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AgustaWestland AW139 Bombardier Global 5000/6000 Dassault Falcon 2000S Eurocopter EC135 Pilatus PC-12/47 Series 10 Lafayette, LA Columbus, OH Teterboro, NJ Dallas, TX Dallas, TX Beechcraft King Air 350/B200 Cessna Citation M2 Dassault Falcon 2000LXS Gulfstream G280 Pilatus PC-24 with Garmin G1000 Wichita, KS Teterboro, NJ Dallas, TX Dallas, TX Wichita, KS Rewards for the Best Equipped Cessna Citation X G5000 Embraer Legacy 500 Gulfstream G450/G550 Sikorsky S-76B Bell 212 Wichita, KS St. Louis, MO Dallas, TX; Hong Kong Dallas, TX Dallas, TX Fly direct routes with P-RNAV Sikorsky S-76D Bell 412 Cessna Citation Sovereign G5000 Embraer Legacy 600 Gulfstream G650 West Palm Beach, FL Dallas, TX Wichita, KS Houston, TX; St. Louis, MO; Paris, FR Long Beach, CA; Savannah, GA Airports in the ECAC are embracing P-RNAV like never before. Equip with Sikorsky S-92 Universal Avionics’P-RNAV - compliant FMS for open access to all airports. Bell 430 Dassault Falcon 7X Embraer Legacy 650 HondaJet Lafayette, LA; Stavanger, Norway Dallas, TX Dallas, TX; Paris, FR St. Louis, MO Greensboro, NC Shorter inbound and outbound tracks and simple routing reduces flight Helicopter training in time and saves fuel. P-RNAV replaces the uncertainty of radar vectoring Bombardier Challenger 605 Dassault Falcon 900LX Embraer Lineage 1000 Pilatus PC-12 NG Brazil and Southeast Asia Wilmington, DE Dallas, TX St. Louis, MO; Paris, FR Dallas, TX available in 2014 with predicable, direct routes flown with precise navigational accuracy for reduced pilot workload. WAAS/SBAS-FMS Family – LP/LPV Monitor, UNS-1Lw, -1Fw and -1Ew

Best equipped, best served. Visit us at NBAA Booth N6108 or www.uasc.com to learn more. For information, contact Scott Fera, Senior Vice President, Marketing • 718.565.4774 [email protected] • flightsafety.com • A Berkshire Hathaway company www.uasc.com [email protected] (800) 321-5253 (520) 295-2300 From the Editor Quo Vadis Petroleum THOSE OF YOU WHO REMEMBER the late Finally, we also have the case of the Swiss-built seventies will recall the international fear of a Solar Impulse airplane, backed by Swiss adventurer coming gasoline shortage – a fear only heightened Bertrand Picard – one of two pilots promoting the by most filling stations displaying their ‘patriotism’ ‘sun powered’ airplane as being a conceivable commercial aircraft within the next five years. “At by raising prices nearly every week. The situation 45mph and only one pilot seat, I don’t think so!” was worrying not only for the automotive and More realistically, André Borschber, co-founder aviation industries, but for everyone as it was a and co-pilot of the project, told NBC News that “all threat to the whole persistence of our way of life. the partners involved with this project developed How were we going to heat our homes and run our technologies not for the aviation world, but for plants? People want air conditioning and many their own customers, being it homebuilding, maybe other things that they are used to. the automobile industry, maybe appliances.” Although the shortage never actually materialized According to Borschber, Solar Impulse stands for as feared, with the environmentalists crapping in all renewable energy — not just electric aircraft, but the use of solar power in general. That’s what I directions, the general public started to adopt a thought! ‘consumption reduction’ approach. With a ‘if you can’t beat them join them’ attitude, the oil industry The greatest force in our civilized world is public launched expensive research into developing demand, and it should be brought to bear on the alternatives to petroleum and fossil fuels. As the environmentalists who would see us go without green crowd likes to say: ‘these explorations should fuel for people, factories, autos and airplanes. We lead to commercially viable, innovative and need airplanes for business and we will continue to environmentally friendly alternatives to our jet have them. And whether we like it or not, there’s fuel’. no denying that we depend on the petroleum Some of these experiments consist of mixing oil industry. It’s our economic lifeblood and, recession with colza. Anticipating a golden opportunity, or not, we simply cannot permit our economies to some European farmers jumped at the chance to grind down to half speed. consecrate huge areas of land to cultivate the colza, The Alaska Outer Continental Shelf may be one of irritating the Food and Agriculture Organization the largest untapped oil gas basins in the world. who is trying to find ways to feed a population of According to the University of Alaska Anchorage, 870 million currently suffering from hunger the shelf’s development would create and sustain worldwide. an annual average of 54,700 new jobs through the On March 2012, Airbus and Boeing buried the year 2057, with 68,600 during production and hatchet and, along with Embraer, jointly started to 91,500 at peak employment. When the Alaska develop non-fossil-carbon releasing jet fuels. The three leading airframe manufacturers agreed to seek pipeline and other sources are developed, then we collaborative opportunities to speak in unity to can talk about pollution again – not to mention governments, biofuel producers and other key being able to conduct our oil affairs with the Arab stakeholders to gain their support. countries from a position of force.

“A century ago petroleum was just an obscure commodity; today it is almost as vital to human as water” James Buchan SEPTEMBER - OCTOBER - 2013 Volume XVI - No 4 BART No 146 WWW.BARTINTL.COM

CONTENTS 28 64 REALIZING RUSSIA'S POTENTIAL MAINTENANCE MATTERS Read our preview and an exclusive report In this exclusive Russian-themed issue we look at the on the Russian Business Aviation industry. increasing demand for maintenance support in Russia. 46 70 TRAINING TITANS BRINGING BUSINESS AVIATION TO AFRICA FlightSafety International and CAE are the two With Africa being the final frontier for Business formidable forces vying for Business Aviation Aviation, we look at some of the opportunities and market share. pitfalls of operating there. 76 56 INSIGHT LATIN AMERICA TAKES OFF Although it sometimes flies under the radar, TAG LABACE 2013 hit the high notes this year, with almost Aviation is the largest operator of 14,000 visitors in attendance. managed aircraft in Europe. 62 78 FROM THE COCKPIT PROFILE Our resident pilot LeRoy Cook looks at the perils Now the third largest Business Aviation Airport, Lyon of taking-off in bad weather. Bron is starting to capitalize on its strategic location. PREMIER TRANSATLANTIC Member BUSINESS AVIATION MAGAZINE IN EUROPE SECTIONS

Editor and Publisher Fernand M. Francois Senior Editor Marc Grangier 3 STEADY Managing Editor Paul Walsh Editor-at-Large Nicholas J. Klenske Senior Writers Liz Moscrop, Jack Carroll Contributors Brian Humphries, Fabio Gamba, EDITORIAL LABACE showed that Business Michel R. Grüninger, Capt. Giancarlo Buono, Markus Kohler, Aoife O'Sullivan, Aviation is growing continuously Giulia Mauri, LeRoy Cook, Louis Smyth, Derek A. Bloom, Steve Nichols, Eugene Gordon 6 in Brazil. Airbus A319 Business Aviation Consultants Walter Scharff, Guy Visele Presidential Aircraft (pictured). Director Marketing & Advertising Kathy Ann Francois +32 472 333 636 e-mail FAST TRACK [email protected] Administration and Circulation Carolyn Berteau [email protected] Production Manager Tanguy Francois Photographer: Michel Coryn, Pascal Strube 22 Circulation and Editorial Office: BART International, 20 rue de l'Industrie, BE1400 EUROPEAN UPDATE OUR COVER Nivelles, Europe Phone +326 788 3603 Fax +326 788 3623, e-mail [email protected] We put the remanufactured BART International Business Aviation Real Tool (USPS #016707), ISSN 0776-7596 Governed by international copyright laws. Free subscription obtainable for qualified 24 Nextant 400XTi and the Hawker individuals. Bank account: Fortis 271-0061004-23. Printed in Belgium. Bimestreil. Bureau BUSINESS NEWS 400XP head to head. See page 52 de depot B-1380 Lasne. Responsible editor Fernand M. Francois, 38 rue de Braine 7110 La for details. Louviere. 26 CEO’S CORNER

OUR ADVERTISERS AND THEIR AGENCIES 35 Aeroports de Lyon 15 ARINC 45 Avinode 7 Blackhawk Modifications, Inc. 51 CAE 80 Cessna Jet Sales (COPP MEDIA SERVICES, INC.) 13 Dassault Falcon (PUCK L'AGENCE) 11 Duncan Aviation 27 EBACE 2014 2 FlightSafety (GRETEMAN GROUP) 21 FlightSafety (GRETEMAN GROUP) 61 GCS Safety Solutions 23 Javajet Asia 16 Jet Aviation MRO Geneva 17 Jet Aviation MRO Basel 67 Jet Expo 2013 37 JetNet LLC 39 NBAA 2013 9 Pilatus Aircraft 79 Universal Avionics 19 Universal Weather and Aviation, Inc. AGENDA RAISBECK APPOINTS NEW AUTHORIZED DEALER Jet Expo 2013 Raisbeck Engineering has announced its official partnership with Aero Baires SACI September 12-14 in Argentina as Raisbeck’s newest Authorized Dealer. Aero Baires will be authorized Moscow, Russia to install all of Raisbeck’s King Air Performance Systems for the region “It was an easy decision to partner with Aero Baires based on their record of stellar service, and NBAA CONVENTION their location,” commented Raisbeck’s Director of Sales Scott Keefe. “They are in a October 22-24 great position to be a productive dealer of Raisbeck’s, and we are happy to bring Las Vegas, USA them on board.” Aero Baires is already a Beechcraft Dealer and Authorized Service center and well respected by operators in the region. With over 80 King Airs in SHEDULERS & DISPATCHERS Argentina’s ever-growing Beechcraft fleet, the location is well positioned to serve the January 14-17, market. 2014 New Orleans, USA

NEW FEATURES FOR PHENOM 100 Embraer Executive Jets now offers new stan- dard and optional features for its Phenom 100, revealed at LABACE. The new features include multi-function spoilers, 11 new interior collections and new options including a refreshment center, stowage space and premi- um seats. The multi-function spoiler offers two new functionalities, acting as a ground spoiler and speed brake. The 11 new interior collections refresh both cabin looks and comfort and feature new color CESSNA COMPLETES FIRST CITATION LATITUDE FUSELAGE choices and materials such as wood veneer. The optional premium seat features additional capabilities, such as swivel, lateral and forward movement. Embraer has also included a new refreshment center as an option which can be installed in lieu of the standard wardrobe opposite the entry door.

ASSET INSIGHT AND JETLEVEL SIGN SERVICES AGREEMENT

Asset Insight, Inc. announced that Jetlevel GmbH would be providing marketing and sales support services within Europe and western Russia. Headquartered in Vienna, Austria, Cessna has completed the first fuselage for its forthcoming mid-size business jet, the Jetlevel will focus on expanding Asset Insight’s Citation Latitude. The Latitude prototype is expected to take its first flight in early presence within Europe’s business aviation, 2014, and is expected to have a range of 4,630 km (2,500 nm), permitting non-stop including fleet operators, financial services enti- travel between São Paulo and Caracas, Venezuela, or from Santiago, Chile to Bogotá, ties, management companies, appraisers, bro- Columbia. Powered by twin Pratt & Whitney PW306D FADEC-controlled turbofan kers, and other aircraft support organizations. engines, the Latitude is expected to have a maximum cruise speed of 440 ktas. The Asset Insight, Inc. provides asset evaluation aircraft will offer configurations for seating seven to nine passengers in a spacious, and financial optimization services. The Asset 1.83 m (6 ft) tall, flat-floored cabin. Insight Index and related analyses derived by “The Latitude will be a welcome addition to the expanding fleet of Citation aircraft the company’s “Asset Grading System throughout Latin America, and Brazil in particular,” said Kriya Shortt, Cessna senior Standard” provide the ability to translate the vice president of Sales. “A much higher percentage of owners and operators in Latin asset’s technical condition into easy-to-under- America continue to choose Cessna Citation jets over the competition, and nearly stand, actionable financial information. half of all light and midsize business jets in Brazil bear the Citation name.

6 - BART: SEP - OCT - 2013 Yes…You Can

Improve performance Lower operating costs expand mission profiles Increase aircraft value reduce TIme for the same flights reach highest levels of safety dozens of Grand caravan operators have transformed their operations with the Blackhawk xp42a performance upgrade. Now certified for the Cessna Caravan.

Talk to a Blackhawk performance expert today.

( 254) 755-6711 | [email protected] | www.blackhawk.aero DASSAULT FALCON: STRONG GROWTH IN BRAZIL CONTINUES IN 2013 Brazil continues to be a strong market for Dassault, with another five Falcons set to be delivered to customers in the country during 2013. Dassault is the market leader in the Brazilian large cabin business jet segment with about 60% market share. “Brazil has been at the center of the world stage over the past couple of years. It’s a dynamic country with a very healthy and diversified economy,” said John Rosanvallon, President and CEO of Dassault Falcon Jet. “Our commitment to Brazil has steadily progressed since we sold our first new airplane there over thirty years ago.” Rosanvallon added: “We continue to have high expectations for the Brazilian market and will keep expanding our invest- ment in the years to come.” Pivotal to Success: Dassault Aircraft Services-Sorocaba The company owned Sorocaba Service Center is authorized to perform line maintenance and airframe inspections on all Falcon models except the Falcon 20 and Falcon 100. In addition, the facility is qualified to provide engine maintenance on the CFE-738, Honeywell TFE731 series as well as Pratt & Whitney Canada PW307A and PW308C models. Specialized non-destructive testing (NDT) services, such as Penetrant and Eddy Current testing can also be performed. A full service battery shop is available to repair, replace or charge main and emergency batteries on Falcon and other aircraft models. Following the opening of the Sorocaba Service Center in June 2009, Dassault Falcon Jet has continued to expand the facility with increased manpower, spare parts and tooling. µSorocaba has an AOG ‘GoTeam’ that can provide rapid mobile response for a Falcon located anywhere in South America, along with the parts and tools necessary to get the aircraft flying again with minimal delay. Dassault Falcon Jet houses over $ 3 million (U.S.) worth of high usage parts in Sao Paulo. The 23,000 square foot facility can also be used to hangar up to three Falcons.

JSSI® EXPANDS AIRFRAME GULFSTREAM G280 MAKES FIRST APPEARANCE AT LABACE COVERAGE TO INCLUDE Gulfstream Aerospace Corp.’s new super mid-size aircraft, the G280, has arrived in São Paulo, PHENOM 100 & 300 Brazil, this week to be part of the 10th annual Latin American Business Aviation Conference & Exhibition (LABACE). It’s the first time the aircraft will be part of the airshow’s static display. Jet Support Services, Inc. (JSSI), the “The G280 is well-suited to the Latin American market, particularly Brazil,” said Scott Neal, leading provider of hourly cost main- senior vice president, Sales and Marketing, Gulfstream. “From São Paulo, the G280 can reach tenance programs for the Business all of South America without refueling and can easily reach the U.S. and Europe with one stop. Aviation industry, has launched its Along with its superior range, the G280 has best-in-class fuel-efficiency and comfort.” Embraer Phenom 100 and 300 The G280 has been on a world demonstration tour since December 2012. So far, the demonstra- Airframe Programs. tor aircraft has visited 170 cities in 38 countries and accumulated more than 630 flight hours. he JSSI Airframe Programs for the During those eight months, the jet traveled 232,354 nautical miles (430,320 kilometers). Phenom 100 and 300 enhance the Since entering service in late 2012, the G280 has displayed its best-in-class speed, accumulat- existing manufacturer warranties and ing more than 30 city-pair speed records. The latest occurred en route to LABACE, when it provide comprehensive coverage for traveled 2,900 nm (5,371 km) — from San Juan, Puerto Rico, to Foz do Iguaçu, Brazil, at an airframe maintenance costs. average speed of Mach 0.81 for a flight time of 6 hours and 28 minutes. Covering virtually every part, compo- Earlier this summer, the U.S. nent, assembly and system of the air- Federal Aviation Administration frame, including all parts and labor certified the Enhanced Vision for scheduled and unscheduled System (EVS) II and Head-Up maintenance, the Phenom Airframe Display (HUD) II for the G280. Program provides owners and opera- The systems allow pilots to see tors with a predictable maintenance terrain, runways, taxiways and budget and peace of mind. The cost- possible obstructions in low-visi- per-flight-hour service is backed by bility conditions. With EVS II 24/7 access to the largest indepen- and HUD II, the G280 can land dent, highly experienced technical in weather conditions that and client services teams, located would be prohibitive for around the world. unequipped aircraft.

8 - BART: SEP - OCT - 2013 Even Leonardo da Vinci would have been excited about our technology. PilatusPC-12NG.Forpeoplewithvision.

LeonardodaVinciwasaheadofhistime.Likehim,webelieveinthepowerofvision,andwealsohavetheengineeringand manufacturing expertise to turn great ideas into reality. We have brought Swiss quality, precision, and know-how to bear in turning ourownvisionintoreality.TheresultisthePilatusPC-12NG,theworld’smostpopularsingle-engineturbopropbusinessaircraft. Findoutmoreaboutourvisionsandproductsatwww.pilatus-aircraft.com.Alternatively,pleasecall+41416196296ore-mail [email protected]. PREMIUM JET TAPPED TO DISTRIBUTE WORLD FUEL SERVICES BLR Aerospace has named CELEBRATES NEW BLR AEROSPACE WINGLETS IN BRAZIL Premium Jet of Brazil as a dealer for its value- and performance-enhanc- SÃO PAULO OFFICE ing Winglet Systems. Under the terms of the agreement, Premium With the backdrop of the Latin Jet may sell and install BLR’s com- American Business Aviation plete line of ANAC-certified Winglet Conference & Exhibition Systems and LED Lights for (LABACE), World Fuel Services Beechcraft King Air 90, 200 and 300 is showcasing their enhanced Series aircraft. ANAC is the South American presence on the Brazilian civil aviation authority. heels of the opening of their new “Premium Jet is an important pres- SãoPaulooffice.Withtheopen- ence in this rapidly expanding mar- ing of this new office, World Fuel ket,” said Dave Marone, BLR vice Services has brought on a native president of Sales and Marketing. Paulistano, Celso Azuma, as their “They have a demonstrated commit- Business Aviation Sales ment to excellence that has earned Executive for the region. Azuma them a stellar reputation in Brazil has extensive experience in the and beyond, and we welcome them aviation arena, more specifically, to the BLR dealership network.” specializing in ground handling services. FLAWLESS FIRST PRODUCTION FLIGHT FOR CESSNA CITATION X BELL HELICOPTER DELIVERS Cessna Aircraft Company is celebrating another program milestone for the world’s FIRST BELL 407GX IN POLAND fastest civilian aircraft, the Citation X. The first production unit of the new Citation X took its maiden flight this week, marking another step closer to certification and delivery of the remarkable mid-size business jet. “The Citation X was flawless today,” said Gary Drummond, Cessna senior production test pilot and the flight’s Pilot in Command. “We took the X to an altitude of 49,000 feet on a flight pattern over western Kansas. The aircraft attained a top speed of Mach 0.935 (617 mph). We conducted a 3.1-hour flight with an average cruise speed of Mach 0.915 (604 mph) at 41,000 feet. The Garmin G5000 avionics performed bril- liantly and the auto-throttle system is going to be a welcome feature for Citation X operators.”

Bell Helicopter has announced the delivery of the first Bell 407GX to be operated in Poland at the Konstancin airfield near Warsaw. This is the first of two Bell 407GXs to be delivered in Poland this month. “We are very pleased that interest in Bell Helicopter aircraft continues to grow in Poland. The Bell 407 is flown by customers across a variety of segments, from police and border patrol to air medical and corporate transport. Now, the Bell 407GX is gaining momentum in Poland and all over the world as the most advanced light single engine helicopter on the market,” said Patrick Moulay, managing direc- tor for Bell Helicopter in Europe. JB Investments Ltd., Bell Helicopter’s Independent Representative in Poland, deliv- ered the Bell 407GX on Tuesday. To date, Bell Helicopter has delivered more than 1,100 Bell 407s across the globe, including nearly 100 Bell 407GXs.

10 - BART: SEP - OCT - 2013 Business Aircraft Service & Support

■ Aircraft Acquisition & Consignment ■ Airframe Maintenance ■ Avionics Installation ■ Engine & APU ■ Government & Special Programs ■ Paint & Interior ■ Parts, Avionics, Instruments & Accessories ■ Emergency Assistance (AOG)

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

+1 402.475.2611 ■ www.DuncanAviation.aero/worldwide Owned and operated by the Duncan family since our founding in 1956. AIR BP FIRST UK AVGAS SELF-SERVE JET AVIATION BASEL PAYMENT SYSTEM AT GOODWOOD REFURBISHES ITS MAINTENANCE CUSTOMER LOUNGE To enhance customer comfort, Jet Aviation Basel has transformed its Maintenance Pilots requiring Avgas fuel at Goodwood customer lounge into a bright and spacious 161 sq m space, designed with the new Aerodrome now have the option to serve them- corporate look and feel as introduced at the Geneva FBO earlier this year. The selves through Air BP’s first UK self-serve payment newly refurbished lounge now offers a fully equipped meeting room, kitchen, system without needing to pre-book or wait for business center, reception area and dedicated customer service coordinator. assistance at busy times. Air BP is delighted to Refurbishments include the removal of two walls to brighten and enlarge the offer a free gift to the first five customers to use the lounge, as well as new furniture, office equipment, kitchen appliances and self-serve facility to celebrate the launch. The electronic music and lighting systems. In addition, the lounge’s ventilation system updated system will allow Goodwood’s General was extended and replaced with flat pipes, thereby improving the overall air Aviation customers to use a new Goodwood fuel circulation and enabling the ceiling to be raised 30 cm to a height of 2.55 meters. card (which acts like a local account card), or pay with debit/credit payment cards, to uplift Air BP Avgas fuel safely and conveniently. Supporting Air BP’s commitment to prevent mis- fuelling, the self-serve system asks the user to verify that they require Avgas before fuelling begins. It also improves efficiency by reducing administration through production of electronic receipts for the customer and itemised stock management reports for the aerodrome operator.

BEECHCRAFT APPOINTS EDWARDS JET CENTER AS NEW AUTHORIZED SERVICE CENTER Beechcraft Corporation and its aftermarket ser- vice and support organization, Hawker Beechcraft Global Customer Support (GCS), has announced the appointment of Edwards Jet Center (EJC) in Billings, Mont., as an authorized service center (ASC) for the company’s King Air, Baron and Bonanza products. “Edwards is the largest FBO in the state of Montana but it’s their professionalism and knowledge of Beechcraft that makes this an ideal partnership,” said Christi Tannahill, senior vice president, Global Customer Support.

GULFSTREAM G280’S VISION-ENHANCING OPTION CERTIFIED BY FAA Enhanced Vision System II/Head-Up Display II Provide Operational Credit Gulfstream Aerospace Corp. has announced that its Enhanced Vision System (EVS) II and Head-Up Display (HUD) II for the new G280 business jet have been certified by the U.S. Federal Aviation Administration (FAA). The systems allow pilots to see terrain, runways, taxiways and possi- ble obstructions in low-visibility conditions.The FAA certification means the enhanced flight vision system, which has been integrated with Rockwell Collins Pro Line Fusion avionics and HUD II, provides operational credit. G280 aircraft equipped with the systems can land in weather conditions that would be prohibitive for nonequippedaircraft.

12 - BART: SEP - OCT - 2013 The Genetics of Agility.

With its optimized aerodynamics and high-lift devices, a Falcon delivers the short-field, multi-hop agility of much smaller aircraft. This should come as no surprise. After all, our Rafale fighter jets land on aircraft carriers. Designed by the same engineers. Defined by the same DNA. Nothing flies like a Falcon.

DNA. It Matters. BOMBARDIER BOOSTS ITS CUSTOMER SERVICES NETWORK IN AFRICA Bombardier Aerospace is continuing to enhance its worldwide aftermarket support network with a new Regional Support Office (RSO) and parts depot in Johannesburg, South Africa. The office and depot will anchor regional support capabilities for Bombardier business and commercial aircraft customers in Africa. Both the Johannesburg RSO and parts depot are co-located at Bombardier’s Business Aircraft Authorized Service Facility (ASF), ExecuJet South Africa’s facility at the Lanseria Airport. When fully staffed in the coming months, the new RSO will include teams from both Bombardier’s business and commercial aircraft, and will each include an RSO Manager leading regionally focused Customer Support Account Managers (CSAM) and Field Service Representatives (FSR). As the business and commercial aircraft fleet grows, Bombardier will continue to explore expanding its RSO’s capabilities and staff. The 2,153 square-foot (200 sq-m) Johannesburg parts depot facility will be operated through an agreement with ExecuJet South Africa. The facili- ty will be equipped to serve all business and com- mercial aircraft customers within the region start- ing in the coming months.

