a significant improvement inNOx emissions. According to RussellBuxton, Rolls-Royce, President – CivilSmall and Medium Engines: “The16,900lb-thrust BR725 developmentprogram has been extremely success-ful and one of the fastest in the historyof Rolls-Royce, delivering all key mile-stones on schedule.”

Rolls-Royce is staying the course and2013 looks to be another innovativeyear as we approach the entry into ser-vice of Cessna Aircraft Company’s newCitation X aircraft, powered by Rolls-Royce AE 3007C2 engines. The7,000lbf-class, two-shaft engine com-bines the latest technology with thereliability and performance of the AE3007 engine family. Compared withthe AE 3007C1, the AE 3007C2 deliv-ers a four percent increase in take-offthrust, six to 10% improvement inclimb and cruise thrust and an addi-tional 1.4% improvement in SFC.

For Rolls-Royce, Business Aviationusers are united in one belief – the air-craft is a productivity investment andthe metric of value is time.Furthermore, as ‘fleets of one’ aircraftare the norm in Business Aviation,having a vast support team is not feasi-ble. Therefore, the company offersengine support through itsCorporateCare® program, a compre-

hensive aircraft engine maintenancemanagement program available fornew and in-service Rolls-Royce BR725,BR710, Tay and AE 3007 engines.

CorporateCare enhances asset value,mitigates maintenance cost risk andprotects against unforeseen costs andunscheduled events anywhere in theworld. The program operates on afixed-cost-per-flying-hour basis. Its key

features include Engine HealthMonitoring (EHM), which tracks on-wing performance using onboard sen-sors, loaned engines to replace anoperator’s engine during off-wingmaintenance (and thereby minimizingdowntime), an optional service for thereplacement of life-limited parts, and aglobal network of authorized mainte-nance centers.

Snecma (Safran)Snecma (Safran) has started ground

development tests of its newSilvercrest business jet engine. Thefirst complete Silvercrest engine (FirstEngine To Test) has been instrument-ed with a number of sensors, record-ing over 900 different parameters andmonitoring the engine’s mechanicaland thermodynamic performance. Thetests are being performed on a testcell at Snecma’s Villaroche plant nearParis. Three other developmentengines are under construction and atotal of eight engines will be used fortesting and certification.

“The start of tests on the first com-plete engine culminates several yearsof intensive work by the programteam,” said Laurence Finet, SilvercrestGeneral Manager at Snecma. “Sincethe start of development in 2010, near-ly 1,000 engineers and technicianshave worked on engine design, manu-facture and assembly.”

POWERThe GEPassport offers16,500 poundsof thrust, whilethe Rolls RoyceBr 725 on theGulfstream G650produces 16,900pounds.

PREDICTION(Right page)

George TsopeisPrincipal ofZenith Jet

anticipates 10years of

promising growthfor the BusinessAviation engine

industry.

66 - BART: MAY - JUNE - 2013

The Silvercrest engine develops9,500 to 12,000 pounds of thrust and isdesigned for the premium businessaircraft market. It will decrease fuelconsumption and CO2 emissions byabout 15% and will cut NOx (oxides ofnitrogen) emissions in half in relationto current CAEP/6 standards, whilereducing noise by 20 dB versus Stage4 requirements. First flight of theengine is planned by late summer thisyear, while certification should occurin 2015.

As previously mentioned, last yearCessna announced it had chosen the

Silvercrest to power its new CitationLongitude, the largest in the Citationfamily with a range of 4,000 nauticalmiles and maximum cruising speed ofMach 0.86. This version of the enginewill develop 11,000 lb of thrust and isslated to enter service in 2017.

Pratt & Whitney Canada/P&WCSince 1982, Pratt & Whitney Canada

has invested over US$10.6 billion inR&D. In the Business Aviation market,its PW300 family is in the forefront.According to Mike Perodeau, vice-pres-ident, marketing, P&WC, last year thecompany reached several importantmilestones: “A total of 3,500 engineshave been installed with more than 11million flight hours. In addition to themillion-hour milestone for the PW308C

aboard the Falcon 2000 family, ourPW307A reached 500,000 hours power-ing Dassault’s Falcon F7X.”

Similar to the technology proven inthe PW307A, the enhanced PW308Cabout to power the new DassaultFalcon 2000S will provide lower NOx(nitrous oxide) emissions and smokelevels. It features a high-efficiency,reduced volume TALON II combustor(Technology for advanced low NOx)and new air blast fuel nozzles.

P&WC is also developing thePW306D to power the new CessnaCitation Sovereign. The engine, at amaximum take-off thrust of 5,814pounds (ISA+17ºC), provides anincrease in thrust and an overall SFCimprovement over the PW306C. Ayear ago, Cessna announced that its

PW306D engine, the latest addition tothe PW300 family, had been selectedto power the new Cessna mid-sizedbusiness jet, the Citation Latitude. Itsfirst flight is planned for early 2014with FAA certification and entry intoservice expected in 2015. As men-tioned earlier, P&WC continues thedevelopment of the PW810 for region-al jets, but the company is also validat-ing the technology for future long-range business jets that will requirethrusts from 10,000 to 16,000 - 17,000pounds – possibly a secretive next-generation P-42 Gulfstream G450-550replacement project?

GE Honda Aero EnginesThough this engine cannot be includ-

ed with the large jet engines, it isworth mentioning here as it is theresult of the cooperation of two of theworld’s most respected names inpropulsion, who came together todesign and manufacture engines forthe next generation of very light jets.

The HF120, the first product fromGE Honda Aero Engines, was specifi-cally designed to power the HondaJet.The program was launched in 2006.Rated at 2,095 pounds of thrust, theengine succeeds Honda’s originalHF118 prototype engine, which hasaccumulated more than 4,000 hoursof testing on the ground and in-flight.FAA certification testing on its HF120engine was carried out at the end oflast year and engine type certificationfrom the FAA is expected by mid-2013.

A total of 13 HF120 engines haveaccumulated more than 5,500 hoursand more than 7,000 cycles duringdevelopment and certification testing.

PROPULSIONThe PW308C

(top)powers the

Dassault Falcon2000S, while theGE-Honda Aero

HF120 wasspecifically

designed topower theHondaJet.

P R E V I E W E B A C E 2 0 1 3

Soon after obtaining certification of the HF120, production willtransition to Honda Aero Inc.’s engine production facility inBurlington, North Carolina.

The HF 120 will be mounted over the wing, a breakthroughin aeronautics engineered and proven by Honda after morethan 20 years of extensive research and development. HondaAircraft President and CEO Michimasa Fujino told BART thatthis innovative technology not only breaks the conventionalmold set by the aerospace industry, but also provides catego-ry-leading advancements, such as a more spacious cabin,noise reduction, and increased fuel efficiency.

Assembly of the first customer aircraft has started andtype certification is planned during the second half of 2013.Production is expected to reach 80 to 100 units per year by2015.

Engine Market ForecastIn its latest business jet market forecast, Montreal-based

Business Aviation services firm Zenith Jet anticipates that forthe 10 years to come, there will be a promising growth in theindustry. Aircraft manufacturers should deliver an estimated2,752 midsize jets ($52.1 billion) and 3,413 large-cabin jets($165 billion). Bombardier and Gulfstream are expected todominate in both deliveries and billings.

The Zenith Jet report also speculates on several new, yet-unannounced business jet models, including a stretched ver-sion of the Bombardier Challenger 300 that will replace theChallenger 605; Dassault Falcon 5X (large-cabin), 6X (superlarge) and 9X (ultra-long-range); Gulfstream G350, G450and G550 replacements; and a new Cessna Citation XLS+.Considering that the majority of these 6,165 midsize andlarge-cabin aircraft will be twinjets (if we except theDassault Falcon 900LX and its likely successors), thismeans that in only these two categories, a total of 12,330engines will be needed during the next 10 years, or 1,233engines per year.

Supposing that the main five engine manufacturers willequally share the production, each of them will then pro-duce 246 engines per year – or roughly one per workingday. Not a bad prospect for the industry, especially if we addthe planned deliveries of 2,933 light jets worth $17.9 billionduring the period, which will also have to be powered!

ÿ

By Marc Grang ier

F or Capt. Mike Burns, CEO AtlasHelicopters, “Business travel in ahelicopter makes customer ser-

vice a breeze”. At the end of a busi-ness jet trip, businessmen are increas-ingly opting to use a helicopter to getto meetings, visit offices, attend eventsand avoid traffic jams. So it’s no sur-prise that helicopters have slowly butsurely invaded Business Aviationshows, and EBACE this year is noexception.

According to the latest Honeywellfuture purchase survey, light single-engine helicopters continue to be themost popular product class for five-year fleet replacement and expansionat forty-five percent of totalmake/model mentions. When itcomes to fleet expansion the most pop-ular light-single models are AS350Bseries, Bell 407 and Robinson R66.Intermediate/Medium twin-enginehelicopters are the second most popu-lar product class mentioned for pur-chase during the next five years.

Approximately 31 percent of totalsurvey mentions are for mediumtwins, with the AW139, Bell 412 EC145and Sikorsky S76 series helicoptersbeing the most frequently mentionedmodels. The third most frequentlymentioned product class was lighttwins at 21 percent. The EC135, Bell429 and A109 series helicopters weremost frequently mentioned for five-

year purchase in this class. Lighttwins appear to be most popular inEurope, where light twin modelsaccounted for 38 percent of total men-tions.

EurocopterEurocopter was indeed very happy

with its 2012 results, which marked areturn to pre-crisis levels. A stronggrowth in services and the 475 rotor-craft delivered last year generated anew turnover high of 6.3 billion Euros– 15 percent more than in 2011.Milestones in 2012 included deliveriesof the first enhanced AS350 B3e ver-sion and the initial latest-generationEC130 T2 helicopter, along with the500th EC145 delivery.

Eurocopter’s consolidated orderintake in 2012 totaled 469 net book-ings, representing a value of 5.4 billionEuros. Sales were paced by theEcureuil/Fennec/EC130 family, with

249 bookings, and the EC135/EC145families, with 144 bookings. This year,Eurocopter is emphasizing advancedvertical-lift solutions, and launchingproduct applications for its X3 hybridaircraft. It also advances the X4’sdevelopment as the first member in itsnext-generation family concept.

Earlier this year, Eurocopter con-ducted the first flight of its no. 1series-production EC175 medium-sizehelicopter for VIP and executive trans-port. First deliveries are to begin inSeptember 2013. The EC175 has vali-dated its power performance, includ-ing hover out of ground effect(HOGE) at maximum 7.5-metric-tontake-off weight at 4,500 ft. at ISA+20°Cconditions. The helicopter’s avionicsinclude the Helionix alerting and self-monitoring system, the newest avion-ics family being certified, which meetsthe latest international avionics stan-dards and makes the EC175 the sec-ond aircraft to apply them – after theAirbus A380.

SikorskySikorsky recently signed two con-

tracts for the introduction of one S-92and one S-76D into China, marking itsfirst S-92 sale to a private Chineseoperator and the first ever S-76D heli-copter sale into China. Currently,there are 31 S-76 and four S-92 heli-copters of various configurations fly-ing in this country. On China’s inter-

68 - BART: MAY - JUNE - 2013

BUSINESS HELICOPTERS MAKINGCUSTOMER SERVICE A BREEZE

PROGRESSEurocopter

revealed its firstenhanced

AS350 B3ehelicopter (top)

in 2011 andSikorsky recently

marked the firstsale of its S-92

(center)to a private

Chineseoperator.

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 69

mediate market segment (7,000 to15,000 lbs gross weight), the S-76occupies more than 40 percent (thehighest) of the segment. The S-92 heli-copter continues to gain in popularityamong offshore oil companies.

For Ed Beyer, Vice President,Sikorsky Global Helicopters, “We aretruly feeling the warmth of the fast-growing helicopter market here.” The

S-76D was granted type certificationby the FAA last October. Concerningthe S-92, this helicopter has reachedtwo major milestones this year, thefirst in February when the fleetreached the 500,000-flight hour mile-stone, and the second this monthwhen Sikorsky delivered the 200thunit.

AgustaWestlandAgustaWestland announced in early

February that the fourth prototype ofits new generation 4.5-ton class lightintermediate AW169 helicopter suc-cessfully completed its maiden flight.Certification is programmed in 2014.The AW169 is part of AgustaWestlandfamily of new generation helicoptersthat includes the AW139 and AW189models. Launched in July 2010, theAW169 has logged orders for morethan 70 units so far. AgustaWestlandalso recently announced the launch ofthe AW119Kx, the latest evolution ofthe AW119 single engine helicopter,which features the Garmin G1000Hglass integrated flight deck system.Over 200 AW119 helicopters havebeen ordered to date.

Bell HelicopterThe Texan manufacturer continues

the production of its 407GX. Built onthe success of the Bell 407, this is theonly helicopter equipped with the

Garmin G1000HTM integrated glassflight deck. For Danny Maldonado,executive vice president of Sales andMarketing at Bell Helicopter, the407GX attracts more and more med-ical evacuation companies, Indeed, lastDecember, the manufacturerannounced an agreement with AirMethods for the supply of 20 407GXaircraft. Concerning its 429 model,

Bell indicated last January that itsmaximum gross weight had beenincreased from 3175 kg (7,000 lbs.) to3402 kg (7,500 lbs).

The Bell 429 light twin helicopter iscertified for single or dual pilot IFR,Cat. A/JAROPS Performance Class 1at maximum gross weight. BellHelicopter is also working on the Bell525 Relentless, which will be, accord-ing to the manufacturer, “a supermedium product class”. Powered bytwo GE CT7-2F1s, this latest version ofthe CT7 family will be equipped withthe Garmin G5000H avionics. Able tocarry up to 16 passengers in itsVIP/corporate transport configuration,its first flight is planned in 2014.

Enstrom HelicoptersAt the very end of 2012, Chongqing

Helicopter Investment Co., Ltd(CQHIC), located in Chongqing,China, acquired Enstrom Helicopter

Corporation, moving from one foreignowner to another. Chongqing is thefourth largest metropolitan area inChina. CQHIC is focused on helpingEnstrom expand its reach into Chinaand the rest of the world. The numberof helicopters in Asia represents only asmall percent of the number of heli-copters in the United States, whileAsia has a significantly larger popula-

tion and is expected to be a major mar-ket for helicopters over the next twodecades. Founded in 1959, EnstromHelicopter Corporation manufacturesa complete line of helicopters. Thelarger turbine-powered 480B is avail-able as a three-place advanced trainerand patrol aircraft, a 2+2 four-seattraining helicopter, or as a three- tofive-place executive transport.

With all of this success it’s not sur-prising that Visiongain, an indepen-dent business information provider,determined that the value of the globalcivil helicopter market in 2013 wouldreach US$3.69 billion. And in spite ofthe economic uncertainty in someparts of the world, demand still existsin certain regions, and strong newmarkets are emerging. So the wordsof Igor Sikorsky: “The helicopter isthe most universal vehicle created byman,” are more valid than ever.

