abace convention news 4-16-13 issue

PUBLICATIONS

FBOs Joint Ventures Associations Policy Charter

Jet Aviation Expansion ProjectSwiss group has its eyes on rapid expansion in Asia as it bolsters facilities and seeks new approvals. 7

Cessna Prepares for ManufacturingU.S. airframer wastes no time in setting up Chinese manufacturing ventures, with first deliveries now imminent. Page 19.

AsBAA Holds Key To SuccessAsian Business Aviation Association hopes to accelerate initiatives to educate fledgling market about business aviation. Page 22.

GA High on AgendaFortunately business aviation is enjoying top-level support in China and elsewhere in Asia. Page 25

NetJets Outlines PlansNetJets hopes to start a Chinese operation in early 2014, but not fractional ownership at first. Page 34

King Airs herald Beechcraft rebirthby Curt Epstein

Beechcraft Corp., in its first major international show since its Febru-ary restructuring, is turning its focus at ABACE on its market-leading tur-boprop division. According to com-pany chairman, president and CEO Shawn Vick, Beechcraft has emerged from Chapter 11 bankruptcy protection

with 80 percent less debt and the abil-ity to triple its research investment. The world’s largest turboprop manufacturer, Beechcraft can trace its involvement in the China market back to 1938, when the Chinese government ordered a fleet of Beech D-17 Staggerwings equipped as aerial ambulances, one of history’s

first examples of a mission-specific air-craft. In its more than 80-year exis-tence, Beechcraft has delivered more than 54,000 aircraft.

Today, the Wichita, Kansas-based com-pany (Chalet 360) claims 64 percent of the Asia Pacific turboprop fleet, according Continued on page 38 u

Tuesday, 4.16.13SHANGHAIABACE

Convention News ®

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请翻阅本刊内页中的公务机信息（中文版）

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Collect your PERSONAL copy of the limited edition business jet traveler’s Buyers’ Guide here at ABACE

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Visionaries propelling Asian bizav by Matt Thurber

“This is a milestone in the history of business aviation,” said NBAA presi-dent Ed Bolen during yesterday’s press luncheon, which heralded the launch of ABACE 2013 in partnership with the Shanghai Airport Authority. “We’re delighted to be back in Shanghai,” he added, referring to the fact the first ABACE was held in Shanghai back in 2005. “With that initial show, we planted a seed,” Bolen said. “Thanks to a visionary number of leaders here in Shanghai and throughout the Chinese government, we’ve been able to see that seedling grow.”

Evidence of that growth is this year’s ABACE show, with 33 airplanes on static display (up from 27 last year), more than 180 exhibitors (up from 150), a 28-percent increase in display space and a double- digit jump in attendance to 6,284 regis-trations on the first day. “It’s exciting for us to be here at a time when Asia, led by China, has established itself as the fast-est-growing market for business aviation in the world,” Bolen said.

Business aviation in China is not grow-ing by happenstance, he explained. “It has been thanks to visionary leadership, careful planning and a lot of hard work by people involved at all levels of the gov-ernment and all levels of the CAAC and everyone in industry.”

China’s decision to include business

FASTEST JET TO CHINAThe new ultra-long-range Gulfstream G650 last month set a

to-be-confirmed city-pair record in Asia Pacific, when it flew nonstop from Chicago International Airport to Beijing

Airport, a distance of 6,223 nautical miles, in 12 hours 49 minutes, for an average speed of Mach 0.87.

When confirmed, this will be the eighth city-pair record for the G650. Along with the super-

midsize G280, the wide-cabin G650 is mak-ing its debut in China here at ABACE 2013.

Continued on page 38 u

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China Customer orders Lineage 1000

Embraer announced yesterday at ABACE 2013 that it has taken an order for a Lineage 1000 large-cabin business jet for a customer in China. “We can’t reveal the customer’s name,” said Ernest Edwards, president of Embraer Executive Jets, “but I can tell you that we’re absolutely delighted to have this company honor us with the order.” The aircraft will be deliv-ered in the first half of this year.

Embraer also announced appoint-ment of Hawker Pacific Singapore as an Embraer authorized service center, to include the in-development Legacy 500 family when it enters service. This brings the total number of Embraer authorized service centers in the region to 13. –M.T.

www.ainonline.com • April 16, 2013 • ABACE Convention News 3

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Dassault Falcon establishes solid pacts in Asia Pacificby Ian Sheppard and Amy Laboda

At Dassault Falcon’s ABACE 2013 press conference yesterday the news was all good. “In January we formed a full Chinese subsidiary known as Dassault Falcon Business Services Company, located in Beijing,” Jean Rosanvallon, CEO of Dassault Falcon, told AIN. The French company has been doing well in Asia, with its flagship 7X aircraft, in par-ticular, selling very well. Rosanvallon said that, as of 2011, China has become Dassault Falcon’s number-one market, even ahead of the U.S.

The French aircraft OEM has also put its toe in the water on the manufac-turing side this past decade, with both the forward fuel tank on the Falcon 2000

series and the 7X’s T3 section being built by China’s Avic. “We have no plans for anything like final assembly [in China],” said Rosanvallon. “We looked at it with Avic a few years ago, but decided then it was premature.”

Dassault Falcon (Chalet 350) recently expanded its long-term relationship with Shanghai Hawker Pacific, the MRO and FBO, which is hosting ABACE 2013 here at Hongqiao Airport. “Hawker Pacific has been a long-time partner for us in Austra-lia and Southeast Asia,” said Rosanvallon. “We are building on our partnership and it’s a great success; from the FBO and maintenance standpoint, Hawker Pacific has been the leader in China.”

In a move unique for OEMs in Asia, Dassault placed three company pilots in Beijing specifically to help customer pilots get the best out of the jets. “A lot [of customer pilots] are coming from the airline world, and they are reluc-tant to push the 7X, in particular, to its range limits,” noted Rosanvallon. The company pilots help with training on the sophisticated avionics in the air-craft, including SVS and FLIR, which can make the aircraft more capable in low IFR than even airliners.

With the Dassault Falcon family celebrating its 50th anni-versary this year, the manufac-turer is hoping for another year like 2011 in sales, which rep-resented “a big turning point for us,” said Rosanvallon. “It’s important to see that even though we were not num-ber one in the market in 2012, China continues to be a very active market for us. Our mar-ket share is growing in Asia. During the past five to six years Gulfstream has been ahead, but today we’re equal or slightly ahead due to all-out investment and efforts,” Rosanvallon con-tinued. “We have our own sales people here and have three sales offices: in Bei-jing, Shanghai and Hong Kong.”

Dassault Falcon has two types of customers in China, according to Rosanvallon: “large organizations, such as Minsheng Bank, usually buying a fleet to sell to their customers with the help

of the OEM, and ABC Bank, the sec-ond largest bank in China; and the sec-ond market, which is all the successful entrepreneurs.”

At the end of this year, Rosanvallon expects that his company will have more than 20 Falcon 7Xs in Hong Kong and mainland China. “In 2013 we are deliv-ering more than 10,” he said. Dassault Falcon’s market share in the Asia Pacific region (not including India) was just over 30 percent for 2011-2012, “which is incredible,” said Rosanvallon, although

he believes there is large pent-up demand from companies that currently charter jets and remain “cautious.” “This is why many of the [current] buyers are the entrepreneurs,” he observed.

Introduced at the press conference was Kathy Liu, director, customer service, Asia. Liu pointed out to the primarily Chinese audience that Dassault Falcon has made a huge investment in infrastructure to support its aircraft in China.

With Dassault Falcon recently celebrating the

EASA certification of its new Fal-con 2000S and 2000LXS aircraft, Rosanvallon concluded by saying the “codename remains the same” for its brand-new Falcon: the SMS. New infor-mation about the SMS project should be released at this year’s NBAA Con-vention in October, he confirmed. o

piLatus demos pC-12ng in shangri-La

On its way to Shanghai, the Pilatus PC-12NG here on the ABACE static display stopped in Shangri-La for a demonstration of the airplane’s high-altitude capabilities. When the tur-boprop single took off from Shangri-La Diqing Airport–elevation of 3,288 meters (10,787 feet) –it had a payload of 1,000 kilograms (2,200 pounds). Included in this payload were six passengers (two from the CAAC), one Chinese navigator and the pilot. The aircraft reportedly needed only one third of the airport’s runway before lifting off the ground. The PC-12NG’s Kunming-based customer has ordered two examples of the model, which will be used for charter, aeromedical and sightseeing flights. –M.T.

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Kathy Liu, director, customer service, Asia, for Dassault Falcon at the company’s press conference yesterday at ABACE 2013.

Dassault Falcon has brought its Falcon 7X and 2000LX business jets for static display at ABACE 2013.

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4 ABACE Convention News • April 16, 2013 • www.ainonline.com

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India eases entry regs for foreign aircraftby Neelam Mathews

India has decided to reduce the advance-appli-cation requirements for for-eign-registered aircraft to enter the country from seven to three business days for landing permits, and from three days to one business day for overflights.

The move is a significant breakthrough for business aircraft operators, who have long complained that Indian bureaucracy has under-mined the flexibility they seek to deliver.

The change will be confirmed only when the Directorate General of Civil Aviation has made the necessary changes to the country’s civil aviation requirements (CAR). This process is expected to take another two months.

A government offi-cial told AIN, on condi-tion of anonymity, that the new CAR will be tried for six months, after which the authorities may opt to abolish the required notice period altogether, at least for some operations.

The entire notice period could be waived in three instances: for so-called “fre-quent flyer” operators that have made at least three flights to India in 365 days; for flights by nonresident Indians based in any of the 192 member states of the International Civil Avia-tion Organization; or for operators endorsed by an official of the rank of dep-uty secretary in the Indian government.

The seven-day restriction

was imposed 18 years ago because of security con-cerns after a low-flying pri-vate aircraft dropped illegal arms in the Bengal region of eastern India.

“We welcome this deci-sion,” said Rohit Kapur, president of India’s Business Aviation Operators Associ-ation (BAOA). The group has spent the past two years advocating the adoption of clearer guidelines on access to Indian airspace and air-ports for foreign-owned business aircraft.

“We applaud the gov-ernment of India for the change, which is a true win for business aviation,” said Lex den Herder, vice pres-ident for government and industry affairs with flight planning group Universal Weather & Aviation.

Operators have com-plained that the existing lead times for permits have resulted in canceled oper-ations, which led to busi-ness travelers giving up on business aviation and using scheduled airline flights instead.

The next steps would be to streamline customs and immigration formalities and also to improve the tax and regulatory structures for purchasing and operating aircraft.

However, with India’s elections set to take place early next year, an Indian official told AIN that no further changes to the tax structure are likely to be made until the new govern-ment is in office. o

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z LHT Dominates in Asia for VIP Completions Lufthansa Technik (Booth H108) proved here yesterday

that it is the market leader of narrowbody and widebody VIP completions for Asian customers, having outfitted 16 of 21 bizliners based in the region. “Asia has one of the highest growth rates for the VIP aircraft market,” according to Lufthansa Technik senior vice president of marketing and sales Walter Heerdt.

In China alone, the Hamburg, Germany-based company has completed a dozen bizliners, with five outfitted narrowbodies delivered last year. Heerdt said Lufthansa Technik will hand over four more completed bizliners this year in China.

Lufthansa Technik does VIP narrowbody and widebody completions at its Hamburg facility, and it outfits narrowbodies at its BizJet International subsidiary in Tulsa, Oklahoma.

z Nextant Names China Great Wall as DealerNextant Aerospace announced yesterday at ABACE 2013 in

Shanghai that it has appointed China Great Wall Industry Corp. as its exclusive sales agent for the greater China region. The new China dealer has also placed an initial order for up to 18 Nextant 400XTs (three firm orders and 15 options) potentially worth $89 million.

According to Cleveland, Ohio-based Nextant, the company will deliver the remanufactured Beechjet 400As in a mix of executive and special-mission configurations to China Great Wall

over the next 24 months. The Chinese company will also help Nextant establish a product-support and spare-parts distribution network in China.