JET AVIATION BASEL SIGNS AGREEMENT WITH UNIVERSAL FMS INTERNATIONAL JET MANAGEMENT AND PRO LINE 21® EFIS Jet Aviation Basel will support International Jet Management’s fleet of aircraft VERTICAL COUPLING NOW AVAILABLE with line and base maintenance. International Jet Management, a Vienna-based aircraft management and char- ter company, has appointed Jet Aviation Basel to provide line and base mainte- nance to its fleet of managed aircraft, which includes two Bombardier Globals, one Bombardier Challenger 850, two Bombardier Challenger 605s, one Bombardier Challenger 604, two Bombardier Challenger 300s, one Learjet 40, one Citation Excel, seven Dassault Falcon 900s, one Dassault Falcon 2000 and one Gulfstream V.

Universal Avionics is pleased to announce that a new interface between the company’s Flight Management System (FMS) and Rockwell Collins’ Pro Line 21 Electronic Flight Instrumentation System (EFIS) which provides vertical coupling on approach is now available for installation and approval. Until recently, a limitation in the Pro Line 21 EFIS had not allowed Universal Avionics’ FMS to vertically couple to the autopilot in Cessna 525 CJ1 and CJ2 aircraft. In January of 2011, Cessna, Rockwell Collins and Universal Avionics came together in an effort to provide a solution for CJ own- ers. The agreement paved the way for Rockwell Collins to make necessary modifications to the Pro Line 21 EFIS and Flight Guidance System interface to allow vertically coupled approach capability with the Universal Avionics FMS.

14 - BART: SEP - OCT - 2013

BANYAN COMMITTED TO SERVING MAGNASTAR OPERATORS

Banyan Air Service based at Fort Lauderdale Executive Airport recently completed an extensive review of the different upgrade paths and favorable discounts being offered by some of the leading vendors in the aviation industry. With over 1100 aircraft operating with the Magnastar system and a discontinua- tion of service expiring in December of 2013, operators need to plan their upgrades sooner than later as the number of shops and avail- EURO JET EXPANDS VIP SERVICE INTO TURKEY able equipment will saturate come the fourth Euro Jet Intercontinental, a leading provider of ground support services in Europe quarter of this year and crews will have to and Asia has expanded its on-the-ground presence throughout Turkey. The new sta- explain to the boss why the phone is “out of tions in Turkey continue Euro Jet’s fifth year anniversary celebrations that include service”. expansion into key regions experiencing significant growth in private aviation. “The Banyan team understands no one likes Euro Jet Turkey includes the same standardized VIP service it provides all its cus- to down their aircraft to perform an installa- tomers throughout Eastern Europe and Central Asia. This includes having a Euro Jet tion and we took the time to study how we agent on-the-ground, crew lounges, ramp cars, supervised catering, discounted hotel can reduce the downtime to a minimum and rooms, and the ability to quickly coordinate all fuel and permits. make sure customers receive the best deal The expansion includes all major Turkish airports and is part of a partnership with Bee and largest savings offered by the vendors,” Jet. Some of the key airports include both Ataturk and Sabiha Gokcen in Istanbul, stated Brian Wilson, Banyan’s Director of Ankara, Izmir, and Adana. This brings Euro Jet’s presence on-the-ground to over 200 Avionics. locations giving it the largest network of its kind throughout Europe and Asia.

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

Meettheteamwhocandoitall.SpecializedinGulfstream, Bombardier Global Express, Hawker Visit our global MRO locations: series, the Dassault Falcon 50 and 900 and the Boeing Business Jets aircraft, as well as a Basel Kuala Lumpur number of smaller jets, we have been providing base and line maintenance, repair and overhaul and avionics support to mid and large cabin aircraft since 1969. And if your aircraft is grounded Boston/Bedford Moscow Vnukovo youcanalwayscountonour24/7AOGsupportonshortnotice.OurGenevateamtakescareof Dubai Riyadh you here while you benefit from our global network everywhere else. Personalized to Perfection. Geneva Singapore

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Jet Aviation Geneva Houston Teterboro Tel.+41581581111| AOG24/7+41581584848 [email protected] | www.jetaviation.com/geneva Jeddah JET AVIATION OFFERS GULFSTREAM G650 FOR CHARTER Jet Aviation Flight Services has added its first Gulfstream G650 onto its U.S. Part 135 air carrier certificate. The new aircraft is available for charter and will be managed by the Jet Aviation Van Nuys office. The G650 charter aircraft accommo- dates up to 13 passengers, sleeps five TETERBORO AND BIGGIN HILL SIGN TRANSATLANTIC INITIATIVE comfortably and includes a crew rest area to provide comfort and space for The innovative scheme established between Teterboro Airport in the metropolitan area of New long-distance trips. The aircraft is York and London’s Biggin Hill Airport is aimed at supporting and developing business air trans- outfitted with a luxurious leather portation between the financial and commercial centers of the City of London and New York. interior and the cabin can be divided Enshrined in a Memorandum of Understanding (MOU) signed in New York by Ralph Tragale, for added privacy. In addition to the Assistant Director of the Aviation Department of the Port Authority of New York & New Jersey essential passenger amenities, the and Andrew Walters, Chairman, Biggin Hill Airport Ltd, the MOU provides the platform for aircraft is equipped with an excep- international cooperation and customer service geared exclusively to business and corporate avi- tional entertainment system featur- ation. ing Airshow, DVD player, sound sys- New York Teterboro and London Biggin Hill Airport operate similarly as international gateway air- tem and a connection for iPods and ports to their respective cities, both located conveniently within 12 miles of the city centers. Both MP3 players, flight phone and satel- airports have multi-choice FBO’s and MRO’s and a full range of supporting technical services. lite communications.

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

Meettheteamwhocandoitall.Foundedin1967,wearecommittedtothesafetyandsatisfaction Visit our global MRO locations: ofourclients.WespecializeinallcurrentmodelsofthemajorityofGulfstream, Bombardier, Basel Kuala Lumpur Dassault Falcon, Embraer, Airbus and Boeing aircraft, and perform the full range of maintenance activities. This includes D-Checks, major modification and alteration of airframes, and Boston/Bedford Moscow Vnukovo upgrades of cockpit and cabin electronic systems. You can also take advantage of our extensive Dubai Riyadh paintandrefurbishmentcapabilitiesandour24/7AOGservices.OurBaselteamtakescareof you here while you benefit from our global network everywhere else. Personalized to Perfection. Geneva Singapore

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Jet Aviation Basel Houston Teterboro Tel.+41581584111| AOG24/7+41581584848 [email protected] | www.jetaviation.com/basel Jeddah TAG FARNBOROUGH AIRPORT ENHANCES NEXTANT AEROSPACE ANNOUNCES CYGNUS MAINTENANCE AND SERVICING OFFERING AVIATION AS EXCLUSIVE SALES AGENT

TAG Farnborough Airport’s local planning authority, Rushmoor Borough Council, granted permission to enhance the maintenance and servicing of aircraft offered at the airport, on 18 July 2013. Selected maintenance and servicing work, which was previously restricted to the airport’s operational hours, is now permitted 24 hours per day, seven days per week. Out of hours work is authorized to take place in the airport’s existing maintenance facilities and on its apron, providing it does not transmit noise to surrounding property. Therefore, no work outside of the air- port’s maintenance buildings is permitted to involve the running of air- craft engines or the use of air tools and is limited to internal diagnostics and servicing. This consent enables the airport-based engineering companies to offer overnight servicing to aircraft which arrive in the evening and plan to depart the following morning.

Nextant Aerospace (“Nextant”), maker of the Nextant 400XTi, the world’s only remanufactured business jet, has announced the appointment of Cygnus Aviation LLC as the exclusive sales agent for Venezuela, Colombia and the Caribbean. These territories represent some of the most active private aviation markets in Latin America. Cygnus Aviation will play a key role in defining Nextant’s sales, marketing and customer service strategy in the region. Company President Vicente Miralles has 25 years of experience in the Latin American market and deep prod- uct knowledge of light cabin aircraft.

BLACKHAWK MODIFICATIONS DELIVERS SECOND XP42A GRAND CARAVAN TO TRANS GUYANA AIRWAYS

Blackhawk Modifications, a global leader in the design, development and installation of performance improve- ment systems for single- and twin- engine turboprop aircraft, has deliv- ered its second XP42A Grand Caravan 208B upgrade to Trans Guyana Airways. A charter and scheduled airline based in Ogle, East Coast Demerara, Guyana, Trans Guyana Airways ordered its first Grand Caravan XP42A upgrade in August 2012. The air carri- er flies five Grand Caravans and three other twin-engine turboprop aircraft. Blackhawk’s XP42A upgrade, which has achieved certification from the U.S. FAA and the European Aviation Safety Agency, replaces the Grand Caravan’s 675-shaft-horse- power (shp) Pratt & Whitney Canada PT6A-114A with a new PT6A-42A engine with a continuous power rating of 850 shp. Combined with a factory-new, 100-inch-diameter Hartzell propeller with four wide-chord blades and other elements, the XP42A upgrade enables Grand Caravan operators to double their aircraft’s rate of climb while using less fuel, achieve a 4 percent increase in takeoff weight and gain a more than 15 percent improvement in cruise speed.

18 - BART: SEP - OCT - 2013 DASSAULT EASY II AVIONICS UPGRADE DELIVERED BY RUAG

RUAGAviationhassuc- cessfully completed its first Dassault EASy II flight deck upgrade. The project was carried out on a Dassault Falcon 900EX at JET AVIATION INTRODUCES AN ONLINE CLIENT RUAG Aviation’s facility in GATEWAY FOR ITS U.S. MANAGED CLIENTS Geneva, Switzerland. EASy II is designed to sim- Jet Aviation Flight Services has announced the creation of a client plify flight management tasks as well as to comply with upcom- gateway that makes information easily accessible to its managed ing regulatory requirements and corresponding operational aircraft clients in the U.S. changes. The system delivers superior safety standards with its Jet Aviation’s new client gateway provides its aircraft management improved take-off and go-around capability, as well as its Runway clients in the U.S. with a secure, online environment to view and Awareness and Advisory System (RAAS). It provides unparal- download monthly statements and third party invoices, sort and leled situational awareness both day and night, and under all search information and contact their account representative. conditions. “Our new client gateway provides clients with a user-friendly and Further enhancing safety is EASy II’s SmartViewTM Synthetic interactive site that addresses their account management needs and Vision System (SVS). The SVS merges the terrain database of fosters collaborative communication between Jet Aviation and its Honeywell’s enhanced ground proximity warning system clients,” says Don Haloburdo, vice president and general manager of (EGPWS) with Head-Up-Display (HUD) symbology, presenting Jet Aviation Flight Services. “We’ve developed the client gateway it in a comprehensive, easy-to-understand format on the crew’s with input from our clients to ensure it meets their business needs.” Primary Display Unit (PDU). You scan.You save.

Save on Jet A-1 at over 4,000 locations worldwide, and receive VAT-exempt and VAT-compliant invoicing for 18 European countries.

To apply,visit uvair.com/save, scan this QR code using your mobile device, or contact us at [email protected] BLACKHAWK EARNS FAA CERTIFICATION REAL TIME CONNECTION FOR 208A CARAVAN UPGRADE IN ACJC CORPORATE JET

The Federal Aviation Backed by its former experience on Administration (FAA) this technology, ACJC, the specialist in issued a Supplemental Airbus Corporate Jet VIP cabin comple- Type Certificate (STC) on tion and nose-to-tail services, is the June 10 authorizing first completion center to install and Blackhawk to sell and activate the system GCS (Global install the XP42A Upgrade Communication Suite), on a single aisle Package on Cessna Airbus aircraft. Caravan 208A aircraft, Jim In close collaboration with Panasonic, Allmon, President and this KU-Band antenna provides superi- CEO of Blackhawk or performance at high latitudes and Modifications, Inc., equatorial region offering to corporate announced. Now, those customer a real office in the sky or a who fly 208As can enjoy live entertainment place for friends and the same operational and family. economic benefits that Only via one single antenna, ACJC’s have made the upgrade so Middle Eastern client will be able to popular with the 208B watch real-time TV from all over the community. world, enjoying the same type of high- “Our team is enthusiastic about this program because it will really make a difference to the quality entertainment at 35,000 feet that Caravan fleet,” Allmon said. “We’ve had strong demand for the upgrade, which adds so they would watch at home. Programs much more capability to an already capable workhorse aircraft.” are broadcasted live and uninterrupted First deliveries will start this month. The upgrade has already been proven by more than despite the change of satellite zone or two dozen successful XP42A installations in 208B Caravans operating worldwide. flying over oceans.

SCANDINAVIAN AVIONICS RECEIVES GARMIN AWARD Scandinavian Avionics has received the Garmin Platinum Award for Elite Performance 2012, which represents the highest level of sales performance, technical expertise and customer service within the Garmin International avionics distributor net- work. Manager, EMEA Sales & Marketing at Garmin, Trevor Pegrum comments: “Scandinavian Avionics has repeatedly shown that they are one of the top Garmin Aviation agencies World Wide and we are proud to be in the position to offer them the Platinum award for top performance. The Platinum Dealer award represents the high- est level of sales performance, technical expertise, and customer service. We contin- ue to look forward to a long and successful partnership with Scandinavian Avionics”. In more than 20 years, Scandinavian Avionics, headquarters of The SA Group, has provided sales, maintenance, certification, installation and support of Garmin aviation prod- ucts. VP & Sales Director of Scandinavian Avionics, Hardy B. Truelsen said: “We are very proud of receiving this award which is a result of our great cooperation with Garmin though more than 20 years. We look forward to continue our work with the Garmin products and provide our Garmin customers with the best possible solutions and services in the future.”

20 - BART: SEP - OCT - 2013 PEOPLE leader for the Mustang, M2, Brazil, Chile, French Guiana, business. Mendoza’s appoint- CJ2+, CJ3 and CJ4 aircraft and Guyana, Paraguay, Peru, ment complements the compa- In-flight catering provider Air Brian Rohloff has been Suriname and Uruguay. ny’s strategic objectives to Culinaire Worldwide has named vice president of Nextant Aerospace has expand its business footprint named John Detloff as Vice Quality announced the appointment of and overall investment in the President, Flight Attendant Dallas Airmotive, a leading James Immke to the position of Latin American region, aug- Services to spearhead and provider of OEM-approved tur- Vice President of Quality and menting its existing market enhance ongoing efforts to bine engine repair and overhaul Safety. Immke joined Nextant leadership and highlighting its develop a comprehensive pro- services, announced that it has Aerospace in August 2010 as the extensive capabilities in turbo- gram to meet the evolving and added Tim Neff as a Regional Director of Quality Assurance. prop and turbofan maintenance, expanding needs of corporate Engine Manager. He will serve He has over 20 years of quality repair and overhaul (MRO). flight attendants. customers in Wisconsin and and safety experience in highly Vector Aerospace northern Illinois representing all regulated industries, including Corporation has announced of the company’s engine and Aerospace and Defense. that Vector Aerospace - APU product lines. StandardAero has announced Helicopter Services North EAN has appointed Joe that it has appointed Leo America (HSNA) has named McDermott to the newly creat- Mendoza as the new regional Eric Hicks as Regional Sales ed role of Head of FBO sales leader for its Latin Director for Western Canada, Operations. American Airlines and Fleets Alaska and Hawaii.

EASA Instructors for Sikorsky S-92

FlightSafety International, Farnborough, UK seeks Ground and John Detloff Simulator Instructors for the Sikorsky S-92 program to instruct Initial, Recurrent and Enrichment Pilot Training courses. Jim Allmon, President and CEO of Blackhawk Modifi- Successful applicants will receive Preferences cations, Inc has announced that full training and a competitive • Previous Instructional the company is reorganizing its benefits package. Experience worldwide sales organization. • S-92 or similar ratings Effective immediately, the sales Chip White Requirements • Search and Rescue organization will be divided into • Hold or have held JAA/EASA • Offshore Operations two groups; Domestic Sales and FlightSafety International has ATPL(H) with IR(H) or CPL(H) International Sales. The region- announced that Chip White has with IR(H) Competitive Salary al sales managers in the domes- been appointed Manager of its • Have at least 1,000 hours flying and Benefits tic sales group will report to Learning Center in Orlando, experience as a helicopter pilot For information or to apply, Edwin Black, Vice President of Florida. Andy Johnson, who pre- • Have at least 350 hours flying visit Careers at flightsafety.com, Domestic Sales. Black has been viously served as Manager of with Blackhawk since 2008. the Center, is now Manager of experience as a pilot of multi- or call +44 (0) 1252 554 500. The regional sales managers in the Gulfstream Learning Center pilot helicopters Equal opportunity employer/M/F/D/V the international sales group will in Savannah, Georgia. report to Bobby Patton, Vice Gulfstream Aerospace Corp. President of International Sales. has appointed aviation veteran A Berkshire Hathaway companyflightsafety.com Patton has been with Blackhawk Luiz Sandler regional vice since 2009. president of sales for South Cessna has announced new America. He replaces Bill leadership appointments posi- Arrazola, who recently retired. tively impacting the company’s In his new role, Sandler is Citation business jets. Bob responsible for Gulfstream air- King has been named business craft sales in Argentina, Bolivia,

BART: SEP - OCT - 2013 - 21 EUROPEAN UPDATE

COMMISSION’S PROPOSED EUROCONTROL STATE AID GUIDELINES STUDY PREDICTS FLIGHT GROWTH ARE FIGHTING THE WRONG BATTLE EUROCONTROL has released its fourth In response to the European Challenges of Growth Commission’s publication of new study, which looks guidelines on State aid rules for the ahead to the state of public financing of airports and air- air transport in 2035, lines, the European Business or even 2050. It is the Aviation Association (EBAA) and first such study since European Regional Aerodromes 2008 and it reflects the Community (ERAC) raise several key concerns and call on Member impact of the economic downturn on European air traffic. States to carefully evaluate the consequences of the application of Growth is expected to return, with the most likely scenario showing the guidelines and how it would impact their own economic appeal. by 2035, and despite the current economic situation, that traffic in The new guidelines force Member States as well as regional and Europe will pick up again significantly with an increase in the num- local authorities to comply with more restrictive rules, limiting their ber of flights to 14.4 million, which is 50% higher than in 2012. This ability to invest in the development of airport infrastructure (invest- predicted growth is slower than that forecast five years ago, as well ment aid) as well as in the financing of daily operations of smaller as having been delayed for several years. airports (operating aid). The rational is based on a perception of air- Plans to increase airport capacity have also been scaled back, with ports as mere commercial entities that must economically “break an increase in capacity by 2035 of just 17% (compared to 38% by even” within the framework of their direct activities. This percep- 2030 reported five years ago). As a result, there will be an increas- tion, however, is a grave mischaracterisation of the role of airports, ing number of airports that are running at, or close to capacity. wholly discounting the important public service they offer to local That means that, in the most likely scenario, 1.9 million flights in and regional communities. Within the scope of the proposal for 2035 would not be accommodated – 12 % of total demand. This instance, regional airports with more than 200,000 passengers per scenario would also see more than 20 airports operating at 80% or year would no longer be able to receive public operating aid. more of capacity for six or more hours per day, compared to just “According to the well-established principle of subsidiarity, as it is three such airports in 2012. commonly applied for land-use planning, the decision of maintain- This would drive ATFCM (air traffic flow and capacity manage- ing, or developing an airport should be left to the local community,” ment) delay up to around 5-6 minutes, taking it from a minor or says Thomas Mayer, ERAC Secretary General. “Indeed, regional intermittent to a permanent, major contributor of delay. To put this airports – their positive effects on the locality they serve – should number in context, the current 2014 EU target for en-route ATFM not be hijacked by the combat – as legitimate as it may be – against delay is only 0.5 minutes per flight. distortions of competition amongst carriers.” As Network Manager, EUROCONTROL works to reduce such Both Associations recall that annually, business aviation connects delays and the study sets out a number of ways in which they might upwards of 100,000 city-pairs. Combined with the activities of be mitigated. The study, which incorporates a number of detailed, regional and other non-scheduled operators, the number of city technical reports, also looks at how the industry is addressing a pairs served across Europe can tally 150,000. This flexibility – which number of the challenges it now faces; this includes the need to allows air transport to pick up and dispatch individuals closest to build resilience to climate change, which is expected to affect avia- their final destinations – would be jeopardised if the proposals set tion in a number of ways. forth by the Commission were to be implemented. “The Commission must be coherent with its transport policy,” argues Fabio Gamba, CEO of the European Business Aviation Association. “It cannot on one hand limit airport access at principle hubs to primarily non-scheduled and regional carriers via its unbal- anced policy of slot distribution, and on the other hand put into question the very existence of regional airports. By so doing, the Commission unravels Europe’s economic fabric and contradicts its policy of social cohesion.” Both Associations invite legislators not to fight the wrong battle, and invite stakeholders and Member States to firmly express their opposition to an initiative that puts at risk hundreds of aerodromes and airports across Europe, a source of wealth and great value, thanks to its employment opportunities and unique know-how. v

22 - BART: SEP - OCT - 2013 EUROCONTROL Centralized Services proposal Meanwhile on 11 July, the Director General of EUROCONTROL, Mr Frank Brenner, the Director General of DG MOVE at the European Commission, Dr Matthias Ruete, and the Director of Air Transport in DG MOVE, Mr Matthew Baldwin, met to discuss in detail the next steps for EUROCONTROL’s proposal for implemen- tation of Centralized Services. Centralized Services are an effort to improve cost-efficiency of the European air traffic network by reducing fragmentation and provid- ing a number of services on a pan-European rather than national level. They fit within the context of the European Commission’s Communication on Single European Sky 2 +, published on 11 June andtypicallyinvolvehandlingdata.Theyrangefromaservicefor trajectory planning in four dimensions, to support for effectively sharing airspace data in order to optimize civil and military usage. In March 2013, EUROCONTROL submitted a request for partial In his letter, Mr. Ruete also noted “that the nine initially proposed funding of the preparatory work for the proposed Centralized Centralized Services have now reached a much higher degree of Services from the TEN-T 2012 Multi-annual program. However, in maturity and that they are also better understood by stakeholders the brochure ‘Proposal for an Implementing Decision on the selec- also thanks to your dedicated workshops. Of course there are a tion of projects’ published by TEN-T the request was not recom- number of questions where it is clear that stakeholders want to mended for funding. reflect further and we are pleased to continue to work with you on Hence, the Call for Interest for the Centralized Services, originally these aspects.” planned for July, will be postponed until the financial situation has During the meeting, EUROCONTROL informed the European been clarified. Commission of its intention to develop the Operational Concepts for After publication of the TEN-T brochure, EUROCONTROL the nine Centralized Services and to invite all interested parties to received a letter from the European Commission in which Dr Ruete workshops in the mid-September - mid-October 2013 timeframe to reiterates that “the Commission continues to support this proposal evolve these even further. strongly, not least because we see the potential for these services to “Since March 2013, the air navigation service providers of the 39, support the implementation of the Single European Sky, including soon to be 40, EUROCONTROL Member States have been encour- its evolution as proposed under the SES2+ initiative. I am therefore aged to establish cooperation between themselves and the manufac- pleased to confirm our willingness to support the further develop- turing industry so that they will be ready when the Call for Interest ment of the Centralized Services’ concept, ensuring a close connec- is published,” said Frank Brenner, Director General of EUROCON- tion with the SESAR project in particular, through the appropriate TROL. “One of the more than 500 questions posed to EUROCON- funding instruments and processes.” TROL by stakeholders during our workshops was whether we In the evaluation compiled by TEN-T, the assessors noted that the couldn’t provide them with more time to explore the different coop- overall quality of the proposal was good, but that it required further eration options. This delay on the Call for Interest should help and stakeholder consultation. Since the document was submitted in we are looking forward to see even better consortia structures as a March 2013, EUROCONTROL has held twelve workshops, with result.” over 600 participants to elaborate further on the proposal. v

BART: SEP - OCT - 2013 - 23 BEECHCRAFT SECURES art interiors, Wi-Fi connectivity and a luxury Its customer base includes many Fortune lavatory vanity. The Wheels Up deal also 500 flight departments that use Anchorage RECORD-BREAKING includes a comprehensive maintenance pro- as their primary fuel stop en route between gram from Beechcraft valued at more than the Far East and North American financial AIRCRAFT ORDER $600 million. This includes service for air- and industrial centers. The Ted Stevens frame, engines, avionics and propellers; International Airport’s (PANC) largest run- Deal includes up to 105 King Air 350i air- scheduled and unscheduled maintenance, way is 12,400 x 200 ft, to accommodate all craft and associated maintenance services labor, parts and consumables. From its sizes of aircraft. for Wheels Up, a new private aviation mem- Hawker Beechcraft Services Wilmington, “After a dynamic first year we’re excited to bership company, formed by Marquis Jet Del., hub, which is strategically located for continue seeing expansion in the network,” founder. this program, the maintenance program will explained Greg Cox, SVP, UVair®. “EPIC’s Beechcraft Corporation has announced it also include mobile AOG support. strengths in FBO support combined with has secured an order for up to a total of 105 $ UVair’s excellence in serving the end user, King Air 350i aircraft, valued at $788 million, has proven to be a winning formula, and we from Wheels Up, representing the largest UVair FBO NETWORK anticipate that in our second year, the net- general aviation propeller driven aircraft work will continue to grow with additional order in history. Wheels Up is a member- CONTINUES GROWTH FBOs that meet our stringent criteria for ship-based private aviation program that service and safety. We will continue to eliminates fixed costs and provides unparal- IN SECOND YEAR reward our clients’ loyalty through incen- leled flexibility established by Kenny Entering its second year in operation, the tives and rewards.” Dichter and the team that founded Marquis UVair FBO Networksm announced contin- $ Jet, which redefined private air travel with ued growth, adding Great Circle Flight the first 25-hour fractional jet card program. Services, at the Ted Stevens Anchorage BOMBARDIER Beechcraft has been named the aircraft and International Airport (PANC), as the net- comprehensive maintenance provider for work’s newest location. The addition of ANNOUNCES FINANCIAL Wheels Up in North America and Western Great Circle Flight Services brings the total Europe, with the entire value of the deal number of FBOs in the network to 20. RESULTS FOR SECOND totaling up to $1.4 billion. With the UVair FBO Network fuel brand in The first 35 Beechcraft King Airs will be place, Great Circle Flight Services is now QUARTER 2013 delivered to Wheels Up between now and offering Bravosm Rewards and accepts the mid-2015 with the first nine deliveries to be EPIC Cardsm and UVair® Fueling Card as made in 2013. Wheels Up will initially focus the latest offerings to its full service operation. on the Northeastern United States. The deal “We are very excited to have Great Circle includes options for 70 additional aircraft as join the UVair FBO Networksm. They are a Wheels Up expands nationally over the next high quality operation at a key gateway gen- two to three years. eral aviation airport. We are certain that Bill Boisture, Beechcraft Chief Executive the other network locations as well as our Officer, said, “The Beechcraft King Air 350i loyal flight department customers will bene- is the perfect aircraft for Wheels Up due to fit from Great Circle joining the network,” its proven track record of tremendous flexi- explains Steve McCullough, SVP Business bility and efficiency for regional travel. The Development and Strategy, EPIC®. pairing of the 350i and support from our Great Circle President Justin Charon, says world-class maintenance organization with “We are pleased to align Great Circle with a the innovative founders and management dynamic partner who understands the Bombardier has reported its financial team of Wheels Up is a winning combina- importance of Anchorage as a global cross- results for the second quarter ended June tion.” roads.” 30, 2013. Revenues totalled $4.4 billion for Kenny Dichter, Wheels Up Founder and Great Circle Flight Services operates 24/7 the second quarter ended June 30, 2013, Chief Executive Officer, said, “We are excit- with facilities which debuted in 2005 provid- compared to $4.1 billion for the same period ed to offer the King Air 350i for the first ing local and transient aircraft with person- last fiscal year. time on an exclusive basis in a national fleet al, attentive service and an array of ameni- For the second quarter ended June 30, 2013, format as Wheels Up redefines private avia- ties which include; customs and immigra- earnings before financing expense, financ- tion’s entry point.” tion support, licensed contract A&P ing income and income taxes (EBIT) before The Wheels Up King Air 350i aircraft will mechanics, lounges for crew and PAX, cour- special items totalled $257 million, or 5.8% of have several special enhancements for tesy transportation, on-site rental cars and revenues, compared to $214 million, or 5.2%, Wheels Up members including state-of-the- much more. for the same period last year.

