20 Aviation International News • www.ainonline.com January 2004

Goodrich (now L-3 Avionics Sys- tems) and ACSS, a joint-venture company owned by L-3 and Thales. Honeywell settled its dispute with Goodrich, although the terms were not disclosed. Honeywell and ACSS, meanwhile, entered non- binding arbitration to settle their dispute, but the sides have yet to announce the outcome of that NEWSMAKERS2003process, which is thought to have ended last summer. –S.P. he year 2003–the centennial of manned, powered flight–was a lawsuit against Honeywell alleg- produces a complete line of FMS supposed to be the one where aviation shone brightly. Instead, ing anti-competitive activities in vi- equipment, satcom systems, cabin the entire aviation industry was a bit under the weather, riding olation of antitrust laws. equipment and flat-panel displays. Gordon Pratt, T out a turbulent market marred by a sour economy and the long- Naimer, a Swiss-born engineer Also, in development for the past Chelton Flight Systems lastingT after-effects of 9/11. As if a 30-percent-plus drop in business jet whose company introduced its first few years has been a synthetic-vi- Perhaps fittingly, the story of deliveries wasn’t bad enough last year, Chicago mayor Richard Daley FMS, the UNS-1, at the 1982 sion flight display system, called Vi- how an aviation enthusiast and self- betrayed the National Airspace System’s overseer and end-users when he NBAA Convention, is recognized by sion 1, intended primarily for the taught computer programmer suc- ordered bulldozers to destroy the sole runway at Meigs Field, setting a many as a pioneer in the vanguard of retrofit market. ceeded in creating what some dangerous precedent that could possibly be repeated at other threatened the avionics industry. Today, the pri- Honeywell originally sued not consider one of the most significant airports in the U.S. Last year also saw its share of management changes vately held company he founded only Universal and Sandel but also technological advances in aviation at several business aviation companies, some due to retirement while others were precipitated by sagging fiscal performance. Sadly, several business aviation industry heavyweights–including marketing guru Jim Taylor, famed writer “Torch” Lewis and data-meister John Zimmerman–are now gone, but certainly not out of mind. Concorde made NEWSMAKER OF THE YEAR its final flight last year, and the Beech Starship was targeted for termination by its creator, Raytheon Aircraft. Perhaps in 2004 aviation Chicago mayor Richard Daley tial acts of terrorism using light aircraft, he later ad- can shine more brightly. mitted his action was motivated by politics. A com- Chicago mayor Richard Daley grabs the brass plex deal struck with the governor of Illinois ring as this year’s top newsmaker. The dubious dis- involving expansion of O’Hare International and Hubert Naimer, Universal Avionics, case to the circuit court of appeals tinction likely rolls off his back as readily as the del- construction of a new airport in Peotone, Ill., was and Gerry Block, Sandel in Washington, D.C. uge of censure he has already endured from supposed to ensure the long-term survival of Meigs. Universal Avionics’ Hubert Next up for consideration is pro-aviation groups–and others–since ordering city But the non-binding agreement fell apart, and with- Naimer and Sandel’s Gerry Block whether Honeywell owes damages backhoes to destroy Meigs Field’s only runway on out the weight of law behind it, Daley carried made news last year by successfully to Universal for what the Tucson, the night of March 30/31. through with his long-stated wish to close the airport defending their respective compa- Ariz. company claims was a bogus Though not one of the nation’s most critical busi- and earmark the site for a lakeside park. In prepara- nies’ terrain-alerting products lawsuit allegedly aimed at stalling ness aviation icons (3,900-foot run- tion for the surprise midnight de- against a patent-infringement lawsuit competitors’ penetration into a mar- way, GPS and VOR/DME struction of the runway, Daley had approaches), Merrill C. Meigs Air- arranged to have the federal air- port (CGS) was well known for port improvement program fund- being a short cab ride away from ing paid back, allowing him to Chicago’s downtown Loop. Built close the airport without violating on the site of the 1933 Chicago federal law. World’s Fair just after the closing His only legal blockade was of festivities, Meigs was often cited FAR Part 157, requiring 30 days’ as the ideal general aviation airport notice before closing a public- for access to a major city (ironi- use airport. But the FAA had cally, Ronald Reagan Washington minimal enforcement power be- National Airport is another–and it hind the regulation–amounting to has also been shut off to general little more than the proverbial aviation). slap on Daley’s politically mus- Meigs saw enough traffic to cle-bound wrists. warrant a control tower, and Sig- Aviation advocacy groups nature Flight Support had invested such as the Aircraft Owners and Hubert Naimer Gerry Block Richard Daley significantly in upgrading its ter- Pilots Association (AOPA), Na- brought by Honeywell in May 2002. ket dominated by Honeywell. Uni- minal as the airport’s sole FBO, tional Air Transportation Associa- In the lawsuit, Honeywell sought versal is reportedly seeking $33 an investment the company will never be able to re- tion (NATA) and the NBAA responded by pressing to bar Universal and Sandel from sell- million in damages plus attorneys’ coup. Neither Signature nor the FAA–even the air for additional enforcement power behind Part 157. ing their terrain awareness and warn- fees. That portion of the case should traffic controllers who would have been responsible They got it in the latest FAA reauthorization bill, ing systems (TAWS), asserting that be decided by this March, according for flights into Meigs that night–were forewarned of which calls for fines of up to $10,000 per day for the products infringed patents filed by to an attorney for Universal. the mayor’s plans. airport operating authorities if they violate the 30- Honeywell for its enhanced ground Block, meanwhile, said his “We’ve experienced shock and awe on our own day-notice rule. proximity warning system (EGPWS), company might now file a lawsuit turf,” Signature v-p of sales and marketing David The sobering lesson behind the entire episode is developed in 1996. The FAA is re- of its own against Honeywell. In Vaughan told AIN the day after Daley’s midnight that few airports, if any, are safe from the reach of a quiring TAWS in most turbine-pow- addition to TAWS, Sandel, a small raid. By his actions, Daley had put a bustling Signa- local politician bent on closure. Even a general pop- ered airplanes by March next year. firm based in Vista, Calif., pro- ture base out of business. Vaughan’s sentiments were ulation, like that of Chicago, that sees the injustice Honeywell was dealt a setback duces a line of cockpit multifunc- shared, no doubt, by the owners of the 16 aircraft of closing a general aviation airport will not exert when a U.S. district court judge in tion displays. Block said stranded on the ramp when the work crews carved X- much energy to save it. There are those among them late October granted motions for Honeywell’s lawsuit nearly put his shaped ditches in the runway. Their voices were soon who feel strongly that airports are worth fighting for. summary judgment to Universal company, founded in 1996, out of joined by those of every aviation advocacy group and But they represent a tiny sliver of the nonflying-pop- and Sandel, effectively dismissing business. He added that he feels countless aircraft operators to whom Meigs was the ulation pie chart. The destruction of Meigs Field il- the lawsuit without a trial. A Hon- “vindicated” by the district court ideal gateway to the Windy City. lustrates their impotence when confronted with the eywell spokesman said his com- judge’s decision. “This was ab- Though Daley initially cited concern over poten- likes of Daley. –M.P. pany intends to appeal the judge’s solutely a huge win,” he said. decision, which would send the Block added that Sandel might file TIMELINE OF 2003 EVENTS JANUARY FEBRUARY Feb. 24 – S-92 team wins Collier Trophy March 25 – Falcon 2000EX receives FAA Jan. 7 – Honeywell acquires Baker Electronics Feb. – Extra Flugzeugbau enters insolvency, de- Feb. 25 – Ae270 conforming prototype flies certification Jan. 8 – Air Midwest Beech 1900D crashes laying development of Extra EA-500 March 26 – Avcraft closes deal to buy Fairchild into hangar at Charlotte Douglas turboprop MARCH Dornier 328 production International Airport, killing 19 Feb. 3 – Dassault Falcon 2000EX EASy first flight March 7 – Bell/Agusta Aerospace BA609 tiltrotor March 30 – Meigs Field destroyed by Chicago passengers and two crewmembers Feb. 5 – Farnborough Airport comes under first flight; Global 5000 first flight mayor Richard Daley Jan. 9 – Spirit Wing Learjet 25 flies with control of TAG Aviation March 11 – Collins HST-900 data satcom gets FJ44 engines Feb. 19 – Embraer 170 first flight STC approval for installation in Fal- APRIL Jan. 31 – VisionAire closes due to bankruptcy Feb. 19 – P&WC PW610F chosen to power con 50, 900 and 900EX April 17 – Cessna Citation CJ3 completes first March 13 – Max-Viz certified in Challenger 601 two flights January 2004 Aviation International News • www.ainonline.com 21