Meanwhile, Nextant named Wei Jing as its director for business development in China. In her new role, Wei will oversee the Nextant 400XT’s introduction and expansion in this fast-growing business jet market.

z Blue Eagle Makes First Kodiak Sale in ChinaBeijing-based Blue Eagle Aviation Investment is jumpstarting

the ABACE 2013 sales action with an order from Beijing General Aviation (BGA) for the first Quest Kodiak single-turboprop utility aircraft to be delivered in China.

Under a sales agreement scheduled for signing at Blue Eagle’s stand this morning (Booth H420), BGA is set to order two of the rugged short-takeoff-and-landing (STOL) aircraft with an option for purchase of an additional four Kodiaks. The first aircraft will be delivered following its certification from the Civil Aviation Administration of China (CAAC), expected this summer, with the second delivery to follow about six months later. No timetable for exercising the option for the additional four airplanes has been set. The agreement also calls for Blue Eagle to provide BGA with aftermarket support including maintenance, modification and training for the aircraft.

Last July Blue Eagle Aviation, an aircraft sales, service, and consulting company, was named the exclusive distributor for the Kodiak in China, Hong Kong, Macao and Taiwan. In November at the National Business Aviation Association’s annual trade show, Blue Eagle ordered a dozen Kodiaks for sale in the region.

The Kodiaks BGA ordered will be based in Beijing and initially used for emergency disaster assistance, said Liu Ming De, BGA director of sales.

China Great Wall Industry, exclusive sales agent for Cessna in the China region, has ordered three Nextant 400XTs and placed options on 15 more.

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湾流技术团队忙碌于北京维修中心作者：Charles Alcock

为了加强对中国客户的服务

支持，湾流航宇一直在加大投

资。2012年11月，该美国飞机制

造商在北京首都国际机场开设了

中国首个由工厂所有的公务机维

修中心。

北京湾流是湾流航宇与海航集

团旗下的两家子公司（海南航空技

术有限公司与金鹿公务机公司）共

同出资成立的。近来，该合资公司

获得了中国民航局（CAAC）批准

的Part 145维修证书。该中心占地

104，000平方英尺，员工由工厂培

训的湾流航宇和金鹿公务机公司的

员工组成，中心还可以调用原始设

备制造商们在香港和新加坡的仓库

中存储的备用零件。

三月底，自开始营运以来，北

京湾流服务中心已为近40架飞机提

供服务和支持。此外，该公司还曾

派遣技术人员服务位于中国其他城

市（比如上海）的美国运营商，协

助那里的工作。这些技术人员都曾

获得一个或一个以上的由美国联邦

航空管理局颁发的证书。

“我们为在北京湾流工作

的中国籍技术人员提供培训，

并取得了非常大的进步，”湾

流航宇产品支持部主席Mark Burns说道。“湾流飞机的培训

从2010年春季末开始，到现在

仍未结束。足足一年多时间，

在北京的美籍技术人员实际上

并没有从事飞机维护工作。他

们为我们的合作伙伴——金鹿

公务机公司和海南航空技术有

限公司的人员提供培训。”

目前，北京湾流公司已有16名电工和技工，其中，有12名是

合伙方的工作人员，且这12名人

员都已获得中国民航局颁发的证

书，另外4名是湾流航空公司的

工作人员，获得了美国联邦航空

管理局颁发的证书。

截至 2012年底，在中国大

陆的湾流飞机已达到61架，而

2007年只有5架。在湾流公司在

其所服务的领域所占的市场份

额已超过50%。

湾流航宇的最终目标是，使

北京湾流成为具有联邦航空管理

局认证的Part 145国外维修站，

不过，这将取决于美国国会限制

联邦航空管理局批准更多的维修

中心的禁令，而这一禁令的出台

取决于交通安全管理局是否发布

新的管理条例。“在中国任何一

个地方，获得联邦航空管理局认

证的技师可以为没有注册的飞机

提供服务，”Burns在接受《国

际航空新闻》的采访时透露。“

在过去的四五个月里，他们曾

几次启程为遭遇飞机停飞待用

（AOG）的客户提供服务。”

该维修中心已获得中国民航局

的维修许可的飞机有G550、G450和G200，这些飞机是目前在中

国服役的湾流飞机中最普遍的型

号。今年年底，该公司计划扩

大获得中国民航局维修许可的

飞机数量，这些飞机包括新型远

程喷气机G650，及G280、GV和GIV。

去年11月，湾流航宇在香港成

立了一个飞行部。该飞行部由五名

经验丰富的演示飞行员组成，他们

可以为亚太地区的飞机拥有者和驾

驶员提供支持。这些演示飞行员的

部分职责是协助培训项目的开展，

培训内容是最新版的G550和GIV型全飞行模拟器的培训，培训地点

在飞安国际香港学习中心。

AIN International Airshow News Trim: 10.8125”W x 13.875”H Bleed: 11.0625”W x 14.125”H

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provider in the region. Plus, we offer line maintenance on most Honeywell engines and APUs used on

business jets. Expert AOG assistance is available through our F1RST SUPPORT™ command center,

24 hours a day, every day, including fi eld service engineers strategically located in Singapore and

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CAE First to Launch Business Aircraft Training in Mainland China.CAE has expanded its business aviation training footprint with new training programs offered at CAE’s location within the Shanghai Eastern Flight Training Centre. CAE can now serve the pilot training needs of its growing international operators from easy-to-access training locations in Asia.

• The Gulfstream G450/G550 pilot initial and recurrent type-rating training is now available in Shanghai featuring CAE courseware in Mandarin as well as in English.

• The Shanghai facility is an addition to CAE’s existing network of training centres in Asia including Beijing, Hong Kong, Kuala Lumpur, Manila, Seoul, Singapore and Zhuhai.

CAE remains committed in serving this region with upcoming new program deployments.

Have a conversation with CAE about your pilot and maintenance training needs.

Visit us at ABACE, April 16-18, Shanghai, Booth P1012

[email protected]

Dubai Zhuhai

Bengaluru

Kuala Lumpur (2013)

Melbourne

Rimba (2014)

Shanghai

Aberdeen

Sesto Calende

StockholmStavanger

New York/MorristownDallas

São Paulo

Mexico City

London/Burgess Hill Amsterdam

Business and Helicopter Aviation Training Centre Locations

Gulfstream tech teams are busy at Beijing MROby Charles Alcock

Gulfstream Aerospace has been making major investments of its own to boost customer support in China. In Novem-ber 2012 the U.S. manufac-turer opened the country’s first

factory-owned business jet ser-vice center at Beijing Capital International Airport.

The joint venture with Hainan Airlines Group subsid-iaries Hainan Aviation Technik

and Deer Jet recently received Part 145 approval from the Civil Aviation Administration of China (CAAC). The 104,000-sq-ft facility is staffed by factory-trained Gulfstream and Deer

Jet technical staff and can draw on additional spare parts stocks that the OEM holds in both Hong Kong and Singapore.

As of late March, the Gulfstream Beijing facility had serviced approximately 40 aircraft since opening. This total included situations in which the com-pany has sent one or more FAA-certified technicians to assist

U.S.-based operators in other Chinese cities, such as Shanghai.

“We have made a great deal of progress training the Chinese members of our technical staff at Gulfstream Beijing,” said Gulfstream Product Support president Mark Burns. “Their training on Gulfstream aircraft started in late spring of 2010 and hasn’t stopped. For well over a year our U.S.-based tech-nicians who accepted an assign-ment in Beijing did not actually work on aircraft. They were there to train our Chinese part-ners from Deer Jet and Hainan Aviation Technik.”

Currently, Gulfstream has a mix of 16 electrical and mechan-ical technicians on the staff in Beijing, and 12 of them are employed by its Chinese part-ners and are CAAC-certified. The other four are FAA-certified Gulfstream employees.

By the end of 2012, the num-ber of Gulfstream aircraft based in mainland China had reached 61–up from just five in 2007. The company now claims more than a 50-percent market share in the segments it serves.

Eventually, the manufacturer intends to get Gulfstream Bei-jing approved as an FAA Part 145 foreign repair station, but this will be contingent on the U.S. Congress lifting its ban on FAA approving more of these facilities, which is dependent on the Transportation Secu-rity Administration issuing new security rules. “We can support N-registered aircraft anywhere in China with our FAA-certi-fied technicians,” Burns told AIN. “Over the last four or five months, they have made several road trips to support operators in AOG situations.”

The new facility’s existing CAAC approval covers work on the G550, the G450 and the G200, accounting for most of the Gulfstream types currently operating in China. Later this year, the company aims to ex-tend its Chinese certification to cover the new G650 long-range jet, as well as the G280, the GV and the GIV.

Also, last November, Gulfstream established a flight department in Hong Kong, staffed by five experienced demonstration pilots who are available to support owners and operators throughout the Asia Pacific region. Part of their role is to assist with training programs, which has been en-hanced by the recent addition of full-flight simulators for the G550 and GIV models at the FlightSafety Learning Center in Hong Kong. o


Get high-speed connectivity today. Be ready for higher-speed connectivity to come.

Stay connected to work, keep up with social media and watch TV while in-flight. Fast, reliable, global connectivity is available today that will prepare your aircraft for the future of satcom – Ka-band. Powered by the global reach of Ka-band satellites from Inmarsat and high performance Honeywell hardware, this new network will

enable faster in-flight connectivity as if you were in your office or home. With Honeywell, the possibilities of connectivity are made easy, today and tomorrow.

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FAA OK a big breakthrough for Shanghai Hawker Pacificby Charles Alcock

The Shanghai Hawker Pacific Busi-ness Aviation Service Center (SHP-BASC), which is hosting ABACE this week here at Hongqiao Interna-tional Airport, has made a lot of prog-ress since the 2012 show. According to general manager Carey Matthews, the amount of traffic it has received since 2009 has grown by as much as 12 per-cent each year. This trend has continued so far in 2013 and by year-end the facil-ity expects to have exceeded 4,000 movements for the first time in its history.

But probably the most sig-nificant breakthrough hap-pened just a few weeks ago in February when the U.S. Fed-eral Aviation Administration approved the facility as an overseas repair station. This gives it the distinction of being the first dedicated business avi-ation support facility in main-land China to hold this Part 145 approval.

Shanghai Hawker Pacific filed its application just a few days before Aug. 3, 2008, when the FAA stopped tak-ing applications for overseas repair station approval, following the failure of the U.S. Transportation Security Administration to introduce security rules for such facilities. FAA officials completed an extensive on-site inspec-tion in Shanghai during mid-January and the repair station certificate was issued on February 12. The evaluation included assessing the quality of the English spoken by Shanghai Hawker Pacific’s local staff, as well as carefully inspecting maintenance equipment and manuals.

“This certification marks the cul-mination of a sustained and persis-tent effort by the company to provide a strong foundation for business aviation in China,” said Matthews. “There are a number of N-registered aircraft that are

based in Asia that are regular clients of the facility. The MRO is well situated to provide comprehensive support for those planes, and we feel this capabil-ity is key to the continuing development of Shanghai as a hub for business avia-tion in Asia.”

The 43,057-sq-ft maintenance facility is located alongside Shanghai Hawker Pacif-

ic’s FBO at Hongqiao, which opened in 2010. SHPBASC is a joint venture between air-craft service group Hawker Pacific and the Shanghai Air-port Authority.

The company is already an authorized service center for both Dassault Falcon and Hawker Beechcraft jets and has been approved by the Civil Aviation Admin-istration of China (CAAC) to support Bombardier Global 5000 and Global Express/XRS aircraft. Last year, Cessna signed a

memorandum of understanding that should see the company confirmed as an authorized service center for its Citation family.

In October 2012, Shanghai Hawker Pacific received approval from the Cayman Islands authorities to repair aircraft on its register, and it expected to get Bermu-dan certification in March. Hawker Pacific is already FAA-licensed at other facili-ties in its support network, which includes Singapore.

The Shanghai facility also now has the capability to service aircraft batteries. “This allows us to store and repair batteries and avoids operators being delayed with com-plex hazmat [hazardous materials] and shipping issues,” Matthews told AIN. o

Shanghai Hawker Pacific Business Aviation Service Center recently was awarded U.S. FAA approval as a Part 145 overseas repair facility, the first dedicated business aviation support facility in mainland China to hold this distinction.