24 - BART: SEP - OCT - 2013 On an adjusted basis, net income amounted to $158 million, ROCKWELL COLLINS or earnings per share (EPS) of $0.09, for the second quarter ended June 30, 2013, compared to $167 million, or EPS of TO BUY ARINC $0.09, for the same period the previous year. For the three-month period ended June 30, 2013, free cash FOR $1.39 BILLION flow usage (cash flows from operating activities less net additions to property, plant and equipment and intangible assets) totalled $566 million, compared to a usage of $608 million for the same period last year. As at June 30, 2013, available short-term capital resources of $4.5 billion included cash and cash equivalents of $3.1 billion, compared to $4.0 billion and $2.6 billion respectively as at December 31, 2012. The overall backlog reached a record $65.5 billion as at June 30, 2013, compared to $64.9 billion as at December 31, 2012. “As expected, our second quarter results showed progress in revenues, EBIT and free cash flow,” said Pierre Beaudoin, President and Chief Executive Officer, Bombardier Inc. “Transportation had a good second quarter with increases on all fronts; revenues and free cash flow improved, EBIT Rockwell Collins, Inc. has announced it has reached a defini- margin reached 6.9% and the level of new orders continued tive agreement to acquire ARINC Incorporated, a portfolio strong with a book-to-bill ratio of 1.5.” company of The Carlyle Group, and a leader in communica- “Aerospace also performed well with increased profitability tions and information processing solutions for the commer- and free cash flow, and a record backlog. The CSeries devel- cial aviation industry, for $1.39 billion. opment is making good progress with some of the major The transaction will bring together two leading players in milestones already successfully met; the geared turbofan the growing field of aviation information management, com- engines are running smoothly and powering key aircraft sys- bining ARINC’s trusted networks and services with the tems, and the latest software upgrades continue to be suc- industry leading avionics and cabin technologies developed cessfully implemented. We’re now in the final testing stage by Rockwell Collins. in preparation for first flight in the coming weeks.” “Strategically, this acquisition is a natural fit for Rockwell “The outlook for both groups is positive. Our record backlog Collins,” said Kelly Ortberg, Rockwell Collins Chief of $65.5 billion, combined with our significant investments in Executive Officer and President. “It accelerates our strategy new products, ensure solid growth in the years to come,” to develop comprehensive information management solu- concluded Mr. Beaudoin. tions by building on our existing information-enabled prod- ucts and systems and ARINC’s ground–based networks and Bombardier Aerospace services to further expand our opportunities beyond the air- Bombardier Aerospace’s revenues amounted to $2.3 billion craft.” for the three-month periods ended June 30, 2013 and 2012. ARINC broadly touches the entire aviation eco-system, EBIT before special items totalled $107 million or 4.7% of including pilots, operators, maintenance, passengers, con- revenues for the second quarter ended June 30, 2013, com- trollers, regulators, security, and airport operations. In addi- pared to $99 million, or 4.4%, last fiscal year. tion, ARINC provides communications and information pro- Free cash flow usage totalled $459 million (including net cessing for the rail, industrial security and public safety seg- addition to property, plant and equipment (PP&E) and ments. Their 2013 revenues are expected to be in excess of intangible assets of $534 million) for the second quarter $600 million. When completed, the acquisition will shift the ended June 30, 2013, compared to a usage of $504 million balance of Rockwell Collins’ business to approximately 54 (including net addition to PP&E and intangible assets of percent commercial and 46 percent government. $481 million) for the same period last fiscal year. “ARINC’s strong customer base, high customer retention Bombardier Aerospace delivered a total of 57 aircraft dur- rates and subscription business model will help the company ing the second quarter ended June 30, 2013, compared to achieve accelerated growth and benefit from greater earn- 62 for the same period last fiscal year, and received 82 net ings consistency throughout the commercial aviation busi- orders during the second quarter, compared to 146 for the ness cycle,” added Ortberg. same period last fiscal year. “We’re excited to be joining a company who shares our The Business Aircraft division received significant orders vision and focus on providing trusted solutions for our cus- during the second quarter. VistaJet placed an order for 20 tomers,” said ARINC Chairman and Chief Executive Officer Challenger 350 jets, valued at $518 million based on list John Belcher. “Rockwell Collins’ expertise in managing price, with options for an additional 20, and an undisclosed information on-board the aircraft, coupled with our innova- customer placed an order for 12 Global 8000 jets, valued at tive and reliable air to ground communications services, will $804 million based on list price. In Commercial Aircraft, be instrumental in providing new integrated information Ilyushin Finance Co. (IFC) of Russia firmed up an agree- management solutions for our customers.. ment for 32 CS300 aircraft with options for an additional The transaction is expected to close upon receipt of regula- 10. The firm order is valued at $2.6 billion, based on list tory approvals and other customary conditions. It is expect- price. ed to be EPS accretive once certain transaction and integra- tion costs have been incurred. $ $ BART: SEP - OCT - 2013 - 25 CEO’S CORNER FIGHTING THE WRONG BATTLE

tle that Low Cost Carriers and network Secondly, if there is any coherence at carriers are giving to each other and all in the transport policy of the the potential distortions that specific European Commission, it is then to categories of regional airports may treat Business Aviation as a collateral have on this battle by receiving finan- damage. One year ago, EBAA was cial aids. So the Commission ordained fighting hard to substantially modify that State aids to airports should be fur- the Commission’s initial proposal on ther supervised, thus ignoring two (!) slot allocation. In essence, the draft previous Commission Guidelines initiative was making it even harder (respectively of 1994 and 2005). But by for non-scheduled carriers to have doing so, isn’t the Commission fighting access to congested airports than was the wrong battle? Why should airports historically the case. We succeeded in and the local community they serve be changing some particularly nasty hijacked by a competition issue that clauses and in defusing in general the regards carriers? negative aspects of it, just to find out a This is not a rhetorical question. The few months later that, at the other end air transport value chain, and hence of the spectrum, regional airports airports, have a natural interest in pro- which we make a large use of were moting a system based on sound com- now in the cross-hairs of DG COMP. petition, in general. But, apart from a To state that access to infrastructure few cases, there can be no such com- is important is a beautiful pleonasm. By Fabio Gamba petition between natural monopolies, Yet it seems that it is truer for some which the airports are. So what the categories of airspace users than for THE REFORMS THAT WERE Commission should have done was others. Infrastructure doesn’t stop at allegedly required on competition and not to dry out the financial support airports, it also comprises the air- the way State aids can and must be that these monopolies can receive – space. And here again, Business granted to undertakings have finally especially the smaller aerodromes Aviation must remain vigilant if it climaxed with the announcement in which can’t break even solely on the doesn’t want to be marginalised in the early July by Competition ground of their limited traffic, but near future. Powerful groups are ready Commissioner Joaquin Almunia of rather make sure the aid perceived to impose exorbitant retrofit and for- new Guidelines for regional airports, was not benefiting unduly one carrier ward-fit solutions for onboard equip- themselves a component of the more over another one. ment and, under the motto Best general State Aid Modernization True, some airports are privatized. In Equipped Best Served, operators not (SAM). this context, State aids, whether for capable of showing clean hands will EBAA’s Secretariat immediately investment or for operating purposes, see their access to ATM gradually reacted to the announcement of a con- can create imbalance between the shrink. That’s probably a good script sultation based on the Commission’s haves and the have-nots, but we can’t for yet another column in Bart proposal, by inviting stakeholders not talk – at least yet – of distortions of International, but the point here is that to fight the wrong battle via a press competition amongst airports. There access to infrastructure, because it is a release that it co-signed with ERAC, is no real competition, remember? I finite resource, is not a given, even the European Regional Aerodromes realise this argument might sound less so for Business Aviation. Community. Why? over-simplistic and that there is proba- That explains I hope the vehemence We did this – i.e. we decided to con- bly a need for a wider reflection, but as of our reaction to the announcement front the European Commission and long as the sector hasn’t figured out of the Commission on State aids, and Fabio Gamba, sensitize the Member States – mainly how to transpose the likes of why awareness is called for, from all of Chief Executive for two reasons. Firstly, because what Regulation 1008/2008 for its own pur- us, at any time if Business Aviation Officer of the the Commission had in mind had noth- pose, it cannot be considered as a lib- wants to maintain, if not develop, its European ing to do with classical land-use plan- eralized entity, unlike air carriers, and position within the air transport sec- Business ning, which is traditionally the compe- the few privatizations must then be tor. Aviation tence of local authorities and/or considered as exceptions that confirm Association. Member States, but the cut-throat bat- the rule, nothing else. v

26 - BART: SEP - OCT - 2013 EBACE2014 MAY 20, 21, 22, 2014 GENEVA, SWITZERLAND

www.ebace.aero PREVIEW JET EXPO JET EXPO SET TO REALIZE RUSSIA’S POTENTIAL

Ever since 2006 when the first Jet Expo kicked off in Moscow, the exhibition has been growing and improving. Notwithstanding the economy Jet Expo Moscow has gone from strength since its launch in 2006. And since its move to Vnukovo-3 in 2011, things have only got better for Russia’s biggest BizAv show. This year, Jet Expo promises to retain its focus on quality and bring in more aircraft owners than ever before.

SUCCESS By Ivan Veretennikov eign airliners for their needs. Of Alexander Evdokimov, then head of Jet Expo has course, charter sales were booming fast-growing company Jet Transfer and gone from In Retrospect too – people needed to fly, and plenty still a major force behind the exhibi- strength to At Jet Expo’s inaugural show in of aircraft were available. All this tion, saw a need and an opportunity, strength since its 2006, the Business Aviation commu- made much noise outside of Russia and founded Jet Expo, backed by launch in 2006. nity saw Russia as the land of milk and CIS, but aside from EBACE there some major partners. The show enjoys and honey. It was all about huge pre- was no meeting point for all interest- The show was a record-breaking suc- the support of miums and double-digit growth rates. ed parties. And despite Geneva being cess. It brought together about 90 the Russian Expensive new aircraft were ordered but a few hours away, it is still not the exhibitors and 5000 attendees. Despite Business from both established and new manu- same, especially for busy aircraft early plans to have no official static Aviation facturers, while some buyers from owners, as having the exhibition in display at all, 8 aircraft were available Association. the region converted Soviet and for- their home city. for viewing in Vnukovo-3. This may

28 - BART: SEP - OCT - 2013 not seem much compared to EBACE or NBAA, but Jet Expo has always been about the quality of its audience as much as quantity, and buyers of air- craft and services, ready to pay real money almost on the spot, attended the show in significant numbers. The big problem that struck visitors in 2006 and remained in place until 2011, was that the pavilions in Crocus

Expo, a large exhibition facility in the show. For exhibitors like us this is not Charter flyers and aircraft owners north of Moscow, were separated from the best place to market what we have finally got a chance to meet everyone Vnukovo airport by 20 miles of con- on offer. Our goal is to sell aircraft, they wanted to, before or after their gested roads. Some round trips took while out of the thousands of people flight, not having to plan the visit in up to 4 hours, irrespective of whether who visit MAKS barely a few may advance. This brought additional high you went by car train or bus: at that actually have serious intentions about net worth traffic to the exhibition, point, there were no bus lanes in the buying a helicopter.” helping Jet Expo confirm its unique city. Such a drawback meant that the Since then, Jet Expo has grown to be status as the gateway to customers in private and corporate owners went an international exhibition in its own Russia and CIS. only to Vnukovo to see the aircraft, right, with a clear objective and select Another problem – or, rather, mys- while the industry professionals were audience, while helicopters found tery – of Jet Expo has always been its confined to visiting each other’s another platform: HeliRussia. The business to luxury ratio. Booths of stands. Russian Business Aviation exhibition, companies offering down-to-earth Nevertheless, the feedback was over- however, still had to go through some maintenance solutions stood next to whelmingly positive. The reception changes to become what it is today. cigar lounges, while the same stage can be summed up by Mikhail was used to discuss legislative issues Yushkov, the then marketing manager Reaching Maturity and to award the best-looking flight of Aviamarket, a dealer in Robinson The big step forward for Jet Expo attendants. This can be explained by helicopters.“We can only say good came in 2011 when the long-awaited the indecisiveness of the industry things about this exhibition. We fully announcement came: Jet Expo would itself, which hasn’t made up its mind support this idea and the organizers of now be held in Vnukovo-3. A 5000 sq about whether Business Aviation is a the show. Long before Jet Expo m hangar was allocated to hold the luxury or a business tool. The princi- opened, we were convinced that such booths, while the static display await- pal is usually the decision maker an event was not only possible, but ed visitors just outside. Alexander behind the acquisition, as opposed to absolutely necessary for Russia. It Evdokimov then stated: “This had to corporate flight departments, and as would be great if we had a specialized happen one day, and we have worked much thought and time is given to alternative to MAKS, our own out all the details and reached a con- interior design as is to operating effi- Business Aviation show. It will, per- clusive agreement with Vnukovo-3 to ciency. haps, be smaller, but it will represent hold Jet Expo there. This change was Hence the mix of business-minded our specific market segment and bring met with great feedback from propositions with outright luxury MOVE together the right audience. We are a exhibitors and attendees. It’s as if the goods, which has been in one way or Things have regular participant of MAKS and fully exhibition was born again.” another a constant feature of Jet Expo even got better welcome it as an important event. It is, Another major advantage of this over the years, and something that set since its move however, more than anything, a huge setup was the proximity of Vnukovo-3, it apart from BizAv shows in Europe to Vnukovo-3 celebration of aviation and a big air one of the busiest FBOs in Europe. and the US. in 2011.

BART: SEP - OCT - 2013 - 29 PREVIEW JET EXPO

Jet Expo Today This year, Jet Expo will be organized by Vnukovo-3 itself, removing the need for middlemen between the venue and exhibitors. According to Konstantin Lobanov, Jet Expo’s Project Manager, this will streamline processes while keeping the high quality of the exhibi- tion and attracting even more of the tar- get audience: “We aim to preserve the best features of Jet Expo, make it more comfortable for both exhibitors and attendees, and promote it to the target audience using our own contacts in the media, as well as the most obvious – and perhaps most effective – channel: Vnukovo-3 itself. Thousands of aircraft owners and charter flyers, as well as official delegations and corporate has retained its growth despite the groups will go through our Terminal by economy, and Jet Expo is the place to the time the exhibition starts, and they be for a company that wants to explore will all know that it is the place to be. new opportunities and meet with air- This unique promotional effort, along- craft owners face to face.” side our streamlined organizational Since the beginning, Jet Expo has capabilities, will ensure that we have enjoyed the recognition and support of more attendees from the target audi- the Russian United Business Aviation ence than ever before. And we sincerely Association. Anna Serejkina, Executive hope that our returning exhibitors, Director and Member of the Board of almost all of whom have already booked RUBAA, said: “The RUBAA supports booth space and static display areas, Jet Expo. It is definitely an effective will be joined by more new companies platform for industry communication, interested in this vibrant market,” he marketing, and sales. In 2013, RUBAA said. will for the fourth time organize a col- Alexander Evdokimov, the founder of lective booth for brokers and opera- the exhibition, added: “If there was ever tors. This project has been well- a time to exhibit in Russia and CIS, it is received by our members over the now. This is one of the few markets that past years, and we plan to organize such national pavilions in collaboration with other national and regional Business Aviation associations. Besides, Jet Expo has always been and remains a serious convention platform, and we invest our resources into build- ing a strong conference program for WISDOM exhibitors and attendees of the show.” Now is the right Another sign of interest is the early time to exhibit in booking of booth space and static dis- Russia and CIS play areas by participants. Danielle says Alexander Boudreau, Executive VP, Marketing, Evdokimov, Branding, and PR at VistaJet, founder of the remarked: “Russia is a key market for exhibition VistaJet and Jet Expo is a great oppor- (center). tunity for us to show our top products Russia is a key to customers in Russia and CIS, it’s market for great exposure, particularly for our air- Vistajet returning craft. For 2013, VistaJet is returning to to Jet Expo with Jet Expo with our Global 6000 aircraft a Global 6000 on static display.” (down). v

30 - BART: SEP - OCT - 2013 By Paul Walsh

t seems hardly a month goes by REACHING MATURITY without hearing of a new show or I conference dedicated to a particu- lar niche of the aerospace industry. As we have learned, some of these will work, some will flop and a few will flourish. One of those select few is Jet Expo and seven years since its incep- tion OEMs are firmly behind it, which is perhaps testament to the growing importance of the Russian market The big airplane manufacturers will also be out in force this year, for instance, Bombardier has big plans for the Russian market. “Russia is an important market for us, and we continue to develop long- term relationships, “The Russian mar- ket for business jets truly is prevalent in Moscow,” said Christophe Through this partnership, the Degoumois, Vice President, Sales, Embraer Executive Care (EEC) will Russia, CIS, China, Asia-Pacific and also be available in the region as an Australia, Bombardier Business option. EEC is a comprehensive air- Aircraft. “It is a market that retains frame maintenance program which true brand loyalty and this year’s show allows simple and predictable execu- is just one such chance for us to pro- tion of maintenance on aircraft. It pro- mote our strong brand and build fur- vides maintenance support for a given ther upon our existing relationships. period with fixed hourly fees, transfer- Brazilian manufacturer Embraer ring the risk of maintenance costs vari- will be pushing its range of aircraft ation from the customer to Embraer. along with its strengthened customer also be present and will certainly be support capabilities in the region. Last pushing their Lineage 1000, which year Embraer signed an agreement received its Type Certificate from the with Jet Aviation - Moscow Vnukovo to Interstate Aviation Committee (IAC), reinforce the level of service offered to paving the way for Russian customers Russian Legacy 600/650 customers by to register and operate the type in establishing line maintenance service Russia. able to respond 24/7 with certified Meanwhile Gulfstream will be hop- mechanics, special tools and a readily ing to capitalize on the Russian’s love available onsite spares depot. for large long range Business Aircraft. Based at Vnukovo International Larry Flynn, president, Gulfstream, Airport (VKO), Moscow’s busiest hub noted recently that the number of for corporate aviation, Jet Aviation Gulfstream’s in Russia is growing con- mechanics are now ready to provide siderably and that it has grown six support to Legacy 600/650 customers. times over since 2007.” PREVALENT A spares depot, with more than 400 The G550, can fly nonstop from The Russian part numbers, worth $US1.6 million, Moscow to nearly every major city market is will be fully stocked by mid June. thanks to its 12,500-km range. For dominant in “We are delighted to improve our example, the G550 can fly from Moscow says Customer Support & Services in Russia Moscow to São Paulo or from Moscow Bombardier’s with Jet Aviation - Moscow Vnukovo to to Perth, Australia, nonstop. The G150 Christophe further demonstrate our commitment can fly 5,500 km at Mach 0.75, mean- Degoumois to provide the best support for our ing someone can fly into London City (center). Legacy 600/650 family customers in from Moscow in the morning, conduct We capitalize on the region,” said Antonio Martini Neto, business in the city and be home for Russian’s love Embraer Vice President, Customer dinner that night. for large long Support and Services, Europe, Middle Jet Expo is an important milestone range aircraft East and Africa – Executive Jets. on Dassault’s calendar this year, as reveals Larry “Russia has a significant fleet of the manufacturer moves to consoli- Flynn, president EmbraerExecutiveJetsandisavery date its partnership with Avia Group in Gulfstream important destination for business jets.” creating a major Russian hub at (down).

BART: SEP - OCT - 2013 - 31 PREVIEW JET EXPO

Sheremetyevo Airport for Russian- based and transient executive aircraft. It would also provide a solid presence at the city’s largest airport, which is projected to experience rapid growth in the coming years. Initially, the 3 million Euro (U.S. $4 million) Sheremetyevo facility will serve Falcon 7X and Falcon 900 EASy Series aircraft. It will be capable of line maintenance services up to A check, along with troubleshooting and AOG services. In 2014, Falcon 2000 EASy Series (EX/DX/LX) models are expect- ed to be incorporated. Ultimately, the installation will offer a full line of main- tenance services up to C check.

region and are in the process of deliv- ering three to Siberia, plus one to Kazakhstan.” The company notes that inquiries are picking up on a daily basis throughout the CIS, with some operators looking to expand while others need to replace an aging fleet. “Economically, the situ- ation in the CIS is improving all the time,” says Poulios. “We’re very pleased the Russian government is supporting aviation with subsidized leasing and Cessna Finance Corporation is assisting by offering lease contracts and/or financing to CIS operators.”