databases. FlightLogic also presents company, Garmin, in 1989. The Bendix/King within months of each business of business aviation. “Busi- TCAS-like traffic symbology on the venture, started with about $4 mil- other in 1989, and weeks later were ness aviation makes a crucial contri- PFD and includes a fully certified lion in seed money, has been so suc- well on their way to raising the bution to the economy,” she told terrain awareness and warning sys- cessful that both men are now on the money needed to start Garmin (a AIN, “but it has a self image that is tem (TAWS) and multifunction dis- Forbes 400 list of the wealthiest combination of each man’s first different from the other aviation sec- play as part of its $75,000 list price. Americans and the company’s mar- name) by cleaning out their savings tors. Business aviation’s influence is Pratt explained that he became ket value has reached an impressive accounts and approaching investment very quiet, but very powerful.” intrigued several years ago by the $4.5 billion. bankers, family and friends. (Burrell The greatest challenges facing possibilities presented by the intro- No question about it, Garmin has retired from Garmin in August 2002, the industry are summarized in one duction of color liquid-crystal dis- arrived. On the aviation side of its leaving Kao to steer the company to- word, she said. “Access. This is the plays and ever more powerful business (Garmin also produces GPS ward whatever lies ahead.) –S.P. board’s highest priority. Access to computer processors. Rather than equipment for marine and automo- airspace and airports. NBAA mem- simply trying to recreate a mechani- tive markets), last year was Garmin’s Shelley Longmuir, NBAA bers must have access on par with cal artificial horizon on a screen (as most important and most successful. In a situation that was unthink- the . Access to Reagan Na- the rest of the avionics industry had Not only did 2003 see the Olathe, able 50 years ago, but undeniably tional Airport in Washington has be- Gordon Pratt been doing), Pratt’s vision was to Kan. avionics manufacturer launch thinkable today, women are head- come emblematic of the whole blend a computer-generated view of its first complete cockpit, the G1000 ing three aviation organizations of issue. It’s the poster child for busi- history begins with Alaska bush fly- the outside world with experimental integrated avionics system, but it prime importance to business avia- ness aviation access. In part, our ing and a forward-thinking FAA pro- HITS guidance cues. was also a year in which the com- tion. Two head federal agen- role is to educate the policymakers gram called Capstone. The technology needed to create pany acquired competitor UPS Avia- cies– at the FAA of the safety and security of busi- Spread across the enormous such a concept was readily avail- tion Technologies and supplanted and Ellen Engleman at the ness aviation. The TSAAC [Trans- floodplain of the Yukon and able, and so Pratt launched a small Bendix/King as the top-of-the-line NTSB–and the third and most re- portation Security Administration Kuskokwim rivers lies one of the design house called Sierra Flight avionics option in Cessna 182 Sky- cent to take office, Shelley Long- Access Certificates] program is a world’s biggest laboratories, a Systems and began selling non-cer- lanes and 206 Stationairs. muir, is president of NBAA. good example of the cooperation 40,000-square-mile swath of back- tified versions of the system to ex- All were major coups for a com- The selection of the 47-year-old between NBAA and the TSA.” country wilderness in Alaska’s perimental aircraft owners. In June pany that got its start building hand- Longmuir by the NBAA board of Longmuir’s primary long-term southwest corner that the FAA has 2001, he accepted an offer to sell the held GPS receivers. Yet none of directors from a list of nearly 100 goals for the association include in- been using to test emerging avionics company to Chelton and stay on as Garmin’s accomplishments last other highly qualified candidates for creasing the visibility of NBAA and technologies. At the center of this division president, a decision that is year was more noteworthy than the business aviation on the Hill, within experimental zone sits Bethel, a paying off handsomely for Pratt and contract award by Cessna for the governmental agencies and in the hardscrabble town built on the per- his new company now that Flight- G1000 system in the under-devel- press. “Our members tell us that the mafrost and home to Alaska’s sec- Logic is certified and production of opment Citation Mustang entry- number-one reason they join ond-busiest airport. It is from this the avionics is in full swing. –S.P. level twinjet. If Cessna’s delivery NBAA is for representation before launch point that commercial pilots projections for the Mustang prove the legislative authorities. As an as- for the past three years have been Gary Burrell and Min Kao, Garmin correct (the Wichita airframe manu- sociation, we must step up the in- carrying planeloads of local resi- You could think of Gary Burrell facturer expects to sell close to formation we relay to the people dents, hunters, tourists, surveyors and Min Kao as the Bill Gates and 1,000 by 2010), the Cessna micro- who make the decisions.” and others to far-flung landing strips Paul Allen of the GPS receiver in- jets will be everywhere, giving Her second goal for the associa- aided by special Capstone Phase I dustry. Both Burrell and Kao have Garmin a strong foothold in the tion is to continue to develop a “pre- avionics, furnished free to operators degrees in electrical engineering and market for cockpit equipment that cise vision of what the members by the FAA. they both bucked the system by re- could serve as the catalyst for require and to market our services in So successful was the initial signing from their jobs at avionics in bigger airplanes. a way that is more effective.” For phase of the project that the FAA Bendix/King to found their own Garmin will supply the Mus- example, she said, “One of NBAA’s gave the green light to Capstone tang’s autopilot, FMS, weather Shelley Longmuir ‘crown jewels’ is the general avia- Phase II, this time involving aircraft radar, terrain awareness and warning tion desk at FAA’s ATC facility in operating in southeast Alaska system (TAWS), traffic information the job is significant, not because Herndon, Virginia. This is manned around Juneau, the state capital. The system (TIS), solid-state attitude it’s a nod toward feminism. Far by an NBAA staff member 24/7, but difference in this second test phase, and heading reference system from it. What sets Longmuir apart not many members take advantage which began last year, was the (AHRS) and air-data computers. It from previous NBAA presidents is of this valuable service.” FAA’s decision to equip participat- has spent the money to bring neces- her connection to the powers-that-be Finally, she said NBAA should ing aircraft with a synthetic-vision sary expertise under its own roof. in Washington. Said Don Baldwin, focus on obtaining greater accep- EFIS that is the brainchild of Gor- For example, Sequoia Instruments chairman of the NBAA board’s se- tance of business aviation by the gen- don Pratt, president of Chelton in Los Gatos, Calif., a Garmin sub- lection committee, “Her ability to eral public. “We must counter the Flight Systems in Boise, Idaho. sidiary purchased in November work effectively with people across often sensationalized view of busi- Originally intended for the kit- 2001, designed the G1000’s low- the political and professional spec- ness aviation given in the general built market, the Chelton Flight- cost AHRS, a key ingredient of the trum, her proven track record of media with examples of how busi- Logic EFIS has evolved into a system. Garmin also bought an air- leading effective coalitions and her ness aviation benefits the economy serious contender in the years since borne weather radar design from an natural optimism make her the right and the country as a whole.” –R.R.P. Pratt first began toying with the idea unnamed supplier and hired a group person at the right time for NBAA.” for a synthetic-vision flight display Gary Burrell of highly experienced engineers to An attorney, Longmuir was most John Carr, NATCA system. The FlightLogic concept develop the Mustang’s autopilot. recently senior vice president of in- Congress thought it had the new consists primarily of a database of How Garmin got its start is ternational/regulatory and govern- more on next page the earth’s topography and highway- worth mentioning. Burrell and Kao mental affairs for . In in-the-sky (HITS) guidance infor- decided to start their own company this capacity she led more than 50 at- mation, presented in the cockpit on after they had grown frustrated that torneys, economists and lobbyists re- a color PFD. Instead of a traditional Bendix/King, then a division of Al- sponsible for implementing United’s blue-over-brown ADI, FlightLogic liedSignal, was cutting research agenda vis a vis the U.S. and other creates a “virtual VFR” view of the funding for GPS receivers. As the regulatory agencies. In short, she’s a world that is very similar to a video story goes, Kao, a Taiwanese engi- very experienced lobbyist. game, with hills and mountains ap- neer who had developed one of the After taking over the NBAA pearing on the display exactly where first certified GPS receivers, asked presidency from Jack Olcott on July they should be in the windshield. Burrell over dinner at the Olathe 7, Longmuir spent much time dur- To stay on course, the pilot need Red Lobster if he had ever consid- ing the months leading up to the only fly through a series of shifting ered starting his own business. Bur- NBAA Convention in October trav- boxes drawn by the computer rell said he had not, but added that eling around the U.S. meeting asso- processor, which gets its informa- Min Kao he was willing to try if Kao would ciation members, attending regional tion from navigation and terrain be his partner. Burrell and Kao left events and basically learning the John Carr TIMELINE OF 2003 EVENTS