Carey Matthews, general manager, Shanghai Hawker Pacific

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美国联邦航空管理局的认证对豪客上海中心来说是一大突破作者：Charles Alcock

上海豪客太平洋公务航空服务中心（SHPBASC）将于本周在上海虹桥国际机场举办亚洲

公务航空会议和展览会（ABACE）。该航空服务中心在2012年的展览会上已经取得了很大

的进步。据总经理Carey Matthews透露，从2009年起，该中心每年接待的飞机数量以每年

12%的速度增长。这一增长趋势一直持续至2013年，到年底，该航空服务中心的活动将首

次突破4000例。

不过，最大的一次突破性进展也许发生在几个星期之前的2月份，上海豪客太平洋航

空服务中心获得美国联邦航空管理局的认证，成为该局批准的海外维修服务中心。这

标志着上海豪客太平洋航空服务中心成为中国大陆首家获得Part 145维修证书的专

业公务航空服务中心。

上海豪客太平洋提交申请几天后，也就是2008年8月3日，联邦航空管理局就停止接

收海外维修站的申请，而美国交通安全管理局也尚未出台针对海外维修站的管理条

例。1月中旬，联邦航空管理局的工作人员对上海进行了广泛的实地考察，并于2月12日

颁发了维修证书。这次评估内容包括对上海豪客太平洋的当地员工的英语口语能力作

出评定，以及对维护设备和维护指南进行仔细的检查。

“该证书标志着上海豪客太平洋为中国的公务航空业打造坚实的基础做出的坚持不

懈的努力，已达到一个巅峰。”Matthews说。“亚洲有许多尚未注册的飞机是这里的常

客。这里提供的飞机维修服务（MRO）为这类飞机提供了全面的支持，同时，我们认为这

项能力对于将上海发展成为亚洲公务航空的中心来说至关重要。”

该维护中心坐落在上海虹桥机场，位于上海豪客太平洋的固定基地运营商（FBO）旁，

占地面积达4万3057平方英尺，于2010年开放。上海豪客太平洋航空服务中心是由飞机服

务集团豪客太平洋和上海机场集团共同出资建立的一家合资企业。

该公司是达索猎鹰和豪客比奇喷气机的授权服务中心，同时它还获得中国民航管理局

的批准，为庞巴迪环球5000和环球快车/XRS飞机提供服务。去年，赛斯纳签署了一项谅解

备忘录，认可上海豪客太平洋为其奖状系列飞机的授权服务中心。

2012年12月，上海豪客太平洋收到来自开曼群岛的官方授权，修理在该岛上登记的飞

机，该公司还有望今年3月份获得百慕大群岛的维修证书。属于豪客太平洋服务网络内的

其他服务中心已获得联邦航空管理局的许可，包括新加坡的服务中心。

上海服务中心现在也已具备修理飞机电池的能力。“这样我们就能够存储和修理电

池，而我们的客户就不会再因为有害物质和运输等复杂问题而被延误。

近期，上海豪客太平洋航空服务中心获得了美国联邦航空管理局的批准，成为首家获得Part 145 维修证书的海外维修服务中心。这是中国大陆首家获此殊荣的专业公务机支持与服务中心。

Carey Matthews, 总经理，

上海豪客太平洋

Shanghai Hawker Pacific Business Aviation Service Center上海豪客太平洋航空服务中心

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Honeywell ramps up in Asia with aftermarket networkby Charles Alcock

Honeywell Aerospace’s business and general aviation division started putting down roots in the key emerg-ing market of China just over seven years ago in 2005. Today, the U.S. group believes it has one of the stron-gest aftermarket networks in the coun-try and, indeed, throughout the Asia Pacific region, with some 42 dealers and service facilities now in place. Here at the ABACE show this week, the avi-onics and engines manufacturer may well be announcing further add-ons to its China network, in particular.

“We have a very strong presence in the [Asia Pacific] aftermarket, and on the manufacturing side, the market as a whole has seen a lot of growth over the last four or five years, especially in China,” said Rishiraj Singh, director and business leader of Honeywell’s Asia Pacific business and general avi-ation unit. “We have won positions on several [Chinese aerospace] programs and more are in the pipeline. Back in 2005 we had just two people here [in China] and now we have 27 professionals.”

Last year, in partner-ship with Dallas Airmotive, Honeywell set up its first major mechanical service center in the region, based in Singapore. This supports a variety of its engines and auxiliary power units, sig-nificantly improving respon-siveness for operators in this part of the world. It has spare parts pools in Shanghai, Sin-gapore and Sydney.

In China, its dealer net-work includes representa-tion in Beijing, Shanghai, Guangzhou and Xian. Additionally, the support network extends to partnerships with Hawker Pacific here at Shanghai’s Hongqiao Airport, also with ExecuJet Aviation in Tianjin in northern China and with Gulfstream’s new factory-owned service center in Beijing. In Hong Kong, the company has a close relationship with local business avia-tion services group Metrojet. “Overall, I’d say that our aftermarket network is more mature than those of other OEMs and our team is well spread out,” Singh told AIN.

Air Traffic NetworkIn China, Singh acknowledged that

one of the main challenges in boost-ing the potential for business aviation is improving the country’s air traffic management network. Honeywell has been busily proposing its latest cock-pit systems, such as SmartRunway and

SmartLanding products for guard-ing against runway incursions and run-way excursions, respectively. Also on the agenda in discussions with Chi-nese operators has been its SmartPath ground-based augmentation system, which can help increase airport capacity, while also reducing noise and reducing weather-related delays.

Additionally, Honeywell has been participating in the U.S./Chinese Aviation Cooperation Program for enhancing civil aviation in China. Singh is co-chairman of the pro-gram’s general aviation committee, which is working on topics such as expanding access to low-altitude air-space, developing FBOs and other aspects of flight support.

Teaming with AvicTo date, much of Honeywell’s involve-

ment with China’s ambitious aerospace sector has been through a cooperation with Avic subsid-iary Avicopter to provide the LTS101-700-D2 turboshaft engine for the new AC311 helicopter. Its Bendix King avionics unit also has content in this program.

In the fixed-wing sector, Honeywell is providing its lat-est Apex integrated avionics suite for the Harbin Manu-facturing Corp.’s new Y-12F twin turboprop, which is due to complete certification by year-end. The company also is in talks with China’s Caiga (part of the Avic group) with a view to possible contributions to the proposed China New-Generation Business Jet and it is also eyeing partnership opportunities that might arise from Cessna’s plans to manu-

facture general aviation aircraft in China.Beyond China, Honeywell is now

proposing the Apex suite to Malaysia’s AeroNimbus for its proposed NMX light jet. It is also in discussion with Mahindra Aerospace’s Gippsland subsidiary about possible cooperation on its general avia-tion product line and it already has con-nections with New Zealand’s GA manu-facturer Pacific Aerospace.

Singh said he has every confidence that Honeywell’s early and extensive investment in China is paying off and that there is more market growth to come, despite changing economic con-ditions and operational challenges. “There have always been [economic] fluctuations and changes in regulation but over the past eight years we have not seen anything that has derailed [Honeywell’s prospects in China] neg-atively,” he concluded. o


霍尼韦尔亚太区公务和通用

航空事业部董事和商业领袖 Rishiraj Singh透露，美国航

空电子设备和工程公司在正

确的时候采取了正确的方式

来开拓中国市场的潜力。

Rishiraj Singh, director and business leader for business and general aviation for Honeywell Aerospace in the Asia Pacific region.

霍尼韦尔拓展售后市场网络，开拓亚洲市场作者：Charles Alcock

七年多前，也就是2005年，霍尼韦尔航

空航天业务部和通用航空部门开始扎根新

兴的中国市场。今天，霍尼韦尔在中国的售

后市场网络可以说是最大的之一。的确如

此，在整个亚太地区，霍尼韦尔已在适当

的地方建立了42个分销机构和服务中心。

在这周举行的亚洲公务航空会议和展览会

上，该航空电子设备和发动机制造商很有

可能宣布继续扩大公司规模，特别是扩大

在中国的网络。

“我们在[亚太地区]售后市场上占有的

份额非常大，而在制造方面，整个市场在过

去的四五年间增长很大，特别是中国，”霍尼

韦尔亚太区公务和通用航空事业部董事和商

业领袖Rishiraj Singh说。“我们已赢得部

分[中国航空航天]项目, 还有更多的在准备

中。回顾2005年[来中国]的时候我们只有两

个人，现在我们有27名专业人士。”

去年，霍尼韦尔与Dallas Airmotive合作，共同成立了亚太区首个重要的机械服

务中心，该中心设立在新加坡。该中心为

各种各样的发动机和辅助动力部件提供支

持，极大地提高了本地区响应运营商需求

的效率。该中心还有设立在上海、新加坡

和悉尼的备料库。

在中国，霍尼韦尔的经销商网络遍布

北京、上海、广州和西安。此外，该公司

还不断扩大自己的支持网络，分别与位于

上海虹桥机场的豪客太平洋中心，位于中

国北方城市天津的ExecuJet Aviation，以

及位于北京的湾流宇航公司新建的附带工

厂的服务中心一一建立合作伙伴关系。

在香港，该公司与当地公务航空服务集

团Metrojet的关系也非常密切。“总体而

言，我们公司的售后市场网络比其他原始

设备制造商要更加成熟，我们的团队也遍

布各地，”Singh在接受《国际航空新闻》

的采访时表示。

航空运输网络

在中国，Singh承认，推动中国公务航

空业的发展所面临的最主要的挑战之一

就是提高中国的航空运输管理网

络。霍尼韦尔目前正忙于探讨最

新的驾驶舱系统SmartRunway和SmartLanding的提案，这两个系

统分别用于防止跑道入侵和跑道

偏离。此外，目前正在和中国运

营商讨论的议题还有：基于地面

的SmartPath升推系统，该系统可

以提高机场的运作能力，同时还

可以减少噪音，减少由于天气原

因而引起的航班延误。

此外，霍尼韦尔还参与了美中

航空航天合作项目，该项目的目

的旨在推动中国的民用航空的发

展。Singh是该项目的通用航空委

员会的联合主席，该委员会目前正在讨论

如下议题：扩大中国的低空空域的准入权

限，发展固定基地运营商（FBO）及其他

航空支持等。

与中国航空工业集团合作

中国航空航天业潜力巨大。迄今为止，

霍尼韦尔进军中国市场的主要途径是与中

国航空工业集团旗下的子公司中航直升机

有限公司合作，两家公司针对新型AC311直升机共同研发LTS101-700-D2涡轮轴发动

机。霍尼韦尔的航空电子设备供应商Bendix King也参与了这个项目。

在固定翼行业，霍尼韦尔为哈尔滨飞

机工业集团的新型Y-12F双涡轮螺旋桨发

动机提供其最新研发的Apex整合的航空电

子组合产品，该项目将于年底完成认证程

序。霍尼韦尔还正在与中航通用飞机有限

责任公司（中国航空工业集团旗下的子公

司）谈判，探讨针对中国新一代公务机的

潜在合作契机。鉴于赛斯纳计划在中国制

造通用航空飞机，霍尼韦尔试图抓住这个

机遇，寻找新的合作伙伴。

除了中国，霍尼韦尔还提议将Apex组合产品提供给马来西亚的AeroNimbus，用于其提议的NMX轻型喷气机。此外，

霍尼韦尔还在和印度Mahindra Aerospace旗下位于吉普斯兰道的子公司展开商讨，

试图针对后者用于通用航空的系列产品与

之合作。霍尼韦尔还已经与新西兰通用航

空制造商Pacific Aerospace建立了联系。

尽管经济形式变化不定，运营也充满挑

战，不过，Singh依然坚定地认为，霍尼韦

尔在中国所做出的早期和广泛的投资将会

有所回报，而且市场还会增长得更快。他

总结说：“[经济]动荡和监管政策的变化

一直存在，不过在过去的八年时间里，我

们从未见到任何扰乱[霍尼韦尔开拓中国市

场]的事情发生。”

通过与中国航空工业集团的子公司中航直升机有

限责任公司签署合作协议，霍尼韦尔将为中航直升

机有限责任公司的新型AC311直升机提供LTS101-700-D2涡轮轴发动机。该 LTS101由位于南卡罗莱

纳州的霍尼韦尔Green设备中心制造。

Through a cooperative agreement with Avic subsidiary Avicopter, Honeywell will provide the LTS101-700-D2 turboshaft engine for the AC311 helicopter. The LTS101 is produced at Honeywell’s Greer, South Carolina facility.