The ASC is set to be located near the Avia Group’s new Terminal A passen- ger facility, which opened earlier this year. It is expected to employ more than 12 engineers and technicians and be capable of handling several aircraft OPTIMISM at a time. Initial training is already Dassault is under way. creating a major “Russia is once again one of the most Russian hub at active business jet markets and we are Sheremetyevo looking to leverage our long experi- Airport (top). ence in the country to better serve Cessna customers’ needs there,” said Gilles reinforced its Gautier, head of Dassault Falcon sales position after for the Eastern Hemisphere. GTLK’s order for Cessna is also in a strong position in are ideal for Russia – reliable, fast, ver- And as far as Beechcraft is con- 15 Grand Russia after last year’s order for 15 satile and very economical, with low cerned, the Russian market holds a lot Caravans Grand Caravans from Russian state maintenance requirements. This order of promise for turboprop operations. (center). transport leasing company is a very important step forward for “The leadership of the entire HBC Beechcraft bets Gosudarstvennaya Transportnaya the Grand Caravan in Russia.” product line is evident in this region as on a great deal Lizingovaya Kompaniya (GTLK). “We are seeing a large, and growing, our products deliver the perfect bal- of promises for As Pana Poulios, Cessna’s European demand for Caravans across the ance of performance, reliability and turboprop sales director for propeller aircraft, Commonwealth of Independent States value for the Russian and CIS mar- opportunities in points out: “We’re delighted to have (CIS),” continues Poulios. “We have kets,” a spokesperson from Beechcraft Russia (down). GTLK as a customer. Grand Caravans delivered three Grand Caravans to the said. “With such a strong reputation

32 - BART: SEP - OCT - 2013 already established here, we see great for the Nextant 400XTi. With a 3,710 AW139 helicopters which will be potential for growth as the benefits of km (2,003 nm) range the aircraft can assembled at the HeliVert plant in flying privately become more estab- easily fly from Moscow to London, Tomilino near Moscow. This contract, lished and accessible.” Barcelona or Cairo without refueling which includes a mix of five VIP and At this year’s show we’ll see some with the quietest and most comfort- utility-configured helicopters, follows new faces to the Russian market such able cabin in its class.” the first contract signed between as Nextant Aerospace which recent- With a rapidly growing economy and HeliVert and Exclases Russia for ly appointed FortAero Baltic Business the sixth largest GDP in the world, Russian-built AW139 helicopters which Aviation Alliance (“FortAero”) as the Russian government and business includes an AW139 that is scheduled to exclusive sales agent for Russia and leaders are looking for time-efficient be delivered in June. This purchase fur- CIS. FortAero has more than 16 years and cost-effective travel to Europe, the ther expands the presence of the of experience with the Russian and Middle East and within the AW139 model in Russia where over 20 CIS business aviation market and will Commonwealth. The Russia/CIS have been ordered so far and almost 50 play a key role in defining Nextant’s entry-level jet market is estimated to across the CIS countries. sales, marketing and customer service be 69 aircraft valued at $225 million This medium multi-role helicopter is strategy in the region. and growing. However, the total superior to all other twin-engine heli- Established in 1997, FortAero sells, Russia/CIS market, including aircraft copters in its class in terms of speed, operates and manages aircraft owned by residents but registered flight characteristics and passenger throughout Russia and CIS territories. abroad, is estimated to be at least cabin size. Combining a streamlined The company has offices in Tallinn three times this size. fuselage, latest avionic equipment,

and Moscow and provides services to “The Nextant value proposition is per- spacious cabin and low acoustic signa- entrepreneurs and governments glob- fect for Russia and CIS”, said Vadim ture, the AW139 sets a new standard ally. The regional dealership will do Opryshko, CEO of FortAero and in the market. The AW139 has a maxi- business as Nextant CIS with the ini- President of Nextant CIS. “The 400XTi mum cruise speed of 306 km/h, maxi- tial two aircraft sold to unnamed cus- has the comfort, range and technology mum range in excess of 927 km, maxi- tomers for executive transport. The the local market expects with a price mum flight time of five hours and out- aircraft come with full factory war- half that of the competition. standing performance. It is the only ranties, a worldwide network of owned We are seeing increasing demand for helicopter in its weight class that can and authorized service centers and a cost-effective business jet travel to be equipped with a Full Ice Protection DEALS global parts distribution infrastructure Europe and the Middle East for busi- System (FIPS), which makes it possi- Nextant supported by Directional Capital’s ness people and their families. There ble to fly into known icing conditions. Aerospace Aerospace Products International is also a strong and growing market to The AW139 is powered by two Pratt recently (API). provide supplementary lift for large & Whitney Canada PT6C-67C tur- appointed Fort “We see strong potential in Russia corporations who currently operate boshaft engines, equipped with full- Aero as the and CIS region and FortAero has the large cabin aircraft but want a more authority digital engine controls exclusive sales knowledge, experience and network to cost effective solution for their man- (FADEC) and each rated at 1,679 SHP agent for Russia meet the demand”, said Peter Walker, agers, lawyers and key advisors.” for take-off. The maximum take-off and CIS (left). Nextant Vice President, EMEA and Helicopters too well make a big show- weight is 6400 kg with an option of 6800 AgustaWestland APAC. “It is a young and expanding ing at Jet Expo’s 2013 installment with kg. The helicopter is configured for one expand their aviation market which understands Eurocopter and AgustaWestland or two pilots and can carry up to 15 pas- presence in the convenience of business aviation. with sizable installments. Recently sengers or 6-8 passengers in VIP/cor- Russia and CIS Light cabin aircraft have traditionally AgustaWestland announced the sign- porate transport configuration. with the Russian struggled in the Russian market due ing of a contract between the JV and built AW-139 to limited range. This is not a problem Exclases Russia for the supply of five v (right).

BART: SEP - OCT - 2013 - 33 REGIONAL REPORT RUSSIA RUSSIA – THE LAND OF UNKNOWNS

recent years. Alexander Evdokimov, President of Jet Group, sums it up very elegantly: “At the moment the local leg- islation is not a comfortable environ- ment to keep a business jet in.” A recent publication on the popular local website BizAvNews claims that “according to various experts, there are now in total between 495 to 515 busi- ness jets controlled by Russians.” And because the “various experts” have no name or clear methodology, we consid- er this just as good as any other num- ber between 58 officially registered and 1200 potentially possible business jets.

Flying Big A popular notion is that Russians (owners from the CIS included) prefer bigairplanes.Therearealwaysafew Learjets and Citations sitting on the tar- In Business Aviation circles cover the most important aspects of mac around VIP terminals, but the worldwide people view Russia this market to give the reader a general majority of aircraft are of the large as a promising market. Through overview. cabin and ultra long range class. Since force of habit, the whole of the the economy became unstable in 2008, The Eternal 400 CIS is also included in the business aircraft owners became more name, Russia – and for good Ask a Russian Business Aviation pro- cautious with their money, and the fessional how many dedicated business times when slots for aircraft were reason, because all paths lead jets there are in the region, and he’ll acquired for millions of dollars are in to Moscow, the heart of usually say “four hundred”. This num- the past. In terms of modesty, however, business in the region and one ber has been around since at least 2010 today’s flyers in Russia are still far from of the biggest BizAv hubs in the and seems just as good as any other. their counterparts in Europe and espe- whole of Europe. For one, the analysts at Wealth-X con- cially the US. Well-known interior sider that Russia “is home to an esti- designers, when asked about cus- By Ivan Veretennikov mated 1,200 ultra high net worth indi- tomers from that part of the world, usu- viduals having a collective wealth of at ally say that Russians have become ven Russians themselves find the least US$ 640 billion.” The aprons of among the most demanding, creative, local Business Aviation market central airports, especially in Moscow, and knowledgeable clientele. However E mysterious. There are some funda- bear this out: there are many planes owners generally argue, “if I spend mil- mentals that have stayed the same over out there. lions on an airplane, I might as well the past several years –such as the pop- On the other hand, there are under 60 have it done my way.” ularity of Moscow airports, difficult leg- foreign manufactured business jets And expensive long-range aircraft islation, the love (and need) for the big- actually registered in Russia, and just aren’t merely for show. Stretching 9 ger business aircraft, and the typical over 100 registered in the whole of the time zones and about 12 flight hours, destinations. However, it is still remark- CIS. In terms of the state budget, this is Russia in itself offers enough flights ably difficult to say, how many business exactly how many aircraft there are in that only such aircraft can tackle. Most jets there actually are in the region, the region. And although some big of the popular destinations abroad, who owns, operates, and services them, names among European operators are ranging from London, New York, and or to count the total number of busi- known to have been established to Dubai to the Maldives, Bali, and ness flights. Besides, there is the “CIS” manage Russian fleets, for all practical Cancun, are also a great distance from BIG problem. Some sources say “Russia” purposes they have nothing to do with Moscow, the heart of Business Aviation Russians prefer meaning “the Russian Federation”, oth- the country. Even the jobs they create in the region. big airplanes. ers understand “Russia & CIS”. With are mostly in Europe. There are many Another important consideration is Rossiya Illyushin this in mind, we will look at Business reasons for this reluctance to register the typical owner. The demand in the II-96-360 Aviation in the Russian Federation and, aircraft in Russia, even despite some of region, as well as the distribution of pictured. where possible, in the CIS, and briefly the import duties being cancelled in wealth, comprises an inverted pyra-

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mid: according to Wealth-X, 6% of the Russian UHNWIs controlled up to 80% of all the wealth owned by the UHNWIs in 2011. The most opulent individuals, therefore, can buy any aircraft they like, such as the Airbus A340 allegedly owned by Alisher Usmanov.

According to AdLux representative Svetlana Gibert, Cote d’Azur FBOs are preparing for yet another Russian sea- son: interiors in Nice have been adjust- ed to meet their expectations, including small things like Russian press and the bigger features - children’s playing areas, for example. Last year, Svetlana says, the number of business jets flying in from Russia was so great that many had to be parked in nearby Olbia.

The Little Things Smaller aircraft are slowly finding their way into Russia and the CIS. Not too many of them are the lighter jets, because these are too small and expensive for the flight range they offer. Turboprops, on the other hand, such as the sturdy Cessna Grand Caravan are becoming very popular in remote regions. Alexander Evdokimov, whose Jet Group is the local Cessna representa- tive, says: “We have already delivered 20 import duties, which makes it quite Alexander Evdokimov confirms that Grand Caravans in the region, and expensive. If this problem is solved, although some charter broker compa- are selling more. This is the aircraft even more people will fly.” nies may have gone out of business, the of choice for regional transportation, As for Dexter, the well-known air taxi core brands such as Jet Transfer are and each plane logs on average project that was supposed to have 200 generating more flights even in the between 500 and 900 hours per year. or so Pilatus PC-12 aircraft based in all hard times: “People have to fly, and in As for the smaller piston machines, major cities in Russia, there has been many cases only a business jet will do. EXPANSION there are not too many people who no news of the company lately. One Weareseeingaconstantdemandfor Pulkovo-3 can afford to buy them new for half a thing is for sure, though: it is far from our services in this field.” operated by the million dollars, then pay the exten- reaching its ambitious goals. Arguably, same group of sive duties and VAT. As of today, we the proposed business model has not For the Union companies as have only really delivered the Cessna even worked out in the much more The leading companies working on Vnukovo 3 was 172 to flight schools – about 30 air- developed US market, so the chances of the market are brought together recently opened craft in total.” it picking up in Russia & the CIS had under the Russian United Business in St Petersburg Alexander Shvydkin, anchor and always looked rather thin. Aviation Association, or RUBAA. The (top). head of Pilot TV, speaks about pri- association now has more than 80 Dexter air taxi vate owners: “I am witnessing rapid The Business members (some of them from planned to growth of the piston and turboprop If acquisitions of new and preowned abroad), and is the force that will even- operate 200 fleet, especially in the south of Russia jets may have slowed down, business tually change the legislative and regu- Pilatus PC-12 in – Kuban, Stavropol, Rostov. Private flying had never stopped one bit. latory environment in the region to Russia (center). airfields are getting longer runways, Vnukovo-3 (VKO) traditionally holds help Business Aviation prosper. Anna The Cessna and a lot of people are bringing in one of the top spots in the Avinode Serejkina, RUBAA Executive Director Grand Caravan preowned piston aircraft from the Business Intelligence report as the and Member of the Board, comments: is popular in US. The big problem is that Russian most popular arrival and departure air- “We are currently concentrating on remote regions legislation forbids the manufacture of port in Europe. What’s more, in some three major issues – the cancellation of Russia ethyl petrol, and all avgas is import- places like the south of France Russian of customs duties for aircraft with a (bottom). ed. Moreover, it is subject to its own aircraft form the bulk of VIP traffic. MTOW up to 2 tons, the creation of

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On the Ground the above locations, alongside some extracting sites and capitals of nearby 236 general aviation airports are listed countries such as Kiev and Almaty, is in the Russian registry. These include gradually growing. 69 international airports that the law Room for improvement is also abun- defines as: “Airports that are open for dant in the maintenance and repair busi- the arrival and departure of aircraft per- ness. Today, line maintenance is offered forming international air transportation, in Moscow for all popular business jet and that offer customs, border, sanitary, types, and AVCOM-D of Domodedovo and other control.” This basically means (DME) is even certified to perform the that there are 69 airports in the whole of most complex jobs on Hawker models, Russia that function in a similar manner but generally major repairs and checks to airports anywhere else in the world. still require owners to fly their aircraft Out of them, only a handful have seen outside of Russia. significant Business Aviation traffic. Moscow remains the undisputed leader The Rotorheads for the whole region, and Vnukovo-3 is A few words have to be said about still the single most popular airport for rotary-wing aircraft. Unlike fixed-wings, business jets. they are popular in all shapes and sizes, starting from private pilot-owner Robinsons and going up to corporate Mil Mi-8s, but are also actually manu- factured in the country. HeliVert, the joint venture between AgustaWestland and Russian Helicopters, delivered its first AW139 of local assembly to a VIP customer this year. More are coming down the line, and combined with Mi- 171 (a modernization of the Mi-8) and the upcoming Mi-38, there is enough local produce on offer for wealthy indi- viduals and large corporations. Compared to the Sukhoi Business Jet, which is still a project with unclear prospects, helicopters in Russia are finding many VIP customers. Almost 300 Robinsons and 180 turbine heli- copters of foreign make are already operated in the country under the RA register.

separate aviation rules for Business New FBOs (or “VIP terminals, as they A Bright Future Aviation, and the facilitation of cus- are known”) are appearing, however. The Russian market definitely holds toms formalities to make it easier to Terminal A in Sheremetyevo, run by much promise, both in the sheer capaci- bring business aircraft into Russia.” Avia Group, is one. Pulkovo-3, operated ty for new deliveries of aircraft RELIABLE The Association is active in promot- by JetPort (not coincidentally sounding (Bombardier, for example, predicted HeliVert AW139 ing pro-BizAv ideas in state institu- similar to VIPport, which operates 525 new business jet deliveries to is a joint venture tions such as the State Duma and Vnukovo-3), is another. Ostafievo, the Russia & CIS between 2012 and 2021) between Federal Council (lower and upper home base of Gazpromavia, is the only as well as – and even more so – in the AgustaWestland chambers of parliament), and the dedicated Business Aviation airport in development of services: infrastructure, and Russian Ministry of Transport and has already the country. maintenance and repair, crew training, Helicopters (top). been successful in cancelling customs At times of key global events, such as financing, ownership programs and UTair is duties for aircraft under 19 seats and the International Economic Forum in many more. In the words of Anna operating with a MTOW between 2 and 20 tons. St. Petersburg or the Winter Olympics Serejkina, “We suppose that the Canadair Another important direction is organiz- in Sochi, the aprons of corresponding Russian Business Aviation market will Regional Jets ing various conventions and forums to airports do and will get packed with continue its growth and will be an from St maintain a direct link between govern- dozens of business jets. On normal engine for the entire European market Petersburg ment officials and the business com- days, though, Moscow is still the in the future.” (center). munity. busiest hub, although the popularity of v

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RUSSIAN BUSINESS AVIATION NEEDS VAT TAX EQUIVALENCY WITH THE EU

By Derek Bloom Partner, Capital Legal Services, Moscow

Only approximately 10% percent of the 450 business jets understood to be owned by Russian companies and individuals are registered in Russia, or operated by Russian operators. According to information provided by the Russian Ministry of Transportation, there were a total of 29 foreign-manufactured business jets registered in Russia as of November 2012. According to information provided in May 2013 by the aircraft owners and pilots association, there are a total of 47 foreign manufactured business jets included on the AOCs of Russian operators, suggesting that 18 foreign-registered, foreign-manufactured have been customs-cleared and are operated by Russian operators

40 - BART: SEP - OCT - 2013 cannot afford to “waste money” paying Russia’s 18% import VAT. Russia’s import VAT may be easily avoided by registering their aircraft in Europe instead. If a Russian individual were to import an aircraft to Russia, the cost of the import VAT may become an unrecoverable cost for him or her. In contrast, if a Russian business earns significant VAT from the domestic sale of goods and services, it can recover the cost of import VAT by offsetting its VAT inputs against this VAT expense. Over the border in the European Union, the EU has issued a Directive that all EU member states shall allow an exemption from import VAT if an aircraft is imported and placed on an AOC for commercial use. This exemp- tion from import VAT in the EU, and the non-existence of VAT in the US, are the single largest reasons why approximately 400 Russian-owned business jets are registered in the EU and the US - anywhere but in Russia. Until Russia creates a comparable exemption from import VAT as in the EU, Russia shall not realize the poten- tial of the Business Aviation industry to generate a substantial revenue with- in Russia. Instead, Russia shall contin- ue to see the export of very substantial revenue to Europe and the US opera- ussia is foregoing large revenues tors by owners of business aircraft. that it could earn if more of the An exemption from import VAT for R other 90% of existing Russian- aircraft to be used commercially in owned, foreign-manufactured business Russia should also apply to commer- jets were registered in Russia or based cial airliners as well as to business in Russia. If the typical annual operat- jets. An owner of a Russian airline that ing budget for a business jet is in flies foreign manufactured regional excess of EUR 2,000,000, and 400 jets on regional routes makes the com- Russian owned aircraft are expending pelling argument that the application their budgets in Europe, then Russia of import VAT to his airline’s purchase is foregoing EUR 800,000,000 in poten- of aircraft causes him to purchase tial domestic business activity annual- older, used equipment, when he would ly. If one takes a conservative view prefer to purchase new or newer air- that, in the presence of an exemption craft. from import VAT for business jets in The airline owner points out that the Russia, at least 100 Russian-owned Russian government’s treasury would business jets would be imported to lose no money if there were an exemp- Russia, Russia is annually foregoing tion from import VAT for aircraft that EUR 200,000,000 in revenue that could are imported to be used commercially. be earned in Russia. The choice really is, shall the Russian Aside from avoiding import VAT, Customs Service collect Russia’s 18% RATIONALE there are several other reasons why import VAT when an aircraft is import- The Russian Russian owners choose to register ed, giving rise to an airline’s right to government’s their aircraft outside of Russia. But, retain the same amount of VAT treasury would several Russian owners, who feel very charged and collected on ticket sales lose no money if confident about their personal and to passengers? Or, shall the Russian there were an business situations in Russia, have Tax Service claim that same amount of exemption from told me that they would strongly pre- revenue for the treasury as VAT on import VAT for fer to register their aircraft in Russia, ticket sales that would not be off- aircraft used except for the single reason that they setable against import VAT because commercially.

BART: SEP - OCT - 2013 - 41 THE DOCKET VAT AND TAX

the airline did not pay import VAT with regard to new aircraft? Seen from this point of view of follow- ing the money (always the best guide), the choice is a purely political question within Russia about which bureaucrat- ic organization shall claim to be “earn- ing” this money for the Russian trea- sury. Presently, the Customs Service makes that claim. And, thinking about why that is so is where things get interesting. Presently, Russian regulations and unofficial practices allow the extensive operation within Russia of foreign-reg- istered aircraft. The Russian Customs Service accepts at face value represen- tations that aircraft have been brought to Russia to be operated privately on domestic flights. Rumor has it that many such aircraft are in fact used on domestic commercial flights, which cost operators that they would own. would comprise illegal cabotage. Those start-ups would have lower Similarly, Rosaviatsia issues flight per- upfront costs if they do not need to mits for domestic flights that are finance the cost of import VAT. declared to be private, while, rumor Leading global business aircraft man- has it, many such flights are actually ufacturers are convinced that, if there commercial flights. Reports are that were an exemption from import VAT, 75% of domestic “private” flights are, in more aircraft would be purchased by fact, commercial. Russian operators of Russians for use within Russia. Some foreign-registered aircraft carefully of the reasons are geographic. The refuse to operate their aircraft on com- present state of affairs with most busi- mercial flights that are documented as ness aircraft based at nearby airports private flights since the risks entailed outside of Russia works well for for- are substantial, and prefer to see for- eign-registered aircraft that may be eign operators operate such flights. ferried to Moscow and St. Petersburg. Further, the supporting businesses for But aircraft to be operated further East Business Aviation in Russia have in Russia, and across Siberia, must be geared themselves around servicing customs cleared. It is not economically transient foreign-registered aircraft, viable to ferry business aircraft East of and earn quite high fees for doing so. Moscow. Accordingly, the present Accordingly, Russian regulators and state of affairs is discriminatory leading industry players have gotten Russian Business Aviation needs. against all of Russia to the East of quite used to things as they are, Russian airlines argue that, if they did Moscow and St. Petersburg and frus- though things as they are may not be not have to pay import VAT, they trates the acquisition of business air- in Russia’s best interests. could acquire and operate more, craft by owners East of Moscow. Possibly, the Putin Administration’s newer and safer aircraft, and there In sum, a large-scale Business desire to embrace policies that would could be more regional flights and Aviation industry cannot be grown in cause business to grow in Russia pre- interconnections across European, Russia while the industry is dependent sents a new opportunity for necessary Central and Eastern Russia. Presently, on foreign-registered aircraft, and tax reform, the creation of an exemp- Russia has an exemption from both while there are significant tax impedi- BREAK tion from import VAT as in the EU, import VAT and import duties for ments to bringing aircraft to Russia, The Putin and necessary and regulatory reform, Boeings and Airbuses of certain sizes rather than an equivalence in tax costs Administration a clampdown on cabotage flights with- that are used by the national carriers. between Russia and the EU or US, and wants to in Russia, that is required to stimulate But, Russian regional airlines do not while there is an appearance of perva- embrace policies Business Aviation in Russia. haveasimilarexemptionforthe sive regulatory irregularities in the to develop The arguments that Russian airlines regional aircraft that they need. There operation of foreign-registered aircraft business growth can make provide further support for are reports about even Aeroflot and within Russia. in Russia. the exemption from import VAT that Transaero wanting to back new low v

42 - BART: SEP - OCT - 2013 REPORT RUSSIAN MARKET

By Richard Koe, Managing Director Wingx Advance RUSSIAN MARKET

usiness Aviation across Europe has faltered and flagged over the MOVES UP A GEAR Blast 18 months. So far in 2013 it’s slipped a further 3% in terms of flight activity, compared to 2012. But on Europe’s periphery there are bright spots. The largest of these is Russia, where growth in Business Aviation activity has been more or less constant since the market rebounded from its slump in 2010. Year to date 2013, flight departures from Russia have RUSSIA COMPARED TO increased nearly 5%. EUROPE, YTD GROWTH Europe would like Russia to be a © 2013 by WINGXAdvance / motor for its own halting recovery, but Actionable Market Intelligence for Business Aviation the familiar drawbacks of its under- regulated and poorly equipped Business Aviation infrastructure con- tinue to sew doubts. These were under the spotlight at this year’s EBACE panels showcasing emerging markets. Onerous import duties and still less than cast-iron ownership rights contin-

More than one quarter of recent air- craft deliveries into Russia are ultra-long range business jets. This reflects the more general preference across all Russian-owned aircraft for range and premium cabin. In part this is a need for prestige for high net worth individual buyers little affected by the economic recession in Europe. But increasingly important to these individuals are the emerging business opportunities in far flung global markets. Hence their need for best-selling Russian-owned aircraft like the Bombardier Global Express, Gulfstream 550 and Dassault Falcon 7X. Russia is not just about large jets. In fact 25% of the fleet of active aircraft inside Russia is comprised of turbo- props. Dexter Aviation, for example, ue to limit the registered fleet. In fact Operational restrictions on foreign stands out as Russia’s ‘air taxi’ opera- only an estimated 29 of the estimated registered aircraft parking, landing tor, with a fleet of Pilatus aircraft. But 400 Russian-owned aircraft are regis- and over-flight permissions have its modern turboprop fleet and tered and managed inside the country. eased. But that’s not yet visibly allay- Western-imitative business model is Meanwhile illegal charter and non-per- ing the concerns of purchasers and more the exception than the rule. mit cabotage flights are reportedly still their lenders; there were just 33 air- The majority of Russia’s turboprop rife. craft delivered into Russia over the last fleet is ageing and quite probably BIG 3 years, compared to over 140 to the operating in the grey zone of illegal More than one Change on the Horizon UK for example. Consequently most charters. No doubt, however, these quarter of aircraft The Russian industry’s association operators inside Russia have relatively are the work horses for this country’s deliveries into and its leading players claim the pic- small, corporate-dedicated flight oper- vast interior otherwise under-served Russia are ture is changing. Ownership rights ations, such as Gazprom Avia and by the limited fleet of imported mod- ultra-long range been improved by federal law. Lukoil Avia. ern jets. business jets.