DEVELOPMENTSBell’s 407GX(top right) isattracting more andmore medicalevacuationcompanies.AgustaWestland’sAW169 (top left)successfullycompleted itsmaiden flight lastFebruary andEnstrom Helicopter(center)was recentlyacquired byChongqingHelicopterInvestment Co.ÿ

By Marc Grang ier

I n 1964, when Beech introduced itsKing Air 90, this aircraft quicklyestablished itself as an industry

standard. During the followingdecades, several other manufacturerspenetrated the business turbopropmarket, with varying degrees of suc-cess. Some have sadly disappeared,like Rockwell, Handley Page/Jetstream, Fairchild, Swearingen orMitsubishi, while others haveappeared or increased their footprint,like Cessna, Pilatus, Piper, PiaggioAero or DAHER-Socata.

At the beginning of this year, theworld’s turboprop fleet totaled 13,762aircraft (against 18,874 jets), and inEurope alone, there were 1,250 turbo-props (against 2,823 jets). Whenrugged aircraft are needed, specialistsknow that turboprop aircraft are theSwiss knives of the industry. Yes, theyare slower than jets, but they burn lessfuel and have lower operating costs.

And for businesses flying missionsbetween 600-1,000 miles between gen-eral aviation airports with short run-ways, they’re ideal. No wonder they’reso popular outside of North Americaand Europe, where turboprop fleetsfar exceed those of jets. Look at Africawhere you have 743 turboprops for434 jets, South America where youhave 1,718 turboprops for 1,240 jets,and Australia and Oceania - 449 turbo-props for 211 jets.

When the first Very Light Jets (VLJs)were announced, some observers pre-dicted the end of the light turboprops,but this has not been the case, and anumber of customers who initiallybought jets came back to turboprops,finding them more adequate for mis-sions requiring not only a larger cabinvolume, but also short runway opera-tions.

SINGLE OR TWINS�PROS OR CONS

Then of course there is the ongoingcontroversy concerning single-engineor twin-engine turboprops. When theyfirst appeared, single-turboprop air-craft were deemed less safe than twin-turboprops and many passengers werereluctant to board a plane with onlyone engine. But now things havechanged with engine manufacturers

vastly improving their safety records,making people far more comfortableabout flying on a single-engine air-craft.

Since 1985, when the first single-engine turboprop went into service, allsingle-engine turboprop aircraft com-bined have compiled over ten millionflight hours with zero fatalities due toengine failure (NTSB Report). Andtheir lower maintenance costs, arenearly half the costs of twin-engine air-craft, which has also contributed tospur their attractiveness. This doesn’tmean that twin-turboprops have notkept ardent partisans, not convincedthat these models are “twice theexpense and twice the worry” as a sin-gle-turboprop pilot told us. A numberof operators and passengers stillbelieve that multiple engines are bet-ter, and not many companies wouldthink of putting their CEO on a single-engine airplane.

Manufacturers like Beechcraft orPiaggio Aereo install two engines tohave more power, and make sure thatfor example in case of an engine fail-ure during take-off, the other engineprovides enough power to keep theaircraft continuing its climb. This is

why the Beech King Air 350i has twoPratt & Whitney PT6A-60A of 1,050shp each, and the Piaggio Avanti II ispowered by two PT6A-66 of 850 shp,providing FAR 25 initial engine-outgradients of respectively 304 ft/nmand 287 ft/nm, sufficient to maintain agood minimum control airspeed/Vmcon one engine.

THE MARKETThough several outsiders are trying

to penetrate the turboprop market,five main manufacturers dominate atpresent: Beechcraft, Cessna, Piper,Piaggio Aero and DAHER-Socata.Each has its particular niche. A PilatusPC-12 has not much to do with aPiaggio Avanti II or a Cessna Caravan,as their cabin volume and perfor-mances make them as different as saya Range Rover and a Ferrari. In a simi-lar way, the number of engines stilldivides the industry, even if recently abackflip has been noted: a twin-enginemanufacturer like Beechcraft is nowlooking towards single-engine models,while Pilatus, that has been a single-engine advocate for many years, isabout to unveil a twin-engine jetmodel.

70 - BART: MAY - JUNE - 2013

BUSINESS TURBOPROPSSWISS ARMY KNIVESOF OUR INDUSTRY

VERSATILETurboprops getthe job done for

a vast rangeof missions.

P R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 71

BEECHCRAFTUndoubtedly, Beechcraft continues

to dominate the turboprop market.Since 1932, it has built over 54,000 air-craft, and more than 36,000 are still fly-ing today. In terms of production, itoffers three models: the King Air 350i,the King Air 250 and the King Air C90GTx. The King Air 350i, equipped withthe Rockwell Collins Venue cabinmanagement system has, according toBeechcraft, the lowest operating costper seat mile in its class.

Concerning the King Air 250, it fea-tures composite winglets and light-weight composite propellers. And theKing Air C90GTx, which has also com-posite winglets, features a cabin 50percent larger than some very lightjets. Beechcraft is very much exportoriented, aiming at promising marketssuch as Australia and India. Recently,Ted Farid, vice president, BeechcraftAsia-Pacific Sales, told BART that itscompany’s products represent a 53percent share of the Australian busi-ness turboprop market, and deliveriesof King Airs to the country haveincreased by more than half over thepast decade. This growth in demandhas propelled the total business turbo-prop fleet size in Australia to 285 air-craft, accounting for approximately 43percent of the total number acrossAsia Pacific, and Beechcraft expectsthis figure to continue growing.Beechcraft is also aiming at the Indianmarket. According to JETNET data, 82percent of the new turboprop businessaircraft delivered into India from 2002-2011 were King Airs.

For many years, Beechcraft main-tained that two engines were betterthan one. Nevertheless, pushed byincreased customer demand and thedrastic improvements in engine relia-bility, the manufacturer announced atlast year’s NBAA convention that itwas thinking to launch the develop-ment of a new 8- to 11-seat single-engine turboprop that would use thecomposite fuselage of its Premier Ilight twinjet. Shawn Vick, BeechcraftVice President Customers, told BARTthat this new plane would seat onepilot and 8 to 11 passengers in a cabin5.5 feet wide, 5.4 feet high and 20.4feet long. Its NBAA IFR range withfour passengers would be 1,750 NMand its high-speed cruise 300 kts atFL250. It would have a max payload of2,800 pounds and a full-fuel payload of1,650 pounds. Under a normal devel-

opment plan, this aircraft could reachthe market by 2016 if, hopefully, themajor lenders, who took ownership ofthe company after it has emergedfrom bankruptcy, support strategiesthat will provide its long-term return.Other turboprop designs are also inthe pipeline, but will most probably betwin-engine aircraft.

CESSNACessna foresees rising demand for

its Caravan aircraft in India this yearas customers respond to anticipatedgovernment reforms. Speaking at therecent Aero India show in Bangalore,Bill Harris, Cessna vice president,Sales for Asia and Asia Pacific, said:“India is expected to be amongst theworld’s fastest growing economies in2013 and stands to benefit hugely froma national expansion of BusinessAviation, both for domestic and inter-national travel. Cessna is optimisticthat legislative and regulatory reformsthis year will remove several barriersto India’s aircraft market develop-ment”.

With the launch of the high-powerGrand Caravan EX this year, Cessnabelieves it is well placed to offer toughaircraft that keep going under theharshest conditions. Earlier this year,Cessna has announced that its GrandCaravan EX has earned FAA type cer-tification. Powered by the new Pratt &Whitney Canada PT6A-140 engine,this new model boasts a 38 percentimprovement in the rate of climb ofthe Grand Caravan, a figure thatexceeds the original 20 percentimprovement projection.

Also to be noted, at the end of lastyear, Cessna has entered into a jointventure contract with China AviationIndustry General Aircraft CompanyLtd., to conduct final assembly ofCaravans in China for the Chinesemarket. The contract also includes thepossibility of designing and assem-bling new utility turboprop aircraft inChina.

Cessna is also looking at a new sin-gle-turboprop model that would com-pete with the Piper Meridian, theKestrel or the EPIC E1000. Last year

CHAMPSBeechcraftKing Air C90GTX(top).CessnaCaravan EX(center).

72 - BART: MAY - JUNE - 2013

at Oshkosh Show, it unveiled a cabinmock-up of such aircraft to gathermarket feedback. Designed to bridgethe space between the Corvalis andthe Citation Mustang, this new com-posite aircraft with retractable gearand side-stick controls would seat upto seven passengers, have a cruisingspeed of 260 kts and sell between US$2.1 and 2.5 M. No go has yet beengiven for this program, though thecompany indicated “it wants to be posi-tioned with new products when theeconomy recovery comes”. Officially,Cessna is still figuring out the realmarket for this type of aircraft, even ifit admits that an engineering researchvehicle has been flying for some time.

DAHER-SOCATALast February, DAHER-SOCATA

unveiled the 2013 version of its TBM850 Elite aircraft whose cockpit nowintegrates a L-3 Avionics’ Trilogy ESI-2000 Electronic Standby Instrument(ESI) replacing the previous electro-mechanical instrument version. Thecompany is also offering a HighlyExtended Exclusive MaintenanceProgram, which lowers scheduledmaintenance costs for five years or1,000 hours. Last year, DAHER-SOCA-TA delivered 38 TBM 850s, represent-ing the fourth best year for the compa-ny’s TBM aircraft family since 1990.The 2012 deliveries bring to 622 unitsthe total number of aircraft receivedby customers, of which 298 are TBM850. According to GAMA figures, the38 TBM 850 sold last year representedan 18 percent share of its market seg-ment. Most of TBM 850s purchased in2012 were acquired by U.S. customers(66 percent). Canada ranked second,with 13 percent, followed by Brazil andGermany’s eight percent. One salewas achieved in the U.K. last year,where the market is showing signs ofrecovery.

Two years ago, DAHER-Socata evalu-ated the Grob 180 SPn twinjet to com-plete its TBM range, but it finallydecided not to buy this program, pre-ferring to start with a clean-sheet newaircraft program, or seek developmentpartners for its NTX twin-turbopropproject. But the French manufacturerhas not yet made any announcements,waiting to see the evolution of the eco-nomic crisis.

PILATUSPilatus has always been in favor of

single-engine aircraft (if one exceptthe PC-8 Twin Porter aborted attempt)and its PC-12 and 12NG have beenvery successful. There are now almost1300 PC-12s in service and somewherearound the world, a PC-12 takes off orlands every 84 seconds. In total, 62 PC-12 NGs were delivered in 2012, oneaircraft less than the previous year.Although the PC-12 NG aircraft hasmaintained its market share with saleseven growing marginally in someregions, the general aviation markethas however yet to recover overall fol-lowing the economic crisis.

For Pilatus, the expected economicupturn has so far had little impact inNorth America in particular, the mostimportant market for the PC-12 NG(the U.S. Air Force recently placed anorder for over 18 PC-12 Spectres,which will be delivered over the nexttwo years). According to Oscar J.Schwenk, Chairman of the Board ofDirectors, Pilatus Aircraft Ltd.: “Ourhopes are now focused on Asia wherewe were delighted to sell as many asfour PC-12s in 2012 – particularly sincewe had not sold a single aircraft in this

market during the three previousyears. We were also very encouragedto see the aircraft going to customersin three countries in which we havenever yet sold a PC-12 – thePhilippines, Malaysia and China. Thisinitial success will spur us on to pur-sue our development efforts in thefuture”.

In terms of new aircraft, the Swissmanufacturer is now crossing the bor-der from single to twin-engine and itofficially announced a few months agothat it had launched the developmentof a new twinjet, the PC-24. ForSchwenk: “The PC-24 will be ourbiggest, fastest, most complex aircraftyet. It will be a twin-engine businessjet with the type of flying credentialswhich only Pilatus knows how todeliver.” According to the latestrumors heard at the Swiss manufac-turers’ home base, two Williams FJ44engines will power this new aircraft,which will seat up to eight passen-gers, feature a cargo door, and have“Pilatus typical” short take-off andlanding capabilities on unpreparedrunways. But all details will be official-ly given on May 21st, on the very firstday of the EBACE Show.

FIGURESDAHER

SOCATAdelivered 38TBM 850s in

2012 (top).Somewherearound the

world, a PilatusPC-12 takes off

or land every84 seconds

(center).

P R E V I E W

Even Leonardo da Vinci would havebeen excited about our technology.Pilatus PC-12 NG. For people with vision.Leonardo da Vinci was ahead of his time. Like him, we believe in the power of vision, and we also have the engineering and

manufacturing expertise to turn great ideas into reality. We have brought Swiss quality, precision, and know-how to bear in turning

our own vision into reality. The result is the Pilatus PC-12 NG, the world’s most popular single-engine turboprop business aircraft.

Find out more about our visions and products at www.pilatus-aircraft.com. Alternatively, please call +41 41 619 62 96 or e-mail

[email protected].

PLEASE VISIT US ATEBACE 2013HALL 7, BOOTH 7031

74 - BART: MAY - JUNE - 2013

PIAGGIO AEREO

Piaggio Aereo recently made its firstChinese delivery of the Avanti II toCAEA Aviation. Its subsidiary FreeSky Aviation will operate this first air-craft, with a second to come. CAEAAviation (Beijing), which businessscope covers business jets trading,MRO and FBO, is the exclusive salesagent of Piaggio P180 in China.

According to John Bingham,President and Chief Executive Officerof Piaggio Aero: “These sales mark aRed Letter day for Piaggio and ourChinese partner as the Avanti II repre-sents a new business choice for

China’s private aviation market, as thisaircraft is 40% more economical than acomparable twin jet because of itslower fuel burn, just less than 100 gal-lons of fuel an hour”.

A total of 218 Avanti I and II havebeen delivered to date on the worldmarket, including 89 in Europe. Lastyear, only five aircraft were delivered,partly due to the problems encoun-tered by Avantair, the US fractionalcompany operating a fleet of 60Avantis. Since it was refunded lastJanuary and plans to renew almost athird of its fleet during the next yearand a half, this will undoubtedly bringnew orders to the Italian manufacturer(now jointly owned by the Ferrari andDi Mase families and MubadalaAerospace/Abu Dhabi and TataLtd./UK/India).

PIPERSix months ago, Piper Aircraft rolled

out its 500th pressurized single-engineturboprop M-Class Meridian. “Themilestone delivery of the 500th PiperMeridian, since first delivery in theyear 2000, emphasizes its enduringvalue proposition even during recentperiods of economic uncertaintyaround the world,” said PiperPresident and CEO Simon Caldecott.“Single-engine Piper turboprops aregrowing in popularity as replacementsfor less economical twin-jets and tur-boprops”. Equipped with advancedGarmin G1000 avionics suite withSynthetic Vision, the Meridian is pow-ered with a Pratt & Whitney Canada’sPT6A-42A. It provides a 1,000 nmrange, 260 ktas cruise speed and flightinto known icing capability.