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157_275x352+A_VIP-A320+Abace_AIN_ICv2_RZ01.indd 1 25.03.13 17:05

Training providers targeting widespread pilot shortageby Curt Epstein

With the number of business jets in China steadily increasing, the country is facing a shortage of qualified pilots, with virtually all of those attending its flight academies and training schools destined for the commercial aviation sector. Oper-ators in China use a ratio of five pilots for every business jet in operation, according to Christopher Jackson, co-founder and executive director of China-based aviation consultancy Jackson Rosenberg, who sees a need for hundreds of additional business jet pilots in the short to medium term.

That situation–coupled with regula-tions governing the number of foreign pilots permitted to work in the country–is spurring a response for specialized local flight training from the major training providers. Among those eyeing the mar-ket are the world’s two biggest aviation training providers: FlightSafety Interna-tional of the U.S. and Canada’s CAE.

FlightSafety International (FSI, Booth P1304) launched the region’s first business aviation training program in February 2012, when it received FAA and CAAC certification for its Gulfstream G450/G550 simulator, which is installed at its training facility in space leased from Cathay Pacific Airways at Hong Kong International Airport.

“It’s been a good learning experience,” said David Davenport, the international training provider’s senior vice president. “We’ve seen every month get better and better as we become established. Cus-tomers who have trained with us recog-nize that it’s the same level of quality that they were receiving when they came to the United States to do their training.”

Over the past year, the training pro-vider has seen use of the simulator rivaling that of its U.S.-based equip-ment, drawing customers from local-based operators such as Hongkong Jet, Metrojet, Deer Jet, Big White Bear and others, in addition to customers from Malaysia and Singapore.

Among the challenges faced by the company when dealing with a facil-ity on the other side of the world was

communication. “With a new start-up, you think you are going to understand and solve problems before they occur, but they continue to pop up. And the time difference is probably the biggest chal-lenge,” Davenport told AIN. The pro-gram is staffed mainly by veteran U.S. FSI instructors on an initial two-year posting to Hong Kong. “The language barrier was basically the same as it would be whether the trainers are working in the United States or in Hong Kong,” noted Davenport, who said that, in either case, interpreters are required.

Local InstructorsLast summer, FSI hired its first two

native Chinese instructors for the pro-gram and, while some of the current expatriate instructors have expressed interest in remaining in Hong Kong for another tour of duty, Davenport said the trend is to continue to recruit and hire local instructors in China.

According to the company, it is con-sidering adding more simulators at the Hong Kong facility and possibly expand-ing to mainland China. “At this point we are still in the exploratory phase,” said Davenport. “We certainly recognize the growing demand for pilots in mainland China and we’re working on business cases right now to address that.”

Meanwhile, maintenance training accounts for approximately one third of FSI’s business in the region. Through an agreement with Pratt & Whitney Can-ada it provides engine maintenance training in Beijing, Singapore and Bris-bane, Australia. Later this year, the com-pany expects to announce an agreement whereby it will provide Gulfstream main-tenance training in Beijing as well.

CAE, also making its initial foray into the Asian business aviation training mar-ket, has set up a facility in Shanghai at the Shanghai Eastern Flight Training Cen-tre. The training provider recently received CAAC certification of its G450/G550 sim-ulator, which earlier earned FAA approval. “Sometimes you hear it can be challenging to do business in China and to get things approved, but we’re not experiencing any-thing that we don’t come across in other places,” said Rob Lewis, CAE’s recently appointed vice president and general man-ager for business aviation, helicopter and maintenance training. “If I look at the time-line of how things have progressed, they are moving at about the same pace as if it was an FAA- or EASA-approved facility.”

Translated Instruction MaterialsAs it prepares to start up this first busi-

ness aviation training program in mainland China, CAE (Booth P1012), which cur-rently operates business aviation training facilities in eight countries, translated its course materials into Mandarin, which


中国公务机飞行员紧缺，培训机构瞄准市场缺口

作者：Curt Epstein

中国公务机的数量持续稳定增长，技

术精湛的飞行员却十分短缺，而在飞行学

校或者航空培训机构接受飞行员培训的人

员中，几乎所有人都是面向商业航空业。

据中国航空咨询公司Jackson Rosenberg的联合创始人和执行董事Christopher Jackson透露，中国的飞行员培训计划

是，5名飞行员服务一架服役的公务机。

他还认为，在短中期时间内，中国还需要

另外增加数以千计的公务机飞行员。

中国公务机飞行员紧缺，再加上相关

管理规定限制在中国工作的外籍飞行员的

人数，这两大因素为大型培训机构创造了

良好的契机。这些培训机构纷纷响应市场

需求，为飞行员提供本地的专门的飞行培

训。其中，瞄准中国市场的公司有世界最

大的航空培训机构：美国飞安国际公司

（U.S. FlightSafty International）和加拿

大航空公司（CAE）。

2012年2月，美国飞安国际公司(以下简

称“飞安国际”，展位号：P1304) 的湾

流G450/G550飞行模拟器获得了美国联邦

航空管理局（FAA）和中国民用航空局

（CAAC）的认证。接着，飞安国际在中

国启动了首个公务机航空培训项目。湾流

G450/G550飞行模拟器安装在飞安国际的

飞行员培训设施中，而飞行员培训设施的

场地是从国泰航空有限公司租来的，位于

香港国际机场。

“这是一个很好的学习经历”，飞安

国际的高级副总裁David Davenport表示，“自从这个培训中心成立以来，我们

的情况月月见好。接受培训的飞行员也认

识到，在这里与在美国享受的是同等质量

的培训。”

过去的一年里，培训人员发现，这里

使用的飞行模拟器可以和位于美国的培训

中心所使用的设备相媲美。因此，该中心

吸引了许多飞行员来此培训，他们有的来

自香港商务航空公司、香港迈特捷航空、

金鹿公务航空有限公司、北京大白熊商务

航空有限公司等本地公司，有的来自马来

西亚和新加坡的航空公司。

这些航空公司的飞行员来到位于世界

的另一端的培训中心接受培训，面临着诸

多挑战，而沟通就是其一。Daveport在接

受《国际航空新闻》的采访时说：“在项

目成立之初，你会认为，还没等问题发

生，你就会认识到这些问题并将其解决。

不过，各种各样的问题不停地出现。另

外，时差或许是最大的挑战。”该项目

的培训师主要是美国飞安国际公司派出的

经验丰富的雇员，他们初期在香港工作两

年。Davenport强调说：“不管这些培训

师是在美国工作还是在香港工作，他们所

面临的语言障碍基本相同。”不论是哪种

情况，都需要口译服务。

本地培训师

去年夏天，飞安国际为该项目聘用了

两名中国籍的培训师，而几名目前旅居香

港的外籍培训师表示他们愿意留在香港继

续任教两年。Davenport表示，招募和聘

用中国教练的这一趋势还将持续下去。

据该公司相关人员表示，公司打算

在香港的培训中心添置更多的飞行模拟

器，还有可能将培训中心扩展到中国大

陆。“我们还处于试验阶段”Davenport表示，“我们当然知道中国大陆对飞行员

的需求在日益增大，目前我们正忙于一些

商业活动来解决这一问题。”

与此同时，飞机的维护培训几乎占飞

安国际在中国地区的培训项目的三分之

一。飞安国际和普拉特·霍特尼加拿大公

司（Pratt & Whitney Canada）签署了一

份协议，并已在北京、新加坡和澳大利亚

的布里斯班提供发动机维护培训。今年年

底，该公司打算公布一项关于在北京提供

湾流飞行模拟器培训的协议。

加拿大航空公司在上海东方航空培训

中心建立了一个航空培训中心，首次进军

亚洲公务航空培训市场。近期，该培训

国际飞安湾流G450/G550模拟器在香港国际机场的训练设施

FlightSafety International’s Gulfstream G450/G550 simulator at its Hong Kong International Airport training facility.

国际飞安的图形飞行甲板提供了实时模拟飞行。

FlightSafety International’s graphical flight deck provides real-time simulation.

u u

中心的湾流G450/G550飞行模拟器获得

了中国民用航空局的认证。在此之前，该

飞行模拟器已获得美国联邦航空管理局的

认证。“有时你会听到别人说，在中国做

生意极具挑战性，获得认证也不容易。不

过，我们在中国所碰到的困难，在其他地

方也都遇到过。”加拿大航空公司刚任命

不久的总裁兼总经理Rob Lewis说道。Rob Lewis负责公务航空、直升机和维护培训。

他还说：“在我看来，在中国获得认证的

程序，和获得美国航空管理局或欧洲航空

安全管理局的认证其程序都差不多。”

翻译版本的培训材料

加拿大航空公司（展位号：P1012）目前已在8个国家建立了商务航空培训中

心。该公司打算在中国大陆开展首个公务

航空培训项目之前，已将其培训课程材

料翻译成中文，并已获得批准。Lewis在接受《国际航空新闻》的采访时说：“在

所有其他地方，我们的培训材料都是英

文的，不过为了获得中国民用航空局的

认证，材料必须是中文的。”他还强调

说：“有时根据客户的要求，我们还需要

在教师里配备一名口译人员。不过，中国

是首个我们将培训材料翻译成当地语言的

国家。据Lewis透露，考虑到这些材料的

高度精准性和技术性，翻译培训材料花了

几个月时间，实在是极具挑战性。“你不

仅需要一个人来翻译这些材料，你还需

要一个会说中文，同时对湾流飞机的操作

富有经验的人来审阅译文，然后说：‘很

好，翻译得很正确。’”

在中国境外的加拿大航空公司的湾流

G450/G550飞行模拟器同样也获得了中国

民用航空局的认证，不过培训材料却是

英文的。

加拿大航空公司面临的另一难题就是

寻找高资历的培训人员。“在中国，一个

培训师需要有100小时的教学经验，才有

资格教学，而要找到一个既有100小时的

教学经验，又愿意教学而不再执行飞行任

务，同时还会说中文的人，非常困难。”

很显然，在拓展亚洲市场的业务方

面，加拿大航空公司自有安排。目前，正

在建设的是庞巴迪环球快车和达索猎鹰

7X三引擎喷气机的飞行模拟器，其培训

基地目前尚未确定。前不久，该公司在珠

海建立了一个斯科斯基S-76C++直升飞机

的飞行模拟器，该模拟器成为中国大陆首

个D级全动力的直升机飞行模拟器。

对于双方的制造商而言，飞行模拟器

落地中国意味着亚洲的飞行员以后接受培

训将更加便捷。此前，亚洲的飞行员需要

到迪拜、欧洲或美国接受培训。展望未来，鉴于亚洲客户更钟情于新

的、大舱体的飞机，Lewis预测，加拿大

航空公司将会在中国建立一个公务航空

培训中心。这个中心与该公司在迪拜、莫

里斯敦或新泽西所建的培训中心相似，

并且配备了现有的几种机型的飞行模拟

器。Lewis说：“针对未来十年中国市场

的飞机规模，培训中心需要配备8-10种机

型的飞行模拟器。这样一来，在亚洲的飞

行员就可以在亚洲获得机型级别证书，同

时还可以在亚洲接受复训。”


is mandated. “Everywhere else the train-ing materials are in English,” Lewis told AIN, “but to be CAAC approved in China, your materials have to be in Chinese.” He noted, “We may, from time to time, upon customer request arrange for an interpreter in the classroom, but China is the first place where we have developed our course materials in a local language.” Given the highly precise and technical nature of the material, the translation process–which took several months–proved challenging, according to Lewis. “You need somebody not only to do the translation, but you need a Mandarin-speaking, highly-experienced Gulfstream pilot to look at these things and say, “OK, this is right.”