BART: SEP - OCT - 2013 - 43 REPORT RUSSIAN MARKET

High Utilization applies most to Western Russia, 2013 and aims to add another by year Russian business jet users’ prefer- which is more easily accessible, and end. Elsewhere in Russia, airport ence for large jets is reflected in uti- better supported with airports, dedi- facilities for Business Aviation are lization statistics. Charter departures cated FBOs and maintenance cen- markedly inferior. in heavy jets comprise 60% of all activi- tres. In both Moscow and St Nice is Europe’s 5th busiest airport, ty, and the aforementioned ultra long Petersburg, Vista Jet and NetJets after Vnukovo, and this is in no small range aircraft activity is more than 20% claim double digit growth rates in part due to the popularity of the up this year on last. This contrasts acquiring new block-hour customers. Moscow-Nice connection. In May with the mid and light sectors for Overall, fully 64% of all Business 2013 for example there were over 200 which negative activity growth closely Aviation flights from Russia are char- business jet connections between resembles the European average. To ter. This compares with a European Moscow and Nice. This will surge as take a few examples, , the Bombardier average of 40%. And whilst charter the summer gets underway but it 850 flew 250 charter missions from activity across Europe is stagnant in already represents almost double the Russia in May 2013, 50% up year on 2013, in Russia flight activity grew connections with also-popular desti- year, the NetJets stalwart Hawker 5.8% in May. nations from Moscow such as Le 700/800 series activity is holding its The surge in Business Aviation Bourget and Luton. Overall, Western own this year, but the midsize Learjet activity in Western Russia is bringing European metropolitan centers and 60 activity slipped 10%. clear benefits to its leading airports. coastal resorts still dominate the Notable from this analysis are the Moscow’s airports have benefited short list of preferred destinations 770 charters flown by ACJs out of most, led by Vnukovo, which cap- from Russia. Russia in May 2013, compared with tures over 80% of all Business This picture is changing as just 258 charters operated by the Aviation departures from Russia. Its Business Aviation gradually estab- Citation XLS. In Europe as a whole, 4,956 departures year to date rank lishes itself within Russia, encour- the XLS is by far the most popular Vnukovo 4th amongst all European aged by the need for connectivity to charter aircraft, and in May flew five airports (behind Luton, Geneva and other regions of the world. The top times the number of charter missions Le Bourget). The Vnukovo-3 building 30 charter connections from Russia, operated by ACJs. In part this con- is one of the busiest FBOs in Europe, for example, now include flights from trast reflects the standout appetite for catering upwards of 250 flights a day Kazan and Kurumoch (Samara’s bizliner ‘bling’ in Russia, in part the and with capacity for more than 200 international airport) to Sharm El- impracticality of operating light and aircraft. Sheikh and Hurghada. In the run up even midsize aircraft in Russia due to Vnukovo has got competition from to its Winter Olympics, Sochi airport range limitations. Manufacturers will its Moscow peer airports, especially has triple digit activity growth. Out hope that the next generation of light Sheremetyevo, which has handled east, Yekaterinburg is one of several and midsize jets – the likes of the 1,137 Business Aviation departures airports where increased Business Citation Longitude and Learjet 75 year to date. Its growth trend of 16% Aviation activity reflects increasing –overcomes this bottleneck. is certainly taking market share from Russian trade in Asia. Finally it may Due to the limited domestic owned- Vnukovo, where high prices are be the pull of emerging markets out- fleet and opaque domestic charter becoming a major disincentive. side Europe which puts the Russian market, foreign registered aircraft Moscow is now also getting competi- Business Aviation market onto a play a key role in supporting tion from St Petersburg, which estab- firmer footing. Business Aviation in Russia. This lished its first dedicated FBO in May v

TRAFFIC The surge in Business Aviation activity benefits Russia’s leading airports. Vnukovo is 4th amongst all European airports.

44 - BART: SEP - OCT - 2013

REPORT FLIGHT TRAINING By Jack Carroll MEET THE TITANS A.L. Ueltschi started it all. A 25- year pilot for Pan American World Airways (Pan Am) as well OF FLIGHT TRAINING as the personal pilot for the company’s founder and President, the legendary Juan Trippe, he realized early on that there was a growing–and urgent—need for pilots of business aircraft to have access to the same type and quality of training as airline pilots. Especially since most of the pioneer companies in Business Aviation tended to operate converted ex-military aircraft, such as the B-25 “Mitchell” and Lockheed Hudson bombers. These, for the most part, were faster, more BOND Customer complex and harder to fly than relationships are their civil counterparts. Ueltschi at the center of had a vision and acted on it, everything at founding FlightSafety in 1951, FlightSafety. at New York’s LaGuardia Airport.

oday, after more than 60 years of innovation and growth, T FlightSafety International is a for- midable global force in Business Aviation, still following the company’s credo and long-time slogan, that “The best safety device in any aircraft is a well-trained crew.” Who could possi- bly disagree with that? And none would disagree that FlightSafety is, by any standard of mea- surement, a true “class act” with a ster- ling reputation for above-and-beyond customer service, integrity and the highest standards of quality. We asked FlightSafety’s Vice President, Communications, Steve Phillips, to elaborate on the company’s strengths in the global marketplace. He’s quick off the mark, stressing customers first. “We have always operated on the premise that customer relationships are at the center of everything we do. Sure, just about every company talks up company service, but we have been delivering it since 1951 and our contin- ually growing customer base and sheer volume of referrals from satisfied cus- tomers is proof positive.”

46 - BART: SEP - OCT - 2013 As FlightSafety pioneered the notion of dedicated Business Aviation train- ing, they had quite a head start in sign- ing up manufacturers as sort of “part- ners,” often setting up on-site learning centers near–or even in–a manufactur- er’s facility. In fact, its first such arrangement was with PanAm Business Jets for training Falcon 20 pilots. (PanAm was the U.S. distribu- tor for the Falcon 20 at the time.) Explains Phillips, “We are fortunate enough to have factory-authorized training provider agreements with the

Training First He stresses that FlightSafety is a training company first; a simulator provider second. “Our core business will always be flight training. Yes, we do build and sell simulators and visu- al systems, but that’s mainly to meet the growing needs of our learning centers worldwide, with a portion of sales going to commercial airlines and the military. Speaking of learning centers, it’s amazing when you sit down and calculate how many train- ing hours FlightSafety provides in a given year. According to my numbers, the con- servative total across our worldwide training network is well over a million hours annually. The majority is pilot training, as you’d expect, but we also “Our courses cover more than 135 vast majority of aircraft manufacturers, offer in-depth training programs for different aircraft models and our grow- both on the business and commercial maintenance technicians–a key ing fleet of simulators now numbers sides. This gives us the important growth area for us, schedulers, dis- 330; more than any other training advantage of getting timely informa- patchers and flight attendants. In fact, organization. I should mention that 85 tion, technical data and support direct- we offer more than 3,000 courses cov- or so are used for regional airliner ly from the OEMs.” Which includes ering the disciplines I’ve mentioned.” training. At last count, we now have Dassault Falcon Jet and its current Thus it’s safe to assume that if anyone customers based in more than 150 flock of business jets. else involved with aviation needs train- countries. And though we’re looked Back to simulators: While the point ing, we’re sure FlightSafety will be upon primarily as a U.S. company, we has been made that FlightSafety’s pri- able to handle it; with the exception of are truly an international organiza- mary focus is training, the company passengers, of course. tion.” just happens to be the largest flight Describing the 2013 version of simulator manufacturer in the United FlightSafety, Phillips ticks off some Qualified Trainers States, according to Phillips. “We start- very impressive numbers: “There are Among all the statistics, one that ed building our own simulators in more than 40 FlightSafety learning stands out in our estimation is the fact 1978 and since then have produced centers worldwide, with more on the that FlightSafety fields a team of some about 800 full-size simulators and over way. These are all-company owned, 1,600 instructors across the training 1,000 visual systems.” That’s a far cry equipped with our devices and staffed network. As one would expect, only from 1951 when Al Ueltschi rented a by our personnel. I believe this inde- the highest qualified, most experi- single World War II era “Link Trainer EXTENSIVE pendence and total control are big fac- enced need apply. Who, incidentally, to launch the concept of specialized FlightSafety tors in maintaining our consistently must also be skilled communicators; training for business aircraft pilots; fields a team of high quality levels in all aspects of as Phillips emphasizes, “It’s our feel- equal or better than that provided by some 1,600 training.” For the record, FlightSafety ing that while advanced simulators the commercial airlines. Says Phillips, instructors training centers are located in the and technology are obviously impor- “In 2011 we significantly expanded across its global United States, Australia, Brazil, tant, qualified flight instructors are capacity to meet the growing world- network. Canada, China, France, Japan, South essential to ensuring flight safety wide demand for full-service simula- Farnborough Africa, the Netherlands and the United under all conditions. Our customers tors by opening a 375,000 sq. ft. simu- training center Kingdom. deserve nothing less.” lator-dedicated design and manufac- (center).

BART: SEP - OCT - 2013 - 47 REPORT FLIGHT TRAINING

turing facility in Tulsa, Oklahoma, enhanced optical performance, bright- where we can build up to 19 simula- ness, image clarity and, as if that were tors at a time. There’s really nothing in not enough, the system is night vision the industry like it. The increased capable. The glass mirror also reduces capacity allows us to respond to distortion in the critical boundary increased demand not only from our areas, particularly important for near- own learning centers but also to com- ground operations, where helicopters mercial, government and military tend to hang out, and provides virtual- RFPs.” ly the same view out of the simulator It should be evident that while simu- as from a real aircraft, showing dust, lator training tends to be expensive, as branches and sundry objects kicked is everything to do with aviation, it’s up by the rotor blades. Or even a full- well worth it when one regards the bore sandstorm if need be. Just like advantages. Their main training advan- real-world conditions. tage is that a pilot can practice and Getting back to FlightSafety’s obses- replicate complicated maneuvers and sion with customer service, Phillips flight situations that no one would brought up an example of special want to attempt in a real airplane. The interest to pilots. “We’ve developed a simulator removes all the risks of reali- new and, I think, unique program for ty. It also tends to amortize the train- our loyal customers, called Customer ing cost, since an owner has no need Care. It features a number of benefits, to take an aircraft out of service for the functions that would be performed but a key one that gets the attention of training duties. Come to think of it, in the actual aircraft. FlightSafety’s pilots is Proficiency Protection. As we why would anyone even think about SimVu(tm) simulator session debrief- all know, not that many years ago that? In short, simulators save time, ing system gives the student detailed when Business Aviation was in pretty money and most important, lives. visual representations of the just-con- rough shape, some flight departments When back in the real world a pilot cluded training sessions. were closing and a good number of runs into an unplanned or undirected As Phillips explains, “Prior to a full- pilots were losing their jobs. Of situation, chances are excellent that motion simulator session, a student course, to get another job you have to he’s already confronted the problem can use the devices to become familiar be current. So we decided to remedy and was trained to handle it during with all aspects of the cockpit systems. the situation by offering recurrent simulator training. Been there, done Following the simulator session, he or training for these job hunters at no that. she can go back and review everything cost. It was extremely well received, as Phillips notes that FlightSafety has a that took place via the SimVu system, one would expect. To us, it was simply long list of innovations, for example, which basically allows you to take a another way of showing our gratitude “We developed the first electric look at how well you did. Or how poor- to good customers, when times are motion control system for simulators, ly, as the case may be. All three good and when they’re not so good. As which was a genuine breakthrough in devices work together for the student: I noted earlier, when we say the field. Previous to that, simulator Simulator, Matrix and SimVu system.” ‘Customer Service,’ we really mean it.” motions were controlled by a system FlightSafety’s simulators are The pilots they helped would know of hydraulic pumps which were work- equipped with the company’s newly that, for sure. able, but by no means an ideal solu- enhanced VITAL X(tm) visual system In terms of helicopters, the company tion. Electric motion control was that significantly enhances the training certainly has the motive–the heli- mechanically much simpler and, more experience. It displays highly realistic copter market has never shown so important, provided enhanced perfor- scenes optimized for a wide variety of much potential, according to Phillips, mance and greatly improved motion mission-specific training scenarios. It and by all means it has the means–the capability. also offers expanded scene content, capital–for additional expansion, Another teaching advance is improved weather features, and thanks to the financial options afford- FlightSafety’s Matrix(tm) learning sys- enhanced detail levels for optimum ing by Warren Buffett’s Berkshire SIM tem. It consists of a range of devices cueing coupled with continuous any- Hathaway Company, which acquired Gulfstream G650 for the classroom and for self-paced time-of-day operations during all phas- FlightSafety International in 1996. As simulator installed learning. Desktop simulators are used es of flight. Phillips observes, “The acquisition attheFlightSafety in classroom training to demonstrate was a key step in our company’s con- Long Beach and learn the function and control of Visual Systems tinued growth, providing support as learning center. aircraft systems. Graphical flight-deck Highlighting another innovation, well as virtually unlimited access to The company is simulators are used for instructor-led FlightSafety has also developed new capital.” Which might well translate to: the largest flight or self-paced learning. These provide glass mirror displays for use with its FlightSafety International looks to be simulator interactive representations of the flight VITAL X visual systems. First used on well on track to taking the lion’s share manufacturer in deck of a given aircraft and enable the the company’s helicopter simulators, it of the helicopter training market. the United States. user to monitor or perform virtually all provides 220 x 60 degree field of view, What’s next? Stay tuned.

48 - BART: SEP - OCT - 2013 CAE nationally exporting some 85 percent investments in simulators and new Founded in Canada in 1947, and for- of its production and had become the technology. The company now has merly named Canadian Aviation leader in the manufacture of full flight training partnerships with a number of Electronics, CAE developed an early simulators for commercial aircraft, major aircraft manufacturers. For expertise in aircraft simulators, follow- flight training devices, visual systems, instance, CAE is Bombardier’s ing its first simulator contract in 1952 computer-based trainers and computer Authorized Training Provider for to develop a flight simulator for the assisted training systems. many aircraft platforms, it has a joint Royal Canadian Air Force’s all-weather venture training arrangement with interceptor, the Avro Canada CF-100 Diversification Embraer for its Phenom business air- “Canuck.” The company really hit the After decades as the world leader in craft, and is an Authorized Training jackpot in the early 1960s when it was the design and manufacture of simula- Provider for Dassault Falcon Jet. awarded a contract by the Canadian tor equipment, CAE decided to diver- government for six F-104 “Starfire” sify its revenue sources by entering Expansion simulators. The stubby-winged rocket- the training services market. In 2000, As Rob Lewis, CAE’s Vice President, ship had a miserable safety record and the company announced plans to build Business Aviation & Helicopter many fatalities making simulator train- a global training network; a move that Training, details, “We’ve expanded our ing more important than ever to help would ultimately provide CAE with the simulator base significantly and now pilots better control the beast and ability to offer customers the most have 74 devices, totally dedicated to learn how to deal with its prevalent comprehensive package of products Business Aviation–including heli- “unplanned events.” The F-104 pro- and services on the market. CAE soon copters– spread around 14 different gram was the company’s first experi- opened commercial aviation training locations worldwide, creating a net- ence with radar land mass simulation, centers and in short order decided to work with the broadest global reach. combined with motion and visual sys- enter the business training market as I’m talking here about complete train- tems as well as a compact mission well. ing centers, each large enough to hold recorder. It must have performed to Meanwhile, a younger simulator several simulators, all of which are expectations and surely saved more training company, SimuFlite, was approved Level-D, full-motion models. than a few lives, because within five stuck in second place, behind On the other side of our business, an years the company sold 26 more simu- FlightSafety, - it took capital to com- additional ‘fleet’ of high-end simulators lators to five other NATO countries. It pete and in 2001 CAE came to the res- serves the commercial airline market was a most auspicious debut into the cue, acquiring SimuFlite; a clear signal globally. In total, we offer the full big-time. that it was going after a larger share of range of flight training in more than 45 In quick order CAE entered the com- the Business Aviation market in a big locations, on every continent, with the START OFF mercial aircraft market sector which way–meaning FlightSafety, of course. exception of Antarctica.” CAE Oxford led to a number of technological The race was on to claim the top spot Says Lewis, “We are now the largest Aviation breakthroughs in control loading, in the business aircaft/helicopter sec- designer and manufacturer of civil full- Academy is the motion systems, instructor consoles tor, and for that matter it still is. flight simulators in the world, included world’s largest and software diagnosis. The word CAE was now totally committed to commercial airlines, business aircraft network of ab spread around the global airline com- Business Aviation and helicopter train- and helicopters. At last count, we have initio flight munity and by the 80s CAE was inter- ing and backed that with substantial more than 1,000 simulators and other academies.

BART: SEP - OCT - 2013 - 49 REPORT FLIGHT TRAINING

flight training devices in service with over 130 airlines, aircraft manufactur- ers and training centers. In fact, CAE has simulated nearly every modern airliner, regional jet and a wide variety of business jet and helicopter models.” As the latest CAE promotional brochure notes, the company is first in full-flight simulator sales, first in com- mercial aviation training, first in civil helicopter training and second in Business Aviation training. On a high- er note, the CAE Oxford Aviation Academy is the world’s largest net- work of ab initio flight academies. Much needed and likely to grow even larger when one regards the on-going, ominous predictions of severe pilot shortages. As he explains, “I think our biggest most of the time. When he isn’t, we let strength and point of difference when him know and advise and guide him to competing for a contract is that we are an alternate solution. I think that our totally flexible in designing our train- focus on program customization is a ing programs according to an opera- main reason we win most of the busi- tor’s usage patterns and unique ness that we do.” requirements. With CAE, they are not Another key factor Lewis notes is locked-in or program-restricted. For scheduling flexibility. “Instead of say- example, a prospect might tell us he ing something like, ‘We have one wants more concentration on bad course a month covering initial train- weather flying and night approaches ing on the G450, which starts on the into, say, Aspen.” Considering that first Monday of each month.’ Right particular airport, its altitude and away the customer feels trapped by treacherous surroundings, who could the rigid attitude. We’d say, ‘If our blame him? schedule doesn’t fit yours, we’ll pre- As Lewis continues: “Or they may pare a customized schedule for you want to add topics and delete others that will.’ That sounds better, right? from a “stock” program. No problem. We get our instructors together, work After all, we’ve been doing it a long out the timing and special programs as time. We simply make adjustments to needed and, of course, arrange to con- provide a customized service rather duct training at any center in our net- than a fixed menu. In fact, since the work, that’s most convenient for your very beginning, that is the core of pilots. Actually, as I said earlier, we what CAE training is all about. We do basically built our whole business have standard FAA-approved pro- around the concept of flexibility and So, we asked Rob Lewis, what are grams, of course, but we’ve actually that philosophy has served us very CAE’s strong points in the battle for built our business model around hav- well thus far. It’s an intangible point of Business Aviation supremacy? What ing the flexibility to meet all a given difference, to be sure, but one that’s sets it apart from the competition? customer’s special needs as far as pos- unanimously appreciated by our cus- sible. Actually, most of the time those tomers. Who, after all, come first.” Flexibility needs are not that special or not all CAE’s revenues are just about equal- He’s been waiting for that question that unique; we’ve seen most of them ly divided between civil and military, FLEXIBILITY and is ready with a quick answer: “Our before and our people know how to while there is also an equal split CAE focuses on strong points start with the high quali- handle them quickly and easily. I think between simulation products and train- flexibility and ty of the training devices we manufac- the whole point is that we’re able to ing services. The most recent data customized ture; their unmatched fidelity and customize and implement program shows one third of revenues coming solutions responsiveness to just about any situa- changes at any or all of our training from the U.S., one third from Europe adapted to tion. The fact that so many airlines and centers. With us, this old familiar say- and the remainder from the rest of the clients’ specific the military use them is testimony to ing happens to make great sense: ‘The world. requirements. that.” customer is always right.’ At least v

50 - BART: SEP - OCT - 2013 Safety and efficiency, powered by CAE-trained pilots and maintenance crews At CAE, we are committed to offering superior training to your pilots, enhancing the safety of your business aircraft operation. • Training courses that are customer-tailored with flexible scheduling and availability • World-class pilot and maintenance instructors using innovative CAE simulation technology and integrated training methodologies • Business Aviation Training footprint with 10 easy-to-access training locations worldwide Have a conversation with CAE about your pilot and maintenance training needs.

Business Aviation Training Centre Locations

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[email protected] EVALUATION BEECHCRAFT HAWKER 400XPR / NEXTANT 400XTi

By Marc Grangier A TOUGH COMPARISON

Improving existing business hat being said, the Nextant sumption and is costly to maintain. In aircraft has always been a Aerospace process, which is dedi- addition, the JT15D-5 engine overhaul legitimate achievement for the T cated to remanufacturing aging cost has increased significantly, with industry, and a high proportion business jets in order to improve per- overhauls now costing as much as of OEM budgets is devoted to formance, is a more comprehensive US$425,000. The engines are over- and original concept that goes being hauled at 3,600 hours and, with the R&D. Upgrading older aircraft mere modifications and instead pro- average aircraft operating 450 hours has also been a viable option duces like-new lost cost models. This per year, Nextant estimates the oppor- for many companies, either began six years ago when Nextant tune time for modification of the air- with new engines and/or new realized that improvements could be craft was around the eight year mark. avionics. Over the last several made to the Hawker 400A/XP – one of Initially, the main modification was the decades, the industry has the most popular light jet aircraft. replacement of the engines with the accustomed us to the Featuring one of the first supercriti- more modern and fuel-efficient presentation of re-engine cal airfoils on a corporate aircraft, the Williams FJ44-3AP. programs and upgraded Hawker 400 was originally introduced On the business side, things were avionics, such as with the in 1978 as the Mitsubishi MU-300 changing, most notably Beechcraft former Hawker 125 series or the Diamond. In 1986, Beechcraft pur- suspending its Hawker 400-series pro- chased the production rights from duction in 2011 in order to better align Dassault Falcon 20. To increase Mitsubishi and began manufacturing with demand. However, less than a performance and extend an improved version branded as the year later it did 360 degree reversal, range, companies like Beechjet 400. Since then, over 800 realizing the importance of this mar- Blackhawk Modifications, units have been produced. ket and re-entering it in 2012 with its Raisbeck Engineering, DeCrane The drawback of the model (and of own Hawker 400XP/Beechjet 400A Aircraft, Quiet Technology, most of its competitors) is its range, factory-direct upgrade program. Shadin, Honeywell and which reaches only 1,330 nm with four The result of all this is that today we Universal, to name just a few, passengers and IFR reserves. This is have direct competition between two UPGRADE have all engineered largely due to the old Pratt and very similar models that are based on Nextant aerodynamic Whitney JT15D-5 engine and certain the same airframe but upgraded Aerospace engine/wing/fuselage aerodynamic inefficiencies within the according to different procedures. unveiled its aircraft nacelle design. The JT15D Both the Hawker 400XPR and Nextant latest model, improvements and avionic engine was one of the earliest high 400XT are based on replacing the air- the 400XTi retrofits for a variety of bypass turbo fan engines, meaning it craft’s original Pratt & Whitney at EBACE. turboprops and jets. is relatively heavy, has high fuel con- JT15D-5Rs with Williams International

52 - BART: SEP - OCT - 2013 FJ44s. However, where the Nextant is now valued in excess of US$175 mil- At last EBACE, Nextant Aerospace 400XT is designed around the FJ44- lion, it has expanded its capacity with unveiled its latest model, the 400XTi, 3AP, the Hawker 400XPR utilizes the a new 125,000-square foot remanufac- which will continue to retail at $4.95 more powerful FJ44-4A-32 engine. turing facility in Cleveland, Ohio. million. Also while in Geneva, While the FJ44-3AP is about 100 lb. Nextant insists upon the fact that its Nextant signed a contract with Jet lighter, the FJ44-4A-32 produces more 400XT is a completely rebuilt Beechjet Aviation Geneva to provide mainte- nance services, an announcement that followed an earlier agreement to add Jet Aviation Singapore to Nextant’s global network of owned and authorized service centers. “Nextant Aerospace offers a unique product and we are extremely glad to be selected as an authorized service center in Europe,” said Cyril Martinière, Managing Director, Jet Aviation Geneva.

Potential Market Heublein is adamant that Nextant’s aircraft is ideally suited for Europe. He estimates that there are some 1,500 entry-level jets currently operating on the Old Continent, worth approximate- ly US$5 billion. The company’s research indicates the market is expe- riencing long-term growth, with many owners planning to replace existing equipment with models offering thrust. After evaluating both engines, Beechcraft chose the FJ44-4A-32 for the 400XPR in order to satisfy cus- tomer demand for greater hot/high performance. Concerning aerodynamics improve- ments, Beechcraft and Nextant also went down different paths. While Nextant alters the aircraft’s engine pylon and nacelle structure, Beechcraft is minimizing the aircraft’s lift induced drag by incorporating its own, specially designed winglets.

Nextant 400XT/XTi Kenn Ricci and Directional Aviation 400A/XP with Williams FJ44-3AP improved fuel efficiency and value for Capital founded Nextant Aerospace in engines and the Rockwell Collins Pro money. In fact, Nextant analysis 2007 for the primary purpose of devel- Line 21 integrated avionics suite. The reveals that between 2007 and 2011, STATEMENT oping an aircraft modernization pro- resulting aircraft benefits from aerody- 410 entry-level aircraft were delivered We are in the gram based on the Hawker 400A. “We namic enhancements and an improved to Europe, an increase of 14 percent market to are in the market of buying aircraft engine-mounting configuration with over the 2002-2006 time period. upgrade aircraft which we upgrade and sell as new,” redesigned nacelles and pylons. Meanwhile, some 300 aircraft – and sell them as says Sean McGeough, President of Offering a 30 percent reduction in around 20 percent of the European new says Nextant Aerospace. “Most aircraft operating costs over the Beechjet entry-level jet fleet – is currently up for Sean McGeough, already have 4,000 to 7,000 hours in 400A/XP and fuel efficiency improve- sale for a total value of just under President Nextant service when they arrive at Nextant.” ments of 20-30 percent, depending on US$1 billion. Aerospace Concerning sales, Jay Heublein, the length of the flight segment, it has Needless to say, these figures make (second from Nextant Aerospace, Executive Vice a maximum range of 2,003 nm/3,709 Heublein optimistic about the future. the right). President, Global Sales and Marketing km. Delivered as a new, zero-hour air- “Despite current economic challenges, 400XTi flight deck told BART that since late 2011 (after craft with a two-year full-aircraft war- the long-term business jet market con- with digital the FAA certification of the aircraft), ranty, its after-sales support is provid- tinues to grow, but there’s a sharpen- instruments, the company has delivered 28 aircraft ed by a global network of owned and ing focus on value for money,” he LCD and LED in six countries. With its sales backlog authorized service centers. says. warning display.

BART: SEP - OCT - 2013 - 53 EVALUATION BEECHCRAFT HAWKER 400XPR / NEXTANT 400XTi

IMPROVED The 400XPR combines the aerodynamics of specially designed winglets and the propulsion of the Williams FJ44- 4A-32 engines.

