EBAN 208 October 2010

BUSINESS AIR NEWSE U R O P E A N

ISSUE 208 OCTOBER 2010

London Executive Aviation air guitarists have spent much of the summer flying genuine music legends on tour around Europe in its Embraer Legacy 600s. Pictured left to right arestewardess Kristina Manna, Capt Morten Lange and first officer Alec Whyte. Full story page 6.

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

Russia’s Gazpromavia, the air carrier of Russia’s Gazprom energy company,is bringing into service its first EC135 T2i.

“This EC135 is the first Eurocopterhelicopter equipped with Russian-built mission avionics, produced byTransas Aviation, a leading Russianavionics manufacturer based in StPetersburg,” says Victor Rakhmanko,head of Gazprom’s transport division.“It is the initial delivery of a purchasecontract for eight EC135s in passenger configuration.”

Andrey Ovcharenko, generaldirector of Gazpromavia, says: “TheEC135’s introduction into our fleet is amilestone event for us and its Russiancontent has enabled perfectcustomisation of this reliable andefficient helicopter to our operationalneeds. We plan to extend our strategicpartnership with Eurocopter. This willparticularly focus on the field oftraining services and be in addition tothe operations support and mainten-ance provided by the company in ourfacility at Ostafievo airport.”

Ovcharenko says the helicopterswill be operated in challengingweather conditions throughoutRussia. “The twin-engine EC135 is ahighly sophisticated, multi-purposehelicopter featuring cutting-edgetechnology that enables it to carry outdiverse missions.”

Gazpromavia is one of Russia’s tenlargest airlines and also operates afleet of 108 rotary aircraft, mainly ofRussian manufacture. But since 2006 ithas operated the EC120 and it has setup a Eurocopter helicoptermaintenance centre in Ostafievo.Eurocopter Vostok provides sales,customer support and fleet follow-up

for the company’s helicopters inRussia and the CIS.

Rakhmanko says: “We expect thefirst operational results of the EC135T2i to be good but the deliveries arepart of a mutual programme that haslong-term significance for thedevelopment of the use of helicoptersin Russia and neighbouring countries.It lays the foundation for long-termfruitful cooperation betweenGazpromavia, Eurocopter Vostok andTransas Aviation.

Nikolai Lebedev, president ofTransas group, says: “Not only are suchcontracts of interest to theparticipating parties but they alsoconfirm the potential of Russia in thefield of avionics development andmanufacturing.” Transas Aviationfocuses on avionics, navigationsoftware and flight simulators at allcertification levels.

Laurence Rigolini, ceo, EurocopterVostok, says sales of helicopters arerising in Russia and the CIS and there is increasing demand forcustomer support.

EC135 order lays foundation forEurocopter expansion in Russia

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The EC135: first of eight.

For fuel, ground services and trip arrangements around the globe, contact us at:[email protected] or [email protected]

Fueling Relationships Around the World

UK helicopter charter operatorPremiAir, which is diversifying intofixed wing operations, has added aLearjet 45 to its AOC following itsacquisition of the former Gold Airfacilities at London Biggin Hill (seealso show report on page 16).

Neil Gibson, director aircraftcharter and management, says:“PremiAir offers clients a fullyintegrated executive helicopter andprivate jet option which gives us adistinct advantage over otheroperators. Many customers areinterested in the time saving benefitsof connecting arrivals and departuresat the major London airports: some 40 per cent of helicopter movementsdeparting the London Heliportconnect on to business jets.”

Matt Ashby, operations manager,says: “The Learjet 45 has excellentrange, speed, payload and shortrunway performance. Capable offlying non-stop between London andMoscow, our Learjet fleet is alsocertificated for London City whichadds an important dimension to ourprivate jet services.”

PremiAir addsLearjet 45

The UK’s Air Accidents InvestigationBranch (AAIB) has recommended thatthe CAA considers mandatory TCAS IIfor aircraft operating in airspacewhere London City and Heathrowtraffic interacts.

This follows what the AAIBdescribed as a “serious” incidentwhen a Citation 525 taking off fromLondon City in July 2009 was about100ft to 200ft and half-a-mile awayfrom a Boeing 777 heading toHeathrow with 232 people on board.

The AAIB report said the controltower at London City had cleared theGerman-owned Citation 525 to climbto 3,000ft but when the flight crewacknowledged the instruction, theysaid they would be climbing to4,000ft. This “read back” mistake wasnot noticed by the controller at thetower, the AAIB said.

Meanwhile, the Turkish flight hadbeen cleared to descend to 4,000ft as it approached Heathrow Airport inwest London.

If the aircraft had come closeduring bad weather “the only barrierto a potential mid-air collision” wouldhave been built-in collision avoidancesystems as the aircraft would not havebeen able to see each other, the AAIBsaid. The report found that when theaircraft came close, the Turkish flightcrew had not followed the commandsof three on-board collision avoidancewarnings and the Citation jet did nothave TCAS II on board.

A pilot sitting on the observer seatof the Turkish flight saw the Citation525 carrying two crew members andone passenger “pass west of them atan estimated 100 to 200ft below,” thereport said.

In his account the Citation 525’scaptain said he had the passengeraircraft in sight “all the time” and hadat first thought that his jet would be“well above” it.

The AAIB made five safetyrecommendations that:• The CAA considers whether TCAS

II should be mandated for aircraftoperating in those parts of theLondon TMA where London Cityairport SID interact with trafficpositioning to land at Heathrowairport.

• NATS works to reduce significantlythe risk of an accident resulting

Near miss over London

highlights TCAS IIlight jet issue

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Polish entrepreneur chooses TBM page 3

Owners’ club aims to cut costs page 4

Hangar8 boosts long haulcapability page 6

Operators confirm gradualbusiness uplift page 16

Charter broker news page 17

Industry news page 18

SPECIAL FOCUSES

Holland review page 7

Safe flying page 10

Continued on page 15

Air guitarists drum up businessAir guitarists drum up business

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Entrepreneur Robert Kowalczyk(pictured) is using the first Polish-registered TBM 850 to spearhead theinternational expansion of hiscommunications company. The SatFilm owner and pilot, who is part of a new generation of self-madebusinessmen in Poland, graduated asan historian before creating Sat Film18 years ago from scratch.

Kowalczyk, aged 46, says: “Istarted flight training in 2004 andobtaining a pilot’s licence was adream come true for me. Whilepreparing for my instrument ratingin 2007 I decided to order a VLJ toextend the company’s operations allover Europe.

“But during my instrument ratingtraining course, I realised the VLJcould not land on the short runwaysclose to my final destinations andthis would add travel times to mytypical trips. So I looked for anotheraeroplane. Ultimately, I decided thata very fast turboprop would bestmeet my needs and that the TBM 850was exactly what I was looking for in terms of speed, range andoperating efficiency.”

Sat Film is a TV cable andcommunications operator that offersservices in Lodz, the third largest city

in Poland. “The company nowcounts 60,000 subscriptions to itscable, telephone and internetservices. In the next step, itanticipates a licence for mobilephone services,” says Kowalczyk. “Ithink, based on its performance andflexibility, that the TBM 850 is

perfectly suited to work that will helplink the established business ineastern Europe to developingbusiness in western Europe.”

Kowalczyk says factors thatinfluenced his decision included theTBM 850’s maximum cruising speedof 320 kts. He says: “It combines the

cruising speed and trip times of alight jet with the economic directoperating costs, range and eco-friendly environmental signature of aturboprop engine. The TBM 850’smaximum range and useful load andthe ability to land at small airportsare very important features.”

OCTOBER 2010 3EUROPEAN BUSINESS AIR NEWS

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Polish telecoms operator believes TBM 850 is‘perfectly suited’ to take business to new levels

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Germany’s DC Aviation, whichrecently added three A319CJs to itsfleet, says it is on schedule to bring aLegacy 650 into service this year,followed by a second in 2011. Newceo Michael Kuhn (pictured) says:“We are going to cement and expandDC Aviation’s solid market position ininternational business aviation. Overthe next few years we intend tofurther expand our aircraftmanagement programme inparticular. We have already hadconcrete talks with a number ofcompanies and private individuals toenlist their aircraft under contract.”

He adds: “We want to further stress

our capabilities – especially withlarger aircraft. All in all, we areobserving a gradual recovery in thebusiness aviation market. Not onlyare we recording growth in ourdomestic German-speaking market,but also an increase in demand fromthe Middle East, Eastern Europe and Russia.”

Dr Lutz Helmig, owner, says DCAviation and previous ceo SteffenFries have mutually agreed to partways after two successful years.

DC Aviation, headquartered inStuttgart, came into being in 2008 as aresult of the merger of Cirrus Aviationand DaimlerChrysler Aviation.

Legacy 650 is set to joinDC Aviation on schedule

ExecuJet Middle East has added aHawker 800XP and two Challenger605s to its managed fleet. The aircraft,based in Dubai, will also be availablefor charter worldwide includingAfghanistan and Iraq, subject toregular internal security review by theExecuJet safety committee.

Middle East md Mike Berry says:“The Middle East business aviationmarket is showing positive signs ofrecovery and business is now steady.On the FBO side we are handlingincreased charter activity with flightswithin the Middle East and to regionssuch as Africa and Europe beingespecially popular. The new Hawker800XP is a very welcome addition tothe fleet.”

The company is expanding itsmaintenance capability at its Dubaibase adding a second 4,830 sq mhangar. The facility is suitable toaccommodate eight to ten aircraft or more of various sizes and also features 417 m2 of additionaloffice space.

It complements its existing 5,600 sq m maintenance, FBO andoffice facility at the airport, where italso offers aircraft management andcharter services.

ExecuJet addsHawker 800XP

to its fleet

Istanbul’s MNG Jet Havacilik AS hasordered a Global 5000. “It is theperfect addition to our current fleet,”says president Mehmet Nazif Gunal.“It combines speed and range, withgreat comfort and luxury and willsubstantially enhance our businessoffering as well as provide an effectiveand important business tool for ourown travel requirements.”

Founded in 2008, MNG Jet is amember of the MNG Group. Thecompany currently operates aChallenger 601 aircraft and performsmaintenance for executive jets.

Gunal says: “The Global 5000combines superior transatlanticspeed with a large cabin. It featureshigh speed internet connectivity andhas great entertainment options aswell as a heads-up flight displaysystem, with an excellent field-of-view. With a recent range increase of400 nm it can now connect Istanbulto New York or Seoul non-stop witheight passengers and three crew.”

MNG Jet is expanding its businessaviation services to include aircraftmanagement, operations and spareparts distribution.

MNG Jet choosesGlobal 5000 forrange and speed

Ahmet Berkmen, vp MNG Jet and KhaderMattar, regional vp sales, Middle East,Africa and India, Bombardier BusinessAircraft.

4 OCTOBER 2010 EUROPEAN BUSINESS AIR NEWS

Hotelier and pilot Ruchir Gupta islaunching an owners’ club which hebelieves will lead to sharedownership of a fleet of Eclipse 500sand Citation Mustangs.

Gupta, md of the Farnborough,UK-based Speedflight, explains: “Theowners buy a share in Speedflight anda share in the assets, initially into our first Total Eclipse, now based inLuton airport. Under a shareholders’agreement each co-owner becomesthe operator of the aircraft when it is being flown for their ownmissions. This way it stays a non-fractional operation and enjoys manycost advantages. In the fractionalapproach, adopted by companiessuch as NetJets, the owner and theoperator are separate entities.”

Gupta says that shared ownershipenables owners to save a great deal of money on fixed costs such asinsurance, crew salaries, hangarageand operations. He adds: “There arestill the variable costs such as fuel,flight planning and crew for non-pilotowners but owners only pay fixedcosts in proportion to use.”

Gupta, who has chalked up morethan 200 hours on the Mustang, saysthat it and the Eclipse 500 are

complementary and that a fleet ofthree Eclipse 500s and two Mustangswould be ideal for shared ownership.“The Eclipse is more cost-effective fortwo passengers looking to travelperhaps 1,100nm with two pilots,” hepoints out. “The Mustang comes intoits own when there are three or fourpassengers and two pilots.”