MAY Flight Options July 11– Learjet 40 receives FAA type Avocet Aircraft and Israel Aircraft June 14 – Embraer 175 first flight May 4 – Dassault Falcon 40th anniversary certification Aug. 6 – First Gulfstream G300 enters service June 15 – Pro Line 21 certified by U.S. and May 15 – Eclipse first flight with interim engines July 21 – American Capital Strategies takes over Aug. 13 – FAA grounds Learjet 45 fleet May 30 – Challenger 300 wins Canadian Canada in Challenger 300 ownership of Piper Aircraft June 18 – Bell/Agusta AB139 receives Italian cer- Aug. 14 – Primus Epic PlaneView cockpit certi- certification July 27 – Adam A700 first flight tification fied; Gulfstream G550 receives FAA JUNE July 31 – Challenger 300 awarded JAA approval type and production certificates June 4 – Challenger 300 wins FAA approval JULY July 24 – Aircell and Iridium join forces Aug. 22 – Garmin completes acquisition of UPS June 8 – Learjet 40 completes first transatlantic July 10 – WAAS becomes operational; Aviation Technologies flight Gulfstream G400 and G300 receive AUGUST June 13 – Raytheon takes majority control of JAA validation Aug. 4 – Avocet Projet program announced by 22 Aviation International News • www.ainonline.com January 2004

four-year, $59 billion FAA reautho- is the architect of the Sterling, Va.- Washington area. Ornstein coun- rization bill that included $14 billion based ’s rise from a turboprop- tered the next day, alleging that NEWSMAKERS 2003 for airport improvement projects. driven East Coast feed facilitator to ACA set an unreasonably early Finally, the Bush Administration one of the country’s most prolific re- “record date” of October 23 for continued from preceding page agreed to withdraw its insistence on gional jet powerhouses. He shocked shareholders to consider the bid. the contract-tower provision and an- industry insiders and analysts alike In its lawsuit, ACA also accused FAA reauthorization bill ready to nounced a one-year moratorium on when in August he drove a decision Mesa directors of “questionable in- go when it left Washington for its any further privatization. to part company with United Air- sider transactions” subject to securi- annual summer recess in early Au- Predictably, both sides claimed lines and open a new discount carrier ties laws governing short-swing gust. A House/Senate conference victory. The contract-tower associ- from Dulles International Airport profits by corporate insiders and a committee had just reconciled dif- ation lauded Congress for protect- called Independence Air. pattern of “self dealing and lack of ferences in two different versions ing the contract-tower program, Not one to sit idle when a independence,” specifically involv- passed by each body, and a vote was while the union vowed to hold the chance to spread his influence pre- ing seven directors ACA alleges expected shortly after Labor Day. Bush Administration to its promise sents itself, Ornstein responded in maintained or still maintain outside Shane Stolz But the National Air Traffic Con- not to privatize. equally dramatic fashion by issuing business contracts with Mesa. The trollers Association (NATCA), the “Now we need to work together to a public bid to buy ACA for nine- suit also claims that Mesa wants union that represents the nation’s air make sure that promises made are tenths of a Mesa share for each ACA’s cash to “resolve its own fi- traffic controllers, drew a line in the promises kept,” said Carr, who is share of ACA stock, at the time nancial difficulties,” and that it sand over a provision granting the nothing if not colorful. “We’ll be amounting to a 25-percent premium failed to disclose that alleged fact to FAA the option of converting 69 watching, and in the words of Califor- on the Virginia-based regional’s shareholders and the market. low-traffic control towers from FAA nia Governor Arnold Schwarzenegger, trading value. As expected, within For his part, Ornstein accused staffing to private-sector staffing. ‘We’ll be back.’” –P.L. two weeks ACA rejected the esti- ACA of neglecting its fiduciary re- According to NATCA, 11 of the mated $510 million offer, setting sponsibilities by accelerating order towers are among the 50 busiest, Multi-Aero Pilots the stage for a standoff that would negotiations for aircraft inappropri- and they included such business A Learjet 24 charter flight that degenerate into a series of rapid-fire ate to ACA’s traditional markets, aviation hotbeds as Van Nuys started routinely with a 6:35 a.m. exchanges between Ornstein and namely the 20 A319s and (VNY) and Long Beach (LGB), takeoff on November 12 ended un- Skeen, each accusing the other’s five A320s identified as the platform both in California; Denver Centen- expectedly at 6:38 a.m. when the board of underhanded tactics in pur- on which Skeen and company plan nial (APA); Chicago Palwaukee twinjet skidded to a stop and was suit of their respective agendas. to build the low-fare operation. (PWK); and Morristown Municipal consumed by fire. It was forced to The flimsy façade of civility Mesa called an MOU signed in No- (MMU) in New Jersey. make an emergency landing sec- Michael Walden gave way to accusations of collu- vember by ACA and Airbus–poten- NATCA president John Carr, onds after takeoff when it lost sion and securities manipulation tially worth $1 billion–an who has run the union for more power in both engines after ingest- What happened after the air- when the airlines exchanged law- “abrogation of the stockholders’ than three years, saw the plan to pri- ing birds. The two pilots and two plane came to a stop is where it suits on consecutive days in early right to decide the future direction vatize the 69 towers as the first passengers escaped. starts to get blurry for Stolz. November. Skeen struck first, ac- of the company.” steps of a Bush Administration vi- Chief pilot Shane Stolz, 40, and “Though I never lost consciousness, cusing Mesa of acting as an agent “This latest action is one of sev- sion to privatize the entire ATC sys- copilot Michael Walden, 32, of I was dazed and in shock.” Walden of United Airlines to thwart ACA’s eral taken recently to entrench tem, and he said it was more than Farmington, Mo.-based Multi-Aero, got the passengers out of the emer- designs for the low-fare operation at [ACA board members] and frustrate just the camel getting its nose into handled an emergency under de- gency exit window, but ever-in- Dulles–a plan that threatens to stockholders’ rights, even including the tent. “It’s the camel sitting in the manding circumstances that pro- creasing flames kept him from upset the high-yield status quo using stockholders’ money to com- tent having a mai tai, and you’re vided them with virtually no time reentering the burning airplane to United and fellow Mesa partner US mence litigation to prevent a stock- paying for it,” he warned. and no altitude. At 500 feet agl, just assist Stolz. Then, a “miracle” hap- Airways have long nurtured in the holder vote,” said Ornstein. The union mounted a $6 million after the gear and flaps came up, a pened, believed Stolz. “Walden saw Whatever the courts decide, rest campaign to fight the proposal, even flock of starling-size birds flew into me suddenly running from behind assured the continuing drama involv- though there are 219 low-level tow- the aircraft’s path. The right engine the airplane on my own two feet.” ing Ornstein and Skeen has yet to cli- ers already in the contract-tower flamed out immediately, and the left Somehow, Stolz had gotten out of max, as ACA accelerates preparations program and the legislation pro- engine lost most of its power. the burning airplane with no assis- for Independence Air–scheduled for tected Tracons, en route centers and There was no time to allow for a tance from anyone else. “I do not launch as soon as United rejects its IFR towers, which make up 94 per- restart attempt, “So I continued fly- have any memory of how I got out code-share contract, something it can cent of the controller workforce, ing the airplane like the old school of that airplane. I’m giving God the do at any time as a Chapter 11-pro- from being privatized or outsourced taught me,” Stolz told AIN. “Fly glory for the guardian angels.” tected entity. Will Mesa succeed in for the four-year duration of the bill. the airplane until it stops. And that’s Less than five minutes later, a foiling the plan? Stay tuned. The best Enlisting the aid of pro-union exactly what I did.” With the alti- helicopter from St. Louis-based seems yet to come. –G.P. Democrats in Congress, the con- tude and time remaining, “I picked Arch Air Medical Services airlifted trollers pressed their cause as a the most suitable landing spot that I Stolz to St. Louis University Hospi- Steven Udvar-Hazy, NASM safety issue, arguing that contract saw.” It was a wheat field sloping tal. Stolz suffered the most serious In October 1999, Steven Udvar- towers were not as safe as those down. “Through instinct and train- injury–a broken back that will keep Hazy announced that it was time for staffed by FAA (read union) con- ing I knew the gear and flaps had to him in a brace until the end of the him to give back to aviation and to trollers. The U.S. Contract Tower be up to prevent any more drag that month. Walden had minor aches Kerry Skeen America some of what they had Association, which is part of the I already had.” and pains, possibly from pulled ten- given him since his family arrived American Association of Airport The crew got the stick shaker dons and muscles. The passengers in the U.S. as refugees in 1958. His Executives, countered that contract just as the tailcone touched down. walked away with only soreness initiation into the wonders of avia- towers were as safe, if not safer, “I don’t recall the actual touchdown from the seatbelts. –G.G. tion had occurred five years earlier than FAA-staffed facilities and cost speed,” Stolz said. “All I remember at the age of seven when his parents considerably less. is that I knew I wanted to touch ACA’s Skeen and took him to see an airshow at a mil- Even though the Transportation down tail first. I didn’t want to stall Mesa’s Ornstein Butt Heads itary base in their then Soviet-occu- Department’s inspector general before I hit the ground because that A perennial newsmaker within re- pied native Hungary. Young found contract towers to be safer would have put us nose-in-first.” gional airline circles whether or not Udvar-Hazy didn’t need to be and less costly in several audits it As they touched down, copilot he appears on the pages of AIN’s an- aboard any of the airplanes that day conducted, including one requested Walden recollected, the wingtip fuel nual feature, Mesa Air Group chair- to appreciate that, as he recalled re- by NATCA in July, the union con- tanks exploded, half of the right wing man and CEO Jonathan Ornstein cently, “an airplane rising into the tinued its campaign into the fall. broke off and fires started in the wing might have watched the less flam- sky is the hope, the only way to By October most of the aviation area and in the tail area. With the right boyant Kerry Skeen take top billing reach into a bigger world, a world industry was clamoring for a com- wing broken off, the airplane skidded this year if not for the theatrics that representing my future.” promise because the standoff with to the right–away from a ravine and accompanied Mesa’s hostile takeover That future worked out rather the controllers and their Democrat hill. In all, the aircraft probably trav- attempt of Atlantic Coast Airlines. Jonathan Ornstein well. Udvar-Hazy started his first allies in Congress was holding up a eled on its belly for about 100 yards. Skeen, chairman and CEO of ACA, more on page 24 TIMELINE OF 2003 EVENTS