OUTSIDERSSeveral outsiders are developing sin-

gle-turboprop projects that will mainlycompete with the Piper Meridian, butalso with the future Beech and Cessnamodels if these latter ever come on themarket. Kestrel Aircraft is a new air-plane company based in Wisconsin andled by general aviation entrepreneur,Alan Klapmeier. Based on the originalwork done by Farnborough Aircraft, theKestrel airplane will be a six to eightseat, all composite, single-engine turbo-prop. The idea is to combine highcruise speed and long range, while car-rying large payloads in and out of shortrunways. It will powered by aHoneywell TPE331-14GR flat rated to1000 shp. Calculated range will beapproximately 1,300 NM and cruisespeed 320 kts. Certification could takeplace in about two years. Its price wouldbe around US$ 3M, but the company isstill waiting before accepting deposits.

Epic Aircraft, based in Bend, Oregon,but now owned by Russian MROIprovider Engineering llc, is currentlydeveloping a single-turboprop carboncomposite, pressurized six-seat aircraft,the Epic E1000. The goal is to FAA cer-tify it around 2015. Powered by a 1,200HP PT6-67, it will, according to the man-ufacturer, have a cruise speed of 330 ktsand climb out at 3,000 feet a minute,fully loaded. It should sell for US$ 2.5 to3M. The same aircraft is also offered asa kit in the experimental aircraft catego-ry and its price (US$ 1.95M) includeseverything a builder needs to construct,finish and fly the aircraft. Only thehangar is not provided!

DELIVERYPiaggio Aero

recently made itsfirst Chinese

delivery of theAvanti II,

while Piper rolledout its 500th

Piper M-ClassMeridian.

P R E V I E W E B A C E 2 0 1 3

ÿ

EBACE2014M AY 2 0 , 2 1 , 2 2 , 2 0 1 4

G E N E V A , S W I T Z E R L A N D

www.ebace.aero

Aeroport Lyon-Bron Booth# 664

Located 6 miles from the center ofLyon, second largest city in Franceafter Paris, Lyon Bron is the thirdbusiness airport in France after LeBourget and Cannes. Business avia-tion traffic in Bron is steady, at around7,000 business aircraft movements peryear.

Air BP Booth Booth #759Air BP is the specialized aviation divi-

sion of BP, one of the world’s majorenergy companies.

They are one of the world’s largestsuppliers of both aviation fuels (bothJet Kerosene & Aviation Gasoline) andlubricants (for both turbine and piston-engined aircraft) currently supplyingover 7 billion gallons of aviation fuelsand lubricants to customers across theglobe per annum.

The company is represented ataround 600 airports in over 45 coun-tries, with local offices in almost half ofthese countries. This combination oflocal representation with a global orga-nization enables them to focus on rela-tionships with partners, be they cus-tomers, airport operators or otherthird parties.

As part of the wider BP Group, theydraw upon the company’s wealth ofexperience in project consultancy andfinancing, procurement services,research and laboratory centers, train-ing and emergency response.

ARINC Direct Booth #1200Launched in 2003, ARINC Direct

Business Aviation Solutions was cre-ated to provide private jet owners andoperators with a new level of innova-tion, technology and service. Over2,800 aircraft rely on ARINC Directto deliver a first-class suite of ser-vices in every aspect of BusinessAviation.

Airinc Direct offers a diverse array offlight support services, such asadvanced flight planning and weather,flight following, pre-arranged fuel,international trip support, or one oftheir other services, such as datalinkor satellite communications. With astate-of-the-art Operations Center in

Annapolis, Maryland, ARINC Direct isstaffed by the industry’s best FlightCoordinators, who maintain around-the-clock service to make sure allrequirements are met.

Air Service Basel Booth #1553Air Service Basel has been serving

the general and corporate aviationcommunities since 1967.At its Maintenance Center at theEuroAirport Basel-Mulhouse, a staffof skilled, factory trained techniciansgives Air Service Basel the ability toserve a large range of different aircraftmodels, from single engine pistons tomid-size business jets.

The company offers the completemaintenance service for airframe,electrics, engines and avionics,whether it’s line and base mainte-nance, routine inspections or sophisti-cated repairs or upgrades.

Moreover Air Service Basel’s FBOterminal offers a private VIP passen-ger lounge, pilot’s briefing room andprivate hangar parking, as well ascrew transport, fuel support and cus-toms clearance.

Baldwin Aviation Safety& Compliance Booth # 1753

Founded in 2004 Baldwin Aviationwas developed on the premise thatsmaller flight departments need anddeserve the same level of qualityresources, services and safety man-agement as their multinational coun-terparts. By developing flexible propri-etary software, Baldwin Safety andCompliance is able to deliver a qualitysafety management program tailoredto each flight department while over-coming budget and employee con-straints. Their safety management pro-gram and proprietary SafetyBarometer® are tools that can be usedin any size flight department to moni-tor its safety culture.

Blackhawk Modifications, IncBooth # 1947

Blackhawk is a leader in providingengine performance solutions to theglobal turboprop fleet. With thelargest installed fleet of STC twin-engine turboprop upgrades,Blackhawk is the world’s largest non-OEM buyer of new Pratt & Whitney(P&W) turboprop engines.

One of Blackhawk’s modifications,the XP42A Upgrade Package includesa factory new Pratt & Whitney PT6A42A engine rated at 850 continuousshaft horsepower (SHP). In addition,the package util izes a new, widechord, 100 inch diameter Hartzellfour blade propeller; new compositecowling and high efficiency inlet duct;new 40 percet larger oil cooler; theexisting engine mount with a modi-fied horse collar; new engine hosekit; new Blackhawk HawkeyeDigiLog engine gauges; and newFrakes exhaust stacks. The upgradesignificantly expands Caravan perfor-mance margins, effectively doublingthe aircraft’s rate of climb while usingless fuel.

CRS Jet Spares Booth # 938The goal of the Corporate Rotable &

Supply’s team has been to providebusiness jet customers with a costeffective, high-quality alternative toOEM spares and rotable parts.

Today CRS has grown to be the pre-ferred supplier to Fortune 100 andFortune 500 corporate flight depart-ments worldwide. They have achievedtheir goal by offering a unique balanceof technical expertise, quality productsand a total dedication to customer sat-isfaction, all while maintaining coststhat are significantly below their com-petitors.

Evergreen Apple Nigeria(EAN) Limited Booth # 2135

Evergreen Apple Nigeria, EAN, com-menced operations in July 2011 and isNigeria’s first fully integrated FBO,hangar and maintenance centre forbusiness jets. The terminal provides14,900 square meters of contempo-rary, luxurious facilities which includea VIP lounge, ground handling, crewroom, short stay accommodation,exclusive dispatching, secured hangarand apron parking and aircraft mainte-

76 - BART: MAY - JUNE - 2013

AROUND THE EXHIBITIONP R E V I E W E B A C E 2 0 1 3

BART: MAY - JUNE - 2013 - 77

nance services for executive jets, locat-ed immediately adjacent to Lagos’Murtala Mohammed InternationalAirport.

The hangar facilities are home tonine base clients and regularly wel-come an international charter clientbase. All line maintenance for EASAregistered aircraft is carried out byEAN partner MCM. EAN also runsWings Restaurant, a sushi and conti-nental restaurant, which is located inthe penthouse of the facility over-looking the airport and launchedWings In-Flight in June 2012 to pro-vide on-airport inflight catering ser-vices.

Euro Jet IntercontinentalBooth #1659

Euro Jet Intercontinental is theworld’s leading provider of both flightand ground support services. Theycoordinate aircraft logistics at 175worldwide stations in 29 countries.

They can provide ground handlingsupport, permits, fuel, flight planning,hotel arrangements, crew transporta-tion, and catering. They also providecredit and pre-payment. Euro Jet han-dles 8,000 flights a year on ExecutiveJets, Commercial, Cargo, and Militaryaircraft. Their 24/7 OperationsControl Center and over 200 staff areready to assist anytime.

ExecuJet Aviation GroupBooth # 851

The ExecuJet Aviation Group offers adiverse range of services includingpre-owned and new aircraft sales, air-craft management for private and com-mercial registered aircraft, aircraftcharter, aircraft maintenance, aircraftcompletions management and fixedbase operations.

ExecuJet manages 150 business jetsworldwide under the most stringentsafety standards. Its commercial fleetis operated under the regulatoryumbrella of seven regional civil avia-tion issued air operating certificates(AOCs).

Jet Support Services IncBooth # 1251

Founded in 1989, Jet SupportServices, Inc. (JSSI) is the world’slargest independent provider of hourlycost maintenance programs for air-craft engines and airframes. JSSI pro-vides i clients with comprehensive and

flexible financial tools for managingthe often unpredictable costs of oper-ating and maintaining nearly all typesof turbine-powered aircraft, includingjets, turbo-props and helicopters. JSSIserves clients around the world bymanaging maintenance servicesthrough its international network ofTechnical Advisors.

StandardAero Booth # 2047

Founded in 1911, StandardAero hasbecome one of the world aerospaceindustry’s largest independent mainte-nance, repair and overhaul (MRO)providers. The company’s success isthe outgrowth of the synergistic merg-er of businesses with complementaryspecialties that have exponentiallyincreased our capabilities and generat-ed unprecedented customer commit-ment and value.

Now a part of Dubai AerospaceEnterprises, an international corpora-tion with interests in aircraft leasing,MRO and aviation IT solutions,StandardAero offers extensive MROservices and custom solutions for busi-ness aviation, commercial aviation,military and industrial power cus-tomers in more than 80 nationsaround the world. More than 4,000professional, administrative and tech-nical employees work in a dozen majorfacilities in North America, Europe,Asia and Australia, with an additional14 strategically located regional ser-vice and support centers.

TAG Aviation Booth # 344

In Europe TAG Aviation has fullyintegrated flight operations in Geneva,London and Madrid, they are a leaderin private and business aviation serv-ing the global aviation market with air-craft charter, management, mainte-nance, FBO / Handling, aircraft com-pletion services as well as acquisitionand sales. Moreover, TAG Aviationsimplifies the complexity of private jetmanagement for owners with uniqueturn-key solutions for each aircraftmanagement services client.

Vector Aerospace/SECABooth #1647

From facilities in Canada, the UnitedStates, the United Kingdom, France,South Africa and Australia, Vector’semployees serve a global customerbase consisting of private and com-

mercial operators, government agen-cies and defense departments.

Their service portfolio includes sup-port for various types of turbineengines, dynamic components, struc-tures and avionics.

Vector Aerospace holds approvalsfrom some of the world’s leadingOEMs including: AgustaWestland,Boeing, Sikorsky, Rolls-Royce,Eurocopter, Pratt & Whitney Canada,General Electric, Turbomeca, SagemAvionics, Rockwell Collins and manyother manufacturers and suppliers.

RUAG Aviation Booth# 1071The RUAG Group is an internation-

al aerospace and defence technologycompany with production sites inSwitzerland, Germany, Sweden,Austria, Hungary and the UnitedStates. It currently generates morethan half of its net sales — 53% —outside the Swiss domestic market.Innovative products and services ofoutstanding quality form the basis ofRUAG’s worldwide success. RUAGthus invests around 8% of its rev-enues in research and development.It collaborates closely with interna-tional technology partners includingAirbus, ASML, Astrium, Boeing,Bombardier, Dassault, the EuropeanSpace Agency (ESA), Hilti, Krauss-Maffei Wegmann and Rheinmetall.

Universal Weather and AviationBooth # 363

Universal Weather and Aviation,Inc. was founded in 1959 by formerAir Force meteorologist and networkweatherman Tom Evans, who had avision to provide a service no oneelse in the world ever had before –customized weather forecasting forBusiness Aviation. That initial visionwould continue to grow over the fol-lowing half century. As BusinessAviation flourished and grew, thecompany evolved adding new ser-vices and solutions to meet thechanging and ever-growing needs ofthose who utilize Business Aviation,regardless of their base of operationsor whether a trip is 300 or 3,000miles.

Today, they have grown from hum-ble beginnings into a global BusinessAviation trip management companywith 47 locations in 20 countries andover 1,700 employees worldwide.

ÿ

There was a sense of guardedoptimism at the Heli-Expo showin Las Vegas with several signsthat the global helicoptermarket is starting to rev upagain. Rick Adams reports.

M ajor aircraft orders, a recordattendance, some new modelsand upbeat forecasts at the

Helicopter Association International(HAI) Heli-Expo conference in LasVegas in March suggested that therotary market may be generatingsome lift again.

The two blockbuster announcementswere orders for 30 aircraft each bylessor Milestone Aviation Group andAir Medical Group. Dublin, Ireland-headquartered Milestone, which hasgone from a startup in 2010 to morethan US$1 billion in leased heli-copters, ordered 23 Sikorsky S-92models plus 7 S-76Ds. Air Medicalbought 24 Bell 407s and 6 Bell 206Ls.Milestone also contracted withEurocopter for 14 EC-225s and 5 EC-175s.

Eurocopter landed another sizeableorder from the largest global heli-copter operator, Bristow, which willbecome the US launch customer forthe EC-175 (the first with the newHelionix avionics suite). Bristow hasnow inked firm orders for 29 of the air-craft, which it helped design, accord-ing to Eurocopter President and CEOMarc Paganini. A prototype hasalready flown from Bristow’s NewIberia, Louisiana, operating base to anoffshore platform in the Gulf ofMexico.

Overall, each of the four majorOEMs – AgustaWestland, Bell,Eurocopter and Sikorsky – revealedabout 40 firm purchases each of themore than 200 aircraft announced atthe show.

Honeywell’s annual forecast updateindicated strong demand for new civil-ian-use helicopters over the next threeyears – about 1,000 aircraft per year –attributed to replacement of agingfleets, changes in operational require-ments and twin-engine regulations.Honeywell VP of aftermarket sales,Brian Sill, said the renewed buyer con-fidence is coming primarily from thecorporate, oil and gas and utility mar-kets. Shanghai consulting firm Avia-Tek predicted 65 deliveries in Chinathis year, growing the overall fleet to435, primarily “intermediate, twin-tur-bine and heavy lift” models. EuropeanOEMs AgustaWestland andEurocopter lead the turbine market,for which search-and-rescue is theChinese government’s priority.

Meanwhile, employment informationprovider JSfirm said 85% of BusinessAviation companies surveyed plan tohire this year, including 23% by heli-copter operators. But they cautionedthere may be a deficit of qualifiedapplicants. Inadequate training, experi-ence and high salary expectations arethe caveats.