Gupta says that fractional

ownership/charter makes sense forsome low hour users but can costaround €1,800 an hour. “Sharedownership reduces the costs to around€900/€1,100 an hour,” he adds.

Gupta drew on his combinedbusiness and aviation background todesign Speedflight for pilot ownersand non-flying owners. He studied atSchiller University, Heidelberg and

trained as a pilot in London beforegoing on to own three hotels and apub in the UK. “It doesn’t makecommercial sense for someone whoflies less than 300 hours a year to owna whole jet. NetJets and similarfractional schemes work and havebeen very successful but owner pilotsare not welcome there. In additionour shared ownership is more cost-effective,” he says.

“I believe this is the first scheme ofits type for the Eclipse 500. A sharewill cost less than owning a Ferrari ora Bentley and it will not be muchmore to run on fuel as the Eclipse isthe greenest jet in the world.”

Owners’ club will dramatically cut cost of privateaircraft ownership says entrepreneur pilot

Speedflight: shared ownership concept.

Gupta: cost-saving initiative.

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Pictured are Richard Corlett of The Private Jet Company, Paul Murtagh and Bill Leach of inTrust Manx Limited with Caly Roberts, Steve Hawkins, Tony Corlett and BruceBenson of The Private Jet Company.

Ocean Sky is expanding its fleet andstaff. Stephen Grimes, ceo, says: “Bythe end of this year the charter fleetwill have expanded with theintroduction of seven more aircraft.”

Two Challenger 604s, two 605s, aGlobal Express XRS and two Falcon7Xs will join the fleet. “Our expansionplans are dramatic, diverse andexciting, not just in the UK, butacross Europe and into the MiddleEast. We need top people to manage this kind of rapid growth,”Grimes adds.

New appointments include CaptDon Sigournay as director of flightoperations, Lenny Gray as gm OceanSky Interiors and Paul Macintyre ashead of the maintenance operationsstart-up at London Luton.

Sigournay says: “We areconsolidating Ocean Sky’s flightoperations management under oneroof at Luton. My first job is to be thecatalyst for that restructuring,turning the plans into reality. Withthat foundation in place, and theconsequent efficiencies, the flight

operations team will play a key rolein supporting Ocean Sky’s short andlong-term expansion plans.”

Sigournay, formerly a Sea Harrierpilot and executive officer in theRoyal Navy with active serviceexperience in Bosnia-Herzegovina,will report to Andrew Hughes, md ofOcean Sky aircraft management.

Gray says: “We’ll be able tosupport third-party aircraft but given Ocean Sky’s rapid expansionplans, we’ll be kept very busysupporting our own aircraft. We’relooking to work on business jets fromCessna Citations through to thecomplete Bombardier range ofbusiness aircraft.”

Macintyre says: “My first task is toramp the hangar up to a fully-equipped and fully-functioningengineering facility by early 2011.The operation will be focused on serving all of Bombardier’sbusiness aircraft.”

Ocean Sky’s fleet includes a Global Express, an XRS and a Falcon 900EX.

Ocean Sky to offer sevenmore aircraft in fleet

Russia’s UTair is to acquire 20 AS350sand AS355s with deliveries beginningin the summer of 2011 andcontinuing through the spring of2013. Andrey Martirosov, director,says: “These 20 Ecureuils perfectlymeet Russian and worldwiderequirements.”

UTair’s fleet currently includes theAS350B3, AS355N and BO105 whichare flown in diverse missions rangingfrom vip and medical services to oiland gas industry support. “Thecompany also is a launch customerfor the EC175 and intends to order 15with another 15 options,” Martirosovadds. UTair operates more than 250helicopters and provides transportservices for United Nationspeacekeeping missions.

Martirosov says the AS350B3provides high performance and isadapted to extreme operatingconditions in high altitudes and thetransport of heavy loads. “It haspower, flexibility, safety and lowacquisition and maintenance costs. It is also an excellent businesshelicopter,” he adds. “The AS355NP iscost-effective and offers a provendesign for utility work, public servicesand passenger transport missions.”

UTair to bring 20 Ecureuils into service

Private Jet Company works to helpclients avoid taxing situations

The Private Jet Company plans tooffer tax advantages to help win newclients in the highly competitiveaircraft management sector. Thecompany, which is building a newbusiness aviation facility at Isle ofMan airport (EBAN August) willprovide its owners with a corporatetrust structure for its aircraft.

Capt Tony Corlett, md, says:“Aircraft owners will be well aware ofthe effects of the new Value Added Tax provisions from February

of next year for aircraft of more than8,000 kilos.

“VAT at around 20 per cent on a £30 million investment is aconsiderable sum. The corporatetrust structures will specificallyaddress this issue.”

The company provides one-stop-shop services ranging across aircraftsourcing and purchasing, impor-tation, registration, management,operations and crewing, hangarageand maintenance.

Paul Macintyre: service.

Lenny Gray: support.

Don Sigournay: consolidation.

The Gulfstream G450 is the best large-cabin, long-range business jet in its class. What’s more, it shares some ofthe advanced technology of the Gulfstream G550, while also retaining the qualities of the highly successful GIV/GIV-SP-series aircraft. And that was the best-selling aircraft

in its category. Let the journey begin.

LET THE JOURNEY BEGINLET THE JOURNEY BEGIN

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Hangar8 is working to expand its 27-strong managed fleet to 30 as itpromises charter clients that itsaircraft can be almost anywhere in theworld within 90 minutes.

The company’s Tamara Smart says:“We are expanding the managementside and there are very real prospectsof adding another Hawker 4000 and aChallenger 604. We have a strongfocus on the global charter side whereour wide geographic spread of bases

and operations means we can be withour clients in most parts of the world,apart from exceptions like Australasia,within 90 minutes flight time. Ourexpansion focus is not currently onAustralia, although that might be alonger term objective, but on marketgrowth countries like Russia and Indiaand on maintaining and improvingour high level of aircraft availability inEurope and North America.”

Hangar8, headquartered in Oxford,

UK, has bases ranging from Kiev andKrasnador to the Channel Islands andNice. Smart says: “Our global focusmeans that we have a very strongfocus on adding long haul aircraft toour managed fleet.”

Pictured above are Capt. TomMoutrie, customer liaison managerTamara Smart, first officer Kelly Cookeand cabin crew Carly Gyde with RoyalBank of Scotland’s John McWilliamand Stephen Peecock.


Md Air is planning to expand its managed fleet and operate from the UK’s Coventry airport. Pictured (left to right) are co-pilot Tom Bristow, chief pilot and flight operations IanSixsmith, md and accountable manager Nigel Jones-Blackett, Coventry airport’s Marc Watkins and co-pilots Kevin Laporte, Jamie Shevlin and Carl Walker.

The UK’s Northampton-based Md Airis negotiating to add a Mustang to itsBritten-Norman Islander and build amanaged fleet based on the twoaircraft types at the re-launchedCoventry airport.

Nigel Jones-Blackett, md, says:“The managed aircraft side is onschedule to expand strongly earlynext year and will complement thewell-established training side underCapt Ian Sixsmith which qualifiespilots to fly AOC.”

The Islander, which has been

operating out of Wellesbourne, ismanaged on behalf of MetachemDiagnostics, a laboratory specialisingin research into cancer and genetics.Jones-Blackett says the aircraft offers short haul charter with twopilots at competitive rates for up toeight passengers.

“The outlay is roughly half thatdemanded by operators of private jetsand the prices are attractive whencompared with the total individualrail fares that might accompany thepractical alternatives,” Jones-Blackett

adds. “The 800 kilogram luggagestorage capability is also a goodmarketing point. The Islanderobviously appeals to those who needto reach remote areas as well asexecutives whose budgets would nototherwise justify the expense of aprivate business flight.”

Recent trips include a groupattending a 50th birthday party inOban in the West Highlands ofScotland while the Isle of Man andChannel Islands are also within reachof its optimum 90 minutes to two-

hour flying range.Jones-Blackett says: “The owner of

the Mustang intends to fly 50 to 60hours a year and this would give usthe capability to offer thecomplementary alternative of flightsfurther afield into Europe.”

Marc Watkins, bdm of Coventryairport, says: “We are talking tooperations such as Md Air andbuilding a mix of private andscheduled operations. Theframework should be in place for atake-off of business early next year.”

Md Air works to add range and speed of theMustang to Islander’s short hop capacity

Hangar8 boosts long haul capability as it closes in on 30-strong fleet target

LEA Legacyflights rock on

London Executive Aviation Legacyfleet crews have enjoyed sampling therock star world this summer (see coverphoto). “We’ve been flying some of theworld’s most famous musicians,” saysGeorge Galanopoulos, LEA md.“When you have a heavy internationalschedule of tour commitments, andhundreds of thousands of fans eagerto see you perform across Europe, youneed fast and reliable transport. Starsreally like the Legacy 600 and theaircraft is enjoying much demandfrom tour managers.”

LEA operates five of the type in atotal fleet of 23 aircraft ranging fromthe Mustang to the Falcon 900EX.

Galanopoulos says the 13-passenger capacity of the Legacy 600is “the best cabin space for themoney.” He adds: “The Legacy alsohas a huge luggage hold, accessibleinflight. Its range is good and thedispatch rate is excellent. This is anelement tour managers andperformers take very seriously indeed.You can’t afford to be sitting on theramp at an airport somewhere whenyou should be singing to a stadiumfull of people.”

He says: “This summer, we’ve flownlegendary singers and guitarists allover Europe, to and from places likeParis, Rome, Stockholm and Berlin.”

Lineage 1000makes impact on Middle Eastcharter sector

Dubai’s Al Habtoor Group reportsgreat interest in a Lineage 1000 whichit has brought into service followingan acquisition and managementcontract agreed with Royal Jet morethan two years ago (EBAN July 2008).

Maan Halabi, executive director,says: “We chose the Lineage 1000because it delivers new standards ofcomfort and excellence in anunparalleled cabin. This is a veryexciting time for the Al HabtoorGroup, and we are eager to fly withthis wonderful aircraft.”

The aircraft is configured with abedroom offering amenities includinga queen-size bed and a stand-upshower, three lavatories, conferencetables, 23-inch LCD monitors, and arefrigerator and chiller.

Halabi adds: “The ample aftbaggage compartment is pressurisedand accessible during flight. Pilotsbenefit from an electronic fly-by-wire flight control system andHoneywell’s Primus Epic avionics,complemented by an electronic flightbag and other cutting-edgetechnologies, resulting in a lowerworkload and increased safety.”

Nizar Jazzar, Royal Jet’s vp aircraftproject engineering and businessdevelopment, says: “A highly-experienced crew is now operatingthe Lineage 1000 from our Abu DhabiFBO in the vip terminal. We will also be managing the ongoingmaintenance of our latest fleetaddition. The Lineage 1000 isachieving growing success in theMiddle East region.”

Shane O’Hare, Royal Jet presidentand ceo says: “Clients have beenimpressed by the range and comfortoffered by the Lineage 1000 and weare able to provide guests with a newdimension in luxury.”

O’Hare says the Lineage 1000comfortably carries up to 19passengers in five distinct “privacyzones” with the cabin interiordesigned in partnership with the UK’sPriestmangoode.

However, much of the demandmay come from smaller groups. RoyalJet points out that there is a range of 4,400nm with eight passengers and 4,500nm with four passengersenabling the aircraft to fly non-stop from Dubai to destinationsincluding London, Johannesburg,Tokyo and Jakarta.

The Al Habtoor Group, created in1970 by its chairman Khalaf AlHabtoor, has considerably expandedits international business. Although itis best known for construction, it isglobally recognised in the hotel,automotive, real estate, education,insurance and publishing sectors,employing more than 40,000.

Lineage 1000: based in Abu Dhabi.


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Dutch determinationmakes the most of private

charter opportunitiesJetNetherlands typifies thespirit that has kept theservices of resilient Dutchcharter operators in demandduring the global economicrecession. “We are alwayslooking for business, and trynever to ‘fly home empty’,”says Eelco Los, manager salesand marketing. “We always tryto operate in ways where weare in a position to meet theneeds of clients around theclock. For that reason we areflying our clients during theday for business purposes andundertaking ambulanceflights during the night. Thisway we optimise theefficiency of our fleet.”