CAE’s Gulfstream G450/G550 simula-tors at its locations outside China are also CAAC approved even though the training materials are presented there in English.

Finding qualified instructors was another difficulty for the Canadian com-pany. “In China an instructor must have 100 hours on type to qualify to teach, so it can be difficult finding people who have 100 hours in type, who want to instruct and not fly anymore, and who know Chinese.”

CAE clearly has plans for Asian expansion. Currently under construction are full flight simulators for the Bombar-dier Global Express and the Dassault Falcon 7X trijet, to be deployed at a yet-to-be-determined location. The company recently set up a Sikorsky S-76C++ heli-copter simulator in Zhuhai, making it the first level-D full motion helicopter flight simulator in the region.

For both manufacturers, the installa-tion of their simulators in China means convenience for Asian operators who previously had to send pilots to Dubai, Europe or the U.S. for training.

Looking ahead, based on preferences among Asian customers for new, large-cabin aircraft, Lewis predicts his company will eventually have a business aviation training hub in the region similar to its facilities in Dubai or in Morristown, New Jersey, and equipped with simulators cov-ering just those types. “If you look at the fleet that will be in China ten years from now, eight to ten simulators will cover it, so Asian-based customers will be able to get their type ratings and recurrent train-ing done in Asia,” Lewis said. o

CAE的第一个商业航空培训中心在中国大陆设立课堂。

Classroom set up at CAE’s first business aviation training center in mainland China.

u

u

Jet Aviation FBOs gain approvals, expandby Curt Epstein

Zurich-based Jet Aviation’s Hong Kong facility recently received approval from the U.S. Federal Aviation Administra-tion to provide maintenance for Gulfstream’s new flagship, the ultra-long-range G650, the aviation service provider (Booth P1216) announced here at ABACE.

The facility, which holds Hong Kong CAD maintenance repair station approval as well as mainland China JMM approval for PRC-registered aircraft, already has authorization to provide repairs and alterations on Gulfstream’s other large cabin twinjets, including the 400, 450, 500 and 550. Through Jet Aviation’s maintenance approv-als in Singapore, the Hong Kong location also has mainte-nance authorization from other countries in the region, such as Australia’s CASA, Indonesia’s DGAC, Macau’s MAR-145, Malaysia’s DCA, the Philip-pines’ ATO, Singapore’s CAAS and Thailand’s DOA.

To meet increased business, Jet Aviation has embarked on an upgrade that will triple the

size of its maintenance facil-ity at Singapore’s Seletar Aero-space Park. The expanded facility, which is expected to be completed next year and will accommodate bizliner-class aircraft such as the Boeing BBJ and Airbus ACJ, will include battery, tire, upholstery and woodworking shops as well as two paint booths.

“Jet Aviation is undertak-ing this expansion project to meet growing customer demand in the region, particularly for larger, long-range business jets,” said Gary Dolski, the vice pres-ident and general manager for Jet Aviation Singapore. “We’ll be able to accommodate up to five G650 or five [Bombardier] Global Express 7000 aircraft

when the hangar is completed.”The Singapore location has

also been named as an autho-rized Asian service center for the Nextant 400XT, the reman-ufactured Beechjet 400A/XP. Nextant Aerospace, which entered the Asian market last year, and Jet Aviation signed a contract here at ABACE, mak-ing the Singapore facility the exclusive maintenance pro-vider for the 400XT in South-east Asia, and a core element in its global network of owned and authorized service centers.

Introduced in 2011, the remanufactured twinjet offers

more than 2,000-nm (3,709-km) range, putting the Singa-pore facility in range of flights from Mumbai, India or Shang-hai without a refueling stop.

In addition to an uptick in maintenance demand in the region, Jet Aviation has also experienced rising demand for its aircraft management services.

Over the past several months, the company added seven new aircraft to its man-aged fleet in Asia, including a new Gulfstream 650 and a 450, a Bombardier 5000 and a Dassault 7X. The company

established its management and charter operation in Hong Kong in 2001 and cur-rently handles 25 aircraft in the region. To accommodate the recent increase, Jet Aviation has expanded its staffing.

“We are fully committed to meeting and exceeding cus-tomer expectations,” said Iris Riesen, managing director of the company’s Hong Kong management and charter divi-sion. “We now employ 12 full-time dispatchers to ensure customers receive the highest service levels at all times.” o


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Touching base

Ramp space is at a premium here at Shanghai Hongqiao Airport, so the ABACE display area is fairly tight. This means the aircraft need to be carefully parked to maximize space.

Safety Standdown stages third session in Shanghai

Bombardier Aerospace’s Safety Standdown returned to Asia yesterday for a third time. It was held in conjunc-tion with the ABACE show at the Shanghai Marriott Hotel Hongqiao. Free for partici-pants, Safety Standdown Asia “provides pilots, aircrew and flight departments with insights into the factors that precipitate errors in judgment and high-lights ways to mitigate them,” according to Bombardier (Cha-let 380). The seminar combines both knowledge-based and skill-based training with a focus on human factors.

Presentations at this year’s Safety Standdown Asia included safety culture with National Transportation Safety Board member Robert Sumwalt; crim-inalization of aviation acci-dents by attorney Kent Jackson; fatigue and health by Conver-gent Performance executive vice president Pat Daily; Safety

Management System integra-tion by Convergent Performance consultant Dan Boedigheimer; application of knowledge by Kate Kung-McIntyre, assis-tant dean of Business School at Wichita State University; and Bombardier Flight Operations captain Jason Karadimas on human factors in aviation.

Bombardier began offer-ing safety standdown seminars for its Learjet flight demonstra-tion pilots in 1996, and opened the event to all pilots flying any type of aircraft in 1999. More than 6,300 pilots have graduated from the Bombar-dier Safety Standdown events through October 2012.

“This initiative can benefit all operators–irrespective of the type of aircraft they fly or its man-ufacturer–as they can discover first-hand how they can apply the latest safety intelligence and expertise to their operations,” Bombardier noted. –M.T.

Jet Aviation’s upgrade of its maintenance facility at Singapore’s Seletar Aerospace Park is expected to triple the size of the facility, allowing it to accommodate bizliner-size aircraft such as the Boeing BBJ and Airbus ACJ.

Jet Aviation’s Hong Kong facility has received U.S. Federal Aviation Administration approval to provide maintenance for the Gulfstream G650.

Pg-17_d1_v2.indd 1 4/14/13 11:29 AM

Airbus says Asia Pacific is ripe for large-cabin modelsby James Wynbrandt

Airbus Corporate Jets (Chalet 290), the VIP aircraft sales division of Air-bus, sees big opportunities for execu-tive transport in the China market and throughout the Asia Pacific region. Here at ABACE 2013 it is highlighting the big-cabin solutions it offers with its fam-ily of VIP airliners.

“China is the fastest growing business jet market in the world, and because in the business jet market the most impor-tant thing is the cabin, the show will allow us to showcase the cabin on the Airbus Corporate Jet,” David Velupillai, director of marketing for Airbus Cor-porate Jets (ACJ), told attendees at the company’s press conference here yes-terday. “We have the widest and tallest cabin of any business jet,” he added.

To make its point, ACJ is show-ing a Shanghai-based ACJ318, which is owned and operated by Swiss air char-ter provider Comlux (Chalet 390), on the ABACE static display.

The regional market has responded positively to ACJ’s pitch, Velupillai said. At the end of 2011, five ACJs were oper-ating in China, Hong Kong and Macao, and by the end of 2012 that number had increased to about 20. Operators flying ACJs in the Asia Pacific region include BAA Jet Management, Beijing Airlines, China Eastern Executive Aviation, Deer Jet, Hong Kong Jet and Tag Aviation, as well as several private owners.

ACJ recently introduced its optional Phoenix cabin interior for the ACJ318 aimed at the China market, featuring

a color palette of red and gold, and options including a karaoke bar and a round table in the main cabin. “The round table is particularly important in China,” Velupillai said. “It’s the focus of family life.” The ACJ’s width allows ample room for passage on the sides of the six-place round table, and it can be quickly converted to a square table for playing games, such as Mah Jong.

‘Enhanced’ Options AvailableWith the ACJ318 Enhanced pro-

gram, announced at the National Busi-ness Aviation Association Convention in Orlando, Florida, last year, ACJ has drawn a number of developments from the larger family members into the ACJ318, some of which have become standard features, while others are avail-able as new options.

To improve passenger comfort, ACJ has added stylish “Benvolio” seats (as a third seating option), mood lighting, noise reduction in key areas and humid-ifiers. A shower option is now available, as is a cinema lounge with a U-shaped divan. The new interior design features reworked lining and LED lighting. The cabin can be outfitted with high-defi-nition screens and Wi-Fi throughout, along with a GSM system that allows passengers to use their cell phones through their own networks. Compat-ibility with iPads and similar devices is also installed.

Airbus Corporate Jets expects to

deliver the first ACJ318 Enhanced in the fourth quarter of this year. Dur-ing this year the company will also begin delivering ACJs fitted with shar-klet wingtip extensions (an option), including the first ACJ321 for Com-lux. The winglets reduce fuel con-sumption 4 percent and “look cool,” said Velupillai.

The other single-aisle ACJ fam-ily members (the ACJ319, ACJ320 and ACJ321) are delivered green, and the company has eight approved cabin completion centers, including Lufthansa Technik, Jet Aviation, Asso-ciated Air Center and Comlux. Taeco, based in Xiamen, was recently added to the list. ACJ invites attendees to visit its chalet to schedule a tour of its aircraft on static display. o


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ACJ’s Phoenix cabin interior for the ACJ318 aimed at the China market features a color palette of red and gold, and options including a karaoke bar and a round table in the main cabin.

A Shanghai-based ACJ318, owned and operated by Swiss air charter provider Comlux, takes its place on the ABACE static display.

Pg-18_d1_v3.indd 1 4/14/13 3:54 PM

Cessna says sales increasing in China and Asia Pacificby Amy Laboda

Cessna Aircraft (Chalet 190) announced here at ABACE 2013 yes-terday that its sales are up 50 percent in China from 2011 through 2012, and up in Asia Pacific overall. Meanwhile, the company is making rapid progress with its efforts to operate in China through joint ventures formed with China Avi-ation Industry General Aircraft Co. (CAIGA) in Shijiazhuang and Zhuhai. The joint venture with CAIGA involves building Cessna 208 Grand Caravan EXs (Shijiazhuang) and Cessna Cita-tion XLS+ business jets (Zhuhai) for the Chinese market. The company has examples of both aircraft on display here in Shanghai.

Bill Harris, v-p of sales, Asia Pacific, said there are 32 Citations flying in China right now. Admitting they are not yet the best-selling jets in China, he added, “Success is relative. As the mar-ket matures, we believe that customers will see that we offer the same luxury as the large cabin jets, but at a size and economy that makes sense for the mis-sion. We believe some owners of large-cabin jets will want a stablemate, a narrowbody jet, such as the new Sover-eign or Citation XLS+, for the shorter, or domestic flights.” The XLS+ and the Sovereign carry onboard avionics that make them as capable as the large-cabin jets. “The Garmin 5000 system going into the Sovereign is open-ended,” Har-ris said, “making it simpler to upgrade as new capabilities come online.”

He also spoke about Cessna’s men-toring program with CAAC, which is part of the company’s efforts to help educate CAAC on the safety of its air-craft, on procedures and on the routing structures necessary for business aircraft to operate efficiently and safely. “I think that the measured path of the CAAC in opening up airspace makes sense in China,” he said.

In the meantime, Cessna’s joint-ven-ture development is ramping up. “There’s a pretty lengthy process to acquire the business license,” said Bill Schultz, who became Cessna’s v-p business develop-ment for China in July last year, “pre-senting business models, anti-trust demonstrations and environmental sur-veys, for example, and now we’re wait-ing for central government approval.” In the meantime, the companies have been busy staffing the two ventures and com-pleting facilities. “CAIGA has both the facilities now, and has even built an air-port at Shijiazhuang. In Zhuhai they are building a new paint booth and the tool-ing for production should be in place by year-end,” he said.