SEPTEMBER NBAA Convention (7-9)–Gulfstream unveils Oct. 24–Concorde final commercial flight DECEMBER Sept. 10 – Max-Viz receives FAA certification of G450; Bombardier introduces Global Express Dec. 15–Udvar-Hazy portion of National Air and EVS-100 on Dassault Falcon 50 XRS; Cessna unveils Citation XLS to replace NOVEMBER Space Museum opens at Washington Sept. 11 – Learjet 45 fix approved by FAA, Excel; Airbus reveals ACJ Prestige; Raisbeck En- Nov. 13–Dassault Falcon 900EX EASy receives Dulles Airport clearing fleet to fly again gineering introduces Learjet 35ZR wing modifi- FAA and EASA certification Dec. 17–First Flight Centennial cation package for original Learjet 35; Williams Nov. 17–Honeywell’s Primus Epic receives FAA OCTOBER launches FJ44-4 turbofan; Honeywell introduces certification on Dassault Falcon 900EX Oct. 6 – Max-Viz EVS-1000 certified for Ovation Cabin Management System and also in- EASy Bell 212/214 troduces KGP 860 EGPWS for light jets and tur- Nov. 18–Rockwell Collins receives FAA STC for Oct. 7 – Learjet 40th anniversary boprops; Cessna delivers 4,000th Citation ADB-transmitter installations 24 Aviation International News • www.ainonline.com January 2004