Holland may be a smallcountry but it has a goodnumber of airports and a widecharter operator base forclients to draw on whenneighbouring countries likeBelgium, France andGermany are taken intoaccount. Charter operators,therefore, have to work hardto acquire and operate aircraftfor management and charter.

“JetNetherlands is alwayslooking to acquire newaircraft,” says ceo MarcelGroeskamp. “Recently weacquired two new aircraft, aGulfstream 200 and aMustang. The Mustang will beused for commercial flights aswell as being used by theowner. The Gulfstream 200will be operated solely for itsowner’s use.”

The company, founded in2001 with two aircraft, hasgrown to operate a fleet ofabout a dozen aircraftincluding the Piaggio AvantiII, the CJ2 and CJ3, the Exceland XLS, the Beech 400A andthe Falcon 2000 EX.

JetNetherlands believes themarket is in a consolidationphase. However, it has put in agreat deal of hard work to beready for the anticipatedupturn. “As soon as theeconomy recovers and webegin to see the results of thatprocess, we are sure thatDutch people will startordering aircraft again,” saysGroeskamp. “As they orderaircraft we will be ready tocarry out aircraft manage-ment for them.”

JetNetherlands does notunderplay the difficulties ofthe past two years. “Likeevery operator we have facedtough times but the market isimproving,” says Groeskamp.

“In the second quarter ofthis year we flew 40 per centmore hours than the firstquarter of 2010. However,because of the intensecompetition and overcapacityof the Dutch market, charterprices are still too low. As soonas the economy improves, andour expectations are that itwill do from 2011, we are surethe prices per hour willincrease in tandem.”

Los says: “Most of ouraircraft are bought new fromthe factory and we carry outthe delivery as well. For otherclients we search themarketplace and purchase theaircraft pre-owned. Ourapproach, of course, dependson the wishes and budgets ofthe owners.”

Groeskamp says that fewbuyers select their aircraft forsentimental reasons. Heexplains: “Flights in Europeaverage about 1.2 hours perleg and do not tend to exceed2.5 or three hours. This meansthat there are eminentlysuitable small and midsizejets with all the options andcomfort they specify. Most ofthe time financial criteriadictate the choice of aircraft.”

JetNetherlands says itstransparent business modelenables it to work withbrokers and direct with itsown clients. Groeskamp says:“We respect our clients’wishes whichever businesschannel is chosen. Our targetmarket is wide so we do notfocus on one particular sector.

We listen to our clients, seehow the market is developingand make the best of theprevailing business andeconomic conditions. Untilnow that has worked well forJetNetherlands in good andbad times.”

Most of the routes arefrom the Netherlands todestinations around Europe.“Approximately 70 per cent ofour flights are booked to carryout business however we dofly a great many of our clientsto their second homes in theMediterranean.”

JetNetherlands says it isessential to ensure a constanthigh standard of flight andcabin crew performance.“Prior to entering service, apilot undergoes an extensiveselection process thatincludes both psychologicaltests and an actual skill test ina flight simulator,” Groeskampexplains. “The first months ofservice are under thesupervision of senior flightcrew members to ensure ahigh professional standard.Cabin crew is selected in acomparable manner withactual flights under super-vision of senior cabin crewmembers the most decisiveelement in the process.”

Ground crew are selectedand trained by groundoperations personnel. Headds: “Only flight dispatcherstrained by approved providerswill be allowed to join ourselection and training process.A period of three months ofon-the-job training isconducted to ensure that ourground operations personnelare up to the standardsrequired by our customers.”

The company does notcurrently have any vacancies.

Solid Air recognises theimportance of competinginternationally as well asdomestically. It has a base at Weeze Niederrhein inGermany as well as atEindhoven and Schiphol inthe Netherlands and will be operating out of theCaribbean.

The company says that itspolicy of providing a young,modern fleet has paid off both

Derk-Jan van Heerden, gm of Aircraft End-of-Life Solutions which is expanding its specialised service.

HOLLANDREGIONALREVIEW

Sylvain J de Haas Leefsma: no downturn.

Continued on next page

before and during the globaleconomic recession. Its 14-strongfleet offers a range of aircraft thatspans the CJ1, the Premier I, Bravo, Citation VI, Piaggio II,Challenger 850, Falcon 2000 EX EASyand the 900B.

Rieko Dalhuisen, sales andmarketing director, says: “Themidsize jets are very much theworkhorses of our fleet, even in timesof recession, and they will be much indemand for such a big occasion inEurope as the Olympics. We don’texpect that one event to herald anend to the recession but it isreasonable to assume thatestablished operators will enjoy aboost while it takes place and thencontinue to see an improvement inmarketplace demand.”

He adds: “We also fly long haulflights to the Middle East, with Oman and Dubai among populardestinations and to Far Eastcountries such as China but Europeis our most important market. Thedemand is far from confined tobusinessmen. The Dutch like to goon holiday by private charter tosunny destinations such as the Côte

d’Azur, Nice, Cannes and Malaga.Although some 60 per cent of ourclients are business executives theleisure side is still very significant.”

However, although Europe is the

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prime operating area, Solid Air hasopened offices in Aruba and StMaarten. “We will operate theCitation Bravo there having identifieda demand for our services,”Dalhuisen says. “Our marketingexecutives travel with the aircraftwhenever possible and follow up anyopportunities to meet the needs ofnew customers. We also have anextensive client base and work hardto ensure that we meet their needsand retain and increase theirbusiness. We take the same attitudeto winning managed aircraft businessfrom owners.”

Solid Air enjoys the costs benefitthat 80 per cent of its fleet is man-aged but works hard to ensure that the owners benefit frommaximum charter.

“Business is picking up again butit might still take some time to getback to levels that we would behappier with,” Dalhuisen says.“There is a good demand in Europefor our midsize jets from the businesscommunity and from leisuretravellers. That augurs well as we canexpect increasing enquiries as theLondon Olympics get closer.”

Solid Air works hard throughchannels such as Avinode and charterbrokers to publicise its services andwin business but points out thatwinning and retaining business is all about the personal touch.

Belgium’s FlyingGroup wants tocontinue developing activities onDutch soil by increasing operationsout of Rotterdam and Schiphol. BenPaindavin, marketing and PRdirector, says: “As a key player inprivate aviation in the Benelux, wesignificantly strengthened ourEuropean network with the launch of

operations in the Netherlands. FromRotterdam and Amsterdam morethan 2,000 destinations can bereached within Europe and furtherafield. We have based three types ofprivate jets in the Netherlands – theMustang, the Challenger 604 and theFalcon 50EX.”

Two four-seat Mustangs operatefrom bases in Rotterdam, Antwerpand Luxembourg while a Falcon 50configured for eight passengers isbased at Schiphol. “The Challenger604 services Holland, offers aspacious and luxurious cabin andis configured for 12 passengers,” he adds.

Helicopter versatilitySuccessful helicopter operators in theNetherlands tend to be focused onthe North Sea or on offering a variedplatform of activities. EEA HelicopterOperations BV, operating under theCHC brand name, is based at DenHelder. The company says: “This isthe major jumping-off point for theDutch sector of the North Sea, and acritical part of EEA’s success in thisregion. Our location on Holland’snorthwest seaboard minimises flighttimes to offshore platforms, making ita convenient location for servicingthe offshore industry.”

EEA’s fleet in Den Helder isoperated by EEA’s subsidiary CHCHelicopters Netherlands BV, which points out that the Dutchoffshore sector commonly has a largenumber of platforms within a smallarea. It operates a fleet whichincludes the AW139, EC155, SikorskyS76 and S61N.

Heli Holland bases its appeal on four main activities – air service which provides all types of

Cessna CitationAuthorised SalesRepresentative

www.timleacockaircraft.com +44 (0)1258 818181


flight, helicopter maintenance,offshore and vip flights andhelicopter flight training.

Central locationRob Blaauw, charter sales managerEurope of Aviation Charter Limited,says Holland is a developed marketbut an expansion of FBO facilities andchoice would still be welcome. “Citiesincluding Rotterdam, Amsterdamand Eindhoven have well-developedfacilities and a good perception ofwhat is needed to attract charteroperators and owners of privateaircraft,” Blaauw says. “HoweverHolland, like other developedeconomies in Europe includingGermany and the UK, must workhard to improve how businessaviation is perceived. Governmentsneed to realise that modern aircraftare much quieter nowadays and thatbusiness aviation brings muchneeded business and jobs withcomparatively little impact on theenvironment, particularly whencompared to sectors such as heavymanufacturing or construction. Suchindustrial sectors are obviouslyessential but business aviation alsohas a key role to play in networking,communication and winningbusiness orders. Holland could verymuch benefit from 24-7 businessaviation airports.”

Although there are a limitednumber of charter operators inHolland, that is no obstacle to charterbrokers providing a goodcompetitively-priced service to theirclients. “We serve the Dutch marketbut Holland’s location provides agood deal more than proximity to our clients,” Global Aviation’sStephan Van den Hurk says. “Hollandis a good central location despitehaving few charter operators in itsown right. Charter operators inGermany, France and Belgiumprovide a good, cost-effective service.In many cases, we find that the pricesand services that can be obtained in countries such as Germany arebest for our clients, even allowing forre-positioning.”

Global Aviation, founded 16 yearsago and managed by Karin Brocksand Van den Hurk, is headquarteredin Eindhoven but carries out a great deal of work for clients based in Amsterdam and Rotterdam. Vanden Hurk points out that, although Holland is a small country, ithas good airports countrywideservicing the areas of Amsterdam inthe north, Rotterdam in the centreand Eindhoven and Maastricht in the south.

“Holland provides a goodenvironment for a business with ourfocus. It has an entrepreneurialtradition that has seen nationals dobusiness all over the world and I can'tsee that ethos changing in the nearfuture,” Van den Hurk adds.

Other airports include Lelystadwhich is working to provide a newintegrated FBO facility. “Most of thepeople that come to Holland tend tothink in terms of Amsterdam Schipolbut there is more than one goodairport for business aviation,” saysPieter van der Ham, managercommercial affairs. “We are part ofthe same group as Schipol but wewant to provide a good second

JetNetherlands ceo Marcel Groeskamp and manager sales and marketing Eelco Los.

Solid Air: cost benefits.


Continued from preceding page


possibility for those who maycurrently treat Amsterdam as the onlyor preferred option.”

Lelystad is working to bring itsupgraded FBO facilities intooperation. Van der Ham says:“Charter operators and brokersalready know us but we feel theimprovements we are making willattract more of their business. Up tonow Lelystad is the busiest airport forthe smaller general aviation aircraftin Holland. The airport already has ahotel, restaurant and conferencefacilities and is three minutes awayfrom the main motorway connectingAmsterdam to the northern part ofHolland. Hangarage is available andwill accommodate up to Boeing 737later this year.”

The present grooved runwaylength is 1,250 metres and the DutchMinister of Transport has givenpermission for this to be extended to 2,100 metres. However Van derHam says: “This investment will nottake place immediately due to thepresent situation in aviation but 250people are already employed by the airport and a growth in thisnumber is expected.”

But he says that Lelystad’s positionjust 50 kilometres from Amsterdamcity centre favours businessdevelopment and its finances areboosted by its aviation theme parkAviodrome which attracts up to200,000 visitors a year.

Van den Hurk says Lelystadt isgood for turboprops but its shorterrunway militates against jet business.“A longer runway would addappreciably to its attractions but we understand that this project is not likely to be implementedimminently”

Service industriesService industries have grown up toserve the needs of private aviation inHolland and some are thinking in

terms of growth. Derk-Jan vanHeerden is gm of Aircraft End-of-LifeSolutions (AELS), which is expandingits specialised service focusing on thedisassembly and dismantling ofaircraft and related services. He says:“We might start componentbrokering but that is not certain.”