Beechcraft Hawker 400XPR beginning in the fourth quarter. takeoff weight, whereas the Nextant “We’ve been beating performance esti- modification, which uses the smaller - Not one to stand on the sidelines and mates in flight testing,” notes Howell. 3A engine, requires some 70 minutes watch, two years ago Beechcraft “The popularity of this upgrade is evi- at lower altitudes before it can step stepped to the plate to challenge dent – all 2013 slots for the 400XPR climb to realize these greater efficien- Nextant Aerospace’s market domi- upgrade are sold out.” cies without sacrificing speed,” says nance with the launch of its Hawker According to Howell, the 400XPR fac- Howell. “The effort we’ve put into 400XP/Beechjet 400A factory-direct tory-completed aircraft is superior in developing the Hawker winglets and upgrade program. According to Brian performance and efficiency when com- pairing them with the right engine has Howell, Hawker Beechcraft vice presi- pared to both new aircraft offerings helped set this upgrade apart from dent, Aftermarket Sales and Business, from other OEMs, as well as individ- competitive options.” this new aircraft combines the aerody- ual alterations from companies like Howell notes that customers choos- namics of specially designed winglets Nextant. The Williams International ing the Hawker XPR upgrade are and the propulsion of the Williams FJ44-4A-32 engines are optimized doing so foremost for the perfor- FJ44-4A-32 engine, along with optional exclusively for the Hawker 400XPR, mance, efficiency and value enhance- Rockwell Collins Pro Line 21 avionics and are capable of producing 3,600 ments, but are also looking forward to and a number of system enhance- pounds of thrust, flat rated at 3,200 the distinctive ramp presence the ments, to significantly improve pounds to create robust temperature winglets provide. “And on top of all Hawker 400XP/Beechjet 400A aircraft margin and performance. With a total this,” he concludes, “they are choos- performance and operating costs. thrust of 6,400 pounds, the FJ44-4A ing the XPR knowing the upgrade is “If a potential customer is looking to generates eight percent, or 470 supported by our worldwide network purchase a light jet, our company is pounds, more thrust than the Pratt & of factory and authorized service cen- the most appropriate to refer to as we Whitney JT15D-5R it replaces. This ters.” know the 400-series that we designed, significant improvement in flat-rated engineered and built,” says Howell, thrust results in exceptional hot/high, And the Winner is adding that “only aircraft that meet climb and cruise performance. We are certainly not going to tell Beechcraft factory standards are Advanced materials are used crown a winner in this competition as, upgraded.” throughout, including a composite in our opinion, both aircraft have their OPTION The Rockwell Collins Pro Line 21 inlet case to reduce engine weight. A own advantages in both price and per- The 400XPR avionics system upgrade is certified dual channel, Full Authority Digital formance. As mentioned above, the upgrade features andthefirstcustomeraircrafthas Engine Control (FADEC) system pro- Nextant 400XTi is sold at US$4.95 mil- an optional been delivered from Hawker vides optimal power setting and lion (the airframe is included in the modernized flight Beechcraft Services in Atlanta. The reduces pilot workload while provid- price), while the Beechcraft upgrade deck with Williams International FJ44-4A-32 ing trend monitoring, time-limited dis- program into a 400XPR for the owner Rockwell Collins engine certification and Hawker patch, diagnostics and engine synchro- of a Hawker 400XP amounts to approx- Pro Line 21 winglet certification are on track for nization. “The FJ44-4A engines enable imately US$2.7 million, depending avionics. completion in the third quarter of this the Hawker 400XPR to climb directly upon the options required by the cus- (Right Page) year, with Hawker 400XPR deliveries to FL450 in only 19 minutes at max tomer.

54 - BART: SEP - OCT - 2013 SPECIFICATIONS COMPARISON Beechjet 400A Nextant Hawker Hawker400XP400XTi 400XPR Engines Manufacturer 2 P&WC 2 Williams 2 Williams Model JT15D-5R FJ44-3AP FJ44-4A-32 Output (per engine)2,965 lb. 3,050 lb. 3,200 lb. Flat Rating ISA+12°C ISA+7°C ISA+17°C Output (both engines)5,930 lb. 6,100 lb. 6,400 lb. Inspection Interval3,600 t 4,000 c 5,000 c

Takeoff Field Performance (optimum flap setting) Sea Level, ISA 3,906 ft. 3,821 ft. ¹ 3,840 ft. 5,000 ft. above Sea Level, 25°C 6,311 ft. 6,115 ft ¹ 5,170 ft.

Landing Distance @Maxgrosslanding weights (ft.) 3,514 ft. 3,514 ft. 3,400 ft. Vref (knots) 118 kt 118 kt 118 kt

Climb Performance (Max Takeoff Weight) Considering the prices of “retro- tributes to better performance. Time to Climb / Altitude fittable” second-hand 400-series, this However, Nextant 400XTi’s smaller FL370 19 min 16 min 11 min means there is little difference engine size and weight enables to it between the two offers, unless one to carry about 200 lb. more weight Ceilings can find a bargain on the second- over shorter ranges at sea level ISA Certified (ft.) 45,000 ft. 45,000 ft. 45,000 ft. hand market from, for example, a conditions, although this “light All Engine company hit by the recession and weight “ability is lost at higher depar- Service (ft.) 43,450 ft. 43,100 ft. 45,000 ft. thus obliged to sell their aircraft. At ture temperatures and altitudes. Engine-out the time of writing, a 1999 Hawker In terms of maximum range perfor- Service (ft.) 20,600 ft. 26,650 ft. 31,000 ft. 400A with 6,203 hours TT was selling mance, the Nextant 400XT boasts a for US$1.3 million. At the same time, slight advantage, but it has a slower Cruise Performance J. Messinger Corporate Sales offered average speed and a higher fuel con- a 1996 400A with a TT of 3,961 hours sumption. With four passengers, its Limits at US$1.4 million, and other brokers maximum range (departure at sea MMO 0,78 Mach 0,78 Mach 0,78 Mach were selling several aircraft from level, ISA conditions, NBAA IFR Trans. Alt. FL/ VMO anywhere between US$1.5 million reserves, LRC) reaches 1,970 nm FL 263 320 320 320 and US$1.9 million. against 1,950 nm for the 400XPR. In other words, a future operator However trip fuel consumption goes High Speed Cruise will have a choice to make. It will cer- in the favor of the Beech aircraft: Speed 447 kt / 447 kt / 447 kt / tainly be easier for owners of existing 3,861 lb against 4,152 lb. And in this 514 mph 514 mph 514 mph 400A to revert to Beechcraft, as the case, the average speed of the Fuel Flow 1,255 lb./hr. 968 lb./hr. 913 lb./hr. technical advancements initially Nextant aircraft is 402 kts against 415 Altitude FL 390 FL 430 FL 450 taken by Nextant over Beechcraft kts for the Beech aircraft. when it developed the first version of As one can see from these figures, Long Range Cruise its 400 series re-engined with it is obvious that both aircraft have Speed 414 kt / 422 kt / 425 kt / Williams engines, has now been their pros and cons. As far as we are caught up by the Wichita manufac- concerned, we must admit that such 476 mph 406 mph² 489 mph turer. On the other hand, if a compa- a competition has a positive aspect Fuel Flow 938 lb./hr. 760 lb./hr. 761 lb./hr. ny has no retrofittable aircraft and for customers who are offered a Altitude FL 430 FL 430 FL 450 does not want to bother looking for sound alternative. In other words, ¹ Nextant 400XT BFL data from Business & an old Hawker 400A and handing it customers can choose the aircraft Commercial Aviation magazine, January 2012 to Beechcraft for modification, the that best suits their needs in terms of ² Nextant 400XT cannot reach FL 450 at test Nextant 400XTi on-the-shelf solution performance, sales price and operat- weight due to climb performance limitations is certainly a good one. ing costs. Note: Data for the Nextant 400XT has been esti- Of course, the choice by Beechcraft of the Williams FJ44-4A instead of mated using available engineering data for the the -3A selected by Nextant con- v FJ44-3AP engines.

BART: SEP - OCT - 2013 - 55 REPORT LABACE 2013 A SYMBOL OF GROWTH

By Paul Walsh than 200 of which are served by regular OEMs flights, so we need Business Aviation as In spite of infrastructure shortages, LABACE organizers often boast a matter of integration. Brazilian compa- OEMs were out in full-force at about their impressive visitor nies are becoming more international LABACE, taking advantage of the figures being a symbol of the and some are buying smaller firms in region’s ongoing buying activity. ongoing growth happening in Europe and the US, and more and more Cessna was exhibiting with TAM the Latin American Business they’re using Business Aviation to travel Aviação Executiva and presented a abroad. And in case anyone gets the mock-up of the Citation Latitude’s inte- Aviation market. The nearly wrong impression, Business Aviation in rior. “We have several exciting new 14,000 visitors streaming Brazil is a productivity tool, not a luxu- products out this year, including the through the doors of the 2013 ry.” revolutionary new Citation Sovereign, edition, definitely serves as But before we fall into the trap of high-performance Cessna TTx and evidence in support of this thinking that everything is rosy in Latin powerful Grand Caravan EX, all of assertion! America, Marson is quick to mention which we expect to be extremely pop- the region’s flagging infrastructure.“It’s ular with our Latin American cus- definitely a bottle neck,” he confirmed. tomers,” notes Kriya Shortt, Cessna lthough many of these visitors “We need more Business Aviation ter- senior vice president of sales. “Brazil, came with business in mind, minals at airports and we need clearer in particular, is an important country A some were there to soak up the rules on access to airports.” He specifi- for us – nearly half of all light and mid- aviation-fuelled atmosphere, which is cally notes that authorities fail to recog- size jets currently operating in the hardly a surprise in a country as proud nize the many significant differences country are Citations, and in the past of its aircraft heritage as Brazil. between Business Aviation and com- five years Cessna has continued to be “We have the world’s second largest mercial aviation. “Indeed, this is the most favored business jet import fleet, a host of aeronautical universities, ABAG’s job, to explain the particulari- for Brazilians,” continues Shortt. “We and one of the world’s top manufactur- ties of Business Aviation to the authori- look forward to delivering many of our ers,” says Eduardo Marson, chairman ties, but it’s a slow and often painful new products to customers here.” MOTIVATION of Brazil’s general aviation association process,” he says. Cessna currently manufactures eight Many visitors AGAG. “In short, the country has a spe- Marson added that authorities find it Citation business jet models, with two came with cial relationship with aviation. ” Marson hard to process registrations and pilot additional products in development – business in adds that the enthusiasm sometimes licenses because of the sheer volumes the Citation Latitude, due in 2015, and mind, some extends to politicians who are generally involved. “The point is that general avia- the Citation Longitude, due in 2017. others to soak supportive of Brazilian Business tion has grown continuously since 2001; The Citation M2 can fly six passengers up the aviation Aviation growth, even if they misunder- now it’s growing at about 6.7% and the non-stop from São Paulo to Buenos fuelled stand the segment: “Brazil is a huge previous year was 6.1% and the regula- Aires, while the Citation X can connect atmosphere. country with 6000 municipalities, less tors are struggling to keep up.” up to eight passengers from Rio de

56 - BART: SEP - OCT - 2013 Janeiro, Brazil to any point on the a Falcon located anywhere in South South American continent, travelling at America, along with the parts and speeds of up to Mach 0.935 (1,224 km tools necessary to get the aircraft fly- per hour). When launched, the super- ing again with minimal delay. Dassault mid size Citation Longitude is expected Falcon Jet houses over $3 million (US) to have the non-stop range to connect worth of high usage parts in Sao Brasília, Brazil to Washington, D.C., or Paulo. Cape Town, South Africa. That being said, although Dasssault Meanwhile, Dassault noted that remains the established player in Brazil continues to be a strong market, Brazil, Gulfstream is quickly catching and the French manufacturer expects up, thanks to growing demand for its to deliver another five Falcons in 2013. large-cabin, long-range G650. We’re Boasting a 60% market share of pleased to showcase the G650 at Brazil’s large cabin business jet mar- LABACE for the first time,” says Scott ket, Dassault continues to be an indus- Neal, senior vice president, Sales and try leader in Brazil.“Over the past cou- Marketing, Gulfstream (pictured). ple of years Brazil has been at the cen- “Over the past several years, we’ve ter of the world stage, positioning made a significant investment in the itself as a dynamic country with a very Latin American region, including healthy and diversified economy,” establishing a dedicated service center says John Rosanvallon, President and in Sorocaba. We’re committed to pro- CEO of Dassault Falcon Jet. “Our com- viding our operators with the best sup- mitment to Brazil has steadily pro- port and resources possible.” gressed since we sold our first new airplane there over 30 years ago.” Most recently, the G650 received On the customer service side, approval from the Federal Aviation Dassault noted that their Sorocaba Administration to take off and land at Service Center is authorized to per- airports at altitudes up to 15,000 feet form line maintenance and airframe (4,572 m). The testing required for the inspections on all Falcon models certification was conducted last May MARKET except the Falcon 20 and Falcon 100. in La Paz, Bolivia. Previously cleared Dassault In addition, the facility is qualified to for landing at airports at or below remains the provide engine maintenance on the 10,000 feet (3,048 m), the aircraft is established CFE-738 and Honeywell TFE731 now certified to operate into the high- player in Brazil series, as well as Pratt & Whitney est airports in the world, including El (top). Quickly Canada PW307A and PW308C models. Alto International Airport in Bolivia catching up, Specialized non-destructive testing (13,310 feet/4,057 m), Inca Manco Gulfstream (NDT) services, such as Penetrant Cápac International Airport in Peru showcased its and Eddy Current testing, can also be (12,552 feet/3,826 m), Alejandro long-range G650 performed. A full service battery shop Velasco Astete International Airport in (center). Brazil is available to repair, replace or charge Peru (10,860 feet/3,310 m), and is an important main and emergency batteries on Nagqu Dagring Airport in Tibet, country for Falcon and other aircraft models. which will be the world’s highest air- Cessna (Citation Sorocaba has an AOG ‘GoTeam’ that port at 14,554 feet (4,436 m) when it is Sovereign top can provide rapid mobile response for completed in 2014. right).

BART: SEP - OCT - 2013 - 57 REPORT

Even with the spotlight clearly on the G650, it is worth mentioning the G280, which was also on display. From São Paulo, the G280 can reach all of South America without refueling and can eas- ily reach the US and Europe with one stop. Since entering service in late 2012, the G280 has clocked up more than 30 city-pair speed records – the latest occurring en route to LABACE when it traveled the 2,900 nm (5,371 km) between San Juan, Puerto Rico and Foz do Iguaçu, Brazil at an aver- age speed of Mach 0.81 for a flight time of 6 hours and 28 minutes.

Earlier this summer, the US Federal sees two Field Service Aviation Administration certified the Representatives. The RSO is comple- Enhanced Vision System (EVS) II and mented by two Customer Support Head-Up Display (HUD) II for the Account Managers (CSAM), a parts G280. The systems allow pilots to see depot and Authorized Service terrain, runways, taxiways and possi- Facilities (ASF) for the region. ble obstructions in low-visibility condi- Demonstrating the potential for all tions. With EVS II and HUD II, the market segments in Brazil, G280 can land in weather conditions Beechcraft featured four products that would be prohibitive for from its line of commercial piston and unequipped aircraft. turboprop aircraft, along with a special Not to be outdone, Bombardier pre- mission King Air 350ER. Beechcraft sented a Learjet 45 XR, a Challenger King Airs represent 56 percent of the 300, a Challenger 605 and a Global Latin American business turboprop 6000 aircraft on the static display. market, which has increased to nearly “We’re delighted to once again attend 1,800 aircraft according to recent LABACE in full force with an impres- JetNet data. Deliveries of King Airs sive product line-up,” says Fabio throughout Latin America have Rebello, Regional Vice President, increased 37 percent during the past Sales, Latin America (pictured), five years compared to 2003-2007. Bombardier Business Aircraft. “This “We’ve now topped 1,000 King Airs past year has been very exciting for us registered across Latin America, with at Bombardier and we look forward to the largest concentrations in Brazil, sharing news on our newly launched Venezuela and Mexico,” says Keith products, such as the Learjet 70, Nadolski, president, Beechcraft Learjet 75 and Challenger 350 jets with Americas. “With 420 King Airs in our current and prospective customers Brazil, we have more than 70 percent in the region.” of the business turboprop market Bombardier forecasts that the Latin share in what continues to be one of American market will account for our largest growth areas outside the some 2,300 business aircraft deliveries United States. LABACE gives us a over the period of 2013-2032, which is great opportunity to visit with our broken down into 1,000 deliveries growing Latin American customer DISPLAY between 2013 and 2022, and 1,300 base while offering a stage to show- Challenger 300 deliveries between 2023 and 2032. It is case the durability, reliability and effi- and 605 (center) forecasted that the fleet of 1,675 busi- ciency of our products to new cus- among the ness jets at the end of 2012 will tomers.” models increase to 3,085 aircraft by the end of In encouraging news, Beechcraft showcased by 2032, equivalent to a compound annual recently announced that its second Bombardier. growth rate (CAGR) of three percent. quarter 2013 worldwide deliveries Beechcraft King On the customer service side, were up 75 percent compared to the Air 350 ER Bombardier boasts a Regional Support second quarter of 2012. The company Special mission Office (RSO) in São Paulo, which is delivered 56 Beechcraft commercial (top). staffed by an RSO Manager who over- and military units versus 32 in the sec-

58 - BART: SEP - OCT - 2013 ond quarter of 2012. For the first half of 2013, the company delivered 115 Beechcraft airplanes as compared to 69 in the first half of 2012, an increase of 66 percent. Also in the turboprop space, Pilatus had a PC-12 on display, although the aircraft on everyone’s lips was the PC- 24, which will have significant poten- tial in the Latin American market. In addition, Pilatus is also expanding its customer support in the region and just before the show appointed Aeroservicio S.A. in Santiago, Chile to its roster of service facilities. “The exceptional commitment to high quali- ty service displayed by Aeroservicio makes it a welcome addition to Pilatus’ group of service centers,” explains Pete Wolak, Vice President of towards the Latin American market. Customer Service for Pilatus Business He adds that there are 1,685 entry Aircraft. “Nearly 50 years of dedicated level jets in Latin America, valued at service in the region illustrates the around $4.86 billion. “Our research success of Aeroservicio’s customer- reveals that the market is enjoying focused business model and excites us long-term growth, but at the same for an interconnected future.” time many owners are looking to sell In its 47-year history, Aeroservicio their existing aircraft and buy new S.A. has established itself as a highly ones that are more fuel efficient and qualified leader in the Chilean offer better value for money,” he says. Business Aviation industry, committed “We expect our unique value proposi- to completing maintenance in a man- tion to be very popular in this value ner held to the highest standards. The driven environment.” Heublein also company’s Pilatus service facility is notes there is a real need for quick located at Aeródromo Eulogio and efficient links between Latin Sánchez (Tobalaba / SCTB). American cities that airlines and Nextant was also present and, other modes of transportation cannot according to Jay Heublein, Executive adequately serve: “This demand is Vice President, Global Sales and accelerated by strong growth in cor- Marketing (pictured), the company is porate and private wealth as well as devoting significant resources strong regional trade links. Latin America has always utilized business aircraft for efficient business travel and we see this trend continuing.” As to whether the 400XTi is a good fit for the Latin American market, Heublein points out that it has the range to go from Mexico City to Montreal or from Buenos Aires to Lima, with the additional benefits of excellent reliability and rapid access to parts through the company’s global partnership with API. Additionally, superior hot and high performance means the aircraft is dispatch ready DEMAND even in the summer heat.” Pilatus was Finally, home favorite Embraer drumming up revealed new features for the demand for the Phenom 100 at the show, including PC-12 (top), multi-function spoilers, 11 new interi- while Embraer or collections and such new options revealed new as a refreshment center, stowage features for the space and premium seats. “The new Phenom 100 block-point changes are exciting and (bottom left).

BART: SEP - OCT - 2013 - 59 REPORT LABACE 2013

reflect how we listen and respond to Phenom Airframe Program provides vice center in Jacarei (near Sao customers,” says Ernest Edwards, owners and operators with a pre- Paulo),” says Raj Rawana, Director of President, Embraer Executive Jets dictable maintenance budget and Marketing and Communications. (pictured). “The Phenom 100 is peace of mind. The cost-per-flight- “This 2700 m2 service center will pro- already the fastest and roomiest in hour service is backed by 24/7 vide support for our local customers the entry-level class, and these access to the largest independent, for engine and helicopter mainte- changes make it more efficient and highly experienced technical and nance.” luxurious to meet the increasingly client services teams, located around At LABACE, Vector Aerospace discerning needs of owner-operators, the world. signed a service agreement with corporate flight departments and “We have been providing engine TAM EXECUTIVA, based in Sao leading fractional providers who have coverage for a significant number of Paulo, Brazil, to perform engine received this aircraft so well.” Phenom owners and operators over repair, hot section inspections (HSI), The multi-function spoiler offers the last several years and it is with testing, modification, overhaul ser- two new functionalities, acting as a great pleasure that we now offer vices, and parts distribution on PT6A ground spoiler and speed brake. It Phenom owners Airframe coverage and JT15D Series Aircraft Gas not only increases drag and lift as JSSI is synonymous with Tip-To- Turbine Engines, along with engine dump, but can be used for speed Tail coverage,” says Kevin Thomas, repair, Major Periodic Inspection reduction and sink-rate increase on Vice President, Strategic Planning & (MPI), testing, modification, Core the approach phase. The 11 new Business Development for JSSI. “We Zone Inspection (CZI) services, on interior collections refresh both are committed to providing our cus- TFE 731 Series Aircraft Gas Turbine cabin looks and comfort and feature tomer base with an unparalleled ser- Engines. such new color choices and materials vice experience and will continue to “This Service Agreement is impor- as wood veneer. The optional premi- work diligently to develop the most tant for Vector Aerospace and SECA, um seat features additional capabili- innovative engine, airframe and APU as it is an excellent opportunity for us ties, such as swivel, lateral and for- programs on the market.” to present our wide range of fixed- ward movement. One company with plenty of expo- wing and helicopter MRO services Established MRO Players On the sure in the Latin America is Vector within the Latin American market,” maintenance support side, JSSI Aerospace, which has a long history says Jeff Poirier, president of Vector MRO launched its Embraer Phenom 100 providing MRO services, rotary and Aerospace Engine Services – Vector Aerospace and 300 Airframe Programs, which fixed wing, throughout the continent. Atlantic. “Our knowledgeable team signed an enhance the existing manufacturer “We continue to provide superior of sales and customer service special- agreement with warranties and provide comprehen- MRO solutions for many of the lead- ists look forward to closely working TAM EXECUTIVA sive coverage for airframe mainte- ing OEM’s - such as Pratt & Whitney with TAM EXECUTIVA to provide at the show for a nance costs. Covering virtually every Canada, Turbomeca, Rolls Royce, superior service and support their range of repair, part, component, assembly and sys- GE, Honeywell, Eurocopter and specific repair, overhaul and fleet overhaul and fleet tem of the airframe, including all Eurocopter and, in the coming maintenance requirements.” maintenance parts and labor for scheduled and months, we will establish our first services. unscheduled maintenance, the Latin American subsidiary and ser- v

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By LeRoy Cook

taring at the leaden sky, I could- GOING UP WHEN THE n’t judge the ceiling—indefinite S would probably the applicable term. Visibility was barely sufficient to WEATHER’S DOWN see the end of the runway; call it a half- mile, perhaps. Should I launch, or wait for an improvement? risks involved. Other factors, beyond execute if something unexpected aris- Most of the time, we’re concerned one’s ability to keep the airplane with- es during a takeoff made with minimal with landing weather, when the neces- in the confines of the runway long references. sity to bring the aircraft safely to enough to reach liftoff speed, need to Is it better to launch in low weather earth, somewhere, is absolute and be mixed into the departure decision at night or during daytime? Most us inviolate. Takeoffs, as the saying goes, process. prefer the warm glow of daytime to are optional; landings are mandatory. stark blackness, probably for reasons However, we often feel a certain What IF? of primordial instinct, diurnal crea- urgency to get underway, considering For instance, how does one handle tures that we are. However, the run- the takeoff a matter of course and an instrument failure, undetected until way lighting may be glaring during leading us to disregard the departure rotation, or gauge acceleration rate, darkness, but much softer in muted weather. As long as we can see the without adequate visual cues? Making daylight. In either case, lights are centerline, we should be able to a commitment to fly as soon as the often the only visible references in the depart—right? throttles are pushed up is a heavy bet. takeoff environment. When the RVR is There are reasons to consider takeoff If the takeoff is made under zero-zero down, those centerline lights are a life- weather as urgently as landing mini- conditions, or nearly so, there aren’t a line. ma. While it may be legal, in some lot of options. Well-briefed crew coor- How low should we go, when assess- operations, to depart without regard to dination helps, with the PNF calling ing our ability to make a takeoff? the reported conditions at the depar- out and monitoring while the PF is riv- Commercial operations usually dictate ture airport, it may not be smart. I eted to the task. However, an abnor- at least a quarter-mile of visibility, have taught pilots to perform com- mality is more difficult to cope with which is little enough to ask, and often pletely-blinded ITOs (instrument take- when you can’t see much of anything. special conditions add an extra margin BLURRED offs) if the student’s performance and Operating single-pilot in these situa- at certain airports. Coming upon a The visibility was runway width were adequate, but only tions should definitely be cause to wait wandering animal or piece of debris in barely sufficient as a confidence-building maneuver. It for some improvement. Without back- the middle of the runway during the toseetheendof is, I stressed, something to be used up, there’s little chance for the sole takeoff run, as it looms out of the fog the runway. with great discretion, considering the crew member to assess, decide and 1,200 feet ahead, hardly gives time for

62 - BART: SEP - OCT - 2013 more than a duck and feint. Seeing the burned your bridges, then need to complete runway, from end to end, get back across the stream, where gives confidence in one’s ability to will you make the crossing? negotiate a takeoff. Nevertheless, all of The sadly-missed drama of a Space us have had to depart with less visibili- Shuttle launch from Florida was ty than that, presumably with full replete with contingency planning. regard as to risk assessment. An engine failure early on required a The likelihood of a hazard on the looping return to the Cape (RTLS, or runway being somewhat remote, it is Return To Launch Site), a later loss probably more important to consider of climb thrust targeted a runway the after-liftoff scenario. Some fields across the Atlantic (TAL, or Trans are so hemmed in by nearby obstruc- Atlantic Landing), and an anomaly tions that either a very steep climb even further downrange gave the gradient is needed to clear them, or option of a single orbit to land back visual conditions must prevail during in the U.S (AOA, or Abort Once climb until the need to weave around Around). Once orbital velocity was the hazards no longer exists. Each achieved, further assessments need- departure direction presents its own ed to be made to assure that the vehi- need for assessment, both on charted cle was “go” for the planned mission, reference and with your knowledge since the stress and strain of being gleaned from familiarity and local blasted out of the atmosphere to sources. Bear in mind that a decision 17,500 mph could have taken its toll to depart with a tailwind component, on the orbiter. We need to follow this however slight, biases climb gradient line of thinking when we depart into markedly, in a negative direction. much lower heights.