Bell was demonstrating a simulatedcockpit for the fly-by-wire Relentless525, announced a year ago at Heli-Expo and targeted for first flight in2014. Bell also displayed the new glasscockpit for the 412EPI, which provideswide area augmentation system(WAAS) approach capability, amongother features, and its 429 variant withwheeled landing gear. Eurocopteranticipates a 13% increase in deliveriesin 2013, and unveiled the new light,twin-engine EC-135T3/P3 model withlonger main rotor blades and betterhot/high performance.

New CEO Daniele Romiti empha-sized AgustaWestland’s profitability,despite parent Finmeccanica’s well-publicized financial troubles. The com-pany is expecting certification of theAW189 this year and the AW169 nextyear.

Sikorsky celebrated its 90th year,and President Mick Maurer predicteda “tailwind” in 2013 with the S-76D inproduction and a US$1.5 billion back-log for the S-92. About 75% ofSikorsky’s commercial business isfrom the oil and gas sector, and deep-er-water drilling is driving demand forlonger-range aircraft.

HAI enjoyed its sixth consecutiveyear of growth with 20,393 attendeesand 736 exhibitors. The European

78 - BART: MAY - JUNE - 2013

ROTARYOPTIMISM RISING

ORDERSEurocopter (left)

secured asizeable orderfrom Bristow.

HAI PresidentMatt Zuccaro

(right) isoverjoyed with

the growth ofHeli-Expo.

R E P O R T H E L I - E X P O

Helicopter Association revealed thatinterest in this year’s expanded Heli-Tech (September 24-26 in London) isrunning about 10% better than lastyear.

Supplier AnnouncementsThere were also plenty of supplier

announcements at the show too, JSSIannounced new airframe mainte-nance programs for Eurocopter EC-135 and -145 series aircraft, “coveringvirtually every part, component,assembly and system,” excludingengines. (Engine coverage can beincluded as part of a Tip-to-Tail pro-gramme.) Universal Avionicsannounced a partnership with MDHelicopters to develop a new flightdeck for the MD Explorer. Synthetic

vision, enhanced moving maps, sys-tem displays, electronic charts andchecklists are part of the baseline forthe single-pilot IFR-capable flightdeck. Michelle James, Director ofMarketing and Communications,said, “We are very optimistic foropportunities in the helicopter mar-ket, both from an OEM and retrofitaspect.” Garmin revealed touch-screen GPS/navcoms optimized forhelicopters. The GTN series, with 2.5-arc second terrain resolution,“reduces nuisance alerts at low lev-els,” claimed Joe Stewart, regionalsales manager for Latin America andthe US Southeast. And finallyStandard Aero was selected byRolls-Royce to become an AuthorizedRepair Maintenance and Overhaul

Center (AMROC) in support of theRR300 engine at its Winnipeg,Canada and Singapore locations.Standard Aero received Rolls-Royceawards for total quality, customer sat-isfaction and M250 program invest-ment.

There was a bit of unplanned excite-ment the evening before the showopened. As UTC Aerospace was prepar-ing to demonstrate a fast-line from aUH-1H (with more than 70 users groupdelegates watching plus two televisioncrews), the Las Vegas MetropolitanPolice crew received an emergency callto assist an injured hiker in the RedRock Canyon, about 20 miles west ofLas Vegas. End of demo, back to reali-ty. Vegas police average more than 125search-and-rescue missions a year.

MOMENTUMMick Maurer(Right),President ofSikorsky AircraftCorporation,predicts atailwind in 2013.Joe Stewart,Garmin RegionalSales Managerfor Latin America(Left) revealingtouch-screenGPS/navcomsoptimized forhelicopters.

80 - BART: MAY - JUNE - 2013

Rotary wing training is currently domi-nated by three major players:Flightsafety International (FSI), CAE,and training in the aircraft.

In-flight training, the accepted defaultbefore the recent advent of moreadvanced, less expensive flight simula-tors, accounted for nearly 23% of acci-dents of the more than 500 accidentsanalyzed from three years of data (2000,2001 and 2006) by the InternationalHelicopter Safety Team (IHST). High-risk missions such as search-and-res-cue, emergency medical, and lawenforcement, surprisingly, were all verylow on the scale, 2.5% or less each.

Of the top 6 ways to reduce helicopteraccidents, 5 of the IHST’s recommenda-tions involve training: autorotation,advanced maneuvers, critical issuesawareness, aircraft performance andlimitations, and emergency procedurestraining.

FSI and CAE are running neck-and-neck to deploy more helicopter flightsimulators and high-end flight trainingdevices. By the end of 2014, each train-ing company expects to have more than20 simulators in key locations aroundthe world.

“We have made significant invest-ments in helicopter training since 2006,”said Steve Phillips, Vice President,Communications, for New York-basedFSI. At the HAI Heli-Expo conference inLas Vegas in March, FSI and Sikorskyannounced plans for six new S-76 and S-92 civil market simulators to be posi-

tioned in Norway, Brazil, SoutheastAsia, and the Southeast United States …not coincidentally major offshore oil andgas FSI offers 15 rotary trainers current-ly, including AgustaWestland, Bell,Eurocopter and Sikorsky models, attraining centres in Farnborough UKand in the US in Florida, Louisiana,Texas and Arizona. All of the devicesfeature VITAL X visual systems, whichPhillips explained are “optimized fortraining low-level flight operations, offerincreased scene content, vastlyimproved weather features, andenhanced levels of detail for optimumcueing.”

FSI and Pratt & Whitney Canada arealso partnered on engine maintenancetraining at 12 locations worldwide.Flightsafety also announced at Heli-Expo that its Eurocopter AS350 devicein Tucson, Arizona now features simu-lated night vision goggle training.

CAE’s Rob Lewis, the company’s newVP for Business Aviation, helicopterand maintenance training, sees the heli-copter market growing about 8.5% ayear for the next 5 years – “better thanthe outlook in Business Aviation.” Hesaid the emphasis for more pilot train-ing “is coming from the customer, theend user, particularly the oil and gassector. They are requiring more train-ing being done in the simulator.”

Lewis indicated CAE is “talking withthree large fleet operators” about thekind of partnership deal the Montreal,Canada-based company struck with

CHC Helicopters two years ago. CAEacquired CHC’s training resources andis responsible for training more than2,000 pilots and maintenance engineersannually. At Heli-Expo, CAEannounced that its subject experts haveaugmented initial and recurrent pilottraining by integrating offshore ele-ments such as checklists, standardoperating procedures and other opera-tional requirements into the curriculafor various Eurocopter and Sikorskymodels.

CAE, too, is on a deployment binge. InNovember they placed the first two full-motion CAE 3000 Series full-flight simu-lators, S-76C++ models in Sao Paulo,Brazil (a joint venture with anchor cus-tomer Lider) and Zhuhai, China (attheir JV with China Southern Airlines).Five additional devices have beenannounced for the next two years,including the first AW189, an AW139,an EC-225/S-92 combo, and two S-92s.Lewis noted, “It makes sense to out-source training to someone like CAE.We keep the training material updatedwith the regulatory changes, we usuallyhave three or four of the simulator typesavailable, and the operator can use theircapital in their core business.”

CAE’s maintenance training approachis a “mobile classroom” of bringingtraining near to the operator’s location.Lewis said they have more than a dozensuch locations around the world.

EXPANSIONCAE (top)

expects to have20 helicopter

flight simulatorsin key locations

around the worldby the end of

2014.

R E P O R T H E L I - E X P O

ÿ

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VISIT US AT EBACE 2013BOOTH # 931

By Pau l Walsh

2013 saw the Business AirportWorld Expo move back toFarnborough, where frankly,the event belongs, and whereit�s likely to stay for futureinstallments.

S ure, Farnborough will nevermatch Cannes for style or luxury.But you’ve got to wonder about

some of the people at last year’s expoin Cannes – were they there to work,or just to lie on the beach? At least atFarnborough visitors don’t go for theweather: it’s all about business, withthe focus being on developing relation-ships, building profiles and findingopportunities.

For expo organizers UKIP, puttingon an event in their own backyardmakes more sense too and this year,in contrast to last, everything wassmoothly arranged with few com-plaints from exhibitors.

International AppealCertainly, BAWE lived up to claims

of being an international expo; amongthe 130 exhibitors there were repre-sentatives from the USA, Malta,Germany, Iceland, France, Italy, not tomention the UK. In all, exhibitorscame from some 33 countries – evenPakistan was represented thanks to alarge booth from flight support ser-vices company Avicon.

“We think the World Expo is anideal event for us as it is so specific toBusiness Aviation,” said SyedWahabuddin, CEO, Avicon. “A goodproportion of our business opportuni-ties can be found here and we use theshow to enhance our customer base.It also provides us with the opportuni-ty to meet other service providers anddiscuss issues in the market.”

Sticking with the internationaltheme, Segun Demuren, ofEvergreen Apple Nigeria (EAN) wassimilarly upbeat: “BAWE is a greatway to network and let people knowwe’re alive. It is a good place to catchup with our partners and see what ishappening in the industry. It is anexciting time for Nigeria in theBusiness Aviation industry and visi-tors to our stand are very interestedin what is going on and how they canbe a part of it.”

Indeed, EAN had plenty to informtheir customers about. They’vereceived Approved MaintenanceOrganization (AMO) certificationfrom the Nigerian Civil AviationAuthority meaning they can under-take wheels and battery service provi-sion on a wider variety of Nigerianregistered aircraft types. Just follow-ing the show they were selected byAvjet Routing to serve as its preferred

ground Nigerian handler. And finally,they’ve launched their own NigerianBusiness Aviation conference to beheld Tuesday, 7 May, 2013.

“Nigeria is such an important coun-try for the growth of BusinessAviation in Sub-Saharan Africa itseemed essential that we addressedat an early stage the issues affectingits growth in a single event,” com-mented Segun Demuren, CEO ofEAN. “We are looking forward to wel-coming Nigeria’s most influentialbusiness executives who will have anopportunity to discuss at first handwith the regulatory bodies, banks andlawyers issues that are currentlystalling development.”

In other African developments atBAWE, Bestfly Flight Supportannounced its new state-of-the-arthangar currently being constructed atLuanda International Airport inAngola.

The 2,400m² facility will be the firstof its kind in the country and willoffer visitors to Angola a safe andsecure place to store their aircraft.The company has investedUS$800,000 in the new facility, whichwill be fully closed and will be able toaccommodate up to seven private jets.It will also provide all the latest equip-ment for light maintenance services.

82 - BART: MAY - JUNE - 2013

BACK ON HOME TURF

HOMEWARDThis year the

Business AirportWorld Expo

moved back toFarnborough for

a smoothlyarranged,business-

focused event.

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

BART: MAY - JUNE - 2013 - 83

Europe and the Middle EastCloser to home, Jet Aviation had a

booth at the show, where FrankKusserow, Jet Aviation’s Head of FBOservices for EMEA & Asia, spokeenthusiastically about the company’splans for further FBO expansion andits desire to maintain its focus onbeing a service-led organization. Oneexample of this tendency is in Dubai,where Jet Aviation recently opened anew FBO facility at the WorldCentral’s Al Maktoum InternationalAirport.

“This is all about meeting our cus-tomers’ needs at both international air-ports in Dubai,” says Michael Rucker,vice president and general manager atJet Aviation Dubai. “We welcome theopportunity to support aircraft andpassengers.”

Another company on the rise isEuro Jet who spoke of their newhangar facility at Prague’s Vaclav

Havel Airport in the Czech Republicthat includes 1,500m² for aircraft stor-age and an additional 300m² for officespace and long-term storage.The hangar can accommodate aircraftup to the Gulfstream V series or mul-tiple Citation Jets and is fullyenclosed and heated. It also has anarea for the crew and is under 24-hour security.

Euro Jet also offers a complimenta-ry crew lounge in Terminal 3, dedi-cated ground support agents, and acrew car. Additionally, it has dis-counted towing at the airport andnegotiated hotel rates at top Praguehotels.

Of course expansion doesn’t have tobe about new hangers and parkingspaces. Italian group SKY Services areexpanding their technological supportwith the launch of its Sky Guide and I-SKYSERVICES mobile app that will

provide customers with all the infor-mation they need when flying into oneof the company’s Italian FBOs.

The new products provide informa-tion on the services available at a par-ticular FBO in the network as well as aguide to local restaurants, shops, mon-uments and attractions in the sur-rounding area. The guide is currentlyavailable for eight of SKY Services’locations, but it will be extended to afurther 11 airports and then to thewhole of Italy.

“Sky Guide is a complete guide onhow to reach our locations, the historyof the area, monuments and events forthe surrounding area,” explainedClemente de Rosa, managing director,SKY Services. “This is also availableon our app with localized functions. Ibelieve this is the first of its kind inEurope and is great for our customers,85% of which are from outside of Italy.”

Airport GrowthMoving on, Cambridge Airport had

plenty of explaining to do given thesweeping changes that have takenplace at the organization. First therewas the creation of JETabiliy, a newall-encompassing aviation services unitwhich brings together the manage-ment of Cambridge Airport, and thenewly-launched ‘one call, one team’JETability business.

Aviation services will be headed bySteve Jones as managing director whosees his remit broadened to includeCambridge Airport.

And it certainly seems thatCambridge is in safe hands given theexperience Jones has in steering thegrowth of regional airports – in theUK he was Managing Director ofOxford Airport for ten years and inthe Middle East he was GeneralManager of Al Bateen Executive

BUSYThere was fullbusiness tobusiness activityaround theexhibitionbooths, withexhibitorspromoting theirservices.

84 - BART: MAY - JUNE - 2013

Airport, the first and only dedicatedBusiness Aviation airport in theMiddle East.

It’s worth noting that Cambridge’sgrowth didn’t stop with the formation ofJETability –in the weeks following itacquired 100% of the share capital ofFlairJet Ltd, the London Oxford Airport-based aircraft management and chartercompany.

Speaking of expansion, Vipport fromMoscow and JetPort from St.Petersburg were also present. Indeedon March 6th JetPort announced that itsnew Center for Business AviationPulkovo-3 had officially opened itsdoors for domestic flights, offeringclients a full spectrum of services,including pre-flight security, customscontrol and passport control.

Shannon Airport was present too, pro-moting what their US preclearance ser-vices can offer for travelers heading forthe US. Indeed, as Universal Weatherand Aviation points out, it’s now possi-ble to pre-clear at Shannon (EINN) inabout half the ground time that wasrequired previously and without, inmost cases, shutting down all aircraftsystems.

Of course the Business Airport WorldExpo wasn’t just about airports, a hand-ful of suppliers and technology compa-nies were there too. Rockwell Collins isa case in point and was demonstratingits new Skybox, which allows passen-gers to play any content stored in thesystem’s library on up to 10 Apple iOSdevices. Passengers can also streammovies, photos or business documentsfrom their devices to cabin displays.