Not surprisingly support servicestend to be based at airports. They include JetSupport whichmaintains Cessnas, Falcons andDorniers from Schiphol and theAviation Competence Centre atMaastricht Aachen.

The Regional Educational CenterLeeuwenborgh and several partnersare developing a new educationalfacility. They report that the AviationCompetence Centre will be tripling itsoutput to support companies basedon Maintenance Boulevard. Thecompany says: “We work togetherwith several engineering schools withgraduate and undergraduate facilitiesin our Meuse-Rhine region. In

general good skilled labour is widelyavailable. Multilingual skills arewidespread in Dutch, German andEnglish. Our targets are to makemore qualified engineers available for the MRO companies and increase quality by gaining our ownPart 147 approval while developing a structural relationship with theMRO companies.”

The demand for support skills is

highlighted by the success of Sylvain’sEnterprises BV whose principalSylvain J de Haas Leefsma marketspilot and flight instructor services.The diverse focus is on air safety,survey and training but Leefsma also works as a broker in thecorporate, executive, private andutility aircraft sectors.

He says: “Throughout the last yearI have seen no downturn in theconstant demand from privateentrepreneurs for the PPL(A) – JAAPrivate Pilot Licence with theaddition of IR(A) – JAA InstrumentRating training.”

The requirements focus onadvanced single-engine piston, dieseland turboprop aircraft and the clientseither intend to acquire an aircraft orhave already purchased one, Leefsmasays. The range includes the Cessna182 with Garmin G 1000; the Cirrus20/22 series, Diamond DA40 withGarmin G1000; the Piper Saratoga,Matrix, Meridian, Mirage and the JLX

PropJet especially since it wascertified as below 2,000 kg. The TBM700/850 are also popular.

Leefsma concludes: “There is agood future in this niche market.”

The current demand for pilottraining suggests that the private,corporate and charter market inHolland will expand once the globaleconomic recession recedes, probablyfrom around 2012 onwards. �

The 2010/11 EBAN Handbook ofBusiness Aviation in Europe is outnow, and gives details of manymore Dutch charter operators. Italso lists business aviationfacilities and services includingairports, FBOs and maintenancecentres.

The details can be accessedonline through a search ofaircraft operated or the airportbases. For more informationplease visit www.handbook.aero

ComprehensiveDutch data online

free-of-charge


Lelystad: looking to boost private aviation attractions.

Global Aviation’s Stephan Van den Hurk.

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Top rate training for crews and thelatest avionics are critical issues forcharter operators seeking to winbusiness on the basis of safety andreliability. The demands havegenerated advances in simulationand research that promise tomaintain and improve privateaviation’s strong safety recorddespite concerns over a risingnumber of illegal flights.

Business aircraft operators inEurope and the Middle East taketraining in safety and the addition ofthe latest avionics very seriously.These include Gama, Comlux, FAIrent-a-jet, Dragonfly and DC Aviation.

Gama’s Dave Edwards says: “Thenext big development for us is inflight data monitoring. It’s already inplace on our large cabin aircraft butwe are very keen to roll it out acrossthe fleet. The benefits to us are clear –they allow us to spot trends early onand use our training team to addressthem quickly.”

But he stresses: “The latesttechnology is only ever as good as thepeople operating it and that’s why it’sso important for us as an organisationto focus so heavily on our training.There’s been a sea change in the waywe’ve developed our trainingdepartment over the past ten yearsfrom one which relied heavily on in-aircraft flying to one which nowoversees some 300 simulator trainingevents a year running our ownspecific programmes.”

These programmes have beenrefined to train and test Gama crewsin environments and scenarios thatthe company has identified as being the ones it feels benefit thesafety of its passengers, crew andaircraft the most.

Edwards says: “The advent ofsafety and quality managementsystems has also been a watershed inthe professionalism of the industry,changing the way we work and think

on a daily basis.”Gama, he says, has made great

efforts to ensure that everybody in theorganisation embraces the systemsfully. “After some ten years we’re very

happy with the result, a dynamicsystem which continues to evolvewith every day that goes by but whichassists us in identifying problemsbefore they occur. Likewise, the

Safety-conscious operator and brokers. Pictured from left are: Joel Fenn, executive jet sales director Air Charter Service; PeterTurner, operations manager Air Partner; Joanna Woods, executive aviation, Hunt and Palmer; Howard Palser, ceo DragonFly and NeilHarvey, director executive aviation, Hunt and Palmer.

SPECIAL FOCUS – SAFE FLYING

Training gets ever more realistic as businessaviation builds on its strong safety record

introduction of flight safety officersand security managers has changedthe way in which we assess andundertake each flight so that we’renot only thinking about how weoperate in the air, but also how welook after our passengers and ourteam on the ground.”

Business aviation, Edwards pointsout, has traditionally been at theforefront of technological advances.“As a result, we’re operating aircraftwhich are virtually unrecognisablefrom the first jets we operated back inthe mid-1980s. Technology such asEGPWS and infrared head up displays were things that were onlybeing whispered about 15 years ago. Now we are operating aircraftevery day which benefit from theadditional safety margins that thesedevelopments provide.”

Claas Detel, an FAI rent-a-jetquality management flightoperations specialist, puts intocontext the challenge for operators ofmixed fleets. FAI operates a range thatincludes the Learjets 35 and 60, theChallenger 604 and Global Expressand the Falcon 900 EASy.

“We carry out point-to-point vvipbusiness charter and worldwideambulance flights and in addition weare operating up to five bases for theUnited Nations in Africa,” he says.“For us, crew training is one of thebiggest challenges in the wholebusiness. On the one hand we aremanaging three different types of


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operation with the same equipmentand personnel, while on the otherhand we have a floating base conceptfor ambulance and vvip charter andthe bases in Africa.

“To comply with EU OPS and JARFCL 1 we send all crew members inannual cycles to simulator training.But we do not rely solely on thesimulator aspects – we are alsorunning a large amount of of CBTwhich is focused on training thepilots in issues such as TCAS, CFITand special airport procedures. Allour aircraft are equipped with state-of-the-art avionics to guarantee thehighest level of safe operation.

“From our point of view the mostimportant skills in the moderncockpit environment is systemknowledge combined withoutstanding CRM skills which arehoned by training updates. Havingadvanced equipment on the aircraftis good but the pilots have to undergoman-machine interactions morethan once a year in the simulator toensure the right actions in difficultsituations and to maintain aminimum communication levelbetween all crew members.”

Howard Palser, ceo DragonFlyExecutive Charter, says: “Safety isparamount. We work closely withExecutive Aviation Services Limited,the holders of the AOC under which our aircraft are operated, toensure that safety is to the forefront of everyone’s thinking at all times,whether as operations staff or flight crew.”

He adds: “One factor that singlesout DragonFly from most otheroperators of King Air 200 seriesaircraft is that although technicallyclassed as suitable for single pilotoperation we choose to operate theseaircraft at all times with two fullyqualified, type-rated pilots. Thispolicy involves the company in

significantly more cost in terms ofrecruitment of flight crew, salariesand crew expenses, as well as the time and cost spent in initial andrecurrent training.”

Palser says: “Our pilots operate ona strict multi-crew basis which shouldbe differentiated from single pilotoperators who may have a pilot ofsome description in the right-handseat, but who is unlikely to be type-rated. We feel strongly that the cost ofmulti-crew operation is more thanjustified by the greater safety thatresults from sharing the workload inthe cockpits of complex aircraft that operate in the congestedairspace and seriously inclementweather that is experienced in the UK

receive top rated training stand tobenefit from broker referrals.

Jens Henry Dreyer, who runsAviation Broker based in Frankfurt,says: “Russian customers hardly everask for turboprops. What they wantare brand new business jets. Clientsfrom the US flying in Europe in

and Europe. We find it to beincreasingly the case that charterbrokers and private clients insist onmulti-crew operation.”

The EBAA says that theimportance of security and safetycannot be stressed too highly andpoints to its focus on recognisingachievements. Recipients of the 2010EBAA Flying Safety Awards presented at the Bombardier fourthannual Safety Standdown Europereception included Dassault FalconService which received the 2010Platinum Safety of Flight Award (50years or 100,000 hours without anaccident). Other companies honoredwere: Tyrolean Jet Services andAbelag Aviation, recipients of the

2010 Gold Safety of Flight Award (40years or 80,000 hours); Tyrol AirAmbulance, recipient of the 2010Silver Safety of Flight Award (30 yearsor 60,000 hours); and VistaJetLuftfahrtunternehmen, recipient ofthe 2010 Bronze Safety of FlightAward (20 years or 40,000 hours).

“Safety is certainly the top concernfor the people in our industry, andwe’ve got the data to prove that we areseriously committed to achieving thehighest safety standards possible,”said Brian Humphries, EBAApresident and ceo. “Theseoutstanding companies are examplesof how this dedication to safeoperations adds up to exemplaryrecords.”

Humphries says: “Safety requires ayear-round focus, and we at EBAAwork daily with government andindustry officials to enhance ouralready good safety record. TheEBAA also works with theInternational Business AviationCouncil to develop safetymanagement systems and otherindustry standards of best practice.”

Investment insafety makes

business senseCharter operators that invest in newaircraft equipped with the latestavionics and ensure that crews Continued on following page

Key considerations• Owners and char ter operators

need to identify safety issuesearly on and deal with them inadvance.

• Pilots and crew need regularvir tual reality training to preparefor real-life problems.

• Training organisations are havingto invest heavily to ensure thatvir tual scenarios mirror the realoperating environments.

• An understanding of how avionicswork, as well as what they do, isvital.

• Training approaches are designedto eliminate errors whereverpossible, contain them if theyoccur and mitigate their effects.

• Bona fide char ter operatorsinvesting heavily in safety arecalling on the authorities to clampdown on illegal flights.

• Brokers are urged to put safetyrecords and reliability before ‘bestprice’ deals.

• Some operators are exceedingstatutory requirements by flyingmulti-crew where regulationsmandate single pilots.

• Improving safety requires a teameffor t between regulators,manufacturers, trainingorganisations, maintenance andsupport companies as well as theowners and operators and theircrew and staff.

• Safety Management Systems(SMS) are regarded as anabsolute necessity.

Jens Henry Dreyer: demand for brand new jets.

Comlux Global Express 556: latestavionics.


particular ask for detailedinformation about security and the experience and qualifications ofthe pilots.”

Julian Burrell, md, says that TheCharter Company takes safety andsecurity issues very seriously. “We do all the important checks on behalf of our clients and theseobviously include the age andsometimes ownership of the aircraft.The safety record of the operator is aprime consideration. We do a full duediligence before placing any businesswith a new operator.”

EBAS International, founded byJochen Petereit more than 10 yearsago, takes the view that such highstandards are not only desirable froman ethical and legal point of view butthe only basis on which to build long-term international business.

Monika Petereit, Jochen’s wife anddirector of sales and marketing, says.“We always take the trouble to get toknow the aircraft as part of our duediligence and also to examine howthe operator’s pilots, cabin crew andother staff serve the charter clients.”

Britta Martin, internationalmarketing and relationship managerfor EBAS International Gmbh,confirms that safety and securityconcerns are the top priority. “Whenwe book an executive jet our upmostpriority is to select the best and safestair charter company for our clients,”she says. “In many cases we do knowthe air charter companies, theiraircraft, and most of their crewspersonally.

“This gives us an advantage inbeing able to be certain that theaircraft is in top condition, not onlyfrom the exterior and interiorappearance, but also from a technicalpoint of view.”

She adds: “According to the EUOPS aviation regulations every aircharter operator is obligated to have

a safety manager and for aircraft over 5.7 tons to also have a security manager.”

The safety manager must makesure that the flights are conductedsafely and legally and also to schedulethe checks for recurring crewtraining. But EBAS has its ownprocedures to ensure safety and

security issues are properlyaddressed. These require documentsto be provided including the AOC andinsurance record and documents,crew safety record, license andmedical information.

EBAS charter and handling staffare themselves very safety andsecurity conscious, she says. “Eachstaff member has special safetytraining, plus many years ofoperating expert knowledge withinbusiness aviation. Keeping up-to-date on safety and security issues isabsolutely vital for any broker sincewe have the responsibility to makesure that the customer can travel withpeace of mind.”