“The message is that last year we laid out our plans and that we are right on schedule,” said Schultz. “We expect the first Caravan to be delivered from

Shijiazhuang by the end of June or in early July, and the first XLS+ will def-initely be delivered in the first quarter of 2014.” He declined to give produc-tion numbers but stated, “We’re working very hard to ensure we have a produc-tion rate suitable to meet demand here in China. We’re also working hard on aftermarket sales capabilities to ensure the aircraft can be maintained.” Schultz said, “The plan is for the two joint ven-tures to be able to maintain the aircraft that they produce.” It also has the sup-port of Hawker Pacific here in Shanghai and CSIC in Beijing, he added. “Things are speeding up here in China.”

Schultz made it clear at ABACE that the aircraft being produced in China are intended for the Chinese market, exclu-sively. As for any new products CAIGA and Cessna might develop, the crystal ball is unclear. “We are still exploring the right product for the marketplace,” said Schultz. There are currently no plans to build the Sovereign in China.

As part of their ramp-up process, Cessna and CAIGA announced key senior-management appointments for both joint ventures. Trey Wade, for-merly with Cessna sister company Bell Helicopter, has been appointed general manager for the Zhuhai operation. Li Yanbei, previously vice general manager of CAIGA South China Aircraft Indus-try Co., has been named as the deputy general manager of the Zhuhai joint ven-ture. David Howard has been promoted to general manager of the Shijiazhuang joint venture. Howard was previously

responsible for overseeing operations of the Cessna Skycatcher 162 program in Shenyang, China. Jing Weiliang, previ-ously manager of human resources with

CAIGA North China Aircraft Industry Co., has been appointed to be the dep-uty general manager of the Shijiazhuang joint venture. o


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Cessna predicts that narrowbody jets, such as its Citation XLS+ (here) and Sovereign will prove to be desired stablemates for large-cabin models.

China Aviation Industry General Aviation Co. is partnering with Cessna to build Grand Caravan EXs for the Chinese market.

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Asian bizav group hopes ABACE will boost industryby Ian Sheppard

Business aviation’s lobbying efforts in China are now well known, with the multi-ple challenges largely hinging on persuad-ing the country’s government to allow freer access to airspace and airports. But there are plenty of issues needing atten-tion across the wider Asian continent, where the industry often faces a complex task in helping this mode of transporta-tion fulfill its undoubtedly huge potential in what is arguably the world’s most eco-nomically dynamic continent.

This is the mission of the Asian Busi-ness Aviation Association (AsBAA), which was re-formed two years ago in March 2011. It now has around 80 member compa-nies and has its headquarters in Beijing.

AsBAA chairman Jean-Noel Robert, an Airbus exec-utive based in Hong Kong, told AIN on the eve of this year’s ABACE that he expects the show to reinvigorate the association. “There was a lot of excitement right before the event last year and in the two months afterward, but then things went quiet–almost everything stopped,” he said. In his view, this change of pace and mood was due largely to economic uncertainty at the time, as well as to the pending polit-ical changes in both the U.S. and China.

“Everyone was in observer mode–so we had a bit of a rollercoaster feeling in the industry last year,” he commented. The upshot was that “2012 was a bit of a disappointment compared with 2011, which was a great year, especially in China,” he said.

Despite the strong, pent-up demand for business aircraft in China, meeting demand has continued to be constrained by the gradual ramp-up of available

ground infrastructure and the relax-ation of restrictions on access to military- controlled airspace.

On the positive side, while sales of new aircraft by the manufacturers in China were, in fact, slightly down in 2012, sales of preowned aircraft were well up on 2011, according to Rob-ert. “There were lots of second-hand transactions, so all the brokers, consul-tants and operators were very busy. We saw 100 aircraft coming into mainland China,” he explained.

Robert reflected that the current infrastructure in China has had difficulty

coping with this influx of air-craft, and there have been significant delays in getting aircraft on the Chinese regis-ter. In fact, the early influx of business aircraft is helping to highlight what needs changing in China. In the first instance, though, according to Rob-ert, the sudden increase in the number of aircraft in China actually made it hard for them to be absorbed into the Chi-nese air transport system.

As for the AsBAA itself, it has had some success.

For example, it managed–through a joint letter with U.S. industry groups NBAA, GAMA and HAI–to per-suade the Chinese finance ministry to back down over proposals to tax busi-ness aviation. “People tend to think it’s [just] rich people coming in [to the mar-ket],” said Robert, “so we need to show them [the aircraft are] business tools, not rich boys’ toys.”

Robert admitted that, otherwise, “We haven’t been very active, as we were struggling to find a full-time employee. But we have one now, Cindy Du, who is based in Beijing.” He added that the “number of members is still increasing” and some activities have taken place; for example, an operating committee has been created in Singapore “to which the industry responded very well,” he said. AsBAA is now achieving increased activity levels through its members in Singapore, Malaysia and Thailand.

“The whole of the industry, especially the OEMs, are looking forward to a very active [ABACE] event,” said Robert. “We had to increase dramatically the show sur-face area, so it will be bigger. It should compensate for a lackluster year [in 2012].

“There was lots of investment last year but, overall, it was a disappoint-ment,” he concluded. “But we do have a green light, so there’s no reason why we can’t be a success. I hope that things will pick up. We’ve seen that it is not as easy as you think, though, to do business in China. It is very difficult–and there is a lack of knowledgeable manpower.” oD

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ABACE PACKS THEM IN

With 33 aircraft on the static display, ABACE 2013 has a half-dozen more aircraft on the ramp compared with last year’s show–a 20-percent increase. New this year is a cadre of turboprops.

亚洲公务航空团体希望亚洲公务航空会议及展览会推动公务航空业的发展作者：Ian Sheppard

众所周知，公务航空公司正在大力游说

中国政府，他们游说的目标主要是劝说中国

政府放宽对航空区域和机场的管制。尽管如

此，就整个亚洲而言，需要注意的问题还很

多。在亚洲，公务航空业通常面临一个复杂

的任务，那就是尽力使这种交通方式满足亚

洲市场巨大的潜在需求。亚洲市场可以说是

世界上经济最活跃的一个洲。

这就是亚洲公务航空协会（AsBAA）的

任务。亚洲公务航空协会于2011年3月重

组，总部设在北京，目前已有约80个会员

公司。

Jean-Noel Robert是亚洲公务航空协会

的主席，空中客车行政主管，目前身在香

港。在今年的亚洲公务航空会议和展览会

开始的前夜，他接受了《国际航空新闻》

的采访。他表示，希望这次展览能够增强

协会的活力。“去年的展览会开始之前及

结束后的两个月时间里发生了很多令人兴

奋的事，不过，之后就慢慢安静下来——

几乎所有活动都停止了。”他说。在他看

来，主要是由于当时的经济不稳定，加之

随后美国和中国相继发生的政治大事件，

因而商业活动的节奏和氛围才会发生那样

的变化。

他评价说：“每个人都持观望态度，

因此去年这个行业给人的感觉像是坐过山

车。”其结果是“相比2011年，2012年有

点叫人失望。2011年是业绩辉煌的一年，

尤其是在中国，”他说道。

中国对公务机的需求强劲、潜力大，然

而，由于可用的地面基础设施有限，由军

队管制的空域也受到严格限制，公务机的

需求难以得到满足。

Ro b e r t认为，从积极的一方面来

说， 2012年中国制造商生产的新飞机

的销量实际上有一点下滑，不过2012年二手飞机的销量却比 2011年高出很

多。“2012年有很多二手飞机交易，因

而所有的经纪人、咨询顾问和经营商都

非常忙碌。我们看到100架飞机来到中国

大陆。”他解释说。

Robert表示，中国目前的基础设施建设

还很难满足大量涌入中国的飞机的需求，此

外，这些飞机在中国注册需要花很长的时

间。事实上，早期进入中国的公务机已突

显了中国需要针对这一情况做出改变这一问

题。据Robert透露，其实进入中国的公务机

从一开始就很难进入中国航空运输体系。

不过，亚洲航空协会本身还是取得了些

许进步。例如，亚洲航空协会与美国工业

集团国家公务航空协会、GAMA及HAI一起发起联名信，试图劝说中国财政部放弃

对公务航空收税的提案。“人们通常会认

为，[只有] 富人才能[进入市场]，”Robert说，“因此，我们需要告诉他们，[通用飞

机]是服务于商业活动的工具，而不是富家

子弟的玩具。”

Robert承认说，然而，“我们还不算活

跃，因为我们过去一直在努力寻找一位全职

的职员。现在我们有了Cindy Du，他现在

身在北京。”他补充道，“会员还在继续增

加”，有些活动已经开始；例如，新加坡

已经成立了一个运营委员会，“这个委员会

的成立受到行业的热烈欢迎，”他说。亚洲

公务航空协会通过其在新加坡、马来西亚和

泰国的会员，正在积极开展大量活动。

“整个行业，特别是原始设备制造商

们，都对这个充满活力的亚洲公务航空

会议和展览会充满期待，”Robert说。“

我们必须极大地扩展这个展览会的展厅面

积，这样活动才能做得更大，这样一来才

能弥补成绩平平的2012年。”

“去年的投资很大，不过，整体来说，

让人感到失望，”他总结说。“不过，我们

已获得准许，所以没有理由在中国做生意不

会取得成功。我希望情况能好转起来，虽然

我们知道，在中国做生意事情并非我们所想

的那样简单。其实难度很大，况且我们缺少

资历雄厚、学识渊博的人力资源。”

亚洲航空协会主席

Jean-Noel Robert, AsBAA chairman

Pg-22_d2_v5.indd 1 4/14/13 11:47 AM

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General aviation policy high on China’s agendaby Yixin Xu, Jin An

With the rapid development of China’s economy, business aviation is viewed by many in the country as a so-called “Blue Ocean industry” with vast poten-tial. As estimated by Embraer in its last market forecast, by 2020 China may represent a mar-ket for as many as 635 business jets. Bombardier is even more optimistic, projecting a need for almost 1,000 more business jets in the coming decade.

Based on the figures published by Civil Aviation Authority of China (CAAC), the business avi-ation industry has been the fast-est growing sector in Chinese civil aviation over the past three years. However, the expansion of the market also highlights the factors that restrain it.

The recent “Two Sessions” [the annual main meetings of the National People’s Congress and Chinese People’s Political Con-sultative Conference] saw repre-sentatives from China’s general and business aviation industry

raise the same issue. The session featured Zijing Liu, a CPPCC member and the chairman of China Civil Airport Associa-tion; Xiangkai Meng, a NPC deputy and chairman of Avic General Aircraft Co. (Caiga); and Feng Yu, chairman of Avic. They called for urgent support of the country’s policies to assist the emerging industry of China’s general/business aviation sector.

Last year was regarded as the initial stage for China to intro-duce general aviation policies. The Chinese government policy document “State Council’s Sev-eral Comments on Boosting the Development of Civil Aviation,” issued in June 2012, highlighted general aviation development, including private and business flying, as one of the major tasks for the future.

The document stated that by 2020, general aviation would be developed on a large scale, total-ing two million flight hours

annually with average yearly growth of 19 percent. It also stated that emerging general aviation

services such as private and busi-ness flying would be promoted.

In December 2012, China’s Ministry of Finance and CAAC jointly introduced “Tentative Administrative Measures of the Special Funds for General Avi-ation Development.” The funds are targeted at activities such as general aviation operations, gen-eral aviation pilot training and

completion of general aviation facilities. At the beginning of 2013, the information was distributed to all general aviation enterprises.

The introduction of these measures is only the beginning. Aircraft manufacturers still face a strict market access system with a long approval cycle and compli-cated procedures; meanwhile, the standards operating companies

must adhere to are too tight. Another important restrict-

ing factor is airspace control. Currently, more than 70 per-cent of the airspace in China is controlled by the military, which leads to scarcity of airspace for general aviation activities.