Jim Christiansen and FAA’s took effect for new operators last ial firefighting this year is Kathy Perfetti spearhead frax rules November 17. Fractional providers proof of the skills of those NEWSMAKERS 2003 in operation before that date have who put the airplanes in the When the FAA first began look- until Feb. 17, 2005, to comply. air and those who flew in continued from page 22 ing at how best to regulate the bur- Even though the aviation com- them, she added. geoning fractional ownership pro- munity generally praised the coop- As of early last month, company in 1966 while attending gram in 1996, it is doubtful that very eration between the FAA and the CDF still had four tankers UCLA, and seven years later he co- many in the aviation industry or gov- FOARC, many were disappointed and two air-attack (air con- founded International Lease Finance ernment thought it would take seven that a proposal to relax the runway trol) aircraft on station for Corp., better known simply as years to come up with a final rule. landing requirements for charter op- use against new fires. “Un- ILFC, which grew into the world’s The whole question percolated erators became a casualty of the fortunately, it’s still dry leading lessor of commercial air- when an aircraft-management com- agency’s final rulemaking proce- down there,” said Terrill. craft. It was in the fall of 1999 that pany requested that the agency ap- dures. The FAA argued that defi- The efforts of these fire- Aerial Firefighters Udvar-Hazy announced he was do- prove, under FAR Part 91, an ciencies in predicting landing fighters and others nation- nating $60 million (later raised to agreement called a fractional-own- performance that inspired the origi- wide were recognized last $65 million) toward the cost of ership master-interchange program. nal landing distance requirement of year in the form of a bill introduced agency, such as the CDF or U.S. For- building a massive new annex to the For much of the summer of 1999, 60 percent of the available runway in Congress (H.R.977) to “provide est Service. They may have been fly- NBAA was rocked in controversy had not been rectified. death and disability benefits for aerial ing in an official capacity “with or over its board of directors’ stance Perfetti has since moved on to an- firefighters of the Forest Service and without compensation,” as a pilot or that fractional-ownership providers other challenging assignment–a review Department of the Interior Agencies.” crewmember of an aircraft carrying continue to be regulated under Part of several FARs, including portions of Eligible are individuals killed or in- out a firefighting mission on behalf of 91, the same as traditional corporate Part 135 and Part 91. Christiansen, jured who were serving a public a public agency. –K.J.H. flight departments. That did not sit who is now with NetJets, continues to well with many members; charter wrestle with applying the new rule as operators believed that the status quo chairman of the National Air Trans- of his appointment, Gulfstream also created an uneven playing field; and portation Association’s Fractional Air- revealed plans for a major work- pilots feared the fractionals would craft Business Council. –P.L. HANDOFFS force reduction of some 1,000 em- infringe on their flight departments, ployees, and it was disclosed that putting them out of work. Aerial Firefighters: the company would reduce produc- In a membership survey, most re- Heroes in the Sky tion from a projected 85 to 77 air- spondents said they would like to re- When forest fires strike, aerial Bill Boisture to Bryan Moss craft in 2003. –K.J.H. move fractional aircraft operations firefighters are on the first line of de- from Part 91 and switch them to Part fense. Last year in California their Gulfstream Aerospace saw a skills and resources were called on major turnover in April with the Thomas Hirschmann to Heinz Köhli Steven Udvar-Hazy early and often. surprise departure of president Bill In June, Thomas Hirschmann, Forest fires in the San Diego and Boisture after 10 years with the Jet Aviation president and CEO National Air and Space Museum at Los Angeles areas began in the and son of founder Carl Washington Dulles Airport. On the spring, and by late October devastat- Hirschmann Sr., resigned from the 15th of last month, two days before ing blazes were racing through the family-owned business “to pursue aviation marked its centennial mo- surrounding forests and small towns. other interests” with “no involve- ment, the doors of the new facility Ten major fires in October and No- ment in decision-making,” ac- were opened to the public, not only vember alone burned an estimated cording to the official statement a symbol of Udvar-Hazy’s generos- 739,597 acres and destroyed 3,631 by the company. The younger ity but also vindication for a fund- homes. A total of 22 lives were lost Hirschmann, 48, had spent his en- raising effort begun by the late as a result of the fires, and estimated tire 29-year career with the com- Donald Engen. losses totaled about $128 million as pany and had led the worldwide, Fund-raising continues, however, of November 16. operationally diverse business avi- with the coffers still some $92 mil- Aircraft of the California Depart- ation conglomerate since 1990, lion short of the projected $311 mil- Jim Christiansen ment of Forestry and Fire Protection Bryan Moss & Bill Boisture five years before his father’s death. lion final price tag. (CDF) began operations on May 1. A few months before his resigna- Centerpiece of the Udvar-Hazy fa- 135, as long as it did not adversely By late November when the “major tion, the younger Hirschmann had cility is a hangar measuring 986 feet affect traditional flight departments. siege” of fires swept through the tin- company; and his replacement by stepped down as chairman of long, 248 feet wide and 103 feet tall In October 1999, then-FAA Ad- derbox-dry forests around Los An- vice chairman Bryan Moss. Bois- Hirschmann Holdings, Jet Avia- at the apex of its curved roof. If those ministrator Jane Garvey appointed a geles and San Diego, all 52 aircraft ture, who had held the post of tion’s parent company. He was re- dimensions evoke visions of the air- Fractional Ownership Aviation in CDF’s fixed-wing and helicopter president and COO at the Savan- placed in that role by ship hangars at Lakehurst, N.J., con- Rulemaking Committee (FOARC). fleet were deployed. In addition, an- nah, Ga.-based manufacturer since founder Moritz Suter. sider that the interior volume of the Jim Christiansen, then with TAG other 156 aircraft were on loan from December 1998, wasted no time in Hirschmann’s position as CEO building is equivalent to the volume Aviation USA, was selected as the federal government or under finding a new venue for his man- of Jet Aviation was assumed by vet- of about 40 Goodyear blimps, ac- chairman and Kathy Perfetti was contract from civilian aerial fire- agerial talents, accepting a job as eran company executive Heinz cording to Smithsonian Institution designated as the FAA representa- fighting companies. president of fractional-ownership Köhli. Köhli, a protégé of Carl secretary Lawrence Small. tive to the 27-member group. According to a CDF spokes- provider NetJets. Hirschmann Sr., joined the company In the years ahead, the Smith- Perfetti and Christiansen guided woman, pilots and aircrew were Moss, who joined Gulfstream in 1977, 10 years after its founding, sonian plans to shoehorn more the FOARC through four-and-a-half making as many as three takeoffs in 1995 as vice chairman and suc- and is highly regarded both inside than 200 aircraft under the months of what Christiansen de- and landings an hour in a race to ceeded Boisture last April 11, had and outside the company. hangar’s roof, along with some 135 scribed as “intense, educational and halt the fires from late October been prepared to retire in 2001 but Thomas Hirschmann’s exit fol- spaceflight artifacts in the neigh- productive” sessions, while others through most of November. She agreed at Boisture’s request to re- lowed a long series of management boring space hangar. But the cast acknowledged there were some con- noted, however, that despite the main vice chairman indefinitely. twists and turns at the closely held, of flying machines already in place tentious issues between fractional sometimes high tempo of operations He accepted the job as president at family-owned company. As evi- for opening day last month is spec- operators and the Part 135 on-de- and risk involved, there were no the request of , dence of how contentious the situa- tacular: an SR-71, space shuttle mand charter camps. On Feb. 23, losses of aircraft or aerial firefight- chairman and CEO of parent com- tion had become, his name was not Enterprise, the Boeing 367-80 2000, the committee delivered its ing personnel last year. pany . mentioned in the press release an- (better known as the Dash 80, fore- 30,000-word/69-page recommenda- Forest fires create especially haz- A career marketing and sales ex- nouncing the change. It simply runner to the Boeing 707, the jet- tions to the FAA. ardous flying conditions, with air- ecutive, Moss now holds the reins stated that Köhli had assumed the liner that transformed air travel in At that time, Christiansen admit- borne debris thrown aloft by trees and of a company still adjusting to the title. Jet Aviation is considered the the late 1950s) and an ted that the industry/government buildings exploding into flame; low recession and its effect on the busi- world’s largest and most diverse Concorde adjusting to the still life group had worked through the altitudes required for accurate drops ness aviation industry. At the time more on page 26 of retirement, along with dozens of volatile issues–which he described of flame retardant and firefighters; other aircraft suspended at appro- as the “most complicated” he had sudden changes in aircraft weight fol- priate angles. The controversial ever dealt with in more than 30 years lowing a drop; and the unpredictable Enola Gay, the B-29 that dropped in the aviation business–in “excruci- and often violent wind currents. the first atom bomb in anger on ating detail.” He expressed the belief According to CDF’s Karen Terrill, Hiroshima in 1945, also has a that the group’s recommendations “It is the most hazardous flying you place on the floor. would be fast-tracked into a notice can imagine.” Even so, she said, the All in all, a fitting and fantastic of proposed rulemaking (NPRM). only damage for the entire year array of aircraft in the land where However, even with Perfetti’s (through early December) was to four the secret of powered, controlled knowledge of the FOARC process, it aircraft that were forced to land after flight was cracked 100 years ago, took the FAA until July 18, 2001, to their windshields were broken by fly- and testament to the generosity of issue the NPRM. The final rule was ing debris. “One pilot reported seeing a man whose aviation aspirations published last September 17 based a four-by-eight sheet of plywood go succeeded beyond his wildest on the recommendations of the sailing past his airplane,” said Terrill. Thomas Hirschmann Heinz Köhli imaginings as a seven-year-old in FOARC committee and considera- The fact that there were no losses the Old World. –N.M. tion of public comments. The rule of aircraft or people engaged in aer- 26 Aviation International News • www.ainonline.com January 2004