Dreyer says Aviation Broker insistson vetting documents including theAOCs and insurances. “We use online quotation systems which allowaccess to updated information onhow the aircraft and pilots compare

with the Wyvern Standard. Thesesystems provide background to thecompany including safetyintelligence reports. These spanaccident and incident data, pilotinformation and audit reports.”

Aviation Broker has an annual in-house audit procedure. “Once a yearwe check with existing and also with potential carriers and ensurethat at least a minimum ofinformation is provided.”

Updates focus on AOCs, validity ofall insurances and flight safetyprogrammes and ensure that carrierswith aircraft weighing more than 5.7 tons have an emergency responseplan and meet airport parkingrequirements.

“We check airworthiness reviewsand whether the charter operator hasauthorisation for low visibilityoperations,” says Dreyer. “We check ifthe pilots are qualified to operateunder low visibility circumstances.Pilots are expected to conduct flightssafely and remain in compliance withthe aviation regulations. Rampchecks are conducted to ensure pilotsmeet these expectations.

“A typical check involves theinspection of the pilot’s air andmedical certificates and aircraftpaperwork and an exterior inspectionof an aircraft. Inspectors are

authorised to check for theairworthiness certificate, aircraftregistration, the operating handbook,weight and balance information,minimum equipment list, and thegeneral airworthiness of the aircraft,”Dreyer points out.

Volker Meissner, director ofAviation Charter Limited, says thatone of the most important issues is toensure that brokers have the systemsand knowledge in place to excludeunscrupulous operators. “AviationCharter sets great store by ensuringthat all the requisite checks are madeon a regular and timely basis,” hesays. “One challenge for the industryis to ensure that no-one is tempted toundermine the probity of themajority by cutting corners to winshort term business.”

Business aviationexperts help to

set the standardsThe European General Aviation SafetyTeam (EGAST) was launched at EASAheadquarters in Cologne, Germany, atthe end of 2007 as an ambitiouspartnership between the aviationcommunity and the authorities,responding to the need forcoordinated safety efforts in Europe.

“The sharing of good practicesamong operators and the industry,including from different aviationsectors, is increasingly recognised asan efficient way to improve safety.This approach is encouragedworldwide by ICAO,” the organisationexplains. “Building on existinginitiatives identified in the Europeangeneral aviation community, EGASTcreates a forum for sharing bestpractices. It seeks to improve datasources and promote safety throughcommunication and education.”

EGAST is composed of

Cabin crew Mark Jenkins (top) and Sarah Hellyn (right) welcome Julian Burrell, md, TheCharter Company, on an inspection. Tony Farmer, marketing manager for Cello Aviation,is on the left.

Phenom 300: the latest avionics.


Helicopter pilots routinely facediverse challenges ranging fromdangerous SAR missions to complexdeliveries of loads and personnel inremote locations. “Helicopters tendto fly in more dynamicenvironments than most fixed-wingaircraft,” says Duncan Trapp whoworks for the European HelicopterSafety Team (EHEST). “It is reallyimportant that we try to reach out toall areas of the helicoptercommunity – no matter how small –to communicate the latest safetyadvice, promote training bestpractice and flag up new ways ofmeeting regulatory requirements.”

Trapp, as safety and regulatorymanager for all CHC Helicopter’sEuropean operations; looks after thesafety of around 100 helicopters. Heexplains: “EHEST is the Europeanbranch of the InternationalHelicopter Safety Team (IHST). Bothorganisations are made up ofvolunteers from operators,regulators and manufacturers – allwith the aim of improving safetywithin the helicopter community. In2006, IHST set itself the goal ofreducing rotary accident rates by 80per cent by 2016. In Europe morethan 300 accident reports have nowbeen analysed and common themes

and trends from these highlighted.”These results have prompted

EHEST to focus on a number of keyareas including the introduction ofSafety Management Systems (SMS).Trapp says: “Although most of thelarge operators have alreadydeployed SMS and are formalisingprocesses such as regular riskassessments or carrying out safetyaudits, smaller operators are lesslikely to have an SMS. Statistically itis smaller operators that tend toexperience the majority of accidents.In response to this the IHST hasalready drawn up an SMS Tool Kit tooffer basic guidelines – free todownload on the organisation’s website. With the majority of helicoptersbeing operated by companies withbetween one and five aircraft, thesetypes of operations are the IHST’starget audience.”

Trapp says helicopter operatorsshould have a major focus oncurrent training practices and learnhow their rotary aircraft can avoidjoining the high percentage ofaccidents that take place duringtasks such as aerial firefighting.

Trapp says: “Technology plays avital role in the IHST/EHEST reviewof training issues: from theavailability of computer based

training – relatively cheap andallowing those undergoing thetraining to revisit areas forconsolidation as well as familiarisingthemselves with the use of newequipment such as GPS – to theintroduction of simulators – a biggerchallenge if they are to be affordable,accessible and accurate in how theyreplicate the characteristics of the‘real’ aircraft.”

Flight data monitoring, he pointsout, is another key step in the use oftechnology to improve training.“Becoming more and moreaffordable, it provides accurate andtimely feedback on what actuallyhappened,” Trapp adds. “If idealprofiles were not followed it offersinsights into why and allows trainingto be modified to iron out potentiallyunsafe habits (whether they werebeing applied knowingly orotherwise). Such technologicalbenefits need to be introducedwithin a non-punitive culture.”

Trapp adds: “Perhaps easier still isthe use of the Internet to create aone-stop-shop of quality trainingmaterial, free of charge, to thesmaller operators. IHST/EHEST isdeveloping a partnership withSKYbrary to upload training materialsuch as specially produced DVDs.”

Helicopter advice highlights common risks

®


representatives of aircraft manufac-turers, national and European civilaviation authorities, the aviationcommunity, research institutes, andnational and internationalrepresentative organisations.

It points out that, each year, EASApublishes a review of aviation safetyin Europe. The 2009 edition reported1,234 accidents causing 264 deaths inthe general aviation sector on aircraftregistered in EASA membercountries. Statistics indicate thatfrom those 1,234 accidents, only 12involved an aeroplane over 2,250 kg.“Such figures are not new. In 2007,EGAST therefore decided to focus onthe most safety beneficial domain:the lighter part of GA.”

The project is run by a core team of20 organisations representing thevarious GA sectors. EGAST conductsits work through three subgroupsaddressing safety promotion(development of subject specificsafety leaflets and videos), datacollection and analysis, proactivesafety (addressing today the risks oftomorrow), and links betweenresearch and the GA community(identification of needs andpromotion of results).

The organisation explains: “Theteam is working actively on safetypromotion for pilots and other GApersonnel. In 2009, EGAST hasproduced a leaflet on reducing therisk of collision in collaboration withUK CAA and videos on preventing theloss of control during take-offtogether with the Institut pourl’Amélioration de la SécuriteAérienne (IASA), France.

“To improve safety, regulatorycompliance can be complemented byvoluntary commitment to safetyimprovements,” EGAST says. “Theestablishment of standards by theindustry with the support of theauthorities is one key pillar of thisvoluntary commitment tocontinuous safety improvement.”

Abelag is among fixed wing androtary operators in Europe and theMiddle East that are placing an

increased emphasis on safety whileseeking stronger action to deterillegal flights exploiting gaps in rule enforcement.

Abelag’s Hervé Laitat says hewelcomes a launch by the EBAA of acampaign targeting a minority ofbrokers who refer business on priceand ignore safety issues. Laitat, whoreports a rising number of illegalflights, says the national civil aviationauthorities should be encouraged totake firmer action. “Operatorswithout an AOC are carrying outcommercial flights or are notrespecting the rules,” Laitat says, andargues that regulators need increasedpowers. SAFA (Safety Assessment ofForeign Aircraft) inspections arecommon at airports and carry outchecks for deficiencies such as worntyres or oil leaks or whether flightcrew members have licences.

However Laitat says: “We do notfeel that national authorities havesufficient powers to stop illegalflights. Illegal operators are exploitingloopholes in bilateral laws betweencountries. National authoritiesshould consult with local operators toassess how to better monitor illegalflights and what legal action can betaken. This is not only causing safety

problems but is proving detrimentalto professional operators who areinvesting increased resources instrengthening safety measures onlyto see potential clients flying withcost-cutting illegal operators.”

Training mustinvvolve the cabin

crew tooThe private aviation industry as a whole in Europe and the MiddleEast is benefiting from an increasingnumber of training facilities,advances in avionics and greaterdissemination of information and advice.

But Brian Hayvaz, an experiencedairport rescue firefighter paramedicand a senior lead educator for FACTS Training International, and GBlain Stanley, a firefighter/medic andSAR team leader, believe that someareas of training can be under-valuedor neglected.

Hayvaz says: “When consideringadvances in training technologiesand methods relating to corporateaircraft crews and flight departments,

one must think about the ever-improving realism provided in today’semergency procedures training.While ‘flying skills’ have beenrealistically addressed throughdecades-old advances in the flightcontrol simulator, cabin crewsimulators have historically been

obsolete commercial fuselages withinaccurate corporate configurationsand overall compromised realism.”

Stanley says: “The more realisticone can make the training for a givenstudent, the more event-driven stresscan be replicated resulting in realisticbehaviour and reactions during an

‘emergency’ event. This is, andshould be, the focal point of anyquality training session.”

Both say that rapidly advancingtools now enable trainees toexperience effects such as hypoxia at8,000 metres and see how other crewmembers react.

Hayvaz says: “From water survivalto fighting live fires, experiencingrealistic safety training as a completecrew builds confidence among all who participate. Showing relianceon each other under stressful but safe conditions highlights theimportance of teamwork in effectivedecision-making.”

There is now training for almostevery conceivable type of weatherconditions. Kilfrost, for instance,specialises in safe flying in the wintermonths stressing de-icing and anti-icing measures.

The private aviation industry isadept at ensuring that trainingfacilities are available as new aircraftcome into service.

Training facilities for the Phenom

Monika Petereit and Britta Martin of EBAS: inspections are a priority.

Training is expanding.

Continued on following page


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300, which is proving popular in theMiddle East and Europe, are beingexpanded and simulators added tocope with rising demand for training.The Phenom 300 training is beingdelivered through the Embraer CAETraining Services (ECTS) jointventure which has also provided pilotand maintenance technician trainingin Dallas, Texas, and Burgess Hill, UK,for Phenom 100 operators. “Phenom300 training is focused for single crewor multi-crew operations, dependingon the client’s preference,” ECTS says.“It began in July at CAE SimuFlite in Dallas and the programmeincorporates a CAE 5000 series full-flight simulator. Students also receivehands-on lab training with theGarmin 1000 avionics system, as wellas instructor-led classroom sessions.”

Among the pilot training programsavailable are accelerated transitionsfrom the Phenom 100 to the Phenom300 or from the 300 to the 100 as wellas full initial and recurrent trainingfor the Phenom 300.

“We are committed to expandingtraining options for corporate aircraftfleets,” says Jan Van Engelen, CAEcivil aviation regional leader forEurope and Africa. “We recognise thatthe past couple of years have beenvery challenging for the businessaviation market. However, theconsensus forecasts are for steadygrowth going forward, and CAE’smission is to enhance safety andefficiency – through technologyinnovation and best practices as wellas delivering training in Asia, theMiddle East, Europe and theAmericas so pilots and technicianscan train close to their home base.”

Several new simulators wereadded in the first half of 2010 withmore to follow. Aircraft for whichtraining is being made availableinclude the Citation II, the Falcon50EX, the Challenger 300, 604 and605, the Global Express and Learjet40/45, the Bell 412 and the AS350.London Burgess Hill has a Citation IIsimulator that was approved by EASA in May.

Bombardier and CAE will haveadded six new simulators to theirworldwide training networks in fivelocations by the end of this year. Thefirst FFS in Europe for Learjet 40,Learjet 40 XR, Learjet 45 and Learjet45 XR aircraft is in operation atBurgess Hill. Global Express aircraftoperators in the Middle East nowhave convenient access to a simulatorlocated at the Emirates-CAE FlightTraining facility in Dubai.