It was just another example of the inno-vation on display at Farnborough and asthe Business Airport World Expo drewto a close, show organizers sounded con-fident that we can expect another suc-cessful event in 2014. “We were delight-ed with the quality and quantity of atten-dees this year,” said Graham Johnson,Managing Director at UKIP Media &Events. “You could see business beingdone throughout the exhibition hall. Theshow has been so successful thatBusiness Airport World Expo 2014 willbe returning to London Farnboroughnext year on March 19-20 2014…. and I’dbe very surprised if we don’t see at least2,500-3,000 attendees.”

OPPORTUNITYBuilding

relationships,convincing the

right prospect orattending

conferences areamong the

opportunities onhand at BAWE.

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

ÿ

By Bernard F i tzs imons

Non-traditional export markets,notably the so-called BRICcountries and China inparticular, have become afocus for business jetmanufacturers� sales efforts.Support provision isconsequently expandingrapidly.

B urgeoning business jet fleets inthe growth economies of Brazil,Russia, India and China have

spurred manufacturers to add localsupport operations for the new air-craft. The last year has seen theannouncement of new or planned ser-vice centers in China by Beechcraft,Cessna, Dassault, Embraer andGulfstream, as well as several more inthe other BRIC countries, Africa andthe Asia Pacific region.

Since the beginning of 2012Bombardier has appointed new busi-ness jet authorized service facilities orline maintenance facilities in Qatar,Lagos, New Delhi, Shanghai andTianjin. The latest is in Brazil, whereMaga Aviation at Sao Paolo’s Campodos Amarais airport has become anASF for Learjet 40, 40 XR, 45 and 45XR. In Lagos, ExecuJet Nigeria hasbeen made an LMF for the Challenger300, 604 and 605, Global 5000 and6000, Global Express and GlobalExpress XRS.

This year the company plans to openits new factory owned and operatedservice center in Singapore. The build-ing is progressing well, says Mark

Masluch acting supervisorCommunications & PR, BombardierCustomer Service. He adds that thecompany has already hired many ofthe technicians it needs, includingmaintenance and operations man-agers. They are gaining experience inthe North American network beforereturning to Singapore.

“If you look at the market share thatBombardier has gained, it’s reallygrowing quickly outside of NorthAmerica and we’ve stepped on theaccelerator in terms of deploying ser-vice personnel,” Masluch says.“We’re going to be there with bricksand mortar ahead of the influx of newaircraft.”

Along with the new facilities, therehas been a parallel emphasis on boththe distribution and the pricing ofparts. Bombardier’s Dubai parts depothas been enlarged, and the Frankfurtwarehouse has been upgraded to fullhub status.

`”There’s been a huge shift in partsavailability and transaction opportuni-ties for customers,” says Masluch ofthe new hub, which is now able toaccept customer part returns and partexchanges, certify parts and receiveshipments direct from vendors. Theresult should be reduced turn time forunits, and increased parts availabilityfor customers in Europe, the MiddleEast and Africa. There will be a thirdhub in the Asia Pacific, whereBombardier already has parts depotsin Singapore and Hong Kong.

“At this point we have 10 depotsworldwide and it’s really importantthat we get more no-go and MEL partsin each depot in the region,” Masluchcomments. “It used to be that youcalled us, we had a part but it wasn’tnear you. Now more and more you callus, we have a part and it’s in the depotthat’s closest to your base of opera-tions.”

Meanwhile, he says, the price match-ing scheme for rotable and consum-able parts that Bombardier launched

86 - BART: MAY - JUNE - 2013

MANUFACTURERS RAMPUP CUSTOMER SUPPORT

BOOSTFurtheringsupport inemerging

market:Execujet Africa

(top).Bombardier

Singapore SC(center).

O E M C U S T O M E R S U P P O R T

MAINTENANCEMATTERS

BART: MAY - JUNE - 2013 - 87

in 2011 has received some good feed-back from customers. And since thebeginning of 2013 all parts come witha two-year warranty: “We won’t consid-er the warranty period on the pricematching for a competitor’s part. So ifyou’re priced at $X with a one yearwarranty we’ll give you that price ontop of offering you the two year war-ranty, we won’t factor that into theprice matching.”

BRIC buildingChina has become Gulfstream’s top

export market, and the start of opera-tions last November’s at GulfstreamBeijing made it the first business jetOEM to offer factory service in thecountry. Gulfstream Beijing, a joint ven-ture with Deer Jet, Asia’s biggest busi-ness jet operator, and its fellow HainanAirlines Group subsidiary, HainanAviation Technik is backed by parts andmaterials worth more than $50 millionat warehouses in Beijing, Hong Kongand Singapore.

Gulfstream has also opened its ownmaintenance facility at Sorocaba inBrazil, where the former Jet Aviationfacility has been rebranded GulfstreamBrazil. There is a bonded warehouse atSorocaba with $1.5 million in parts, plusinventory worth more than $9 million atSao Paolo Cogonhas.

Support operations in the UnitedStates are continuing to grow.Gulfstream has added staff at itsDallas service center and itsBrunswick, Georgia, completions cen-ter as well as the Westfield,Massachusetts, service center, wherea new 11,600-sq m hangar is due toopen in the second quarter of 2013.

Dassault has targeted all four BRICcountries. Its Brazil service center at SaoPaolo Sorocaba airport, which becameoperational in 2009, was the first compa-ny-owned Falcon service center outsideFrance and the US. This year should seethe addition of a new ASC at MoscowSheremetyevo, augmenting the existingsatellite service center at Vnukovo.

To support the 20 or so Falconscurrently operated in India and oth-ers due for delivery over the nexttwo years, Dassault has expanded itsFalcon liaison office in New Delhiand authorized charter operator TajAir to establish a line service stationat Mumbai’s Chhatrapati Shivaj iInternational Airport. The facilityprovides scheduled and unscheduledmaintenance and inspections for theFalcon 2000 and 2000DX/EX/LX andis a base for spare parts inventory.Air Works India in Mumbai is aFalcon 900EX ASC. ShanghaiHawker Pacif ic at the city ’sHongqiao International airport isDassault’s new ASC in China, with afocus on the Falcon 2000EX EASy,900EX and 7X. “The Indian market isbecoming more conducive to consis-tent growth and the investments inour support network will place us inan excellent position to benefit in thefuture,” Dassault Falcon presidentand CEO John Rosanvallon said inFebruary.

Embraer, itself one of the emblemsof Brazil’s emergence as an economicpowerhouse, is building its own newexecutive jet service center inSorocaba. Due to open in the secondhalf of this year, it will reinforce theexisting service center in São José dosCampos and ASCs at Belo Horizonte,Brasilia, Curitiba and Goiânia.

Further afield, ExecuJet Haite inTianjin, a joint venture betweenExecuJet and Tianjin HaiteEngineering, has become Embraer’sfirst ASC in China, where it will pro-vide line and base maintenance for theLineage 1000 and Legacy 500/600.ExecuJet Middle East in Dubai hasexpanded its provision to include

EMERGINGGulfstreamSorocaba Brazil(top).Dassault growingits footprint inMoscowSheremetyevo(center).

88 - BART: MAY - JUNE - 2013

Lineage 1000 line maintenance. And inIndia Air Works is expanding its main-tenance capability for the south of thecountry at Hosur. Last year saw thecreation of a spare parts depot inBangalore.

Comlux Aviation Service inIndianapolis has become the first inde-pendent Lineage 1000 service centerin North America, as well as a Legacy600/650 ASC. The approval coversscheduled and unscheduled mainte-nance, avionics, structural repairs andinterior refurbishment. Further USsupport comes from a new UPS-oper-ated distribution center in Las Vegas,which is part of the manufacturer’seffort to provide same-day deliveries ofparts to customers and service centersthroughout North America.

Ensuring support for new models isanother focus for Embraer. Well aheadof next year’s scheduled service entryof the new Legacy 500, Embraer hassigned MoUs with 17 service centersaround the world to support the newmidsize jet. The strategy is to haveproduct support in place world widebefore the new type enters service.

ASC perspectiveDuncan Aviation is an ASC for

Bombardier, Cessna, Dassault, andEmbraer aircraft, as well as for severalengine, avionics and accessory OEMs.

“Being an authorized service centerfor an airframe OEM assures the oper-ator that the service facility has therequired training, tooling and spareparts to support the aircraft,” says vicepresident sales John Slieter. An ASCwill also have a direct line to the OEMfor engineering support.

“We value our relationships withmanufacturers for many reasons,” hesays, “and over the last several years,we have developed even better rela-tionships with many of them. Forexample, we have technicians andexperts who sit on some OEM adviso-ry boards, providing feedback and sug-gestions. We have developed greatworking relationships with several,

assisting them with engineering, paintand interior services as needed.”Duncan strongly believes that develop-ing these relationships “improves theindustry and the products and helpsus serve our mutual customers withthe best in quality, time and service.”

On the other hand, Slieter says,Duncan has always exceeded the mini-mum training hours and invests heavi-ly on tooling, even for service for air-craft that are not covered by ASCagreements, such as Gulfstreams,Hawkers and Global Expresses. A newGulfstream-dedicated airframe team iscurrently being recruited at Lincoln,complementing the established teamat Battle Creek.

SERVICESorocaba

Embraer JetService Center

(top).Comlux Aviationservice Lineage

Service center inIndianapolis

USA (center).

O E M C U S T O M E R S U P P O R T

MAINTENANCEMATTERS

BART: MAY - JUNE - 2013 - 89

“Although we value our OEM partner-ships and believe that supporting eachother in service to our mutual cus-tomers is best,” he considers, “it can besaid that there are advantages in nothaving an ASC agreement. For exam-ple, Duncan Aviation can now use PMA[parts manufacturing approval, or non-OEM] replacement parts for Hawkeraircraft. This is something that manyoperators prefer because they see PMAparts as a greater value, but using themwas against our previous ASC agree-ment. In addition, for Gulfstreams andHawkers we are now more free to useindependent DERs [designated engi-neering representatives] for design andapproval of non-warranty airframerepairs.”

Hawker Beechcraft’s decision lastyear not to renew Duncan Aviation’sASC agreement after 13 years was dis-appointing both for the company andits customer base, he says. “However,we have and will continue to providetop-quality services to Hawker opera-tors for years to come.”

The company is making sure it hasthe facilities to do that. Last yearDuncan added a new 4,200-sq m painthangar for large and ultra-large at itsLincoln, Nebraska, base. This year it isscheduled to add two new 3,700-sq mmaintenance bays, plus extensive addi-tional office and back shop accommo-dation. The Provo, Utah, base Duncanopened in 2010 is also set for expan-sion. A Bombardier and Embraer ASC,the Provo facility has added buildingsand capabilities, and further expansionis planned.

At Battle Creek, Michigan, mean-while, where Duncan has seen agrowth in visits by larger airframessuch as Globals and the biggerFalcons and Gulfstreams, new storageis planned to increase hangar through-put. The facility is within non-stoprange of Europe, and the company isalso targeting new business fromSouth American operators. Additionalavionics satellite shops are planned,too, building on the existing networkof more than 25 locations.

Hawker SupportThe post-Chapter 11 Beechcraft may

have ditched the Hawker product linebut it remains committed to supportingthe aircraft through its 10 facilities inthe US, Mexico and UK and 90-plusASCs.

The latest factory service centeropened in September in Monterrey,Mexico. As well as maintenance, repairand modification of airframes, enginesand avionics, it offers interior modifica-tions and includes the first dedicatedpaint facility in Mexico for general avia-tion. Two months earlier the companyopened a new northeastern US regionalservice center with 3,700 sq m ofhangar space at Wilmington, Delaware.

There are also new Beechcraft ASCs inBrazil and China and a parts warehousein India. In Brazil, Premium Jet AircraftMaintenance in Curitiba has become anASC for the Hawker 125 and Model 400series. Shanghai Hawker Pacific hasbecome the company’s first ASC in main-land China, while the new parts ware-house in India is operated by Airworks inBangalore. Harrods Aviation at LondonLuton has become a limited service cen-ter to support the Hawker 750, 800,800XP, 850XP and 900XP.

The Asia Pacific region has seen theaddition of new Cessna support facili-ties. The joint regional service center

opened last year by Cessna and fellowTextron subsidiary Bell Helicopter inSingapore’s Seletar Aviation Park isplanned to carry out training, cus-tomization and completions as well asMRO. In China, established Citationoperator Beijing Dingshi GA TechService Center has become an autho-rized service facility for the Citation X,XLS+ family and Sovereign, and thereare plans to authorize ShanghaiHawker Pacific as a Citation Sovereignfacility.

In Europe, where there are morethan 1,000 Citations, Cessna hasopened a new service center inValencia, Spain, and brought some

existing service facilities in house. TheValencia service center has 5,800 sq mof hangar space and is intended to ser-vice customers in North Africa as wellas western Europe. The former KinchAviation Services at DoncasterSheffield airport has become the UK’sfirst Citation service center, andCessna has acquired the Jet AviationMRO facilities in Zurich and inDüsseldorf, Germany: they offerrepair, maintenance, overhaul, refur-bishment and customization servicesfor both Citation business jets andother manufacturers’ aircraft alreadymaintained there.

GROWTHWithin non-stoprange fromEurope,Duncan isexperiencing agrowth in visits bylarge airframes.ÿ

Does Embraer�s recentdecision and opening of anew, state-of-the-artmanufacturing facility inPortugal signal a new era ofaviation manufacturing inEurope? Or is it merely anexception to the general rulethat Europe tends to regulateaway new investmentopportunities.Nick Klenske explores what wasbehind Embraer�s decision toturn towards Europe and looksat the pros and cons of Europeas an import/export destination.

I t was back in 2008 – pre-crisistimes – when Embraer made theannouncement that it was set to

implement two new industrial unitsdedicated to manufacturing complexairframe structures, one focused onmetallic assemblies and the other oncomposites, in Évora, Portugal. It wasa much publicized event, attractingPortuguese Prime Minister JoséSócrates Carvalho Pinto de Souza andthen President of Brazil Luiz InácioLula da Silva.

“We are pleased to announce newinvestments in Portugal, which repre-sent another important strategic steptowards improving Embraer’s produc-tivity and competitiveness, while alsosupporting the company’s growth andits global presence,” said FredericoFleury Curado, Embraer President &CEO. “We firmly believe that thesetechnological state-of-the-art opera-tions will represent an important con-tribution to the region of Évora, aswell as to Portugal and to theEuropean Union – one of our largestand most important markets, both forour supplies and aircraft sales and ser-vices.”

The reasons behind Évora’s selec-tion were many, including the poten-tial it offered for access to qualifiedlabor, logistical infrastructure andexistence of a technological centerdedicated to aeronautics. At the timethe facilities represented an estimatedinvestment of 100 million (metallic)and 48 million (composites) over thecourse of six years, according to theirrespective implementation schedules.