Negative Return What’s The Hurry? If landing minimums do not exist at A departure in very low weather is the departure field, making the takeoff not something to be rushed into, or ured, pumps and ignition double- a one-way trip, further risk manage- even handled at the pace of a routine checked, avionics set for minimal dis- ment must be done. Since we’re not takeoff. Extra care should be taken traction. coming back, it’s necessary to play the with checklists and briefings; the An abnormality very early in the what-if game to an even-greater pilot not flying has a definite role in takeoff run is grounds for aborting, degree. I would want a comfortable, monitoring, making callouts and butasspeednearsV1,considerthat well-staffed airport nearby, hopefully watching outside. Give the instru- you’re going to fly unless there’s a inthesamegeneralarea,offeringade- ments ample time to stabilize, serious inability to get off the ground. quate landing weather. whether they are the old iron gyros Better to take your chances trou- The concept of designating a take- or AHRS platforms. There have been bleshooting in the air, at a safe altitude off alternate when the departure air- some spectacular accidents from between layers, instead of fumbling port’s weather is below landing mini- pilots following spinning gyro instru- around on the runway. mums is familiar to airline crews and ments that weren’t fully erect, trying The pilot flying should be on the dispatchers. An available alternate to depart when the clouds were right gauges from brakes release; peripher- must be within reach, within no more down on the deck. al cues like the centerline or lights can than 60 minutes at single-engine The lineup needs to be deliberately back up the heading reference, but cruise for twins (120 minutes for paused, making sure the heading holding that alignment is primary. three or four-engines), or the flight you’re going to track during the roll There should be no S-turning or wob- does not go. My comfort level agrees will keep you on the centerline. But, bling; take care to get to liftoff on the with this plan, even without paying have you thought about the wind? A centerline, smoothly transitioning to a passengers, and I’d prefer to have a crosswind is going to set up drift as wings-level pitch attitude that means quick-landing alternative much clos- the takeoff run progresses, and unless you’re going flying. Once airborne in er than an hour away. you factor in control to offset it, the the clag, climb on the assigned head- It’s not the idea of an engine failure limited visibility may keep you from ing and minimize movements until that concerns me as much as unfore- catching the deviation. In low-viz, you’re well clear of anything you can seen challenges; unexpected ice may acceleration may give you false feel- hit. build during climbout, or ice protec- ings of movement; stay alert. I’m as guilty as anyone about giving tion may fail to activate. Because you’re already in the weath- the takeoff, in a familiar airplane at a Pressurization may not be holding, er, sitting on the ground, there won’t familiar runway, very little thought. the landing gear might not want to be a lot of time to think about switch- When the weather’s down, though, we FOCUS retract, an unusual noise or smell es, controls and radios after liftoff; need to raise our risk awareness The pilot flying might present itself—there are any make very sure you’re really ready threshold much higher. Insist on hav- should be on the number of reasons one might need a when you push up the power. Ice pro- ing a comfort factor. gauges from quick return-for-landing. If you’ve tection needs to be on, lights config- v break release.

BART: SEP - OCT - 2013 - 63 MAINTENANCE

MATTERS RUSSIA By Bernard Fitzsimons RUSSIAN EVOLUTION The business jet fleet in Russia and the Confederation of Independent States just keeps growing, and with it the demand for maintenance support.

conomic growth may have slowed in Russia, but energy exports E remain lucrative and Moscow is home to more billionaires than any other city on Earth. The country’s eco- nomic growth in the long term may depend on government investment in the modernization and diversification of manufacturing industry, but Bombardier predicts that a business jet fleet that grew from 100 aircraft in 2004 to four times that number just seven years later will add more than 500 new aircraft in the current decade and more than 1,000 in the 2020s to reach 1,800 by 2031.

One reason is that the majority of business jets in Russia are registered in Aruba, Bermuda or other jurisdic- tions: “Many global industry players are still quite skeptical about the local aviation authorities’ capabilities to ensure proper supervision of aircraft technical maintenance.” Furthermore, Saluga says, the mar- ket still lacks EASA-certified providers capable of offering a com- prehensive package of MRO ser- vices, including base maintenance and express spare parts logistics. When it comes to spares, in fact, “the number of serious issues to over- come is astonishing,” he says. “Due to current customs rules, importing aircraft spare parts to the Russian Federation can take as long as an entire week.” There are certain exceptions in an AOG situation, but Located just over 400 nm west of there will be continuous growth in the they are mostly applied only in the Moscow in the Lithuanian capital of demand for MRO support. But local case of AOC holders. Vilnius, FL Technics Jets, the aftermarket support for Business MRO Business Aviation subsidiary of Avia Aviation is still at an early stage of Spares on Site Located in Solutions Group, has made Russia a development. In Moscow, meanwhile, Vitaly Vilnius, principal sales target for its MRO ser- “One of the main issues,” says Aleksikov, general manager of Jet FL Technics Jets vices. According to CEO Darius Saluga, “is the fact that for a number Aviation Vnukovo, says his customers has Russia as Saluga, around 300 business jets are of reasons many local owners and will be pleased at the addition of principal target currently being operated in Russia. operators prefer to maintain their jets stocks of OEM spares to its facility at for its MRO Given the forecast growth of the fleet outside Russia, rather than within its the airport. By July the operation had sevices. over the next 20 years he predicts borders.” taken delivery of a two-part consign-

64 - BART: SEP - OCT - 2013 ment stock of Embraer spares, Falcon Support As a global provider of integrated air- adding to an existing consignment One factor favoring providers located craft maintenance, repair and overhaul from Bombardier, and it expected to away from the Moscow airports is that solutions for business aviation, Saluga add another from Gulfstream by of labor costs, says Darius Saluga: says FL Technics Jets holds an EASA September. A small number of “The overwhelming majority of Part 145 certificate and has all relevant Gulfstream spares that had been Russian business jets, along with the approvals from the Federal Air Transportation Agency of the Russian Federation as well as the Aruba, Bermuda and Cayman Islands authori- ties, allowing the company to support all potential business aviation aircraft in Russia. Along with line and base mainte- nance, the company offers cabin refur- bishment, engine management; express spare parts delivery and air- craft conversion, plus aviation oils and fluids supply and other services. FL Technics Jets is the first Hawker Beechcraft ASC for serving warranted Hawker 125 series aircraft in Eastern Europe. The company is also one of only a few European MRO centers that provide maintenance services for Hawker BAe-125 series NLG/MLG aircraft wheels and brakes. It plans to extend its capabilities to cover the Bombardier Challenger 850 and CRJ 100/200 in the second half of this year. housed in a bonded warehouse at the main local MRO providers, are located airport have been returned unused, in Moscow. Due to the exceptionally he says: “We now want to have much high cost of living in the Russian capi- more dedicated stock which will satis- tal, labor costs for MRO services are fy the requirements of our cus- as high as those in Western Europe.” tomers.” Just a couple of hours’ flying time When it comes to importing new from Moscow, he says, the situation parts, he says, the situation has not changes significantly. MRO labor eased appreciably. It usually takes four rates in Eastern Europe and the or five days, though there has been Baltics are 30-40 per cent lower. And some refinement of the process and being located within the European Bombardier spares now take less than Union, eastern European providers four days and there are moves to halve such as FL Technics Jets are capable that period: “We are dealing now with of ensuring prompt and cost-effective one local company which has parts supply for any maintenance promised to deliver the spare parts in works, which can significantly reduce two days.” the final bill for aircraft owners. The Vnukovo facility is a line main- Another distinctive feature of the SCOPE tenance and AOG facility for the Russian fleet is its age. Unlike, American Jet Aviation Bombardier Learjet 60, Challenger owners and operators, for example, Vnukovo is a line 604, 605 and 850, Global Express Saluga says Russians prefer to acquire maintenance 5000 and a new addition in the form brand new aircraft rather than pre-used and AOG facility of the Global Express 6000. It is a ones. This maintains the relatively low Bombardier has been expanding the for Bombardier warranty line service facility for all overall age of the Russian business avia- scope of its support in Russia itself. aircraft, a but the newest Gulfstreams and an tion fleet — the majority of aircraft are Last year Tulpar Technic in Kazan, warranty line authorized service center for the seven years old or less. That is likely to capital of the Republic of Tatarstan service for Embraer Legacy. It also services the change, however: “We estimate that in and 400 nm to the east of Moscow, Gulfstreams and Hawker 700, 800 and 850XP. It had just a few years’ time the number of pre- became an authorized service facility an authorized been intended to add a rating for the used aircraft in Russia will almost double (ASF) for the Challenger 850, along service center Dassault Falcon, but that plan is now to as many as 300 jets, eventually trigger- with the CRJ100 and CRJ200 regional for Embaer on hold for the time being. Fourteen ing a higher demand for such MRO jets, in Russia and the CIS. April this Legacy. of the 26 staff are certifying engi- works as heavy maintenance, landing year saw the company become a line Darius Saluga neers. gear and overhaul.” maintenance facility (LMF) for both (right)

BART: SEP - OCT - 2013 - 65 MAINTENANCE

MATTERS RUSSIA

the Challenger 850 and Challenger The manufacturer says it has experi- of the aircraft we look for anti-icing 300. As part of the agreement, Tulpar enced significant growth in Russia and and de-icing fluids on the aircraft Technic will also work to expand it the CIS over the past six years: in parts, and if we find them we remove LMF authorization to include the 2007, the regional fleet totaled eight them and clean them,” he says. Challenger 605 and the Global family. aircraft, but by the end of 2012 it had The inspection typically takes two “We have been working closely with grown to several times over to reach a or three hours, with another couple Tulpar Technic in recent months as total of 64. of hours for the cleaning, depending they gain experience on our products on the findings: “It is recommended and build a strong knowledge base,” Winter Operations to do these inspections once a comments Eric Martel, Bombardier Operating aircraft during the long, month, but sometimes customers ask Aerospace president, customer ser- cold Russian winter presents a chal- us to do them more often.” The num- vices and specialized and amphibious lenge to operators, but Gulfstream ber of aircraft at Vnukovo makes Aircraft. “Our Challenger 300 and has published separate Cold Weather these inspections a near-daily occur- Challenger 850 business aircraft oper- Operations Manuals for its mid-cabin rence. ators based in or flying into Russia and and large-cabin aircraft. Available to Lubrication is normally carried out the CIS will now have greater access operators on the company’s customer every 250 flying hours, but in winter to superior maintenance and aircraft- website, myGulfstream.com, they the recommended intervals are on-ground services.” offer information on preflight plan- reduced, Aleksikov says: “It is recom- mended to reduce the number of hours to avoid issues with the flaps, slats and landing gear.” Because of the low temperatures Jet also recom- mends that customers remove the batteries from the aircraft and keep them in a warm environment: “This is another of the measures to avoid delays during winter operations.” For operations to Siberia, where the conditions are even more extreme, customer sometimes ask for an engi- neer to accompany the flight. Their main task, says Aleksikov, is to keep the auxiliary power unit running. “If you switch off the APU the aircraft will be totally frozen and you will not be able to start it again,” he explains. Customers may want the water drained to keep it from freezing in Gulfstream Guidance ning to post-flight operation of the pipes, “but usually it’s just to Gulfstream says the most recent Gulfstream aircraft in cold and keep the APU on and keep the air- addition to its list of customer extreme weather, where snow, ice craft heated.” In one case last winter resources in Russia and the CIS came and frost are forecast, imminent or an operator asked for an engineer to in May with the positioning of a present. They include general recom- go to Krasnoyarsk, 1,800 nm east of Gulfstream Field and Airborne mendations, a cold weather opera- Moscow, simply to sit in the aircraft Support Team (FAST) maintenance tions flowchart and de-icing proce- and keep the APU going: “When it’s engineer in Kiev, Ukraine. dures. minus 40 degrees it’s very dangerous Gulfstream has five other FAST Jet’s Aleksikov says standard cold to switch off the APU.” maintenance engineers based in vari- weather procedures include addition- Dealing with AOGs at remote air- ous parts of Europe. These engineers al inspections for deicing fluid ports is one of Jet Aviation Vnukovo’s can be dispatched by aircraft, train, car residues and more frequent lubrica- principal activities, Aleksikov adds. or van and are available 24 hours a tion. “Winter operations in Russia are Sometimes there can be as many as WINTER day, seven days a week, to respond to unique,” he says. “Because of the five or six AOG requests in a single Gulfstream has maintenance issues in the field. Each extremely low temperatures we have week. Usually engineers travel on published is type-rated on multiple Gulfstream a lot of cases of water system freez- commercial flights from one of the separate Cold aircraft models. All are EASA-licensed ing.” More frequent applications of Moscow airports, though occasional- Weather Ops mechanical and/or electrical engi- anti-icing and de-icing fluids means ly a customer aircraft is used to trans- Manuals for its neers, and have US Federal Aviation there is a risk of their collecting in port personnel, spares and tooling to mid and large Administration airframe and power- aircraft parts. “Usually when we are the site of the stricken aircraft. cabin aircraft. plant licenses. carrying out our weekly inspections v

66 - BART: SEP - OCT - 2013 8 SAFETY SENSE DOCUMENTATION MEL – A RISK MANAGEMENT TOOL

By Michael R. Grüninger and Capt. Carl C. Norgren of Great Circle Services AG (GCS)

egular readers of this column will recognize the following acci- Rdent from a previous Safety Sense article published in the Oct/Nov issue 2012 in which we ana- lyzed the aspect of poor checklist dis- cipline. In the following article we look at the role of the Minimum Equipment The faulty RAT probe heating was Purpose of the List (MEL) in this accident. not repaired. Investigators found that Minimum Equipment List On 20 August 2008 Spanair’s flight the aircraft was released to service The MEL, in this context, serves two JKK5022, a McDonnell Douglas MD- according to the Minimum purposes. The first purpose is to identi- 82 aircraft, accelerates down runway Equipment List entry for RAT probe fy those components or equipment 36L at Madrid-Barajas airport in day heating inoperative. No troubleshoot- which may be inoperative without ren- VMC. It struggles to get airborne and ing was performed to establish dering the aircraft un-airworthy. impacts terrain to the east of the run- whether the RAT probe was in itself Certifying Staff decide upon the air- way. The impact and subsequent fire defective, or whether the ground worthiness of an aircraft. Operations destroy the aircraft in a ball of fire and sensing relay controlling the RAT personnel, including pilots, are not qual- black smoke. 154 of the 172 occupants probe heating was defective. This is a ified to make decisions on airworthi- are killed with the remainder are seri- critical point as the ground sensing ness, unless they are based on a ously injured. relay also controls the TOWS. Minimum Equipment List. The aircraft commander is pilot fly- During the investigation it proved A Minimum Equipment List (MEL) is ing and the crew unintentionally impossible to establish reliably what a precise listing of instruments, equip- attempts to take off without the caused the TOWS to malfunction. ment and procedures that allows an flaps/slats set for take-off. Four sec- However, it was found that there had individual aircraft to be operated under onds after becoming airborne over the been many previous instances in the specific conditions with inoperative runway, the stick shaker activates and worldwide MD-80 fleet where inoper- components or equipment. As such it is both pitch and roll control are lost as ative TOWS had been linked to faults an important decision-making tool to the aircraft stalls. The crew does not with RAT probe heating. This associ- determine the airworthiness of an air- recognize the incorrect configuration ation was attributed to the ground craft. of the aircraft and 14 seconds later the sensing relay which controls both The airworthiness of an aircraft is aircraft impacts terrain at a position the RAT probe heating (which is based on the assumption that all compo- some 60 meters from the runway cen- only active when airborne) and the nents and navigation and communica- terline. It breaks up and an intense fire TOWS (which is only active on tion equipment are operative and ser- ensues. ground). viceable for the intended flight. The air- During the investigation carried out The MEL did not contain mainte- craft manufacturer and operators risk by the Spanish Accident Investigation nance and operating procedures assess the need for the installation of Board (CIAIAC) investigators are puz- requiring the verification of the prop- redundant systems. Were more than zled by the fact that the take-off warn- er operation of the TOWS as part of the required components or systems ing system (TOWS) had not activated releasing the aircraft to service with are installed an aircraft remains airwor- during the take off roll to warn the an inoperative RAT probe heater. thy even when some of the supernu- crew of the incorrect aircraft configu- The accident investigators recom- merary components are unserviceable. ration. mend in their final report on this In addition, not all components or Prior to the accident the aircraft had accident that EASA issue an interpre- equipment are required for all flights, taxied out for departure but had tation regarding the need to identify depending on the operating and envi- returned due to a fault of the Ram Air the source of a malfunction prior to ronmental conditions. A flight in bright OVERLOOK Temperature (RAT) probe heating. using an MEL. The CIAIAC also rec- daylight does not require the use of cer- Inadvertently, The heating of the RAT probe is con- ommend that the MMEL for the MD- tain lights for example. Conditions such the crew trolled by a ground sensing relay and 80 family should be modified to as day and night, VMC and IMC, air- attempted to normally only operates when the air- include maintenance (M) and operat- space classification, operation with or take off without craft is airborne. On the accident air- ing (O) procedures for dispatch with without passengers determine the need the flaps/slats craft it had been heating on the RAT probe heating inoperative to for systems required for an aircraft to set for takeoff. ground during taxiing. check that the TOWS is operative. be deemed airworthy.

68 - BART: SEP - OCT - 2013 MEL as the Link between SAFA Airworthiness and Operations European SAFA inspectors review The MEL reflects the technical sys- the MEL status of aircraft as part of tems installed in the aircraft, the their inspection program. While a applicable regulation in the State of MEL must be prepared and carried on Registry and the operational environ- all commercial flights, for private oper- ment. ations not all states require a MEL. A The type certificate determines the large part of the Business Aviation basic rules according to which the air- community today operates in regulato- craft was initially certified airworthy. ry environments either without a MEL Depending on the systems installed, or with the non-tailored MMEL. With any redundancy can be taken into the new EASA Part-NCC regulations a account to maintain the airworthiness MEL will become mandatory for all even after a component or system fail- operations with complex motor-pow- ure. The technical characteristics of ered aircraft. each aircraft model are taken into account by the manufacturer when Increasing Complexity – establishing the Master Minimum Reducing Clarity Equipment List (MMEL). The MMEL As electronic aircraft systems does not take into account the regula- become ever more complex and more tions of the State of Registry as well as inter-linked, understanding failures the specific operating environment of within such systems becomes ever the aircraft. more demanding. A single point of fail- The applicable regulation of the State ure can have multiple consequences. of Registry, the specific aircraft config- Similarly, a single symptom can be uration including optional equipment caused by multiple failures. This Mindfulness – and supplemental equipment installed increased level of complexity of air- The Last Line of Defense in an individual aircraft and the specif- craft systems makes it more demand- Expert technical writers will cus- ic operating environment has to be ing to identify the correct cause of a tomize a MEL by taking into account taken into account when tailoring the failure and to decide on the correct the MMEL, the operational environ- MEL. The importance of the MEL is MEL item to apply. ment and safety management inputs in recognized by aviation authorities who In the case of flight JKK5022 the exact order to make it a valuable tool for generally require their operators to cause of the observed failure of the RAT decision-making. update MELs latest 90 days after the probe heating was never established. As with all flight safety documenta- manufacturer has revised the MMEL. The RAT probe heating could in itself tion in aviation, not every conceivable have been defective, or it could have scenario which occurs in the real MEL as Risk Mitigation been a symptom for the failure of a dif- world can be covered in detail. That’s The second purpose is to serve as ferent system such as the ground sens- why flight crews, maintenance techni- guidance to crew and technical staff to ing relay controlling the status of the cians and other operations staff pro- conduct safety related activities prior RAT probe heating. Unfortunately the tect themselves and their passengers to commencing the flight. The MEL is particular MEL did not contain mainte- by remaining mindful and vigilant. a risk management tool and forms an nance and operating procedures Mindfulness will remain the last line important part of the Safety designed to identify the exact failure. As of defense when releasing aircraft to Management System of an aircraft such it could well be that the ground service with items inoperative. operator. To ensure that operators sensing relay was in fact defective. This v take the customization of the MEL would also have caused the TOWS to seriously, most regulators require be inoperative and would explain why MEL revisions to be submitted for this vital system did not activate when Michael R. Grüninger is Managing review before being approved to the crew applied take-off thrust. Director and Capt. Carl C. Norgren is ensure operational considerations are Head of Business Development of Great considered in the MEL. EFIS Messages Circle Services (GCS) Safety Solutions. The devastating consequence of a lack For modern EFIS equipped aircraft GCS assists in the whole range of plan- of a comprehensive MEL as an effective some aircraft manufacturers have ning and management issues, offering barrier in the safety net in support of included separate sections in their customized solutions to strengthen the aircraft operation was highlighted by MELs listing EICAS or ECAM mes- position of a business in the aviation SAFETY this MD-82 crash. Spanair’s personnel sages and the dispatch requirements market. Its services include training MEL will become were not required by procedures laid associated with each advisory and cau- and auditing (IS-BAO, IOSA), consul- mandatory for all down in the MEL to properly identify tion message. While this might ease tancy, manual development and process complex motor the actual technical malfunction. In the process of finding the applicable engineering. GCS can be reached at powered aircraft good faith they released the aircraft MEL entry, it does not remove the fun- www.gcs-safety.com and +41-41 460 46 in the new EASA based on a symptom of a failure rather damental problem of identifying the 60. The column Safety Sense appears Part NCC than on the technical failure itself. exact technical failure. regularly in BART International. regulation.

BART: SEP - OCT - 2013 - 69 REGIONAL REPORT AFRICA

Nick Klenske

ccording to the International BRINGING BUSINESS Monetary Fund (IMF), seven of A the top ten fastest growing economies in the next 10 years will be AVIATION TO AFRICA in Africa. Further, according to Standard Chartered forecasts, Africa’s economy will grow at an average annu- al rate of seven percent over the next 20 years. Of course this growth is more about what lies under the earth’s surface than above, as much of this excite- ment is related to the continent’s booming mining environment. After all, Africa is home to a remarkable 30 percent of the world’s total mineral resources. Needless to say, this num- ber is rapidly attracting investments from many large, multinational mining corporations. As the mining boom spreads, many African countries find themselves struggling to keep up with a regulato- ry environment and infrastructure that meets corporate demands. This situa- tion is further complicated by the fact that most of these natural resources are located in remote locations. Although many African countries are looking to increase spending on rail- ways and roads to help unlock their valuable mineral deposits and attract further foreign investment, as of now air travel is often the only reliable Overcoming Challenges mode of transportation. And Business Aviation is leading the way. With this background in mind, one To lead this effort, in 2012 the can say, at the very least, flying to or African Business Aviation from Africa can be a challenge – and a Association (AfBAA) was formed. practice that requires some significant “The goal is to establish Business planning. According to Universal Aviation as an asset that is recog- Weather and Aviation, when flying to nized, valued and supported by gov- or from Africa, tech stop planning will ernments, their respective aviation “usually be a function of great circle authorities, enterprises, entrepre- suggest simple steps that government routing.” neurs and business leaders through- officials can take to incorporate the Regardless of where in Africa you out Africa,” says AfBAA Executive sector’s needs into their own aviation are flying, all locations will require Director Rady Fahmy. planning. landing permits – meaning there are In order to emphasize that it is a pan- The result of this ‘soft diplomacy’ restrictions one must consider in African association serving a very approach is that it enables individual terms of short notice flight changes. diverse continent, the AfBAA is head- governmental authorities to fully On top of this, another challenge is the POTENTIAL quartered in landlocked Rwanda. understand how they will benefit from lack of round-the-clock jet fuel avail- Over the next Interestingly, unlike many of its coun- Business Aviation when they properly able at many locations, along with lim- seven years terparts who focus their efforts on address such hurdles as safety and ited support and security services. Africa’s economy advocating for infrastructural and reg- security; high access fees; an underde- Best advice from Universal for over- is expected to ulatory changes, AfBAA has a policy veloped network of airports, airways, coming these hurdles: Plan for the grow at an that favors seeking opportunities to navigation, air traffic control and train- most effective tech stops, and tech average rate showcase Business Aviation’s many ing facilities; and restrictive tariffs and stop alternates, when operating with of 7%. economic contributions and ways to legal restrictions. the African region.