A simulator for Challenger 300swill be added at a CAE location in

Europe in the third quarter of 2010. AChallenger 604 FFS currently locatedat Bombardier’s training centre inMontreal will also be relocated to theCAE training centre in Amsterdam,the Netherlands, in early 2011.

Simulators have become crucialfor flight crew training, according to Helisim ceo Alain Salendre. “They play a key role in helping

crews maintain their qualifications so that optimum flight safety can be guaranteed.”

Helisim simulates rescue oper-ations involving hover flights overwater as well as land in day and nightconditions. The company says: “Wealso simulate evacuation flights to thehospital which is normally the finalphase of such missions.”

It adds: “The trainees are forced todeal with many technical andoperational problems that test theirteamwork skills. A wide variety ofchallenges, from the most simple tothe most difficult, are introduced toforce flight crews to optimise theirtask management and improve theirdecision-making process.”

Urban areas pose difficultiesbecause of the many obstacles thatmust be avoided, including antennaeand power lines. Helisim says it hasdeveloped a high definition urbanbackdrop. It can also simulatemountain areas. “A variety of differentscenarios can be re-enacted in close-to-real-life detail so as to immerse thetrainee in missions ranging from lawenforcement to vip transport andfrom aerial works to medicalevacuation,” the company adds.

Weather and environmentalconditions are integrated into the

simulation. Helisim says: “Flightcrews must nowadays master a widerange of technical and operationalskills to perform these complexmissions both day and night over seaand land in all weather conditionsand on all five continents.”

Demands for safe and reliablenavigation in difficult weatherconditions have led to sophisticatedresearch including the MatureApplications of Galileo for EmergencyServices (MAGES) European researchproject. Eurocopter and Funkwerkreport: “The Galileo satellitepositioning system, scheduled to beoperational by the end of 2013, willprovide flight crews with extremelyreliable and precise positioningsignals. It will be the first navigationsystem operating independently ofthe American GPS service but willnonetheless be compatible.”

Eurocopter project managerStefan Haisch says: “For rescueflights, we will probably be able torely on the GNSS signal alone. But if afailure should compromise theavailability of one of the two systems– due to heavy fog for example – we’ll be able to use the other systemfor navigation.”

The Malta Business AviationAssociation has teamed up with theEBAA to host its first SMS Seminar inMalta in October. “The objective ofthe introduction to SMS workshop isto provide business aviation operatorpersonnel with an understanding ofthe basic principles of safetymanagement and safetymanagement systems,” says StanleyBugeja. “The workshop is based onthe SMS Toolkit developed by theInternational Business AviationCouncil. The association issupporting public and privatecolleges in Malta to support growth in the aviation industry. The MalteseCollege for Science and Technology inpartnership with local maintenanceorganisations is already providing anumber of courses aimed at themaintenance sector recently.”

FAI rent-a-jet: organises safety training for three different types of operation.

Volker Meissner: unscrupulous operatorsweeded out.


Capt Anton Galea, chief pilot of theComlux Airbus fleet, and RobertRisso, its post holder crew training,point out that today’s pilots need todevelop their knowledge of howmodern avionics work. There is acomplex array of latest technologythat includes:• TCAS which is now becoming

linked to auto flight systems forautomatic initiation of recoveryprocedure.

• Enhanced Ground ProximityWarning Systems (EGPWS) with aworldwide database to ensurethat the aircraft is kept on theintended flight path away fromknown obstacles in every take off,approach and landing.

• Flight Management Systems(FMS) that are able to providesystems display indications,navigation display for lateral andvertical aircraft trajectories andeven target aircraft attitudes to flyin the case of unreliable airspeedindications on the Primary FlightDisplay units.

• Complete redundancy inautomated flight to ensurelandings in RVR values of 75mand with no need for decisionheights. This, with Head UpDisplay Systems (HUDS) andEnhanced Visual Systems (EVS),enable the display of externalworld in Instrument VisualConditions giving a virtual realworld view together with a realtime display of instrumentindications on the forward field ofview.Galea says: “There are many

other avionic enhancements that

can be included but from a selectionwe can see that while the traditionalpilot had to use external indicationsand his basic instruments todevelop a mental model of theoutside world, he must now rely alot more on technology to build thismodel. This needs to be an identicalcopy of the real world for flights toremain safe.”

Risso says: “The main trainingobjective is to ensure pilots are ever more alert for systems threatsand errors and for possible inputerrors that they can introduce. Toprate training must do much morethan fulfil basic legal requirementswhich have remained unchangedfor decades, notwithstanding all thedevelopments that have takenplace. There must be a strongemphasis on pilot enrichmentprogrammes that increase theunderpinning know-ledge of suchsystems. These programmes,integrated with scenario driven,evidence based learning conceptson the simulator or other devices,will deepen a pilot’s understandingof these systems and create aproactive challenging approachrather than a passive ‘wait and see’what is happening one. Throughsuch training the virtual realitypilot’s mental model is testedcontinuously for its authenticityand relationship with the real worldoutside.”

Galea says: “Ultimately thequality of training will decrease thelikelihood of errors by first avoidingthem, trapping them if they occurand mitigating their effects througheffective monitoring.”

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Recently the associationhas organised a series ofmeetings in Malta with theminister of information,transport, andcommunication, TransportMalta and the department ofcivil aviation to investigatehow Malta could attractleading internationalorganisations to provide theindustry with the necessarytraining for cabin and cockpitcrew. Bugeja says: “Whilesome local enterprise isalready providing trainingsuch as CRM, aviationsecurity and training indangerous goods, we feel thatMalta could become a centreof excellence for providingtraining not only to the localcommunity but in theMediterranean region.”

In briefFixed wing and rotarymanufacturers andequipment suppliers stressthat the latest advancedavionics enhancing flightsafety should be ready as newaircraft are introduced andthat upgrades be available assoon as possible.

Agusta Westland says itsGrandNew is the first typecertified light twin to enterservice with a new EFISfeaturing Synthetic Vision. “Itis also the first helicopter inthis class on the market fully

compliant with the latestadvanced global positioningsystem-based navigationrequirements for all weatheroperations.”

Sloane Helicopters, whichalso acts as a service centre,maintenance facility and typerating transition centre forAgustaWestland helicoptersin the UK, recently signed acontract for ten additionalhelicopters comprising theAW109 Power and GrandNewlight twins. “The latestavionics are a strong sellingpoint,” the company says.

DC Aviation, one of thelargest business aviationoperators in Europe, has oneof the most rigorous trainingstandards for both cockpitand cabin crew with acertification that not onlyinvolves a German EU OPSAOC but also an audit toWyvern and IOSA standards.

Daher-Socata isexpanding its customer

service activities to supportthe growing number of TBMowners and ensure its lightaviation support is availablefor aircraft below 19,000 lbs(8.6 metric tons) This involvesproviding avionicsmodernisation as well asmaintenance and repair.

Flight safety today involvesmuch more than abiding byprocedures and organisingupdates of avionics. Itrequires full commitment toan evolving partnershipbetween manufacturers,maintenance supportcompanies and training firmsthat feeds effectively throughto pilots and cabin crew.

These men and women arein the frontline ofprofessionals that mustbecome familiar withincreasingly complex avionicsand use virtual reality tounderstand how to deal withproblems in the real world ofprivate aviation. �

Eurocopter training: knowledge emphasis.

from a level bust by anaircraft departing LondonCity or on the base leg turnpositioning to land atHeathrow.

• London City amends allSIDs so that they terminateat an altitude of 3,000ft.

• London City removes stepclimb procedures from itsSIDs.

• The directorate general ofcivil aviation of Turkeyensures Turkish AirlinesTCAS training complieswith ICAO guidelines.

Public debateThe incident, described as a“near miss,” ignited a publicdebate which led toPrivateFly’s Adam Twidellbeing interviewed on UKtelevision. “The press wantedto know why all private jets donot have TCAS II as amandatory requirement.Current CAA regulations arefor aircraft above 5,700kgs,”Twidell explains.

The AAIB points out thatthe Citation 525 did not haveTCAS II. This meant that the“increased safety benefit ofRAs was not available.”

In May 2008 EBAN carriedan article written by John BRobinson, operations con-sultant to the British Businessand General AviationAssociation. He asked whatthe reaction would be if a VLJ was flown by a single pilot holding a private pilot’s licence with a currentinstrument rating and 250hours total flying experiencewas not equipped withTCAS/ACAS and was involved in a collision withanother aircraft.

Robinson pointed out:

“Under the presentregulations the VLJ wouldhave been operating perfectlylegally. Concern has beenvoiced in some aviationcommittees, and the nationalpress, over VLJ aircraftoperating in the same airspaceas commercial and similar airtraffic but without thesafeguard of a TCAS. Atpresent there is norequirement for aircraft under5,700kg maximum take-offmass to be fitted with TCASbut Eurocontrol has for sometime made it known that astudy is to be undertaken toassess the impact of VLJs onthe network and evaluate therisks and safety issues of suchaircraft as VLJs operating inEuropean airspace.”

Robinson added: “Nowthat Mode S transponders area mandatory fit for operations

in European airspace it can beargued that it is not necessaryto fit TCAS to a VLJ as a TCAS IIequipped aircraft will be ableto receive the signals from theMode S transponder and takeappropriate avoiding action.This can be done without thenon-TCAS aircraft beingaware that it is causing apossible conflict. Howeverwhat is worrying is the casethat if this non-TCAS aircraftdoes see the other it could takeaction that would put it inmore danger due to notknowing the intent of theTCAS II operator.”

Robinson suggested: “Itwould go a considerable wayto assuaging the concerns ofoperators and crews whoregularly use congestedairspace if all aircraft withinthat airspace were fitted withTCAS II for safety purposes.”

Adam Twidell: fielded press enquiries about incident.

Near miss over London highlightsTCAS II issue for light jets

Continued from front page


Business and corporate aviationconventions and shows in Europe,the Middle East and North Americaare confirming upward trends thatindicate a gradual recovery inbusiness levels.

The latest grounds for cautiousoptimism crystallised at the sixthBusiness & General Aviation Dayhosted by Marshall Business Aviationat Cambridge airport and organisedby EBAN, which exhibitor MatthewDay of Hayward Aviation feelsdelivered a good profile of visitors,with genuine influence.

Michael Hampton, md of CapitalAir Services which is working toexpand its fleet of aircraft undermanagement, reports that helicoptercharter demand had been“surprisingly brisk” in the run-up tothis year’s BGAD. “We are optimisticthat there are also good prospects in the fixed-wing sector formanagement and related charter,” hesays. The optimism was confirmed bythe company’s Capt John Hill andCapt Paul Lees, managing pilot. Hill says that negotiations to addaircraft under management wereproceeding positively.

Visiting pilot Steve Munro waspleased with the event, saying heused the opportunity to make newcontacts within the aviation industry.

David McRobert, group md ofPremiAir, says that there is goodpotential for expanding managed

fleets for both fixed and rotaryaircraft. “We want to add jet aircraftunder management and extend ourclient base and believe the nextcouple of years will bring goodopportunities to do this,” he says.

Synergy md Capt Glen Heavensand marketing director JaneThompson, Skydrift’s Andrew Lee,

Buyers emerge from the shadows as the leading air shows get back to business as usual

Flair Jet’s Danielle Stoney, Hangar8’sTamara Smart, Md Air’s Nigel Jones-Blackett and PrivateFly’s Carol Corkwere among others who confirmed agood rise in demand in the run-up to BGAD.

Following the show, Carol Corksays: “It was a great event, a verypositive experience for the PrivateFlyteam with a great line-up of aircraft.”

MEBA optimismSimilar cautious optimismpermeates the run-up to showsincluding MEBA and NBAA. “The lastrunning of MEBA in November 2008attracted some 250 exhibitors from30 countries and over 5,500 visitors,closing with more than US$1.5billion worth of deals made,” saysAlison Weller, md of organisers F&E Aerospace.