the down economy and industry of the Bombardier Aerospace Flight Options Hay. In early Handoffs woes, according to the former Group–North America and in 1996 Kenn Ricci to John Nahill March last year, Kaman Aerospace executive, who president and COO of Bombardier Meyer stepped continued from page 24 moved into Enstrom’s presidential Aerospace. He was a fast tracker On February 10, Flight Options down again as spot the previous year. who emphasized that the secret of chairman and CEO Kenn Ricci was CEO. This time business-aviation company, with What buoyed Daniels’ hopes his success was the quality of Bom- replaced by John Nahill, formerly Charlie Johnson, substantial interests in aircraft char- were orders for 12 Enstrom heli- bardier’s employees. v-p of corporate strategy and devel- president and for- ter, maintenance, completions and copters in hand out of his 30-rotor- So it came as a surprise when opment at Raytheon Co. The move mer COO, took FBOs around the world. Jet Avia- craft-a-year goal. Considering it was Laurent Beaudoin, Bombardier’s foreshadowed Raytheon’s taking over full respon- tion’s headquarters is in West Palm February, and since 1992 the com- chairman, announced that Brown control of the Cleveland-based frac- sibility for the Beach, Fla. –M.P. pany never averaged more than “asked to be relieved of his func- tional provider four months later and Wichita-based seven a year, it wasn’t a bad start. tions” and left the company in De- ended a year that was turbulent for aircraft manufac- Russ Meyer PrivatAir Enstrom’s movers-and-shakers ap- cember 2002. Brown might simply both the company and Ricci, who turer. Johnson, David Hurley to Greg Thomas parently didn’t agree. have been a victim of the times. The founded Flight Options in 1998. 60, joined Cessna On February 1, business aviation Daniels barely had time to unpack economy and the effect of 9/11 had in 1979 as man- management and charter provider and sort through the mail upon return- been tough, and the company was in ager of produc- PrivatAir Group tapped former ing home after the HAI show when a serious slump as airlines drastically tion flight test. COO Greg Thomas as CEO, suc- former Enstrom president Bob Tuttle cut back new equipment orders. He was named ceeding David Hurley, who was ap- called to tell him he was out. Tuttle had Paul Tellier was appointed presi- president and pointed vice-chairman of PrivatAir been tapped by the company’s elusive dent and CEO last January. He COO in 1997. SA of . Swiss national owner to tell Daniels moved over from the Canadian Na- But in August, In early 2001, Hurley, 62, be- that “communication problems” made tional Railway to deal with Bom- only four months came CEO of PrivatAir Group, the relationship unworkable. bardier’s “lagging’’ governance. He after he took over Charlie Johnson which includes Bridgeport, Conn.- What wasn’t being communi- had previously been a member of the reins from based charter/management firm cated was an apparent lack of desire Bombardier’s board. Meyer, Johnson Flight Services Group (FSG), Paris to put out the $2.1 million necessary It was Tellier who is credited for went on a medical FBO Transair (acquired by Pri- to prime the pump to build so many turning a dysfunctional and bloated leave of absence rotorcraft without firm Canadian National Railway Co. into a due to an un- orders to cover them. publicly traded, profitable company. disclosed illness. Daniels wasn’t alone. V- In the process he led a charge across Kenn Ricci Three months later, p Frank Gallagher, an- the North American boundary waters in early Novem- other Kaman alum, got and acquired the Illinois Central and ber, he abruptly his walking papers at the Wisconsin Central railways while si- retired from the same time. multaneously dropping overhead and company without Jack Pelton The void at the top raising profits. –D.A.L. ever returning to was filled by Peter Parsi- his post. Former nen, who was to be an NBAA senior v-p of product engineering interim president while Jack Olcott to Shelley Longmuir Jack Pelton, 45, who had been over- the company conducted The handoff of the NBAA presi- seeing the company in Johnson’s David Hurley Greg Thomas a search for a permanent dency last year was not unexpected, absence, was named president and replacement. Parsinen but it did happen before most people CEO on December 11. Pelton now vatAir in December 2000 from New held the position until November 13, outside the NBAA board of direc- has “full leadership responsibilities” York-based Ogden) and PrivatAir when Jerry Mullins was named pres- tors had thought it would. John W. for Cessna. –G.G. SA. Thomas, who at that time was ident and CEO. Mullins had held “Jack” Olcott’s contract with NBAA Piaggio America counsel to PrivatAir affiliate Latsis those posts for 10 years at Heli- was to expire last month and he had John Nahill Group of Greece, became PrivatAir Dyne Systems. –D.A.L. intimated several times that he Steve Hanvey to Tom Appleton Group’s COO. would likely not serve another term, Veteran de Havilland Canada and Hurley founded FSG in 1984, Bombardier but would not be retiring from busi- Nahill had served on the board of Bombardier executive Tom Appleton serving as its CEO. Before that, he Robert Brown to Paul Tellier ness aviation either. He served, he Flight Options since its merger in took over as president and CEO of was a marketing executive for the When Robert Brown took office in reminded people who asked him, “at January 2001 with Raytheon’s frac- Greenville, S.C.-based Piaggio then-Canadair Challenger in Hart- February 1999, he was only the third the pleasure of the board of direc- tional program, Travel Air. At this America as of September 1, replac- ford, Conn., and previously a regional person to wear the mantel of president tors.” In March he told AIN he time, Flight Options began looking ing Steve Hanvey, who chose to pur- v-p for Cessna. In his new position and CEO of Bombardier since would favor a short transition rather for needed additional financing. That sue other career interests but with PrivatAir, Hurley will remain in Joseph-Armand Bombardier founded than a long one. came this past June when Raytheon remained available to Piaggio. Han- Connecticut, while Thomas will re- the family-run company in 1942. Early last year it became known agreed to take a majority own- main based in Geneva. that the NBAA search ership in Flight Options. In a prepared statement, the com- committee was looking for As part of the majority- pany said the 35-year-old Thomas, Olcott’s replacement and ownership agreement, as COO of PrivatAir Group, over- that it wanted a president Raytheon “committed to in- saw a “crucial period of growth” who was more a Washing- vest certain additional capital during which the company acquired ton lobbyist than an indus- on an as-needed basis over the Flight Services Group and Transair. try veteran. The industry next 18 months” and provide Operating for , PrivatAir had changed dramatically “additional capital and retail runs regularly scheduled business- since 9/11 and the board financing over the next three class-only shuttle service between decided it needed some- years.” Düsseldorf and Munich, one who could easily carry Flight Options isn’t out of Robert Brown Paul Tellier to Newark, N.J., and Chicago. The the NBAA banner to the the financial woods yet, and in Steve Hanvey Tom Appleton popular, groundbreaking service inner sanctums of govern- September four of its former uses BBJs and Airbus A319LRs out- Brown joined the company in ment. pilots sued the company for al- vey was the founding president and fitted specifically for the role. –M.P. 1987 as v-p of corporate develop- On May 30 the NBAA board an- legedly firing them for their union- CEO of Piaggio America three years ment, moving out of the public sec- nounced its selection of Shelley organizing activities following the ago. Jim Holcombe, who had served tor, where he developed a reputation Longmuir to the position. On June 24 merger with Raytheon Travel Air. as Piaggio America’s executive v-p Enstrom Helicopter for making good things happen. she was officially appointed and on But under Nahill’s leadership the for sales and marketing for the previ- Steve Daniels to Peter Parsinen Within two years at Bombardier he July 7 she assumed her duties as company continues to expand its fleet ous year or so, was promoted to ex- to Jerry Mullins was senior v-p of corporate develop- president. There was virtually no and customer base, improve its effi- ecutive v-p and COO. Appleton told Enstrom’s future would be good, ment and strategic planning, and a transition period. ciencies, reduce expenses and in- AIN that he sees great prospects for Steve Daniels said at last year’s HAI year later he was president of True to his word, Olcott did not crease revenues. –G.G. the Avanti turboprop, which he de- Heli-Expo. Enstrom would ride out Canadair. In 1992 he was president retire from business aviation. Not scribes as a “slam-dunk product” in surprisingly–given his more than Cessna an economy that has bottomed out. three decades of experience–he Russ Meyer to Charlie Johnson Shortly after the personnel emerged as a consultant and a writer, to Jack Pelton changes, it was announced that reinvigorating his company, General The leadership of Cessna Aircraft Sviluppo Italia, the Italian govern- Aero, and setting up an office at has changed twice in the last nine ment industrial agency, had bought Morristown Airport near his home in months, following an earlier change more than 20 percent of Piaggio New Jersey and accepting a role as of leadership in June 2002 (AIN, Aero Industries, parent company of advisor to the Aircraft Owners and January 2003, page 26). After leav- Piaggio America, with an investment Pilots Association for owner-flown ing Cessna about two-and-a-half of some $21.8 million. A further small jets. He also writes a monthly years ago, ending 25 years as chair- $16.4 million from the company’s column for AIN and articles for man and CEO, Russ Meyer came existing investors took total capital- Business Jet Traveler, AIN’s new out of semi-retirement last year to ization to about $87 million–15 Steve Daniels Peter Parsinen Jerry Mullins sister publication for the users of pri- fill the same positions following the times more than when the current vate air transportation. –R.R.P. abrupt departure of successor Gary more on page 28 28 Aviation International News • www.ainonline.com January 2004