In August 2010, the State Council and Central Military Commission jointly issued


Embraer forecasts that, by 2020, China will present a market for as

many as 635 business jets, such as its Legacy 650.

u

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Satcom Direct ramps up, readies for Hong Kong officeby Matt Thurber

Satellite communications provider Satcom Direct, well known in the busi-ness aviation market, is expanding rapidly, investing in its capability and in a pro-duction ramp-up, and introducing service innovations as it prepares to open an office in Hong Kong to cover the Asian market.

Satcom Direct is a service provider, connecting customers that use satcom equipment with the companies that loft satellites into orbit–it is rather like a tele-phone company that sells service but doesn’t own the infrastructure. Satcom users have to go through a service pro-vider such as Satcom Direct to connect their systems to satellites, pay for services and manage their use of the system.

“We’re in violent expansion mode,” said Curt Gray, vice president of satcom technologies and development, at Satcom Direct’s ninth annual conference in early February. The company has grown to more than 100 employees and purchased a 13-acre campus where everyone will work together in one consolidated facility. Next to that building, Satcom Direct is con-structing a 25,000-sq-ft data center that meets compliance standards that apply to highly secure and reliable data centers such as those that underlie Google’s infrastruc-ture. “We’re going from 16 big rack servers to 132 in phase 1,” Gray said. “That’s phase 1 of four, so huge growth [is coming].”

Last year, Satcom Direct (Booth H320) added local support around the world, with new offices in Farnborough, UK; São Paulo, Brazil; and Dubai. In the sec-ond quarter this year, a new office is to open in Hong Kong, and more interna-tional offices are planned. “These offices are available when you’re traveling interna-tionally,” said David Greenhill, co-founder and president, “if you ever need anything.”

“It’s all about customer reach,” said Chris Moore, vice president of interna-tional sales. Without facilities near custom-ers’ destinations, it’s harder to get feedback on their satcom experiences, he explained,

and more difficult “to develop customer relationships and make sure we’ve got the right level of services for them.” An impor-tant part of this effort is also hiring satellite experts who speak the local languages and understand problems faced by customers.

“Hong Kong is a massive hub for Asia,” said Moore. “The Asia market is rapidly expanding, so [we’re] making sure we’ve got a good presence there and the right people in that office.” Satcom Direct is hiring Man-darin speakers for that office, too, because the China market is growing quickly.

iPad App The newest version of Satcom Direct’s

FlightDeck 360 iPad app was released just before the conference. FlightDeck 360 “brings datalink capabilities to the iPad,” according to Scott Hamilton, vice presi-dent of business and strategic development. For a satcom-equipped aircraft without datalink, FlightDeck 360 allows pilots to use the iPad to view flight plans and upload them to the ForeFlight moving-map app and receive pre-departure and oceanic clearances and digital ATIS messages.

Satcom Direct also introduced its first certified hardware product, the new satcom direct router. The router will work with any satellite constellation, includ-ing new constellations such as Inmar-sat’s Global Xpress, seamlessly switching between networks. Operators will be able to split network traffic, for example, set-ting the router to allow a VIP passenger to access the fastest and most expensive satcom system, while other passengers could use a lower-cost channel to keep expenses in check. The router operates on both 2.4 and 5 GHz WiFi frequencies and offers two sim card slots for access to ground-based 3G/4G cellular networks.

First deliveries of the new router–retail price is $27,000–should begin in May. Satcom Direct plans to obtain supplemen-tal type certificate approval for installation of the router in most aircraft types. o


Satcom Direct 紧锣密鼓进军香港市场作者：Matt Thurber

Satcom Direct是一家卫星通信供应商，在公务机市场享有盛誉。该公司发展壮大十分迅速，为了提高产品性能和产量，公司加大投资，并推出新业务。目前，公司正准备在香港设立一个办事处，以覆盖亚洲市场。

Satcom Direct是一家服务供应商，致力于将卫星通信设备用户与能将卫星发送到轨道上的公司联系起来。这种模式和电讯公司很相似，两者都只销售服务，但不拥有这些通讯设备。卫星通信用户必须通过服务供应商才能实现通信功能，因为只有通过诸如Satcom Direct这样的服务供应商用户才能将系统与卫星连接起来，才能针对自己享受的服务支付费用，而Satcom Direct则管理用户对系统的使用。

二月初，卫星通信技术与发展部副总裁Curt Gray在Satcom Direct举办的第九次年会上表示：“我们正在迅速扩张。”该公司职员已超过100名，购买了一块占地面积13英亩的园区，这样所有人都可以在这里一起工作。在该建筑的旁边，Satcom Direct正在建设一个占地面积25000英尺的数据中心。该数据中心符合相关法律法规，适用于数据安全性和可靠性都非常高的中心，例如谷歌的基础设施。“在第一阶段，我们将从16台大型机架式服务器开始，然后发展到132台，”Gray说道。“这是四个阶段的第一阶段，[这将会带来]巨大的经济增长。”

去年，Satcom Direct（展位号：H320）在世界各地新增了服务点，例如，在美国范堡罗、巴西圣保罗，及迪拜等地开设了办事处。今年第二季度，该公司还将在香港设立一个办事处，此外，还有更多的国际办事处都在筹划准备之中。“当你环游世界时，如果你需要什么帮助的话，这些办事处都可以为你提供服务。”

国际业务部副总裁Chris Moore说：“最重要的是能在客户需要的时候给予必要的帮助，”他还解释道，如果客户所在的地方没有相应的设备，那么就很难获得他们使用卫星通信后的反馈信息，而“要发展客户关系，保证我们能够为他们提供相应的服务”就更难了。为了做到这一点，雇用能讲当地语言、能够理解客户所遇到的问题的卫星通信专家也是十分重要的一方面。

“香港是亚洲地区业务的聚集地，”Moore表示。“亚洲市场正在迅速扩大，因此[我们]要确保我们拥有较好的市场占有率，确保香港办事处的职员是合适的人选。”Satcom Direct正在招聘会说普通话的职员，因为中国市场的增长也十分迅速。

Satcom Direct的办事处遍布世界各地，并且在范堡罗和迪拜都有实验室设备，因而该公司能够提供24/7服务。“如果你有任何问题，都可以在工作台进行检测，”Moore说。公司还定期开研讨会，为客户、飞行员和技术人员提供培训。目前新的培训项目有：和美国飞安国际建立合作伙伴关系，以及在佐治亚州萨凡纳的学习中心为湾流的飞行员和技术人员提供培训。教室设备还可以作为一个实验室，用于排除卫星通信故障。Satcom Direct希望将这一功能也应用到其他的飞机平台上。

会议上， Satcom Direct强调了公司的新业务和产品的新功能：Satcom Direct和Aircraft Performance Group签署了一份新协议，这样一来，APG客

户可以通过卫星通信继续接收飞机的跑道分析和重量与平衡数据，而不是仅仅只能依赖地面上的网络端口接收数据。

Satcom Direct已经改进了“10位数的全球通数字”，用户可以选择本地号码加国家代码的形式来表示飞机的归属地。“全球通”数字可以在全球50多个国家和4000多座城市使用。

飞行员经常抱怨说，由于飞机装备了卫星通信设备，乘客们在飞行的过程中一旦无意间忘记关掉现代通信设备，这些通信设备就会耗尽昂贵的宽带费。Satcom Direct出品的SkyShield通过过滤器将不需要的数据拦截，避免其被飞机接收。 Satcom Direct为客户提供了三个可使用的预配置的过滤器，还可以帮客户开发自定义的过滤器。

Satcom Direct研制的最新版的FlightDeck 360 iPad应用程序在会议开始之前发布。据商业和战略发展部副总裁透露，FlightDeck 360 “使iPad具备数据链接功能”。对于一个装备了卫星通信设备但没有数据链接功能的飞机而言，FlightDeck 360保证飞行员可以利用iPad来查看飞行计划，并将飞行计划下载至ForeFlight移动地图应用程序，还可以接收飞机起飞前信息、海关清关信息，以及数字化自动终端情报服务（ATIS）信息。这个应用程序可以用来收发邮件，可以在飞行的过程中与Satcom Direct的支持人员取得联系，还可以查看卫星通信覆盖的地域以及Sita VHF网络。

Satcom Direct还推出了首个已被认证的硬件产品，即新型卫星通信指挥路由器。该路由器可以和任何一个卫星连接，比如Inmarsat出品的新型卫星Global Xpress，实现无缝网络切换。操作者可以避开网络堵塞，例如，他们可以对路由器进行设置，允许VIP乘客使用最快最贵的卫星通信系统的数据，而其他乘客可以使用费用较低的通信渠道，以保证消费在可控范围内。该路由器支持频率为2.4千兆赫和5千兆赫的无线网络（Wi-Fi），设有两个sim卡插槽，sim卡可使用地面3G/4G移动网络。

第一批新型路由器的零售价是27000美元，预计将于5月开始发售。Satcom Direct计划为该路由器申请补充类合格证审批，以便大多数机型都能够安装这种路由器。

Satcom Direct introduced its first certified hardware product, a router that will work with any satellite constellation, including new constellations such as Inmarsat’s Global Xpress, seamlessly switching between networks.

Satcom Direct 推出了首个已被认证的硬件产品，即一个可以和任何卫星连接的路由器，比如Inmarsat出品的新型卫星Global Xpress，实现无缝网络切换。

the “Comments on How to Deepen the Reform of the Management of Our Country’s Low-altitude Airspace,” which pointed out that before 2015, trial low-altitude airspace management reform would be carried out in Shenyang, Guangzhou, Beijing, Lanzhou, Jinan, Nanjing and Chengdu.

Some NPC deputies from the industry proposed that the country introduce pol-icies that will facilitate the development of general aviation, including preferen-tial terms for intellectual property rights and establishment of general aviation joint ventures; sales of Chinese-made general aviation aircraft; development of

infrastructure such as airports; the cre-ation of industry associations; and the opening of fixed-base operations (FBOs).

In the meantime, regional aviation authorities in China are to expedite the management of low-altitude airspace, facilitate the overall planning of construc-tion projects such as airports, ground ser-vices and the upgrading of ATC systems. The theory is that these steps will encour-age independent innovation and support the development of the national general aviation industry. o

This article first appeared in World Flight magazine, published by World Flight Ltd.

Genav policy on agendauContinued from preceding page

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Castle & Cooke hosts FBO haven in Honoluluby Curt Epstein

Among the aircraft manu-facturers and charter providers appearing at ABACE, aviation service providers are also rep-resented among the exhibitors. One that is returning for a sec-ond year is Castle & Cooke Aviation (Booth P318), which operates a string of fixed-base operations (FBOs) with loca-tions on the U.S. West Coast and in Hawaii. “We see the China market as really high poten-tial growth,” said Tony Marlow, general manager of the compa-ny’s facility at Honolulu Inter-national Airport. “Out here, in the middle of the ocean, we are a tech stop, as well as a customs

clearance stop for flights going to the United States, so we saw [attending ABACE] as an opportunity to try to get in front of the market.”

To gauge the level of pri-vate aviation in China, Marlow attended the Shanghai Interna-tional Business Aviation show in 2011. “We found that a lot of work still had to be done to develop the market, but there was enough there that when the NBAA [the U.S. National Business Aviation Association]

decided to do it in 2012, we didn’t want to miss the oppor-tunity,” he said.

At last year’s show, Mar-low found ample indications of the nascent market’s inexperi-ence and, given the level of gen-eral aviation infrastructure in China today, that observation was hardly surprising. While the event was held at the Shanghai Hawker Pacific Business Avia-tion Center, one of the few dedi-cated FBOs in the country, only a handful of the show’s attendees actually entered the terminal or understood how its services dif-fered from western-style FBOs. “I probably did more explaining

to folks about what we do than really talking about providing a great fuel price and telling them that we have top-level service,” Marlow said. “It’s very much a developing market and it’s very much an opportunity to educate people about how things work.”

An added benefit of attend-ing the last ABACE, accord-ing to Marlow, was exposing his facility to airline managers at the show. While not a key area of focus, the FBO also serves commercial jetliners on ferry

flights delivering aircraft from the U.S. to Asian airlines.