Despite the global economicrecession she is confident that MEBA will achieve a 40 per centincrease in participation.

Weller admits: “The industry wasno doubt affected by the worldwideeconomic downturn, putting a brakeon business aircraft sales. However,signs are that the world economy is atthe start of its upturn and over thenext two years business aviation willagain be considered a vital businesstool for corporates who need to getswiftly to where the deals are beingmade. MEBA is coming at the righttime as I predict we’ll be seeing quitea number of companies open up theirorder books as they plan for a fullreturn to business.”

She continues: “MEBA’s counter-parts in other regions – NBAA inAtlanta and EBACE in Geneva – arebigger, but their location can beinconvenient to travel to most of the

time for busy decision-makers in theMiddle East region.”

MEBA, held on alternate years tothe Dubai Airshow, is preparing towelcome a record number of visitorsand exhibitors for three days from 7December 2010.

Weller says: “Outside on the staticpark, more than 70 business aircraftwill be displayed. We expectannouncements of important ordersto take place during the show. Thestatic park will be lined by 30 double-storey hospitality chalets andmore company pavilions than inprevious shows, giving companiesand their guests the privacy tonegotiate deals and the chance tonetwork among their peers.”

MEBA attracts exhibitors from theUS, Brazil, Hong Kong and Europeand Middle East aviation companiesincluding Dubai World Central-Aviation City, Abu Dhabi AirportsCompany, Saudi Arabia’s MAZAviation, Lebanon’s Executive AirportServices and Jordan’s InternationalWings Group.

First-time exhibitors includeHoneywell from the US, Egypt-basedAN Aviation, Lebanon’s Emerald Jetand Rizon Jet from Qatar, joiningreturning companies such as Sikorskyand the UAE’s Al Jaber Aviation.

NBAA progressRecent NBAA shows have been shorton major announcements, but thisyear Bombardier plans to revealdetails of an expansion of the Globalaircraft family. The launch event will take place in the BombardierPavilion in the static display park on18 October.

Meanwhile, the NBAA has praisedthe easing of the red tape burden thataffects private operators flying to theUS from regions such as Europe and the Middle East. In the run-up toNBAA 2010 in Atlanta, theorganisation says TransportationSecurity Administration (TSA)officials have acted to eliminate ahistorically unpredictable andburdensome process for companiesusing business aviation to obtaininternational waivers for flights into the US.

NBAA president and ceo Ed Bolensays: “Federal security officials are inagreement that the move will reducethe administrative burden and costlytravel delays for industry that havebeset the waiver programme inrecent years, while preservingstringent security protocols for US-bound flights. Companies across theworld that rely on business aviationwill welcome the announcement.”

The TSA will now be conductingits security review by working withCustoms and Border Protection(CBP) to gather the data throughCBP’s Electronic Advance PassengerInformation System (e-APIS). The e-APIS programme, it says, hasproved relatively easy to use andhighly effective in gatheringinformation about an aircraft’sowner, operator, passengers andintended destination.

Bolen says noteworthy work wasdone by the EBAA and its memberswho met with government officialson numerous occasions to providereal-world feedback to the agencies.

NBAA 2010 will pay tribute tobusiness aviation’s “historic airlift”that aided Haiti after its devastatingearthquake. It has welcomedPresident Obama’s plan to invest $50billion in the nation’s transportationsystem, including funding foraviation projects and the growingnumber of states that are supportingbusiness aviation.

Avanti affinityYacht builder Benetti and businessaircraft manufacturer Piaggiocemented and promoted theirmarketing alliance at the MonacoYacht Show 2010. Benetti builds fullcustom motor yachts in steel andaluminium over 145ft while PiaggioAero Industries’ core product is theP.180 Avanti II. “Our client bases havea great deal of affinity and synergy,”Piaggio says.

Airex showcaseOrganisers of Istanbul’s Airex 2010, which showcased aircraftincluding the G150 and the G450, saythe thousands that attend the bi-annual event reflects the growingimportance of business aviation in Turkey.

BGAD exhibitors reported good demand for helicopter charter.

Capt John Hill (left) and Capt Paul Leesenjoy BGAD.

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SPECIAL FOCUS – SHOWS


Smart Aviation and JustPlane Crazy take filming tonew heightsSmart Aviation enjoyed intenseinvolvement in the filming of UKChannel 4’s Derren Brown televisionprogramme titled “Hero at 30,000feet” which was screened recently.

Smart worked with theconsultants to the productioncompany Just Plane Crazy to sourcethe Jet2 aircraft for the programme(pictured). Smart’s Matthew Savagesays: “Smart also made numerouscalls to the press offices of bothairports involved in order to facilitatethe landing, taxi and ground shotsrequested by the film crew. The roleincluded liaising between theconsultants Just Plane Crazy, Jet2crew and ground staff as well as thevarious other parties involvedincluding the two airports that hadagreed to take part in the production.

“We helped to maintain a highdegree of safety throughout but alsoguaranteed that everyone was happywith the final cut.”

Broker team escape officefor two-week working holidayProAir’s Kathrin Schuessler andKerstin Mindermann enjoyed a two-week working holiday out of theoffice. They accompanied a family airexcursion across Austria andGermany on two reserved andparallel flying Canadair CRJ200s.

“Our client could unreservedlyrely on both executives who were onhand night and day to carry outduties including labelling luggage,loading everything into mini-vansand briefing the airports andhandling agents,” the company says.

Air Partner and CitationAirbuild business togetherAir Partner is to look afterCitationAir’s JetCard customers flyingprivately in Europe. CitationAirclients can access Air Partner’sJetCard service for flights withinEurope at a fixed, all-inclusive pricewith guaranteed aircraft availability

on a trip-by-trip basis. CitationAir is Air Partner’s

preferred private jet supplier for itsJetCard clients travelling in NorthAmerica. Under the agreement, AirPartner JetCard customers now haveguaranteed access to a young fleet of80 Cessna aircraft when travellingwithin CitationAir’s North Americanservice area. Mark Briffa, Air Partnerceo says: “This agreement is in linewith our strategy to continue todevelop our products and servicesglobally.”

PrivateFly adds private jet capability tolastminute.comPrivateFly.com, which is providingonline retailer lastminute.com withonline search and booking servicesfor private jet charter, has appointedAlex Nott to the new role of web sitemanager.

Nott says: “My key objectives atPrivateFly will be to improve siteusability for customers and to furtherstreamline the process for operators– optimising the marketing benefitsof the platform and making it mucheasier for operators to quote andsearch for flights.”

Carol Cork, marketing director,says: “The company is currentlyimplementing expansion plansfollowing its successful first round ofinvestment funding earlier this year

and will also be appointing anexperienced travel industry salesprofessional to join the sales team.”

Sharp spearheads expansionof commercial jets divisionSuzanne Sharp has been appointedmanager of Air Partner’s UKcommercial jets division whichcharters airliners with 20 to 500 seats.The division’s clients include thesport, entertainment and energyindustries, governments, military andhumanitarian aid organisations, royalfamilies, motor manufacturers andthe conference and incentive sector.

Sharp, who previously managedAir Partner’s government and defenceteams in the UK and Europe, reports

to head of UK Trading, CelineShabbas. She says: “Air PartnerCommercial Jets has devised andexecuted many of the most complexair operations in civil aviation as wellas thousands of routine individuallytailored flights. Contracts haveranged from large product launchesand arctic trooping exercises tobirthday weekends and worldbreaking in-flight concerts and thereare good opportunities to expandthese services.”

Berlin enjoys A109’s aerialpoetry in motionChapman Freeborn Airchartering (CF)has again assisted in a high-profilepublic art event where bookmarkscontaining poetry are dropped oncities that have suffered aerialbombing raids. A Rotorflug A109dropped 100,000 poems printed onbookmarks on Berlin.

Thousands took to the streets towitness the display and catch thebookmarks whose poems werewritten by an array of contemporarypoets.

The drop was the fifth “poetry rain”project from Chilean art collectiveCasagrande following events inSantiago de Chile (2001), Dubrovnik(2002), Gernika (2004) and Warsaw(2009). CF explains: “The idea is tocontrast terrifying acts of wardesigned to kill and injure civilians

and destroy civic morale with thepower of peace poems inspiring hopeand forgiveness.”

ProAir’s goal is to supportsuccessful football teamsProAir management and staff arecheering on half-a-dozen footballteams taking part in the EuropeanChampionships. The companyexplains: “Every year ProAir flies thetop teams from international footballleagues to their preparatory matchesand training camps as well as forqualification to the ChampionsLeague and Europa Leaguecompetitions. So far we have been inaction for six teams from Germany,Austria and Spain.

“All teams have reached thequalifying round and our fingers arecrossed for their further success. Wewould be pleased if we can continueto welcome the teams on board untilor even after Christmas.”

Advance bookings confirmprivate aviation’s gradualrecoveryPrivateFly says it is cautiouslyoptimistic that private aviationbusiness is recovering.

Adam Twidell, ceo, says: “Privateaviation in Europe was growingrapidly, at 12 per cent year-on-year in2006/2007 but this trajectory wasstopped in its tracks by the economicdownturn. However, European airtraffic control figures showed a +6.35per cent growth in private aviationfor July 2010 versus July 2009,suggesting the private jet sector is onthe move again.”

He adds: “Another indicator ofcustomer confidence is booking leadtimes. The travel industry as a wholesaw a clear shift to short-termplanning during the downturn. Ourlatest data shows a growing trend forforward planning, with the averagelead time for bookings betweenFebruary and July 2010 standing at12.4 days. This compares to a four-day booking lead time for the periodJuly-December 2009.”

C H A R T E R B R O K E R N E W S . . .

Suzanne Sharp.

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Essential reading wherever you areGama Aviation has added a Learjet

60XR to its UK AOC. “It previouslyoperated privately with Gama Aviationon the Bermuda registry,” sayscommercial manager Paul Cremer.

The 60XR boosts Gama’s corecharter fleet in the UK to ten, joiningtwo Hawker 800s, a Hawker 1000, a Gulfstream 550, two Learjet 45s, a Super King Air and twoChallenger 604s.

“The 60XR will be a popularaddition in the charter market,combining high levels of comfort andan elegant cabin design with woodveneers and royal hide savannahbeige leather seats,” says Cremer.

“It provides good leg room and ahost of features including IridiumSatcom wireless phone, high speed

data system, portable electronicdevice interface, CD/DVD player,Airshow and flat screen monitors.”

Gama employs more than 300 staffat bases in Europe, North Americaand the Middle East.

Learjet 60XR addition takes GAMA charter service fleet to ten

Learjet 60XR expected to be a popular addition.

Photo: Just Plane Crazy Ltd

www.charterbroker.aero


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JetBrokers Europe opens UK officesJetBrokers Europe, the Europeanarm of JetBrokers Inc, has openedfor business at TAG-ownedFarnborough airport, UK. TimBarber, md Europe (pictured), says: “This will complement ournetwork of offices in Germany,Switzerland and the US andrepresentation in Italy.”

JetEx expands network in UkraineJetEx Flight Support is rapidlydeveloping its network throughoutUkraine after opening its 24-7multi-lingual operation at Kievairport. CIS bdm MariyaVynohradova confirms that JetExhas been licensed for ground hand-ling administration at five airports.

Kiev’s vip facilities include abrand new spacious corporatelounge, private shower andwashroom facilities, crew rest areasand canteen room with freewireless internet access, LCD TVand refreshments.

EBAA hosts third regional forumThe EBAA will host its thirdregional forum entitled “OneEurope: A Roadmap for AligningEast and West” on 20 and 21January, 2011, at the Hilton Viennain Austria. Guest speakers includeDr Caspar Einem, president of theAustrian Business AviationAssociation; Leonid Koshelev,chairman of the Russian UnitedBusiness Aviation Association; andKimon Daniilidas, chairman of theHellenic Air Carriers Association.

EBAA ceo and president BrianHumphries says it will addressissues including aircraft financing

challenges, achieving industrystandards for insurance benefits,and easing access for EasternEurope-based operators intoWestern Europe and vice versa.