Needless to say, a lot has happenedsince that announcement in 2008,including the global recession and the

more recent (and ongoing) Euro cri-sis, and the opening of the twoCenters of Excellence, which occurredin September of last year.

“Today’s opening of Embraer´s firstfactories in Europe is a key step in ourindustrial strategy,” said Curado,Embraer President & CEO during theribbon cutting ceremony. “These twoCenters of Excellence combine themost advanced technologies and man-ufacturing processes in both metallicand composite airframe construction,and we are sure they will provide a rel-evant contribution to the developmentof the Portuguese aerospace industry.”

The Immediate BenefitAlthough there are many who ques-

tion Europe’s vitality as a manufactur-ing destination, Embraer’s decision ishaving an immediate and direct effect– at least on the development of thebadly beaten Portuguese economy. Infact, once the jealous neighbor toSpain’s thriving aerospace sector(which has long been developing partsfor Airbus and Eurocopter), Portugal’saviation sector is now a bright spot inthe otherwise dull economic land-scape.

90 - BART: MAY - JUNE - 2013

EUROPE AS A MANUFACTURING HUB

INVESTMENTEmbraer's

investment inPortugal might

be the start of afactual European

aviationmanufacturing.

T H E D O C K E T R E G U L A T I O N I N E U R O P E

BART: MAY - JUNE - 2013 - 91

Many see Embraer’s investment ashaving both a symbolic and economicmultiplier effect, finally givingPortugal the status of an aerospacemanufacturing nation, and kick-start-ing a new sector of small and medium-size manufacturing and design enter-prises in Evora and beyond. However,it should be noted that this is notEmbraer’s first foray into Portugal’saerospace sector. Six years ago thecompany became the controllingshareholder in OGMA in a part-privati-zation (initially with EADS, although ithas since bought out its Europeanrival).

Embraer has since awarded OGMAand another Portuguese company,EEA, contracts to design and manufac-ture fuselage sections for the KC-390.Lisbon has committed to buy sixexamples of the transport, which isdue to fly in 2014, but has not yetplaced a firm order.

Turning back to Evora, the sleepyrural town that, like most of Portugal,depends heavily on tourism, has beenfacing rising unemployment anddepopulation. Thus, high-valueexports and jobs were sorely needed.For Embraer, the move into Portugalhas a number of benefits. It shifts anelement of its cost base into theEurozone and reduces its exposure tothe dollar/real exchange rate, andwhile local aeronautical experience islacking, the airframer can draw on awell-educated skills pool in a regionwhere wage pressure is low. More so,financial incentives from Portugal andthe European Union were “important”but certainly “not the main reason”Embraer moved in, says Curado.

Then there is hope for a trickledowneffect, with the new Embraer facilitysoon attracting smaller suppliers tocome and set up shop in the surround-ing empty fields, eventually growingup into a true aviation cluster and bol-stering Europe’s image as a manufac-turing hub.

Challenges AheadSo that’s the good news.Now for the other side of the coin.Although the Embraer case study

would seem to indicate that all is wellfor Europe as a manufacturing destina-tion, many challenges do lay ahead.For example, according to LuizFernando Fuchs, President, EmbraerAviation Europe, one key challenge tomanufacturing in Europe is that not all

areas are ‘low cost’. “The major chal-lenge of manufacturing in Europe is toremain innovative, both in terms ofproduct development and in industrialprocesses,” he says. “In addressingthis, to motivate, to prepare and toretain talents as well as highly-quali-fied people, are our top priorities andcan be very challenging in non-lowcosts areas.”

Then there is the matter of theEuropean regulatory environment, forexample the REACH legislation thatall companies must follow in order tohave their products and processesfully compliant.

REACH (Registration, Evaluationand Authorization of Chemicals)Regulation 1907/2006 entered intoforce on June 2007 across theEuropean Union. Its principal purposeis to ensure a high level of protectionof human health and the environment.It places duties on the‘Manufacturers’, ‘Importers’ and‘Downstream Users’ of substances,preparations or mixtures and articles,when these are placed on the market.

It seeks to achieve this by requiringthe registration of the majority ofchemical substances, on their own, inpreparations or mixtures or in somecase in articles (where the substancein question is ‘intended for release’).Registration dossiers, many of whichare in preparation for 2013, will be sub-ject to evaluation by the EuropeanChemicals Agency (ECHA) inHelsinki, working with Member Statecompetent authorities. Substances ofVery High Concern (carcinogens,mutagens, reprotoxins, persistent,bioaccumulative and toxic substancesand those of ‘equivalent concern’) maybe selected for a Candidate List requir-ing authorization for their continueduse.

Authorization is a rigorous, expen-sive and demanding process, requir-ing detailed justification for the contin-ued use of the substances, such associoeconomic studies or an acceptedsubstitution.

In summary, REACH aims to delivermuch more information to the users ofchemicals already on the market, andto drive the substitution of many prob-lem chemicals by safer alternatives.This is reinforced by outside pressurefrom NGOs and others.

The REACH Regulation also reen-acts the system of restrictions on themarketing and use of chemicals from

a Directive from 1976, which allowsindividual substances to be targetedby strict restrictions or bans.Restrictions from this earlier directivemay be carried over into REACH, butfirms cannot assume that exemptionswill also survive the transition, andthese may need to be separately rene-gotiated.

The related ‘CLP Regulation’ is theEU Regulation on the Classification,Labeling and Packaging ofChemicals. This enacts within theEuropean Union the GloballyHarmonized System of Classificationand Labeling of Chemicals (GHS). Itbrought into effect major changes tothe classification and labeling of sub-stances (from 1 June 2010) and ofpreparations (from 1 June 2015) andwill lead to the repeal from 1 June2015 of the Dangerous SubstancesDirective and the DangerousPreparations Directive. Althoughcomplex, it must be noted that thereare some advantages to the adoptionof this regulation for businessesoperating in many jurisdictions, as itwill bring classification and labelingprovisions closer inline worldwide.

HOPEBy investing inPortugal,BrazilianmanufacturerEmbraer, showsthat there is stillhope forEurope�smanufacturingfuture.

92 - BART: MAY - JUNE - 2013

When it was first proposed, REACHwas thought to be of concern mainly tothe chemicals industry. However, asthe width of its scope became betterunderstood, it became clear that itwould have massive impacts onnumerous industries, including avia-tion. For example, it has been estimat-ed that there are as many as 10,000REACH substances in a Ford car – sojust imagine how many could be in thelatest business jet.

The aerospace response to this issuehas been led by the main aerospacetrade associations, and by the majormanufacturing firms, which tend tosee REACH principally as a businessrisk concerning the continued avail-ability of essential materials and theintegrity of their supply chains, ratherthan simply another compliance issue.Much of the aerospace industry efforthas gone into taking the messagesabout REACH requirements out to thecomplex supply chains by which majormanufacturers are supported, withREACH compliance guidelines, mate-rials, workshops and training. Theindustry has also produced its ownREACH Implementation Guidelines,along with an aerospace (and defense)industry opinion on what constitutes asubstance, preparation or article.Although this represents an importantinitial industry view, the EuropeanCourt of Justice remains the ultimatearbiter of how EU law is interpreted.

The Impacton the Aviation Industry

In general, the aviation industryhas a problem with some of the sub-stances listed as being of very highconcern (SVHC) under REACH. Thereason is concern for the seriousconsequences it could have not onlyon the European aviation mainte-nance industry, but also on theEuropean economy as it promptsmanufacturers and the maintenanceindustry to relocate their activitiesoutside the EU.

Speaking at a recent Maintenance,Repair and Overhaul (MRO) Europe’conference, one association officialhighlighted the detrimental effects ofSVHC list. “The REACH regulationwas designed for large chemical sup-pliers without taking into accountthe requirements of downstreamusers of chemicals, such as the aero-space and maintenance industry,” hesaid.

For example, one early draft deci-sion included a ban on chromates,essential for corrosion protection foraircraft, for which there are current-ly no alternatives. But as we allknow, the aviation industry has along history of developing proce-dures to protect people and the envi-ronment from dangerous substances.In that light, these regulations con-tradict the stringent aviation safetyrequirements set by the European

Aviation Safety Agency (EASA), forexample. One source went as far asto warn that the regulations pose a“significant threat to the Europeaneconomy and to the competitivenessof the EU aviation and maintenanceindustry” and that aircraft operatorsmay see them as incentive “to movetheir activities to non-EU countries”.

As with many regulations, theindustry supports the general objec-tives of REACH with regard to thesafe use of chemicals. However, theaviation maintenance industry makessubstantial use of chemicals, includ-ing so-called Substances of VeryHigh Concern (SVHC), to fulf i l lstringent aviation safety require-ments specified by EASA. Despitemany years of research, no viablealternatives are on the horizon whichwould substitute them.

The result ing effects include ahuge administrative burden, hugebureaucratic costs and potential sup-ply chain disruptions for the indus-try. Moreover, regarding environ-ment and worker protection, the reg-ulations provide no added value asthe industry already has introducedthe necessary measures in theseareas. The regulations also jeopar-dize the competit iveness of theEuropean industry as it only refers tothe EU, meaning aircraft operatorswill be incentivized

DIRECTIVEEU regulations

on chemicalsubstances have

seriousimplications on

the Europeanaviation industry.

T H E D O C K E T R E G U L A T I O N I N E U R O P E

ÿ

By LeRoy Cook

D uring the time when I was both apilot and in charge of marketingour company’s aircraft charter

activities, I wanted to underscore ourphilosophy of taking care of the pas-sengers, to reassure potential clientsthat all would be well when flying withus. In the printed brochure we handedout, I ranked our operating principlesin order of priority.

First, and always, came SAFETY. Ifthe flight couldn’t be conducted safely,it would be canceled, period. Secondin ranking was COMFORT for the pas-sengers; if the weather looked to beturbulent, we would divert, changealtitudes, or recommend departingearlier or later, in order to make thetrip more enjoyable, even at the cost ofextra fuel burn and reduced speed.Lastly came SPEED; everyone wantsto get there quickly and on time, butwe emphasized that safety and com-fort came first.

I don’t know how many customerswe convinced with this approach, butmost of the ones I flew appreciated theforthrightness and honesty we dis-played. To the obviously nervous infre-quent flyers, I would say “I’m going tomake this a safe flight, for myself.Therefore, since you’re riding withme, you’ll be safe as well.” I wouldn’telaborate about the cloud types ahead,or the reason for a potential coursechange, but I would explain that “I’mgoing to be turning west for a littlewhile, to keep our ride smooth.” or“I’m climbing above these clouds sowe won’t bounce so much.”

Other charter operators told me to“always take the trip, regardless of theconditions. Depart on time and workout the situation in the air.” By doingso, they rationalized, one had a captiveload of freight that wasn’t going to belost to competitors or alternativemodes of transport. Most of the time,there was a way to get through. Thepilots, of course, bore the brunt of ful-filling the contractual agreement, andif a pilot couldn’t make it happen,there were plenty of others waiting tobe hired.

Maintain PrioritiesFor all of our business and corpo-

rate flight operations, we need tokeep our priorities in mind, whetheror not we have paying passengers onboard. Oh, we all realize that it maynecessary to accept getting bouncedaround a bit if we can pick up a fasttailwind, but, as I age, I find that Ipersonally like a nice smooth ride,for myself. Oddly enough, seekingsmooth conditions seems to enhancesafety, by staying out of unfriendlyweather.

In no case do we want to stretch oursafety limits by bending rules; regula-tions are to be followed, but, beyondthat, our personal and flight departmentlimits need to be made even morerestrictive. I don’t fly late at night if I’vebeen up all day. The rules allow it, but Iknow I’m not at my best at the end of an18-hour wake time. I also want extra fuelreserves over the mandated amount andI want more than one alternate landingspot within reach, not just in the plan-ning phase but as the trip progresses.Safety must be the first priority.

94 - BART: MAY - JUNE - 2013

PRECEDENCEThe order of

priority for anypilot: safety,comfort and,

only then, speed.

FROM THE COCKPIT S A F E T Y F I R S T

PRIORITIES

BART: MAY - JUNE - 95

Regulations do not guarantee safety.They encourage it, they originate fromunsafe experiences, and they are thefoundation on which we operate. Butrules alone will not keep us safe, orcreate an enjoyable flight. We mustflesh out the bare skeleton of the regu-lations with added procedures of ourown.

Penny Wise, Pound FoolishBeyond the Safety, Comfort, Speed

trio, there is a fourth priority—Operating Cost. All other prioritieshaving been satisfied, it’s alwaysimportant to consider the cost of theflight. In most cases, satisfying thefirst three priorities will not add mate-rially to the expense involved, and infact can prevent much greater loss,should safety be compromised. In thematter of speed, one must considerthe impact of slowing down to reducethe expense of fuel burn in the contextof hourly maintenance managementfees and engine reserves. Adding tothe trip’s duration can incur enoughextra hourly charges to exceed theprice of fuel. In other words, staying atmax-cruise can be cheaper, overall.

In general aviation, WE set the prior-ities; even if we’re using a companyprocedures manual, we likely had ahand in writing it, because a manual isdeveloped to provide guidance for us,not the accounting department ormanagement committee. This is ourairplane, and we’ll fly it our way. Thatsaid, our way had better be the right

way, because there’s no one else toabsorb blame. Therefore, our ladder ofpriorities mustn’t be skewed by savinga bit of money or stretching the regs;we have a vested interest in keepingsafety first, and we want to know ourairplane is 100% ready for flight whenwe taxi out.

Deferring maintenance until you canreturn to base or finish a planned itiner-ary is sometimes necessary, but mustnever be allowed to accumulate like asnowball rolling downhill. Prioritizedefects; Category One, for instance,would be powerplant deficiencies ormajor system faults, while CategoryTwo could be the first layer of redun-dancy in a backed-up system or the lossof a non-critical system. CategoryThree would be nice-to-have items likescheduled inspections, blankets orspare batteries. Flying with category-one deficiencies would only be donewhen there’s no alternative, while tak-ing off with more than a single catego-ry-two fault would be a cause for worry.Category-three items may increaseworkload or paperwork, but are not asafety risk as long as they’re not asource of distraction from other duties.

Staying ComfortableWe can’t exactly control the environ-

ment, but we can take charge of ourparticipation in it. Weather impactssafety, comfort and speed, in someway. In order to counter its potentialthreat, we must keep abreast of the lat-est met reports, load on fuel to give

alternatives and seek information onride reports in the road ahead.Remember that customer satisfactionresults from managing the trip’s diffi-culties in such a way that they arenever detected.

A certain level of passenger comfortalso results from simple attention tohousekeeping, as well as the conductof the flight. Today, I noticed an openseam in an upholstery panel when Iclimbed aboard. I will get that putback in place, not because it’s unsafebut because I don’t want passengerslooking at the faded foam and wonder-ing what else is neglected on their air-craft. Cleaning windows and removingtrash from seat pockets goes a longway toward impressing one’s riders.