70 - BART: SEP - OCT - 2013 To summarize, when planning a tech stop, Universal recommends consider- TURNAROUND TIME Turnaround time at the most advanced stops tends to run around one hour, ing all possible variables. Have your but this really depends on the type of aircraft, the amount of fuel required landing-permit paperwork in order, and the size of the available fuel truck. confirm that insurance coverage is adequate for where you plan to oper- ate, and consider the impact of landing permit lead times on short-notice schedule revisions. “Every international flight is a new adventure,” one advisor cautions. “Tech stops and routings that function well on one flight may not work as well on the next, so take the time to work effectively and consider and pre- plan all tech stops and alternate options.”

The Key Markets Nigeria is often positioned as the crown jewel in Africa’s Business Class Customs or Visas? Aviation crown, namely as a result of Upon arrival, customs will be notified, with all information being provided to its rapidly increasing appetite for busi- the authorities in advance. However, for tech stops, custom clearance is ness jets, which has skyrocketed from rare – although one should always check with their third-party provider for 50 privately owned jets in 2007 to over exact visa requirements for individual tech stops. 150 in 2013. Much of this growth is directly driven by high net worth busi- Plastic? ness operating in the oil/gas and min- As a general rule, all services, when arranged ahead of arrival time, can be ing industries. paid via credit. Fuel cards are only accepted at some locations, so be sure Besides Nigeria, Angola is another to check ahead. Remember, those that do accept fuel cards often require key Business Aviation market that is the crew to have a jet fuel release with them at other locations. Due to enjoying the benefits of increased oil- security issues, carrying cash is not advised. related activities. Given that oil explo- ration drives Business Aviation in English? Africa, there are expectations of Although English is the language of choice in such countries as Egypt, growth in such areas as the Central Senegal and Kenya, service personnel in other countries will have limited Africa region, particularly in South English-speaking ability. It is always advised to plan for translation services Sudan. ahead of time. And one cannot write off South Africa, which has long been an estab- lished Business Aviation leader. Even if it is often left out of the talk about the emerging markets in Africa, it will remain a significant player (although Nigeria seems to be on a trajectory to supersede South Africa’s top spot). Outside these marquee markets, as previously mentioned, the infrastruc- ture is rather harsh, meaning Africa remains primarily a turboprop market. One company keenly aware of this fact is Beechcraft and its versatile King Air. For example, the King Air 200 is ideal for any landing strip and is a favored business aircraft throughout Africa. This is particularly true in Other Complications to Consider? South Africa, which remains a leading Universal always recommends operators to be aware of the geopolitical sit- market for the Wichita-based manufac- AVERAGE uation at tech stops. “It is best practice to obtain security briefs for locations turer. African tech-stops you intend to visit in this region, and be aware that jet fuel shortages are One analysis of business turboprop usually take possible from time to time, and advance notice of such shortages is often deliveries to South Africa shows that around one hour limited.” Beechcraft’s market share grew from depending on the 13% in 2008 to over 43% by 2012 – type of aircraft.

BART: SEP - OCT - 2013 - 71 REGIONAL REPORT AFRICA

According to Robert Habjanic, Sales Director, Africa, Bombardier Business Aircraft, Nigeria is the company’s largest African market, with about 35 aircraft currently flying there. “The business aircraft market has been growing tremendously in Nigeria over the past five years,” he says, attribut- ing much of it to the fact that “Nigeria is an emerging market”. When examining the merits of the African market, one cannot ignore the fact that the economic downturn in such top-tier markets as Europe and the US has led jet manufacturers to

despite the ongoing financial crisis. The reason most often cited for the King Air’s ongoing popularity is its combined short field performance and its near jet speed – making it a popular choice for company’s looking for a cost-efficient, adaptable and reliable mode of transport for reaching their stakeholders across Africa. To help support this growing market, Beechcraft has numerous authorized service centers in Africa, including in Lagos (Nigeria) and Lanseria (South Africa), along with a limited service center in Cape Town. This by no means is to incline that Africa is a turboprop-only marketplace.

scramble to find new markets – and Africa quickly drew their attention as a potential hot spot for private jets. So much so that Nigeria is now ranked only after China as the world’s fastest growing private jet market. Perhaps it is this fact alone that will drive Africa’s growth as a Business Aviation hub – as more and more jets find their way into Africa, the infra- structure and regulatory regimes will evolve to better accommodate this industry’s unique needs. In fact, in Nigeria you are already seeing this, as the development of multi-million dollar private jet hangars are sprouting up, To the contrary, the business jet mar- Lagos as part of a sales tour. Not glowing with such global names as ket is definitely heating up – and the long after Cessna came flying by, dis- ExecuJet, Caverton and EverGreen. OEMs are not sparing any cost when playing its Citation Jet3 and According to one industry expert, it comes to claiming a part of this Sovereign at Abuja and Murtala “The economy here is expanding, with LEADER enticing market. Muhammed airports. Then, just increasing investments that will invari- All eyes are on When it comes to the business jet three months later, the Bombardier ably necessitate instantaneous travel Nigeria in the market in Africa, again, all eyes are Global 6000 was seen flying around that the scheduled airlines simply can- African business on Nigeria. First it was Dassault, who the area (as part of a 12 city tour of not provide.” jet market. brought its aircraft to Abuja and Africa). v

72 - BART: SEP - OCT - 2013 As Business Aviation began to take off in Africa, the challenges of navigating AFBAA TAKES OFF through the regulations of a diverse continent became too great to ‘do it alone’. In order to promote the value of Business Aviation in Africa and to serve as the voice of an expanding industry, in May 2012 the African Business Aviation Association (AfBAA) was born.

To learn more, BART sat down with the organization’s executive director, Rady Fahmy.

BART: Business Aviation has been in Africa for some years now, particularly in South Africa. At what point did it become clear that Business Aviation was an African industry? On a more day-to-day level, we play a Fahmy: It started with the bush pilots multifunctional role. For example, we and has since developed into a full- place a lot of effort on researching the fledged industry. Foreign investment industry’s demographics so as to have continues to flow into Africa, particu- aclearpictureofwhat’shappeningat larly in the commodities arena where all levels, and then use this informa- mines are located far into the underde- tion for building the case for Business veloped interior. These areas tend to Aviation in Africa. lack the infrastructure needed for As we are a continental organization, commercial operations - and many we have regular contact with the countries even lack a national carrier. African Union, and have been granted More so, where there are national car- an observer role on the AU’s trans- riers, they often use routes that follow portation committee. At the same historic, colonial-era North/South time, we have developed a well-estab- routes that aren't very practical for lished network with the individual business' East/West needs. Thus, we member state’s civil aviation authori- have always viewed Business Aviation ties to advise on regulatory and infra- as a partner - not a competitor - to structure-related matters. commercial aviation. Finally, we also play a public advocacy role, organizing symposiums and expo- BART: What was the point that it was sitions to promote the many benefits decided an African Business Aviation The AfBAA is modeled off of our sis- that Business Aviation brings to Africa. association was needed? ter organizations, including the EBAA Fahmy: When Business Aviation and NBAA. We launched with an origi- BART: Finally, where do you see moved away from being restricted to nal 10 founding members in 2012 and, Business Aviation in Africa going? several specific countries (such as since then, have expanded this core to Fahmy: I see the industry continuing ISSUES South Africa) and towards becoming 20. to become more and more of a conti- Safety, a pan-continental industry, there was nental driver for growth – extending Security and the start of a discussion on a need for BART: How would you describe beyond today’s main hubs of South infrastructure, a single, unified voice that spoke AfBAA’s role? Africa, Egypt and Nigeria and evolving together make across Africa’s many borders. This Fahmy: Said simply, our core focus is into a dynamic industry that supports up the core became particularly clear when a vice on promoting the safety, security and the spirit of entrepreneurship that is focus of the president from Gulfstream travelled infrastructure of the industry across blossoming in such places as western AfBAA says to Africa and saw the potential for the continent’s 50 plus jurisdictions – Africa and spreading to all corners of Executive growth but lack of an industry each with their own regulatory struc- the continent. Director spokesperson. ture. v Rady Fahmy.

BART: SEP - OCT - 2013 - 73 FROM THE COCKPIT PILOT ATTITUDE

By this I mean, an experienced pilot can expect certain sounds, vibrations and rates of acceleration from an air- craft in which connective hours have been spent. My first instructor taught me to “feel” the airplane through my fingertips, the balls of my feet and, yes, the seat of my pants. To ignore what the plane is saying is asking for a lesson in humiliation. I often get asked why I prefer to hand-fly the airplane below 10,000 feet. I could say “The autopilot doesn’t need the practice”, acknowledging that I obviously could benefit from it. STAYING But the real reason I hand-fly when I can is so that I can stay in tune with the aircraft. I obtain feedback from the HUMBLE controls and, if I’m sufficiently experi- enced with the airplane, I can pick up signs of abnormal behavior.

What Is It Saying? A good friend of mine rode through a something to teach me. You should horrendous takeoff accident in a heavi- remain humble enough to accept ly-laden bomber, which suffered the nuggets of wisdom, or, conversely, misfortune of a monsoon-caused wind- stay ready to spot deviate tendencies shift during the roll. In these aircraft, a that you wish to excise from your own certain target airspeed must be flying. I know there’s more than one attained upon passing each designated way to fly an airplane—and all of them spot along the runway, a speed- are right. However, procedures were required technique that generally pre- put in place for valid reasons. Being dicts when it’s safe to continue or, in humble means that we feel free to the absence of predicted acceleration, accept input, but will stick to what we one must reject the takeoff. But, after know until we’re sure a better method using up half the distance, he could works. I’m still learning about this feel a slowing of acceleration after the business. quartering headwind suddenly Airplanes can teach us a lot—if we became a following beam wind, and, listen to them. An aircraft speaks to its knowing that it would be impossible to pilot in multiple ways, not the least of stop in the distance remaining, he which is a feeling that all is not well. elected to rotate early. Unfortunately,

By LeRoy Cook

ou might think that having been flying airplanes for about half Y the existence of heavier-than-air flight would give one some bragging rights. And you would be wrong. Over the years, I’ve learned that participa- tion in aviation is a constantly-evolving field of endeavor, and just about the time you think you’ve seen it all, and ATTITUDE know it all, you become re-apprised of Airplanes can just how little you do know. Being teach you a lot, humbled is, after all, one method by but only if you're which we remain trainable. humble enough By the same token, every pilot I fly to listen to them. with, several dozen each year, has

74 - BART: SEP - OCT - 2013 treetops interfered with the plan; fortu- ried departure assumed that a Notices were all there; an approach that nately, all survived. The aircraft spoke to Airmen check was unnecessary; the became unstabilized, excessive float in truly when it told him it was sick. distance was short, the airport was the landing flare, wind cones that were I’ve ridden with many pilots who familiar. But, to my surprise, the auto- rotating to different directions. I operate obliviously to the aircraft’s mated information system stated that ignored the communication being sent stated wishes. Do not think that this is an airport improvement project had my way, focusing on conducting a because he or she has acquired little temporarily blocked off 600 feet of landing instead of considering the time in the aircraft. Most likely, this usable pavement. Given the conditions entire picture. If I had reacted proper- blase approach is fostered by familiari- of the day, we were still able to oper- ly to the first indication of a long land- ty; after one has settled into the left ate in and out safely, but I was hum- ing, there would have been ample time seat for many repetitions, the acts of bled. to go around, resequence for the other throwing the switches, winding up the runway and thereby avoid rolling off engines and clicking on the electron- Not Looking Right into the safety area. ics become second nature. Things Much has been written about land- always work, just as they’ve always ing expectancy and the accident toll it Set Your Own Minimums done, so who needs a checklist? has tallied. In most cases, there was True professionalism means carrying But then, there’s the time when no reason to hurry the aircraft along to a humble attitude into low-weather something doesn’t follow the norm. At the crash site. The crews simply operations, not just sticking with legal that point, you may wish you had paid ignored the signs that things didn’t limits. This is particularly important in more attention earlier to the signs of look right, confusing another on-time single-pilot operations. Raise your changing performance. For instance, arrival with true professionalism. takeoff and landing minima to match as a battery ages, it loses its cranking Coming over the approach fix high the pilot, aircraft and environment. power in the cold, and will eventually and fast, then attempting to lose speed Not always is your physical state, or refuse to start the aircraft. You’re and altitude and perhaps by-passing the aircraft’s condition, adequate for a going nowhere that day; you knew positional awareness, can only lead to difficult situation. The only thing that winter was coming, but you expected disasters like the American Airlines keeps you from plunging forward into an elderly battery to continue without 757 crash at Cali, Columbia. Staying loss-of-control or flight-into-terrain is service or replacement. Other systems humble, fostering a willingness to lis- your ability to stay humble. may give you advance warning if you ten, watch and learn, is the way to I like to play “what if” frequently, pay attention; woe to you if you don’t avoidafixationonthesingletask both to myself and to a pilot in train- notice early signs of failure until the beckoning us on. ing. What options are available if an HSI refuses to hold a heading, or wait I can well remember my very first emergency descent was needed right until a door seal springs a pressuriza- arrival into Houston, Texas on the now? How much more landing fuel tion leak, after a hiss had announced U.S. southern coast. It coincided with would we have if we pulled power an outflow of air for weeks. an eruption of monster thunder- back, or what would be the effect of storms over the destination airport. pushing it up to max-cruise? If the What Did I Forget? After a four-hour flight, it was neces- expected approach isn’t available, I get humbled several times a year. sary to divert to an alternate airfield what other methods of arrival does the Sometimes it’s nothing more than hav- on the other side of the city. I neglect- airport have? I might request a newly- ing to exit the aircraft to kick a chock ed the wind checks that are always designated approach just to fly it out from in front of the nosewheel critical when operating around severe under test conditions, preparing for when the marshaling crew is absent, weather, as I set up a hurried visual the day when I’ll need it for real. complaining “Who put that there?”. At approach matching the path taken by A realistic approach to flying other times, I have had to reschedule other diverting aircraft. To my sur- demands that we remain humble a whole day’s appointments when the prise, the termination of the glidepath enough to watch for changes in the trip didn’t go, because a checklist item shifted farther and farther downfield aircraft’s operation, along with being refused to cooperate. My only from the touchdown zone. Into the skeptical of weather forecasts, project- recourse was to tell the passengers, flare with idle power, runway passed ed fuel burns and reported airport con- “We need to put it back in the hangar, by under the wheels until we finally ditions. Just because it worked last it’s too broken to fly”. If I had been touched down, halfway along the time doesn’t mean we can relax our paying attention earlier, I might have strip. The airplane was finally halted attention this time. As I’ve said quite avoided those incidents. By humbling in the overrun area, safely but often, confidence is a necessary ingre- me, my aircraft, or the system in humbly, to say the least. A perimeter dient of successful piloting. which it operates, keeps me from wind indicator showed the reason for Overconfidence, however, is detrimen- thinking I’ve got all the answers. the delayed touchdown—an outflow tal to longevity. Stay humble, learn “Observe, and learn, Grasshopper”, of wind from the storms on the other what the airplane, and the system, has says the airplane. side of the city had caused a reversal to teach you, and you’ll avoid that Even a perfect airplane can’t over- of wind direction, just in time to affect heightened sense of confidence that come a flawed environment; I arrived my landing. spending many years in aviation tends overhead at a routine stop recently, This was an early lesson in paying to bring. noting a fresh set of displaced-thresh- attention to the airplane’s reaction to old markings on the runway. My hur- the operating environment. The signs v

BART: SEP - OCT - 2013 - 75 INSIGHT WITH ROBERT H. WELLS CEO TAG AVIATION MEETING CUSTOMER EXPECTATIONS

BART: How would you characterize service that has allowed this compa- TAG Aviation? ny to be successful takes people and Wells: It’s primarily an aircraft char- focus – the light jet market can’t sus- ter and management business with a tain the costs that are associated with small FBO component and some that. maintenance capabilities. Really it’s When I speak about service: go and a case of something that started out lookattheGenevafacility,it’sahan- as a charter business, before morph- dling facility, it’s rented space, it’s ing into an aircraft management com- not especially large and yet it was pany. We are very lucky that we recently voted the number two FBO changed the business model in this in the world. This is all to do with way, because it has given us a great service and the people we have in deal of stability. Out of the four com- place. The FBO manager has been ponents of our business, charter, there for 14 years; the clients love management, FBO and maintenance him that’s why they keep coming - the charter segment is only one that back. Although it sometimes flies has really been affected by the reces- under the radar, TAG Aviation is sion. BART: Some aircraft management the largest operator of We’re also lucky in that we offer, companies talk about offering, what SERVICE managed aircraft in Europe. So what you could call, a high-end ser- they call, a full service solution, Robert H. Wells in this issue, BART decided to vice catering for people who fly long where they’ll sell someone an air- notes that TAG range or ultra long range flights. It’s craft, manage it, maintain it, and sell put the spotlight on them by Aviation Europe a segment that was not affected near- it on again. Is this something you is part of a sitting down with Robert H. ly as much as the others during the offer? highly-complex Wells, CEO, TAG Aviation recession. Wells: We don’t focus on aircraft service Holding and TAG Aviation We focus primarily on large long sales, and in general we take a more business. Europe. range jets. To deliver the level of client-focused operational side

76 - BART: SEP - OCT - 2013 approach. That’s the best thing for At the end of the day, our job is to up with an idea, he thought that our business. Maintenance is a grow- make sure that whatever we deliver rather than having what you would ing part of our business. But pack- to a client is what they want. The call a line maintenance station, we age isn’t the right word, because our agreements are standardized, but we needed to make Sion an ancillary clients are not required to do mainte- are delivering a bespoke product to location for Geneva. We can manage nance with us, even though 95% of every single aircraft management it and shift resources there and it’s them do. Our people still need to go client. Look, if these guys wanted to only 90 minutes away. out and earn the business from be flying first class on British them. Airways, they’d do it. But they want a BART: Over the past few years, you bespoke service and that’s why they have put a lot of effort into expanding BART: And is charter a big part of come to people like us. into Asia. Is this just a case of taking your business? We don’t go out and advertise to try the structure and the philosophy that Wells: The charter side is always a target prospective clients. The clients you have in Europe and transplanting good ancillary business. In that busi- come to us because they hear about it to Asia? ness, as you know, one of the eternal us through other aircraft owners. Wells: No matter where you go with struggles is to control grey market That has always been the way the TAG in the world, the core structure illegal charter. It’s something that is fleet works. of what we do is the same. What I always going to be there and there have found over the years is that isn’t so much we can do about it. But BART: What’s the key to consistent- although clients who can buy a $50 there is a mainstream customer base ly delivering this level of service, million dollar aircraft are quite cul- in the charter business, where people when dealing with so many clients? turally different – there is an amazing want to see a company that has Wells: You have to structure the commonality in what they are look- assets and has been around for a business in the right way and we ing for. And they are more alike than while. And the people who want char- structure it differently from anyone they are different. So yes, we essen- ter on the cheap probably won’t else. We put the primary client con- tially took the same model and then come to us. But that’s OK. tact in the hands of about three peo- adapted it. We have been in Asia now ple and basically we have our finger for around eight years but for the on the pulse. It’s not about the ego first four or five of those years we BART: How does your fleet break boost of flying a Global or a G650 – had about four or five airplanes – in down between corporate and aircraft it’s about focusing on what that client the last three and a half it has explod- that are owned by high net worth wants. Ultimately that’s why he ed. Now we manage 40 aircraft, and individuals? bought an airplane, in the first place. with exception of one large operator Wells: In the UK, there is a higher in mainland China we are the largest proportion of corporate, although it’s BART: And have you had to adjust operator there. not like the US, where it’s dominated your business during the recession? by corporates. In Geneva, there is a Wells: Nobody was expecting the BART: You hear a lot about Asian jet much higher concentration of high recession to last this long, but once owners who fly very few hours per net worth individuals and in Asia it’s you get into it you realize that you year, is that something that’s chang- a meld of high net worth individuals have to refocus your business. ing now? that are corporate as well. Nobody was prepared for it; indeed Wells: I think in the beginning there After five years of recession our nobody has ever seen anything like was an aspirational aspect to the mar- fleet is slightly larger than it was in this. It was my fourth cycle. But now ket – you don’t see as much of that 2008. Probably the key issue there is we recognize that this is the new nor- today. It’s more and more main- what I call fleet demographics. Today mal and so we had to change. And it stream now. Security is a big issue there’s a higher proportion of the was mostly just ensuring that we had for Asian owners because they are larger aircraft than there was five a consistent service business, and going to places that they don’t know years ago. that’s what keeps us going today, much about. But we do and so we which is a consistently growing prof- can help them. So it’s not just about BART: What makes TAG Aviation itable business. productivity. different from the other Aircraft Management companies out there? BART: You have just opened a new The infrastructure is gradually Wells: Ultimately we view ourselves facility at Sion. What need does that improving in mainland China. as being in a highly complex service fulfill? Anyone that operates there frequent- business. It requires an enormous Wells: Well we have a very good ly would say it could be better. We attention to detail and we can never problem, which is the increase in established a Beijing office – essen- lose sight of the fact that it is a ser- demand at Geneva. We built a great tially to facilitate trips to mainland. vice business. That’s the reason we facility here, it was a hangar on top of Typically we take five to six days to have done so well in aircraft manage- a hangar, purpose built for mainte- get a permit but sometimes we can ment. nance not for storage. And I thought do it much faster than that. We recognize that every client is we might run out of space in 2015, different, that’s one of the defining but as it turns out, it’s 2013 and we’re things about our business. out of space. So our manager came v

BART: SEP - OCT - 2013 - 77 FBO PROFILE LYON BRON LYON BRON EXPANDS AS BUSINESS AVIATION CENTER

By Paul Walsh

e Bourget and Cannes Mandelieu are the first two airports that L come to mind when you think of French Business Aviation. One that is mentioned far less fre- quently is Lyon Bron. Yes, we can admit, although Lyon is charming it’s not France’s most glamorous destina- tion, but did you know that during the first three months of 2013 Lyon Bron experienced 7.5 percent growth in Business Aviation traffic, and that it is

fic from Geneva, an airport that is ramping up its emphasis on Commercial Aviation traffic. Here Lyon Bron’s big advantage is its ability to take in night flights. “We have no slots and we’re open every day from 6:30 am to 22:30 pm, says Pianelli. “And night flights are perfectly possi- ble – once you schedule them in advance.” “Flexibility is one of our big selling points,” he adds. “When it comes to parking, you can stay one week and if you want to stay longer, you can just call us up and it won’t be a problem. the third busiest BizAv airport in clocking in at approximately 171,000 The important thing is that we are a France. So what’s the secret behind lbs –the best option is to fly to Lyon, dedicated Business Aviation airport, this new found success? leave the aircraft there and take a heli- we have a private lounge if you need it, First off, the airport is strategically copter to Cannes. Well, it beats dri- and when our new hanger opens you’ll located to serve as a feeder hub to ving, and the helicopter trip shouldn’t have very easy access to it with car more recognizable Business Aviation take longer than 1 hour 25 minutes. and limousine.” centers such as Geneva, and Cannes. And with Lyon Bron being a dedicat- It’s worth noting that Lyon’s potential And over the next five years, the air- ed Business Aviation airport, the for growth goes far beyond these two port will be doing its utmost to capital- changeover from aircraft to helicopter new hangars. The airport currently ize on this advantage. Under the guid- is seamless. has 185 hectors ready for expansion - ance of newly appointed Manager “We are perfectly attuned to cater for 3.6 of these are available immediately. Didier Pianelli, the airport perusing a customers like these” notes Pianelli. “We’re going to see many more significant expansion plan, which “They fly in, leave their aircraft here investments. In maintenance BCA are involves the construction of two new and immediately board a helicopter, here and they do a lot of work on 43,000-sq-ft hangars, with the first of which is waiting for them on the Beechcraft models, but there’s poten- SUCCESS these slated for completion in 2014. apron. And once the new hangar is tial for more maintenance shops to set Lyon Bron is WhenIsitdownwithPianellihe’s completed customers will be able to up. We’re a good maintenance stop now the third quick to mention Lyon’s benefits for leave their aircraft in Lyon for extend- and we’re a good refueling stop. After busiest Business travelers going to Aéroport Cannes ed periods.” all Lyon is at the center of Europe. We Aviation airport Mandelieu, where MTOW is restricted Lyon Bron’s second big strength is have to use this advantage.” in France. to 49,000 lbs. For owners of a BBJ - its ability to accommodate surplus traf- v

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