Rosanvallon’s “demonstrated lead- tions. He also shepherded Jeppe- Handoffs ership in creating a strong continu- sen’s ownership transition from ity between Dassault Aviation and Times Mirror to becoming a wholly continued from page 26 Dassault Falcon” made him an ob- owned subsidiary of Boeing. vious choice to succeed Georges, Van Tine previously served as shareholders, led by the Ferrari and according to Dassault Aviation general manager of Jeppesen Data- DiMase families, bought the com- chairman and CEO Charles Edel- Plan (after its acquisition) and chief pany in 1998. Piaggio America is stenne. Rosanvallon was recruited information officer at Jeppesen, his scheduled to relocate its headquar- by Dassault Aviation in 1975 to co- most recent title before assuming ters to West Palm Beach, Fla. this ordinate the company’s Falcon leadership of the company. The San quarter from Greenville. –N.M. business jet program between its Jose State University graduate (B.S. Paris headquarters and its U.S. sub- in aviation, 1980) currently holds a Bombardier Flexjet sidiary. He has been based at the private pilot certificate. –M.P. Clifford Dickman to Michael McQuay Dassault Falcon Jet headquarters in In May, Michael McQuay re- John Murphey Little Ferry, N.J., since 1994, when Sikorsky Aircraft placed Clifford Dickman as presi- Russell Turner he was named senior v-p of sales Dean Borgman to Stephen Finger dent of Flexjet, Bombardier’s and marketing for the Western When Dean Borgman, presi- fractional arm, and Skyjet, the bardier Challenger 300 last sum- hemisphere. “Although my new po- dent of Sikorsky Aircraft since company’s charter-booking ser- mer. Now the former Boeing execu- sition is a change,” said Rosanval- 1998, was appointed chairman tive, who oversaw day-to-day lon, “it represents continuity. I will of the company on July 1, operations of elements of the space continue to work closely with my Stephen Finger succeeded him shuttle and international space sta- team within Dassault, as well as our as president. Finger previously tion, will lead a team that decides customer base, to keep our com- was the president of Pratt & the future direction of Honeywell’s pany moving forward.” –K.J.H. Whitney Military Engines. Both important engines business. Pratt & Whitney and Sikorsky Redenbaugh, formerly the pro- Jeppesen are subsidiaries of United Tech- gram manager for the AS900 en- Horst Bergmann to Mark Van Tine nologies. gine line, took over as CEO at Bell In May Jeppesen announced that Borgman, 62, is now develop- Helicopter’s Fort Worth, Texas chairman and CEO Horst ing new business opportunities headquarters in May and is now in- Bergmann was retiring after more volved in getting the military V-22 than 40 years with the company. He Mike Redenbaugh tiltrotor program on track and com- was succeeded by Mark Van Tine, Clifford Dickman pleting certification of the BA609 who began his career with Lock- Fort Worth, Texas headquarters in civil tiltrotor in cooperation with May from John Murphey. Com- partner Agusta Aerospace. The pany veteran Murphey occupied twin-engine AB139 (also a joint the hot seat at Bell for less than a Bell/Agusta program) has received year before being deposed. He had Italian certification but awaits FAA taken over from Terry Stinson, approval until configuration issues who fell victim to a management with the cockpit are resolved. –S.P. shakeup at parent company Tex- tron early in 2002. Dassault Falcon Jet Redenbaugh now faces some Jean-François Georges to formidable challenges, including John Rosanvallon Dean Borgman getting the military V-22 tiltrotor At the NBAA Convention in Oc- program on track and completing tober, Dassault Aviation announced certification of the BA609 civil the retirement of Jean-Francois tiltrotor in cooperation with partner Georges, president and CEO of Michael McQuay Agusta Aerospace of Italy. Another Dassault Falcon Jet, and his re- Horst Bergmann cooperative project with Agusta, the placement by Dassault Falcon Jet vice. McQuay had served as Flex- twin-engine AB139, has received president John Rosanvallon. jet’s vice president and general Italian certification but awaits FAA Georges had served at Dassault Avi- manager since May 2001. He as- approval until issues with the con- ation almost since the birth of the sumed leadership during a time of figuration of the Honeywell Primus Falcon program, which last year tremendous change at Flexjet, Epic avionics suite are resolved. celebrated its 40th anniversary. He which instituted a number of oper- The U.S. ticket is expected some- witnessed the development of major ational improvements immediately time this year. business jet programs, including the before his promotion. The new Bell CEO, who spent Falcon 50EX, Falcon 2000 series McQuay has more than three the earlier part of his career with and Falcon 900 series, as well as Stephen Finger decades of aviation experience. He what is now Honeywell Engines in the in-development Falcon 7X. worked at Continental Airlines from Phoenix, said his plans call for at Sikorsky, as well as expand- 1971 to 1996, rising through the concentrating first on Bell’s exist- ing and strengthening relation- ranks in various managerial posi- ing customers. Plans are in the ships with customers worldwide. tions, most notably regional vice works to increase the payload of Under his leadership, Sikorsky president of customer service, vice the 206 JetRanger and 206L introduced several new products, president of worldwide mainte- LongRanger series and enhance Mark Van Tine including the S-92. nance operations, president of Con- the features and durability of the Finger, 54, has worked at tinental Air Micronesia and vice workhorse 412. One of the rotor- Pratt & Whitney for more than president of hub operations. crafter’s biggest success stories, heed DataPlan in 1981 and came 33 years. In addition to leading After leaving Continental, Mc- the single-engine 407, is slated to over to Jeppesen when it acquired the military engines business, he Quay served as executive vice pres- receive night-vision-goggle capa- DataPlan in 1989. served as executive vice presi- ident and COO of Hawaiian bility to increase its usefulness, Bergmann started with Jeppesen dent for engineering and opera- Airlines from 1996 to 1998. His said Redenbaugh. –M.P. in 1963, joining the company’s Ger- tions at Pratt & Whitney. Under oversight and reengineering efforts man affiliate after completing busi- his leadership, the company de- there improved service, reduced Honeywell Engines ness school and serving in the veloped the successful Joint costs and increased productivity, Mike Redenbaugh to Russell Turner Jean-François Georges German air force (appropriately for Strike Fighter (F135), F117 and enhancing value for both internal Russell Turner, a former top ex- his future career path) as a naviga- F119 engine programs. Suc- and external customers. ecutive for Boeing’s United Space tor and flight operations officer. He ceeding him as military engines Before joining Flexjet, McQuay Alliance business in Houston, be- was named president and CEO of president was Thomas Farmer, served as CEO and managing direc- came the new president of Honey- Jeppesen in 1988 and relocated 56, who previously served as tor of Air Pacific Limited, Fiji’s in- well’s $4.7 billion engines, systems with his family to Colorado, where vice president of the JSF engine ternational airline. He reorganized and services division in May, re- the company has its headquarters. program. the airline’s operations, upgrading placing interim president Mike Re- Under his stewardship Jeppesen Finger reports directly to the fleet with -800s and denbaugh, who has since left has sustained double-digit revenue United Technologies chairman becoming the first carrier in the Honeywell to join Bell Helicopter growth year after year and com- and CEO George David and is world certified for 180-minute ex- as its CEO. pleted 10 acquisitions. In the early on the UTC Presidents Council. tended twin-engine operations.–C.T. Turner spent much of his early 1990s Bergmann initiated the com- He holds a bachelor’s degree in tenure at Honeywell shepherding pany’s transition from strictly paper aerospace engineering from the Bell Helicopter the AS907 turbofan engine program charts to become the world’s fore- and a John Murphey to Mike Redenbaugh through the final stages of testing most supplier of electronic aviation master’s degree in management Mike Redenbaugh took over the leading to FAA, JAA and Transport information resources, including from the Massachusetts Institute John Rosanvallon CEO’s office at Bell Helicopter’s Canada certification of the Bom- electronic flight bag (EFB) applica- of Technology. –C.T. 30 Aviation International News • www.ainonline.com January 2004