I’ve observed that getting the passen-gers home 15 minutes late is seldomnoticed, as long as the major portionof the trip was smooth, the descentprofile was stable and the landing wasrolled on, not slammed down. Make ita mark of pride to handle the passen-gers like a crate of eggs; don’t jigglethem, don’t jostle them around, andset them down easy. Their priorityshould be your priority.

In another life, when I supervisedsalespeople, I reminded them “buyerscan get this material you’re sellinganywhere; let them know we appreci-ate them, and leave them with a goodimpression, so they’ll want to procuretheir goods here.” In the final analysis,priorities do matter.

CALMRelax yourpassengers bykeeping fuelloads high andthe aircraftclean.ÿ

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

of Great C irc le Serv ices AG (GCS)

I n 1980, a Lockheed L-1011 operat-ed by Saudi Arabian Airlines suf-fered an in-flight fire and returned

to the departure airport Riyadh. Theaircraft landed, rolled to the end of therunway and stopped on the taxiway.The crew did not start an evacuation.The Aircraft Rescue and Fire Fighting(ARFF) personnel did not enter theaircraft as the engines were still run-ning. After engine shutdown theywatched from the outside as the firespread inside the aircraft. Accordingto the accident investigation report alack of training and appropriate equip-ment prevented the ARFF crews fromtaking any action.

The crew inside the burning cabinwere not able to initiate an evacuation.All passengers and crew perished inthe fire. Accident investigators con-cluded that the crew were overcomeby toxic fumes and were no longer in aposition to initiate an evacuation oncethe aircraft came to a halt. The acci-dent report by the Presidency of CivilAviation reads ‘The inhalation of toxicgasses, at times, is insidious and caus-es physical and mental impairmentwhich would be alleviated by the prop-er use of oxygen.’ Luckily the lessonswere learned and since 1980 manythings have changed.

Mastering Rare EventsAircraft evacuations are extremely

rare events. When crew membersencounter an evacuation it will mostlikely be the first and only time in theirprofessional careers. Therefore crewmembers do not have the benefit oflearning from own experience. To pre-pare for evacuations crew membersstudy lessons learnt from past evacua-tions and undergo simulation training.

For crew members the lessons learntfrom numerous accidents and inci-dents have led to more sophisticatedtraining programs. Procedures forevacuation preparation have beenrefined. Flight crews regularly prac-tice simulated evacuations from theactual aircraft or from mock-ups. CRMtraining emphasizes the importance ofcommunication to achieve a coordinat-ed team action in case of emergencies.

Communications

The lack of communication betweenthe flight crew of the Saudi L-1011 andARFF personnel posed a significantproblem. The ARFF personnel werenot equipped to communicate on VHFfrequencies and tried unsuccessfullyto relay their messages through thetower controller, who in turn tried tocontact the flight crew without suc-cess.

As a result of numerous safety rec-ommendations ARFF personnel atmany aerodromes today have VHFradios working on aviation frequen-cies. In addition, many aerodromeshave published discrete emergencyfrequencies to improve communica-tion between flight crews and ARFFpersonnel. A thorough flight prepara-tion would identify such frequenciesand add them to the crew briefing.

Planning Evacuations

Data from the NTSB suggests thatpreparing an evacuation significantlyimproves the survival chances of theoccupants and limits the number ofinjuries sustained. Checklists for evac-uation preparation are a valuable toolfor crew members. Preparing thecabin for evacuation should includesuch items as reminding passengersof exit locations and explaining theoperation of emergency exits, demon-strating and practicing the brace-for-impact position, re-seating passengerscloser to emergency exits, removingsharp objects and high-heeled shoes,reviewing evacuation orders andreminding passengers to leave theircarry-on luggage behind. Since time isoften limited the preparation must bein order of priority. Many operatorshave two evacuation preparationchecklists: a short version (less than10 to 15 minutes) and a longer ver-sion.

When You Least Expect ThemMost evacuations occur without

preparation. They are the result ofemergencies that arise unexpectedly.The most common causes for evacua-tions are engine fires, cargo smokewarnings and APU fires. Unplannedevacuations are more challenging thanplanned evacuations.

In 2005, an Air France Airbus 340-300 overran runway 24L in Torontowhile landing in heavy rainfall andthunderstorms with poor brakingaction. The aircraft came to rest in aravine and immediately caught fire. All309 occupants managed to evacuatethe aircraft before it was destroyed bythe post-impact fire. The cabin crew

96 - BART: MAY - JUNE - 2013

LATEPoor training

meant that crewon Lockhead-

L1011 delayedan evacuation

S A F E T Y S E N S E R E S C U E A N D E V A C U A T I O N

FIRE FIGHTING

BART: MAY - JUNE - 2013 - 97

took decisive and timely action and ini-tiated the evacuation without waitingfor an evacuation signal from the flightdeck.

Fire outside the aircraft was visiblefrom the cabin and smoke was enter-ing the cabin. The crew reacted to theevents unfolding and applied theirjudgment to initiate evacuation with-out waiting for instructions from theflight deck. This was a crucial factorthat saved lives as the cabin evacua-tion signaling system had becomeinoperative during the crash.

Some cabin crew donned protectivebreathing equipment to protect them-selves against the inhalation of toxicfumes.

When the ARFF crews arrived at thecrash site the evacuation was com-plete and the aircraft was engulfed byfire. The post-crash fire was intenseand violent. The presence of largeamounts of flammable substancessuch as fuel, oxygen, rubber tires andhydraulic fluid make aircraft firesespecially dangerous. The intenseheat from an aircraft fire can melt thealuminum alloy of the aircraft fuselagein as little as three minutes. For fuse-lages made of composite materials thistime is considerably shorter.

In 2006 an A310 operated by OAOAviakompania Sibir overran the runwayat Irkutsk at high speed and collidedwith buildings. In the intense post-crash fire 75 passengers and 3 cabincrew members out of a total of 203 per-sons on board managed to evacuate theaircraft. All survivors evacuated theburning wreck within the first 60 sec-onds following the crash. Thereafterthe intensity of the fire precluded anyfurther rescue attempts.

Conditions inside the aircraft cabinquickly became un-survivable due tohigh carbon monoxide concentrationsand intense heat. Rapid evacuation isessential to survival!

Don�t Wait to be RescuedThe first priority for the ARFF per-

sonnel is to safeguard escape pathsoutside the aircraft for occupants toself-evacuate to safety. The ARFF per-sonnel will focus on fire control firstbefore starting rescue attempts insidethe aircraft.

The US National Fire ProtectionAssociation’s (NFPA) “Guide forAircraft Rescue and Fire-Fighting(ARFF) operations” defines aircraft

rescue as the “action taken to save orset free persons involved in an aircraftincident/accident by safeguarding theintegrity of the aircraft fuselage froman external/internal fire, to supportself-evacuation, and to undertake theremoval of injured and trapped per-sons”.

Every Aerodrome is DifferentThe minimum aerodrome category

for rescue and fire fighting requiredfor a specific aircraft type depends onits fuselage length and diameter. Thelarger the aircraft, the higher the aero-drome category for rescue and firefighting required.

ARFF capabilities vary widelybetween aerodromes, despite ICAOhas laid down ARFF standards andrecommended practices in the ICAOAirport Services Manual, Part 1,Rescue and Fire Fighting.

The aerodrome category for rescueand fire fighting is based only on 4parameters: the quantities of waterand complementary extinguishingagents available and the number of air-craft fire-fighting vehicles and theirtotal discharge capacity.

Modern ARFF technologies such asGPS-based moving map navigation dis-plays, ground radar transponders andforward-looking infrared (FLIR) videocamera systems are not considered.Tools for cutting and piercing the fuse-lage of an aircraft and nozzles fitted onextendable booms designed to pierceaircraft fuselages to allow the deliveryof extinguishing agents into the interi-or of the cabin are available at largeaerodromes. ICAO does not considerthe level of sophistication of ARFFequipment in aerodrome ARFF classi-fication.

Aircraft operators are wise to consid-er the available ARFF category of allaerodromes planned to be used. Theyshould meet the required aerodromecategory for rescue and fire fightingfor the aircraft type operated.

ARFF Aircraft KnowledgeFire-fighters need to be familiar with

a large range of different aircraft mod-els. One valuable source of informa-tion for ARFF personnel are crashcharts provided by the aircraft manu-facturers. Most aerodromes havecrash charts available for the aircraftwhich regularly use the aerodrome.The crash charts for business aircraft

which visit airports at irregular inter-vals mare often not be available to theARFF crews.

And even when available, the cabinlayout business aircraft is often cus-tomized and can vary considerable fromone airframe to the next. Modificationsperformed after delivery of the aircraftfrom the manufacturer, including theinstallation of long range fuel tanks, willalso not be reflected on the crashcharts. This is also true for freighterconversions of passenger aircraft.

In addition, the lack of emergencycut-in markings on the fuselage ofmany business jets denies the ARFFcrews potentially vital information foraircraft access.

ConclusionGiven the advances in crew training

on evacuations and the technicaladvances in ARFF equipment andtraining the outcome of the in-flightfire on-board the Saudi L-1011 wouldprobably be very different today. Forflight crews a thorough pre-flightpreparation and good knowledge ofevacuation procedures can make a bigdifference one day, since as we allknow, luck favors the prepared.

Michael R. Grüninger is ManagingDirector and Capt. Carl C. Norgren isHead of Business Development of GreatCircle Services (GCS) Safety Solutions.GCS assists in the whole range of plan-ning and management issues, offeringcustomized solutions to strengthen theposition of a business in the aviationmarket. Its services include trainingand auditing (IS-BAO, IOSA), consul-tancy, manual development and processengineering. GCS can be reached atwww.gcs-safety.com and +41-41 460 4660. The column Safety Sense appearsregularly in BART International.

IMPROVEDTechnicaladvances inAircraft Rescueand Fire Fightingequipmentmeans on boardfires are moreeasily dealt withthan before.ÿ

By Pau l Walsh

Sometimes it�s hard to keep thejealous feelings at bay as welook east to Russia, whereBusiness Aviation is surgingahead, jet sales are rising andnew airports are popping up allover the country.

T his success shouldn’t be a sur-prise really, especially when youconsider that Moscow has

become one of the world’s top indus-trial and financial centers, and is nowhome to 79 billionaires. Look out atthe tarmac at Vnukovo- 3 Moscow andyou’ll see how this success has trans-lated into vast Business Aviationgrowth: all the parking spaces arefilled with a multitude of jets and tur-boprops and the airport itself hasbecome the most popular BusinessAviation destination in the whole ofEurope.

But the latest trend is not moregrowth in Moscow, rather it’s moregrowth in the rest of Russia which nat-urally means that many other citiesare profiting from Business Aviation.

First in line of course is St.Petersburg.

Don’t get me wrong, BusinessAviation has been present in St.

Petersburg for well over ten years.However, much of this has beenBusiness Aviation in name only,involving businessmen flying in forsome leisure and entertainment, andflying right back out again.

Nowadays, however, the city is see-ing much more traffic that’s relatedpurely to business.

For one thing, the city’s industrialcapacity is growing: last year St.Petersburg factories made around 20percent of Russian-manufactured auto-mobiles. The city’s Hyundai plant made222,000 automobiles last year, GeneralMotors produced 93,000, with Nissanand Toyota adding to a production totalof 700,000 for the city as a whole.

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VOLUMEPulkovo-3,

St Petersburg�snewest and

largest BusinessAviation center

can serve up to1,500 passengers

per day.

F B O R E P O R T P U L K O V O - 3 S t . P E T E R S B U R G

RUSSIAN BUSINESS AVIATIONMOVES NORTH

BART: MAY - JUNE - 2013 - 99

St. Petersburg has also won the titleof the “beer capital” of Russia con-tributing over 30% of the domestic pro-duction of beer. And if that wasn’tenough, over 10% of the world’s powerturbines are made in St. Petersburg:last year two thousand turbines weresent from the city to power plantsacross the world.

It’s clear that the international execu-tives, clients and suppliers of thesecompanies need a convenient way to flyinto St. Petersburg, get their businessdone and fly straight back out again.

JetPort, which is part of the samegroup of companies as VIPPORT, hasrecognized this problem for a longtime. The solution: build a state-of-the-art Business Aviation center on theoutskirts of the city.

On paper the plan couldn’t be sim-pler, JetPort SPb is taking the modelthat worked so well at Vnuckovo-3,bringing it north to St. Petersburg andcalling it Pulkovo -3 - St Petersburg’snewest and largest Business Aviationcenter, launched officially in April ofthis year.

Aviation enthusiast Sergey G. Pugin,one of the main figures behind thenew development, remembers how itwas before the center was built:“Business Aviation travelers wereprocessed at the main airport terminal,where service wasn’t great and waittimes could be long.”

“So back in 2009 we got to work.This being Russia, the hardest partwas getting the necessary certifica-tions and approvals, but once thepaperwork was settled the projectmoved quickly – three years on, thepassenger terminal and apron are fullycompleted.”

At the heart of Pulkovo- 3 is a spa-cious and classically designed passen-ger terminal, including pre-flight secu-rity, customs control, passport checks,as well as duty free, a bar and meetingrooms. The terminal has a surfacearea of 4,000 sq. m – the ground floorcan serve up to 1,500 passengers perday; the second floor houses JetPortSPb’s administration, managementand flight operations center.

Overall the site extends to over100,000 sq.m., with ramps accommo-dating more than 20 aircraft parkingplaces, aircraft hangars, the passengerterminal, and other infrastructure. AsPugin notes, JetPort’s aim is toprocess its passengers as quickly andefficiently as possible, while also offer-ing them the best in customer service.

Of course it helps that JetPort SPb isorganized into a range of distinct divi-sions including operations, passengerservice and ground transport –whichcooperate to provide a full serviceground handling solution. Or as Puginputs it, “We don’t rely on third partiesso we save money. Then we passthese savings on to our customers.”

At the moment JetPort SPb handlesapproximately 30 aircraft movementsper day but during special occasionsand trade events that number canincrease dramatically. For instance,during the St. PetersburgInternational Economic Forum in2012, JetPort handled 278 aircraft andsaw 1,115 passengers pass through itsgates, including the heads of interna-tional companies, politicians and offi-cial delegations.

Overall last year, JetPort handled8,060 flights and 17,038 passengers inan already existing VIP lounge. This

year JetPort wants to increase theirpassenger numbers to 25,000 per year.

It’s an ambitious projection, so you’dexpect that JetPort has a comprehen-sive strategy for driving traffic to St.Petersburg. And you’d be right – theydo.