Middle East business jetmarket to ‘grow steadily’The business jet market in theMiddle East is poised for steadygrowth with more than 200 unitsexpected to be delivered to theregion by 2015, according to anestimate released by Frost &Sullivan. “The region currentlyaccounts for approximately six percent of the global business jetsmarket and demand for anadditional 400 units is expected tosurface within the next eightyears,” it adds.

Le Bourget FBO takes ondual identityExecuJet Europe and Advanced AirSupport have launched apartnership FBO at Le BourgetAirport, Paris. The FBO hasundergone a full refurbishmentover the past few months and willnow incorporate the joint brandingand style of both companies. TheFBO is the third in the Europeannetwork for ExecuJet and theirseventh worldwide, with furtherplans for expansion expected.

Piper Cheyenne enginesare boostedBlackhawk has been awardedEASA certification for its XP engine upgrade for the PiperCheyenne I, II and IIXL models.This replaces original engines withfactory new Pratt & Whitney PT6A-135As and also allows for theinstallation of a Hartzell 4 bladed“Whisper” propeller.

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

Tim Barber, JetBrokers Europe md, and Brendan Lodge, bdm.

The Bristow Group reports that twoAW139 medium twins recentlyadded to its fleet are performing keyoffshore transport missionsconfirming their suitability to the oiland gas industry.

Bristow says factors in itsdecision to acquire the aircraftincluded advanced technology,outstanding performance, lowoperating costs and safetystandards. It adds: “An ergonomiccockpit, excellent handlingcharacteristics and low vibrationlevels significantly reduce pilotfatigue and enhance comfort.”

As well as operating in the NorthSea in Europe, Bristow deployshelicopters in operations in the

US Gulf of Mexico and in most of the other major offshore oil andgas producing regions of the

world, including Alaska, Australia,Brazil, Mexico, Nigeria, Russia and Trinidad.

AW139s add to Bristow’s growing capability

FlairJet has recruited two additionalpilots as it prepares for the arrival oftwo Phenom 300s. David Fletcher,ceo and chief pilot of the LondonOxford-based company, says the first stage of crew training has been completed.

Personnel now number 15, upfrom eight in December 2009.Fletcher says the company enablespilots to become skilled in other areas of the business. First OfficerDanielle Stoney also acts as theconduit for sales to charter brokerswhile first officer Daniel Marshallhelps develop IT.

FlairJet, which currently operates

three Phenom 100s, has beenoperating flights to destinationsincluding Corsica, Sardinia,Dubrovnik, Lisbon and has regularlyflown to Cannes, Nice and Paris.

“The Phenom 100 is proving verypopular with yacht owners andFlairJet has carved a niche servingthis important market,” saysFletcher. “We are also witnessing anincrease in client loyalty. During theweek clients utilise us to serve theirbusiness needs and then comeFriday, fly their family on weekendbreaks. We continue to win businessbecause brokers and their clientsgenuinely like the product.”

For the winter season thePhenom 100 can operate intoChambery and they are now aimingto get approval for other popular skidestinations including Sion.

FlairJet recruits pilots for Phenom 300s

Owners have brought into service thefirst GrandNew light twin helicoptersto be delivered in France and thePrincipality of Monaco. “The twoaircraft will be used for passengertransport,” AgustaWestland says.

They will receive technical supportfrom Sky Maintenance Services(SMS) of France whose parentcompany SkyGroup owns several

affiliated helicopter servicecompanies. These include SkyCam ofFrance, which operates and manages15 single and twin engine helicopters,and Monacair, headquartered at thePrincipality of Monaco Heliport.

SkyGroup also offers aerial photography, helicoptermanagement, public transportationand pilot training services.

GrandNews for France and Monaco

Staff celebrate the delivery of two new AW139s.


Aircraft for sale

BOMBARDIER

Challenger 601-3A/ER1992, TT: 8,375 hours. Ramp Guard SecuritySystem. CAMP. Smart Parts. Eleven placeexecutive interior. Airshow 400 w/Dual DVDsystems. Contact Doug McDonald, V & EEuropean A/C Sales Ltd. Tel: +44 1825 713988.Email: [email protected]

Lear 451999, S/N 018: 4,836 TTAF, MSP Gold, EHS,TCAS II, DFDR, SSCVR, UNS1C, A/B/C/D &4800 hr c/w March/2010, London SteepApproach/RVSM/EU-OPS 1 approved. Par Avion Ltd. Tel: +1 713 681 0075. Web: www.paravionltd.com. Email: [email protected]

CESSNA

Citation Excel2001, S/N 5179, 2,282 TT, JAR-OPS equipped,1,515 ldg, APU, Phase 5 at delivery, dual FMS,FDR, TCAS II w/7, 8 Passenger interior, Blkhdmonitor + individual seat monitors. Steepapproach. Price: $4,095,000 Contact: OliverStone, Business Air International. Tel: +44 793 856 3771. Web:www.businessairinternational.com. Email: [email protected]

Citation Excel2002, S/N 5242; 2,716 TT; 222 SHS, EASA Cert,2,406 ldg, APU, Dual FMS, FDR, TCAS II w/7, 8 passenger interior, blkhd monitor + seatmonitors. $3,995,000. Contact: Oliver Stone,Business Air International. Tel: +44 793 856 3771. Web: www.businessairinternational.com.Email: [email protected]

DASSAULT

Falcon 20001999, S/N 094: 2,670 TTAF, Engines enrolled onCSP Gold, APU enrolled on MSP, SATCOM,Dual FMS/GPS/IRS, FDR, CVR, C c/w 12/05,2A/2A+ c/w 03/10, EU OPS/EASA approved.Ten pax configuration, New Paint Nov/2009.Par Avion Ltd. Tel +1 713 681 0075 or +1 201445 5660. Web: www.paravionltd.com. Email: [email protected]

DORNIER

328JET2002, OE-LJR, MSN 3213, TSN 6951, CSN 6606,EASA, JAR-OPS 1, 32 pax commuterconfiguration, P&W 306B engines on ESP,

Phase IV upgraded, Avionics HoneywellPrimus 2000, 5 CRT, EUR 4.5m. Jörn Deistler,Germania Executive Aviation. Tel: +49 4881936693. Web: www.germania-executive.com.Email: [email protected]

328JET “Envoy 3” ER2001, HB-AEU, MSN 3199, TSN 1,911, CSN1,527, EASA, JAR-OPS 1, 8 VIP Seats in doubleclub configuration, 6 airline seats, all beigeleather, Airshow 400, DVD player, Sat-Phone,Selcal, large galley fwd, toilet and wardrobeaft, direct access door to large baggagecompartment, Jörn Deistler, GermaniaExecutive Aviation. Tel: +49 4881 936693. Web: www.germania-executive.com. Email: [email protected]

EMBRAER

Phenom 1002010, BRAND NEW, S/N 179; EASA Cert,Premium Door, ADF, Radar, TCAS 1 $3,195,000Contact: Oliver Stone, Business AirInternational. Tel: +44 793 856 3771. Web: www.businessairinternational.com.Email: [email protected]

King Air A 90Raisbeck, 4-blade Props, Garmin / S-TecAvionics, Sandel, Avidyne, N-reg in Europe,USD 425.000. Winair Germany. Tel: +49 633297200. Web: www.winair.eu. Email: [email protected]

King Air B2002000, 2700 tt, TCAS II, EGPWS, Moving Map,dual FD, JAR-OPS, one owner since new. Winair Germany. Tel: +49 6332 97200. Web: www.winair.eu. Email: [email protected]

PIAGGIO

P.180 Avanti2001 delivery, 1120 TSN, European aircraftsince new, JAR-OPS 1, RVSM qualified, CollinsProLine 21, gravel kit, single point refuelling, 7pax corporate interior. Contact: Mike Lacey,PlaneSayling Aviation Limited. Web: www.PlaneSaylingAviation.com. Email: [email protected]

P.180 Avanti II2007 delivery, 1410 TSN, RVSM, JAR-OPS 1 andSteep Approach/Category II landingsqualified, Collins Proline 21 w/IFIS 5000upgrade with electronic charts and mapoverlays, 7 pax corporate interior, fresh Ccheck. Contact: Mike Lacey, PlaneSaylingAviation Limited. Web:www.PlaneSaylingAviation.com. Email: [email protected]

P.180 Avanti II2007, Collins Proline 21 with IFIS 5000, maps,charts, corporate interior, SAT-phone, JAR-OPS. Winair Germany. Tel: +49 6332 97200.Web: www.winair.eu. Email: [email protected]

PIPER

Cheyenne III5100 tt, cargo door, Garmin / King, JAR-OPS,ambulance provisions, USD 590.000. WinairGermany. Tel: +49 6332 97200. Web:www.winair.eu. Email: [email protected]

Special packages are available foradvertising aircraft for sale in EBAN and onour web site (www.ebanmagazine.com).

Picture adverts (40 words of text plus colourpicture) cost £75 each. You can also chooseour new display advertising option for largerinventories.

Career opportunities

Job advertisements can be placed at a cost of UK£50 per single column centimetre, theminimum depth being five centimetres. Job opportunity advertisements are also included onthe EBAN web site free-of-charge.

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Phenom 100

2009, S/N 55; 250 TT; EASA Cert, New style

seats, ADF and Radar $2,900,000 Contact:

Oliver Stone, Business Air International.

Tel: +44 793 856 3771.

Web: www.businessairinternational.com.

Email: [email protected]

GULFSTREAM / ASTRA

1125 SP

2,700nm range, APU, MSP Gold, JAR-OPS, dual

FMS, FDR, HF, paint and interior 2 years.

Winair Germany. Tel: +49 6332 97200.

Web: www.winair.eu. Email: [email protected]

HAWKER BEECHCRAFT

800B

1989, G-GRGA, Any sensible offer above $2.0m

seriously considered. S/N: 8130. TTAF 6,230

hours. MSP Gold. Zero time since inspections

plus new leading edge and ailerons. Contact:

Roger Stainton, JetFlight Ltd. Tel: +44 1353

661636. Email: [email protected]

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

Experienced Air Charter BrokerAirMayfair is a new air charter broking company looking for a confident broker with astrong business aviation background.

We need someone with quality contacts, who knows the industry from the inside, and whois looking for an opportunity to join the new arm of a long-established aviation company.Drive, determination, integrity and commercial savvy are essential to help lead thisdynamic and entrepreneurial company forwards.

Front line sales experience with an established broking company in Europe means the idealcandidate has a sales record which clearly demonstrates consistent achievement of targetsand high levels of customer satisfaction.

The rewards for the right candidate are a competitive salary together with the opportunityfor a share in the company’s success.

If you are the person we are looking for please write, with a copy of your cv, to AirMayfair,No 1 Green Street, London W1K 6RG or to [email protected].

BRITISH BUSINESS AND GENERAL AVIATION

ASSOCIATION

Chief Technical OfficerBBGA is the UKs national trade body representing General and BusinessAviation which contributes over £3.5 bn to the UK economy.

BBGA is seeking applications for the post of Chief Technical Officer. The successful applicant will work with the Chief Executive inter alia to:-

• Continually adapt, refine and enact BBGA strategies • Further develop industry representation and promotion • Continue representation of the industry at the highest level

with government and regulatory authorities in UK and Europe • Enhance the public role of the Association

The successful applicant will have relevant experience in the aviation industry together with appropriate communication skills and a strong desire to promote the industry and the interests of BBGA members.

Further details are available on BBGA website at www.bbga.aero

FILE PHOTO

For the latest job opportunities, see:www.ebanmagazine.com/mag_jobs.html

The Citation MUSTANG

YOU’RE PAST THE AGE WHEN ANYONE SHOULDFORCE YOU TO SIT UP STRAIGHT.

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directly with the airframe engineers to maximize cabin comfort at a structural level.

So, your passengers can settle in, lean back, and enjoy the flight.

CALL US TODAY. DEMO A CITATION MUSTANG TOMORROW. 00-800-6060-0002 | AIRNEWS.CESSNA.COM

EBAN 208 October 2010

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Transcript of EBAN 208 October 2010