FINALFLIGHTS Carroll Beeler also a renowned skeet shooter. Aviation, J. Sheldon “Torch” Lewis, 80, asking for their suggestions on how he Sino Swearingen test pilot Carroll Beeler Taylor’s many awards and honors include passed away April 23 after a long battle with could improve the FAA. Halaby, who be- was killed April 26 in the crash of a com- the NBAA Meritorious Service to Aviation; cancer. Lewis, who got the name “Torch” lieved a collaborative approach to decision pany prototype SJ30-2, a Williams-Rolls NAA Elder Statesman of Aviation; Gather- after accidentally setting fire to his school making was the best way to address the new FJ44-2A-powered light jet. The accident ing of Eagles Man of the Year; and nomina- house when he was a youngster (or so one challenges aviation was facing at that time, flight departed from Sino Swearingen’s San tion for the National Aviation Hall of Fame of several stories goes), was best known for died at his home in McLean, Va., on July 2 Antonio facility at approximately 9 a.m. and (along with his father). –N.M. his reflections and opinions on the state of from congestive heart failure. He was 87. crashed about an hour later. the business aviation industry, particularly Halaby, who was the second person ap- Beeler held an ATP certificate Jerry Tritt his disdain for the Port Authority of New pointed to the FAA’s top slot, decentralized with ratings for the Boeing 707, On July 9 veteran Fal- York and New Jersey. His readers didn’t al- authority at the organization, was instru- 727 and 747 and Airbus A300. con pilot Jerry Tritt died ways agree with his comments, but they mental in creating the FAA Flight Academy The retired Navy pilot had com- after a lengthy illness. Das- loved the way he presented them. And no in Oklahoma City, Okla., and fostered close bat experience in the Vought F8J sault Falcon Jet’s technical one could argue that his passion for the wel- cooperation between the organization and Crusader and had flown as a test chief pilot, Tritt was most fare of business aviation wasn’t inspiring. the Civil Aeronautics Board. After his FAA pilot for several major manufac- recently involved in the de- Before starting “Greenhouse Patter,” Torch term ended in 1965, Halaby joined turers. He was reported to have velopment of the EASy had earned his wings as a fighter pilot in the as CEO. He is credited with introducing the 12,000 hours TT. Beeler joined flight deck, but his influ- Marines, corporate pilot and flight depart- into service, expanding the air- Sino Swearingen in 1997 and ence can be seen in nearly ment manager. After attending 49 straight line’s Intercontinental Hotel chain and with had logged 271 hours in the ac- Carroll Beeler all of the French manufac- NBAA Conventions, Torch was presented starting a route that would fly troops home cident airplane and 331 hours in turer’s aircraft and systems, with the association’s 2002 Platinum Wing from Vietnam while on furlough without the company’s nonconforming prototype. from the Falcon 20 to the in-development journalism award. Ironically, he was too ill charge. Halaby’s career also included He also piloted the second conforming pro- Falcon 7X. to attend the 2002 convention. Instead of re- founding an international investment busi- totype on its first flight in March. Born in Hamilton, Mo., in 1939, Tritt was tiring “Greenhouse Patter,” B/CA now runs ness that specialized in aviation ventures As part of a flutter-test regime, Beeler inspired to embark on a career in aviation by “Greenhouse Patter Playback,” selections and serving as foreign-affairs advisor to de- began a shallow dive. At Mach 0.884, he his first airplane ride, when he was seven from his column. –G.G. fense secretary James Forrestal and deputy called “Mark.” Each control surface was years old. His older brother, Gene, gave him a assistant secretary of defense for interna- pulsed, and the responses were “well ride in a two-seat Porterfield, taking off from John Zimmerman tional security affairs. He is survived by his damped,” he reported. After the final pulse, a grass field. At 16, Jerry started taking fly- John Zimmerman, founder, chairman wife, Doris, and three children from a previ- Beeler radioed that the airplane was rolling ing lessons, and he earned his wings in 1956 and CEO of Aviation Data Service, passed ous marriage–Christian, Alexa and Lisa. to the right, and he couldn’t stop it. Teleme- in an Aeronca Champ 7AC. away August 31 of complica- Lisa became Queen Noor when she married try was lost about 20 seconds later. The After graduating from col- tions from heart surgery and di- King Hussein of Jordan in 1978. –J.H. chase pilot called “get out” twice to Beeler, lege, Tritt entered the military. abetes. He was 71 and had not but he said that he couldn’t get out because He was on active duty from been well for some time. Don Wylie there were too many gs. This was his last 1962 to 1967, with the Air Founded in 1966 in Wichita, Don Wylie experienced a call to action in transmission. –M.P. Force’s Military Airlift Com- AvData is an independent re- the loss-of-control crash of a Boeing 737 mand (MAC). He flew mis- search company that collects, near Pittsburgh in 1944. James Taylor sions to and from Vietnam, as analyzes and disseminates data Although a late comer to the flight in- He might have shared the name of a great well as other parts of the and information about the own- structor ranks 10 years ago, Wylie believed singer-songwriter, but in business aviation world, on C-130s and C-141s. ers and operators of business circles there was ever only one James Tay- He also flew the T-34, T-28, aircraft, airliners and frac- lor–James B. Taylor III, business jet marketer TS-2A, and T-33 during his Jerry Tritt tional-ownership aircraft. By for 40 years, who died on January 17 last military career. Tritt was an in- serial number, the company year in Bridgeport, Conn., at the age of 81. structor pilot and post-mod-overhaul test tracks the history and whereabouts of virtu- For four decades, Taylor led the sales pilot as well. ally every business jet and turboprop made. and marketing programs of several business After leaving the military in 1967, Tritt The company’s Jet & Propjet Corporate Di- jet manufacturers. In 1963 he joined Pan became an airline pilot, joining Pan Am as a rectory lists the world’s fleet of turbine air- Am as v-p of its new business jets division, Boeing 707 copilot-in-training. He moved craft by registration number, registered which marketed the Dassault Mystère 20 in almost immediately to the com- owner and serial number. the Western hemisphere. He subsequently pany’s new division–Pan Am Busi- AvData also tracks regis- joined Cessna as it was embarking on pro- ness Jets–and began to fly the tered owners of piston- duction of the Citation and convinced chair- Mystère (now Falcon) 20. During powered aircraft. Before man Dwane Wallace that the company the early years, Tritt flew many establishing AvData, Zim- VIPs, including Charles Lindbergh merman began his career Don Wylie and Pan Am founder Juan Trippe. as a photojournalist in Eu- Throughout the Falcon program, rope, Asia, Southeast Asia, civilian pilots could benefit from extreme he became familiar with every one Japan and South America. unusual-attitude training and formed Avia- of the production aircraft and was He was the first aerospace tion Safety Training International in 1998, involved in issues ranging from cer- reporter for the Wichita where he and his instructors regularly tification to production test-flight John Zimmerman Eagle, from 1960 to 1965. demonstrated the realities of upset training protocol and checklists. Tritt logged Previously, he worked for to pilots who had never flown outside the more than 18,000 hours TT, 3,000 of which the Associated Press in Japan. In 1965 he normal 1g box of day-to-day flight opera- were in military aircraft. –C.T. started The Weekly of Business Aviation, tions. today published by McGraw-Hill. Zimmer- “We’ve got to teach them to spill a little J. Sheldon “Torch” Lewis man attended many NBAA Conventions and, coffee,” Wylie said during an interview Creator and writer of the infamous in addition to his business acumen, will be re- shortly before his death, reflecting his belief James Taylor “Greenhouse Patter” monthly column for membered for his quick wit and wry sense of that although not every upset was survivable, nearly 40 years in Business & Commercial humor. –G.G. many were if pilots were properly trained. should sell its new jet factory-direct, rather Wylie died November 19 in an accident than through the established dealership net- resulting from the in-flight breakup of one work that was accustomed to selling air- Shortly after his appointment as FAA of his own T-34 trainers, an event experts planes to pilots. Taylor argued that large Administrator in 1961, Najeeb Halaby sent say was not survivable. capital investments such as a jet airplane a letter to nearly 300,000 certified pilots Wylie leaves behind by his wife should be sold to upper management, as Marie, daughters Melanie and Angie and well as to pilots. son Steve. –R.P.M. In 1976 Taylor joined Canadair to work his craft on the LearStar 600 project, which Beech Starship became known as the Challenger. With the Among candidates for the most unex- launches of three business jets under his pected headline of 2003, perhaps “Bulk of belt, Taylor took the helm of financially Starship fleet headed to incinerator,” on troubled Gates Learjet in 1985. In 1988 he page one of AIN’s July issue, would take left Learjet, formed his own consultancy the cake. While not unprecedented in avia- company in Southport, Conn., and served tion (Cessna bought back and destroyed on the boards of several aircraft manufactur- J. Sheldon “Torch” Lewis Najeeb Halaby most of, if not all, the Skyhook helicopters it ers and associations until his death. He was built in the 1950s), it is certainly unusual for January 2004 Aviation International News • www.ainonline.com 31

FINALFLIGHTS continued

a manufacturer to be so unsettled Air Center’s heavy maintenance the radical airplane in the 1980s, by the continued existence of one facility. Only after AIN’s inquiries a tab unofficially placed at any- of its offspring that it sets out to did Raytheon Aircraft decide, 13 where between $500 million and kill it off in its entirety. Corporate days later, to acknowledge the ex- $800 million. –N.M. infanticide is not easily concealed, istence of the destruction program. and Raytheon began rounding up According to a Raytheon Air- Concorde all the Starships it could get its craft spokesman, “This was a Of all the years for Concorde hands on a few years ago. It’s not business decision based on simple to meet its end, 2003 could not clear whether the manufacturer al- economics: the costs of support- have been a worse one symboli- ways envisioned the drastic solu- ing the fleet were prohibitive, in cally. As those of us in aviation tion that got under way last terms of creating and locating prepared to mark the centennial summer, but that is what happened spare parts.” At least one Starship of flight, Concorde shuffled off as Starships were flown to Pinal escaped the flames to live in a to museums, silenced by the real- Air Park in Marana, Ariz., to be museum. Something Raytheon ities of a post-9/11 world that had N E

chopped up and their carbon-fiber has never acknowledged is the learned to live without the SST W O B

carcasses incinerated at Evergreen cost of developing and certifying after the Paris crash of July 2000. L

U Beech Starship A P

The retirement of the fastest air- corde bits and pieces in London liner ever to follow the curvature on December 1 raised some $1.2 of the planet and outrace the sun million for charity–the priciest bid spoke volumes about where being the $540,000 that secured a we’re headed in the second cen- nose cone, followed by $47,600

G tury: we had to confront the fact for a Jaeger Mach meter, the same N O

L that, for the first time since Dec. amount for a tailcone and $44,200

C I

R 17, 1903, we would look back at for a captain’s seat. E Y

B how fast air travel used to be, and It’s hard to accept that the

5 9

5 imagined parallel steps back- Olympus turbojets will bellow no 1 3 - 3

0 wards: in simple speed terms, it more and that the Atlantic Ocean, 0 2

# was like retiring the 707 and for the foreseeable future, is once

E

G going back to the 247. again a seven- or eight-hour bar- A M I Like many wonderful things rier between the Old and New N A I

N that are taken for granted when Worlds, regardless of who you are O S

H they’re accessible, Concorde’s re- or your net worth, just like it was T I M

S tirement on October 24 unleashed in 1958 when the 707 consigned

: O

T quite a wave of sentiment. An all else to obsolescence. Whatever O Concorde H

P auction of Con- happened to progress? –N.M.