“Launching this new center forBusiness Aviation at Pulkovo-3 meanswe can radically expand our list of ser-vices for business flights,” says Pugin.“Now customers can rely on long-termparking at the FBO, and inside thepassenger terminal we’ve got a wholehost of new facilities with state-of-the-art arrival and departure zones, Wi-Fi,crew lounge, meeting rooms – in shorteverything that the business travelerneeds.”

“Moreover, our team is constantlyimproving its skills and capabilities sowe’re confident we can meet the high-est service requirements and guaran-tee customer satisfaction. We nowemploy 120 people at Pulkovo-3, but asthe center’s facilities and servicesincrease, this number is set toincrease to 160. So it’s this combina-tion of resources and facilities, whichis going to attract more travelers toour center.”

“We really enjoy serving high-profilecustomers. But, to be honest, it does-n’t matter who the customer is, wewant to offer the best service possi-ble,” adds Pugin. “And with these newfacilities we can. We’re always in fullcontrol of our passenger’s experienceand you can be sure they won’t be dis-appointed when they come to St.Petersburg.”

SPACEThe terminalextends to 4,000sq.m and outsidethere�s parkingspaces for20 aircraft.ÿ

By Mark C . Ross

D eath was assured! We had beenwaiting for a solid four hoursbefore the lioness finally

charged, and charged almost directlyat us. Now, in spite of our near-panicexcitement, we were desperately wish-ing for her to kill. A second lioness,one that we hadn’t even seen duringthe hours of waiting, launched frombehind us, tearing past our vehicle andcrashed into the wildebeest’s neckseconds before her pride mate hit theprey’s hip. Death was assured! Mysafari guests, safe in our Land Cruiser,shot image after image from the safetyof our vehicle, awe struck by what wastaking place before them.

These, for me, are the moments thatmy business is all about, and that I,personally, find so astounding. I’mMark Ross, and I design and guide pri-vate wildlife safaris throughout EastAfrica. I do it quite a bit differentlythan most safari companies or guides,and bring different qualifications andresources “to the table”. I am the onlywildlife biologist who guides full timein the field, I am the only commercial-ly, instrument, and gas turbine ratedguide in my part of the world. And I’mthe only guide who has a CessnaCaravan; one of only two BlackhawkModifications converted Caravans onthe entire African continent.

East Africa is the supreme place inthe world for wildlife safaris, no twoways about it; and Kenya is the pre-mier country for those experienceswithin East Africa. Kenya has been myhome for more than thirty-five years. Ifirst came to this country to finish mydegrees in wildlife biology, got a sec-ond degree and then a third, and final-ly gave up teaching and journalism to

be in the field guiding safaris full time.I’ve never regretted that decision, notfor a second. Quite simply, I just lovebeing with wildlife, love teachingwildlife behavior, predator behavior inparticular, and happen to love theheck out of flying. I know I’m luckyand remind myself of that every day. Ijust can’t wait to go to “work” eachmorning.

There are ups and downs to livingand working in less developed coun-tries, but those difficulties can makelife far more interesting, involved, andfun as well. The roads, for example, inthis part of the world are somewherebetween horrendous and just non-exis-tent, and some of the airstrips aren’tmuch better. But that’s wonderful forme and my business because I avoidthose roads and fly my guests frompark to park, from camp to camp. Ourtypical “travel time” for an entire safariof two weeks or so, is only 7 hours.One hour in the Blackhawk Caravan,cruising at a relaxed 175 knots, isequal to at least one full day of drivingon those horrendous roads. My gueststhus spend about 300% to 400% moretime in the parks than the averagesafari-goer simply because we neverwaste time driving between them. Notto mention my people also arrive dustfree, relaxed and ready to get out in a4x4 and experience all the wildlifeAfrica has to offer.

Before I bought my Cessna GrandCaravan I flew a Robertson STOLCessna 206 here for more than twentyyears. What a tremendous performerthat plane was, but it did have its limi-tations, as all planes do. I could landthat thing anywhere, on bad strips, onroads, out in the open plains, and slowit down to about 37 knots. But it wasslow going and cramped in that plane,

and was not the ideal instrument plat-form. Flying that plane, of course, alsoonly allowed me to carry five guestsand very limited luggage. Still, fortwenty years, that plane served mewell and my business did well too; Ihad one great safari, one great adven-ture, after another. Finally, however,in spite of my financial fears, I knew Ineeded to move up to a larger plane togrow my business, and further my fly-ing career in the process.

I narrowed the search for that largeraircraft down to either the QuestKodiak or the Cessna Caravan. TheKodiak was my first choice because ofits STOL capabilities, but the Caravanhad “longer legs”, and fuel availabilityis a huge problem in East Africa, andthe Kodiak also would only allow meto carry nine guests, and was anunknown airframe in that part of theworld. That could pose servicing andparts supply issues, so I had to go withthe Caravan (which are plentiful inEast Africa).

So, with a shaking heart and shakingpocket book, I finally bought a usedGrand Caravan and almost instantlyfell in love with it, and was so glad Ihad made the change. The Caravanwas fast, compared to the 206, waseasy to fly, no shock cooling or fuelmanagement issues, and was a greatinstrument platform. I could now com-fortably carry twice as many guests asmy 206, so my profit margin wentnorthwards; which helped my tem-porarily southbound wallet. I also, ofcourse, had the ease of finding Jet A-1,and the joy of no longer paying Africanavgas prices which can be very diffi-cult to find and quite expensive.Though, in all my decades of flyingthe 206, I’d never had an engine prob-lem, I was still happier having the

100 - BART: MAY - JUNE - 2013

A BLACKHAWK IN AFRICA

UTILITYThe Blackhawk

modified CessnaCaravan grants

400% more timefor guests inMark Ross'

safari parks.

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

BART: MAY - JUNE - 2013 - 101

Pratt & Whitney PT6A in front of me,especially when it came to flyingacross Lake Victoria or out toMadagascar! There’s a direct correla-tion between funny engine sounds andlarge bodies of water.

But the Caravan just couldn’t takeme into and out of many of the little“secret” places that I had used to gowith the STOL 206 for all those years.I was forced to change my itinerariesand destinations accordingly, and wasnot always happy about that. But I hadno choice. That is until the BlackhawkModification came along.

I coughed up the money for theengine, prop and STOL conversionand, once again, it proved to be 100%the correct decision. I am now basical-ly flying like I flew the RSTOL 206, butam carrying twelve guests, hundredsof pounds of luggage and cruising at175 knots between the game parks! Ican go from the Serengeti plains to themountain gorillas in Rwanda in justover an hour; absolutely unbelievable!

The Blackhawk converted Caravangoes into anywhere and everywherethat I took my RSTOL 206. Having aPratt PT6-42A, cranking out a solid850 horsepower, is a huge differencefrom the previous, underpoweredPratt engine. I’m back to landing onthe roads and plains, I am once againusing the airstrips on Mt. Kenya, eventhe great one at 10,400 MSL, that isonly 502 meters (1650’) long!

I am airborne in 457 meters (1500’)off of most anywhere, and am airbornein just 384 meters (1620’) on that highaltitude strip on Mt. Kenya. The PT6A-42A engine is still producing over 800horsepower at that altitude. TheBlackhawk’s shorter prop allows me togo to full power from a standing startwithout hammering rocks into my

prop. I can slow down to 52 knots andcruise at 190 knots if I’m in a bit of ahurry. That directly translates to ahugely improved business for me. Ihave retained the uniqueness thatmakes my safari business successfuland yet carry twice as much and go asolid fifty-five knots faster in theBlackhawk Caravan than in the 206.With the combination of increasedTBO and increased speed I’m makingabout 35% more profit with theBlackhawk Grand Caravan than withthe straight Grand Caravan. That’smore than twice as much profit as Iwas managing with the 206, and asmuch as I love my job, I am not run-ning these trips as a charity.

Kenya is definitely a land of opportu-nity and adventure, in flying, safarisand business opportunities. Besidesflying my guests, and doing the occa-sional medical evacuation I also getsome giggles from my flying. We, forexample, have a small but incrediblyenthusiastic, group of skydivers, andwe have some of the most beautifulcountry in the world for jumping.Stepping out the door of theBlackhawk, at 12,000 feet on the edgeof the Indian Ocean, white beach andblue sea below you, brings a smile toour faces each time we get our “kneesin the breeze”.

For these jumps I launch at sea levelwith fifteen of us fools on board, andam at 12,000 feet in about eleven min-utes. Equally important from a costingstandpoint, is that the plane is back onthe ground in just another five minutes,so I can easily do three jumps perhour, without stress, and that means its40% cheaper than jumping out of ourold 206! Suddenly skydiving is afford-able again. There are other applicationsfor my Blackhawk now as well.

A number of years ago I started asmall foundation to help a local com-munity, a community that is on a smallisland out in Lake Victoria. Smallisland means small airstrip. Now,instead of using my 206 and carryingtwo doctors/dentists and 200 poundsof medical equipment and supplies, Icarry seven of us, 1200 pounds of fuel(which includes needed reserves) andright at three quarters of a ton ofequipment and supplies. It would takeme three round trips in a 206, hours offlight time, to do what I now do inunder an hour in the BlackhawkCaravan. Rather amazing; and signifi-cant for a non-profit organization.

A Pilot�s Perspective

LANDING AT ALTITUDE(12,000 MSL and 500 meters of softdirt and rock)

I climb steadily and quickly with thepowerful PT6A-42A pulling me to14,000 feet (I have oxygen) in min-utes. There is no substitute for power.Still the peaks of Mt. Kenya are morethan 2,000 feet above me. Neil and Iare quiet as we stare at the jaggedrocks poking out of the clouds. I nor-mally wouldn’t approach the mountainat such a high altitude but I need tosee the snow and ice; I won’t fly intowhat I can see.

We descend as we head north, cross-ing the Sirimon ridge at 12,000 feet,leaving us scant sky beneath the cargopod. But we’re in the clear now and wecan see all the way to where we knowthe strip lies. I pull back some power,something I’ve never done before atthese altitudes, and drop 10 degrees offlaps only, and push the prop lever for-wards. I need to keep energy and theability to go around or abort inreserve. We see the strip and I droplow and slow more. We’re still doingan indicated 100 knots as we fly justoff center of the strip, at perhaps 50feet. I rest my hand on the power leverand sideslip a bit, dropping my leftwing so I can see down clearly andgive the narrow line of dirt a hardstare. The rains don’t seem to havecaused much damage and the conclu-sion is that the 29 inch tires shouldhave no problem. I’ve been in heremany a time with the 206, but neverwith a Caravan.

We are hemmed in by clouds so I goto 20 degrees of flaps and turn fairlytight, reversing and lining up with theuphill strip. The wind is from behindand left, as it always is. I select 30degrees of flaps, something I can’t doin the 206 and still hold enough powerto climb, but I have some 800 horse-power left and it does astound me.

ULTIMATEEast Africa is thesupreme placefor wildlifesafaris and theCessna Caravanis the supremeaircraft for theregion.

102 - BART: MAY - JUNE - 2013

Part of the Blackhawk conversionrequires the STOL kit, including theheavy axles, and I know I have them, soI just need to save the nose gear. I slowthe aircraft to 65 knots indicated, which,at 10,500 feet MSL, is still moving smart-ly along, especially when you consider Ionly have 500 meters (1640’) of airstripavailable. But the strip is soft and uphill,and the quartering tailwind is far lessthan usual. I trim and trim until my noseis way up, and we actually touch muchsofter than I used to in the 206. Havingthe STOL and the Pratt’s huge powerreserve made it surprisingly easy.

I keep the stick back, and slowly pullpower. The hill and the soft dirt willslow us, and I can’t be in a hurry to loadthe wheels here. The strip tilts left toright and has small ditches and gullieson it. Save the nose-save the nose-savethe nose. I only bring back the power toidle just at the base of the final steeprise. We coast up the last 150 feet ofhard rocky ground and I sneak in a bitof power to pull the turn.

I look at Neil, he looks at me; we bothsmile and shrug. Neil’s done perhaps adozen trips into this strip with me, but

always in the 206, and it’s much more“exciting” in that plane than what we’reflying in now.

Avionics shut down, LEAVE THEFLAPS AT 30 THIS TIME, kill the fuel,pull the parking brake until we’rechocked, and unload the bags of finger-ling trout. Now the real work begins.

We’ve stupidly decided to hike up 80pounds of water and fish to a lake that isstill 2,000 feet higher than we are. “Ifyou’re gonna be dumb you better betough.” Hours later, after a spectacularday of fishing, we’re back at the planeand I’m more than a bit nervous aboutthe departure. I’ve checkedBlackhawk’s performance numbers –twice, and it should be a piece of cake.But this is the real world now, with realworld consequences.

We pre-flight, un-chock, and fire thePT6 right up. It’s cool, almost chilly andthe wind is now into us and the strip isnow downhill. But it’s a “one shot” deal,and once I start the roll and all thepower is in we are truly committed togetting airborne. I will use 770 degreesITT at the start while maintaining themax torque limitations listed for this

altitude and temp, before I roll, and thenshove in the inertial separator oncewe’ve got some headway. That willbring up my torque, but will leave mecomfortably within the Blackhawk maxpower settings. I’m good with that.

I know I have a significantly shorterprop (4-bladed) than a standardCaravan so, for once, I don’t mind stand-ing on the brakes and bringing up thepower. Hell, I don’t really have muchchoice anyhow. I’m sure not going to beable to keep the plane on this soft, nar-row and sloped strip AND look at thegage at the same time. I want to fly, notgo for a game drive.

At 740 degrees I can’t hold the planeon the soft dirt and rock any more so Ifeed in some left pedal to complete theturn to downhill, and then get my heelson the floor and push “right foot” tohold us on the slope. I nudge up thepower a tinch and we are suddenly, seri-ously moving downhill.

Separator in and I already know wehave it made, and made easily. I havegot so much power and combined withthe STOL flap mod and the heavy axleswe are just fine.

I pull, fairly hard, at about 1380 ft., andcould have pulled sooner. But I knew Ihad it made, could feel the plane wanti-ng to fly, so why bother with that wob-bly, borderline, area. I’m patient a bitlonger, and pulling at 1380 ft. gets usairborne with a safety margin of speed. Iam relieved that Blackhawk built insome cushion on their charts.

I bank fairly hard to the left, for noother reason than I’m happy, glance andNeil, who looks like he could care less,and we’re headed back to Nairobi.

Just another day at “work” in the wildsof Africa.

RESULTRoss makes

35% more profitwith the

BlackhawkGrand Caravan

than with thestraight Grand

Caravan.

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

ÿ

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144 May - June 2013 Our 25th year144

Business TurbopropsSwiss Army Knivesof Our Industry

EBACE 2013 Around the Exhibition

Page 70

Business Aviation EnginesReaching for Higher ThrustSpecial FeatureA Blackhawk in Africa

The Opening ofa New Chapter

page 64

Page 100

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