While he found the 2012 show to be a success in terms of the amount of traffic to his booth, Marlow said that the post-show benefits manifested themselves in the form of a slight uptick in traffic from the region, which the company categorizes as a small part of its overall business. “Han-dling just those couple of flights really was significant,” he said. “Had we not been at the show, the crew might not have ever given us a look and might have used our competition down the ramp. We actually made direct sales to two new customers, one of which has been back several times.”

When it came time to renew for this year’s edition, that new business helped Marlow make the case to his superiors to reserve a booth as soon as registration opened. “The fact is, the busi-ness is still growing,” he said. “It’s not the sort of thing where all of a sudden we see 20 new flights a month coming from Asia, but we want to be in front of it and we want to be at the top of folks’ minds when they do.”

For Castle & Cooke Avia-tion, courting the Asian private aviation market fits well with its present structure. With interna-tional arrivals in the Los Angeles area limited to busy Los Ange-les International Airport, flights can clear U.S. customs and immigration in Hawaii (typically without the passengers need-ing to leave the airplane) and then fly to one of the company’s other mainland locations at Cal-ifornia’s Van Nuys Airport, or in Everett, Washington. Accord-ing to Marlow, some Asian cus-tomers with long-range aircraft even clear customs and refuel at his facility for nonstop flights to Florida or New York, bypassing the West Coast altogether.

Castle & Cooke’s Honolulu FBO, which will celebrate its fifth anniversary next month, is one of four jet fuel providers on the airport. It is typically staffed 12 hours a day, seven days a week, but given a few hours’ advance notice before the possible arrival of any transoceanic flight, Mar-low said that arriving guests will be well looked after. o


Castle & Cooke在火奴鲁鲁建立的设施既是一个提供技术服务的站点，同时又是一个办理清关手续的站点。在这里，从中国飞往美国的航班可以在乘客不下飞机的情况下办理清关手续。

Castle & Cooke在夏威夷建立的固定运

营基地为乘客们提供每周7天，每天24小时服务的乘客休息室，不过提前几小

时通知的话，这里可以为横跨海洋而

来的航班做好充分准备，以招待来宾。

Castle & Cooke将火奴鲁鲁打造成固定运营基地的天堂作者：Curt Epstein

参加亚洲商务航空会议和展览会（ABACE）的不仅有飞机制

造商和包机服务供应商，连航空服务供应商也现身会场。Castle & Cooke Aviation（展位号：P318）是第二年参加此次展会的展商之

一，该公司经营着一系列固定运营基地（FBOs），这些基地位于

美国西海岸和夏威夷。“我们认为，中国市场的增长潜力非常巨

大。”Tony Marlow说道。他是该公司的总经理，负责火奴鲁鲁国

际机场的服务设施。“在那里，在那海洋中央，我们既是一个可以

提供技术服务的站点，还是各路飞向美国的航班办理清关手续的站

点。因此，我们认为[参加亚洲商务航空会议和展览会]是一个机遇，

我们可以利用这一机遇走在市场的前端。为了了解中国的私人航空发展的程度，Marlow参加了2011年在

上海举办的国际公务航空展。他表示，“我们发现，为了挖掘中国

这一市场，还有许多事情要做。不过，中国市场的确非常巨大，足

以让人去挖掘，以至于当2012年美国国家公务航空协会（NBAA）

决定开辟中国市场的时候，我们也不想错过这一机会。”

在去年的展览会上， Marlow发现有很多证据能够证明中国这一

初期市场缺乏经验。考虑到目前中国通用航空基础设施的水平，你就

会认为中国市场缺乏经验这一说法绝不令人吃惊。2012年的亚洲商务

航空会议和展览会在上海霍克太平洋公务航空中心举行。该中心是中

国为数不多的专门的固定运营基地之一，不过，与会者中真正进入终

端，或者真正了解该基地的服务与西方模式的固定运营基地的服务之

间的差别的人，可谓寥寥无几。“我也许向非专业人士讲了更多我们

做什么，而不是真正告诉他们我们公司可以提供实惠的燃油价格和一

流的服务，”Marlow说道。“中国的确是个具有发展潜力的市场，

而在中国开拓市场同时也是一个教育他人事情怎样运作的机会。 Marlow表示，参加上一次的亚洲商务航空会议和展览会获取

的额外收益是将公司的设备展示给展会上的航线管理者。固定运营基地还为商务喷气式客机提供转场飞行服务，将飞机从美国送到亚洲航线上。

Marlow认为，就来到展位参观的人流量而言，2012年的展会可以说是成功的。他说，展会后的收益体现在来自中国的航班数稍有增加，这被视作是该公司的整体业务的一小部分。“专注这几路航班确实非常重要，”他说，“如果我们没有参加此次展会，机组人员也许看都不会看我们一眼，很有可能就选择了我们的竞争对手。事实上，我们向两位客户进行了直接销售，其中一位还多次回头购买。”

今年的展会开始登记之际，Marlow将这一新业务告知上级，上级因而允许其在登记开始后预约一个展位。“事实上，业务仍有待发展。短期之内我们不可能看到一个月增加20个来自亚洲的航班。不过，我们想要走在市场的前列，我们希望市场成熟时，我们是客户的首选。” 他说道。

对于Castle & Cooke Aviation而言，对亚洲私人航空市场的钟爱与该公司当前的结构是相符合的。单是来自洛杉矶地区的国际航班就可以使洛杉矶国际机场够忙碌的了，不过，航班可以在通过美国海关和夏威夷的外来移民查验后（一般不需要乘客们下飞机），飞往该公司所在的其他降落点，如加拿大范纽斯机场，或位于华盛顿埃弗雷特的机场。据Marlow透露，有些远程飞行的亚洲客户甚至在他的固定运营基地清关、补给燃料，然后直接飞往弗罗里达和纽约，横跨整个西海岸。

Castle & Cooke航空公司旗下的火奴鲁鲁固定运营基地将于下个月举行五周年纪念。该基地是机场上的四个喷气机燃料供应商之一。需要特别指出的是，该基地的工作人员每天工作12小时，每周工作7天，不过，如果飞越海洋来到火奴鲁鲁的航班能够提前几小时发出通知的话，Marlow表示该来客可享受特别款待。

The passenger lounge at Castle & Cooke’s Hawaii FBO is typically staffed 12 hours a day, seven days a week, but with a few hours’ advance notice it can accommodate the arrival of any transoceanic flight.

Castle & Cooke’s Honolulu facility is both a tech stop and a customs clearance stop where flights traveling from China to the U.S. can clear the formalities, typically without the passengers needing to leave the airplane.

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VistaJet targets year end for China operation startupby Charles Alcock

VistaJet is working hard to get its new Chinese joint venture up and running by the end of 2013. In January, the operator established an office in Hong Kong and it has now staffed this with a sales team. The next step will be to establish a representative office in Beijing with its joint venture partner and it has begun the licensing process to establish a Chinese air operators’ certificate (AOC) and register some of its aircraft in the country.

At the 2012 ABACE show, VistaJet (Booth P604) signed a memorandum of understanding with Beijing Airlines, the private aviation subsidiary of state-owned Air China. However, as of press time, the companies had yet to confirm whether this provisional agreement has led to agreement on full joint-venture terms.

According to VistaJet chairman Thomas Flohr, the company has seen an increase in flight bookings in and out of China over the past 12 months. “We are serving both Chinese and Western customers, carrying international companies into China and taking Chinese companies abroad,” he told AIN.

Once VistaJet’s AOC is in hand and the joint venture fully licensed and operational, the company will be able to start making domestic flights within mainland China. “But being able to fly from Beijing to Chengdu will not change the need for [customers] to fly from Beijing to Angola,” said Flohr. “Look at the land mass [of China]; most of the traffic is on the east coast. If you compare China with the U.S., then you could say that west of Denver there is almost nowhere to fly.”

Flohr believes that the Chinese market remains “wide open” for VistaJet’s mix of contract and ad hoc aircraft use options. “Originally, a lot of people thought that they should open a [traditional] charter company in China but they have learned the lesson [that this does not work],” he said. “What we offer is very scalable. Chinese people are realizing that owning an aircraft is very expensive and difficult. Our focus is on helping people who fly between 50 and 500 hours per year.”

A common perception among Western operators is that it is generally too hard to get the required overflight and landing permits to deliver the level of flexibility that customers seek in the charter market. According to Flohr,

VistaJet’s early experience has been that this is not an insurmountable obstacle. “We have had a fairly good experience with [the permit process] and when we need permits urgently, we get them,” he said. “We feel we are being treated extremely well [by Chinese authorities]. They understand that we are very reliable and that we follow all the rules. This makes us a reliable partner for the

Chinese authorities.” He added that opening a representative office in Beijing has paid off in term of having a good working relationship with local authorities.

VistaJet operates an all-Bombardier fleet and Flohr expressed his appreciation for the investment that the Canadian airframer has made in providing product support in China. In this respect, he feels the operators

have also benefited from the technical commonality between its Global family of business jets and Bombardier’s CRJ regional airliners. “We will keep pushing the manufacturers to maximize the support footprint so that there are no [places without service infrastructure],” he said.

In Flohr’s view, China’s relatively limited airport infrastructure has not represented a significant obstacle to the operator and its customers. “We already fly to some of the most remote locations on Earth,” he said. “At many airports you have to go through the main terminal [instead of a private terminal] and there are many airports in China that are still controlled by the military.” He believes that, eventually, much of this infrastructure will be available to business aviation.

China is a key target market for VistaJet’s ambitious Think Global marketing campaign, launched in November 2012 to coincide with an historic order for up to 142 Bombardier Global family aircraft. “It is the dominant market in the north and northeast of Asia, but we are also seeing growth across [eastern] Russia and the CIS,” Flohr concluded. “India continues to be a challenge from a permit point of view, but we simply have to tackle these new markets one by one.”

VistaJet has a joint venture operation established in Malaysia and at any given time has three or four aircraft located in Asia. “No other Western operator flies [into Asia] as much,” Flohr claimed. “The challenge is that you can’t be everywhere, and we need to be able to provide guaranteed availability.” o


VistaJet 计划年底开始在中国运营作者：Charles Alcock

VistaJet公司正在努力争取于2013年底完

成新建的中国合资企业工程并开始营业。

一月，该公司在香港成立了一家办事处，

并已拥有一个销售团队。该公司的下一步

目标是，和合资企业合作伙伴联手在北京

建立一家办事处。目前，该公司开始着手

申请中国的航空经营许可证，也开始将一

些飞机在中国注册。

在2012年举办的亚洲公务航空会议和

展览会（ABACE）上，VistaJet和北京航

空公司签署了一项谅解备忘录。北京航空

公司是国有企业中国国际航空公司旗下的

一家子公司，主要经营私人航空服务。不

过，截止记者发稿时，双方还尚未确认这

一临时的协议是否符合完全合资条款。

据VistaJet公司的主席Thomas Flohr透露，在过去的12个月里，该公司的来往中

国的机票预订数量有所上升。在接受《国

际航空新闻》的采访时，他说：“我们的

客户既有中国人，也有西方人，我们负责

将跨国公司的客户送到中国，并将中国公

司的客户送往国外。” 一旦VistaJet获得了航空经营许可证，

且合资企业也获得认可并开始营业，该

公司就可以在中国大陆开展国内航空业

务。“不过，能够从北京飞往成都并不能

改变需要从北京飞往安哥拉的旅客的需

求，”Flohr表示，“中国幅员辽阔，而且

大多数航程都集中在东海岸。如果将中国

比作美国，那么你可以说丹佛西部几乎没

有地方可以飞行。”

Flohr认为，中国市场依然是“完全开放

的”，因为VistaJet已设置了多种业务，并

临时开设了备选的飞行业务。“起初，很

多人认为他们应该在中国开设一家[传统的]包机公司，不过，他们已吸取教训，知道

这样做行不通，”他说，“我们提供的服

务非常具有可塑性。中国人认识到拥有一

架私人飞机十分昂贵，而且很难。我们的

重心是为那些年飞行任务在50至500小时之

间的人提供服务。”

西方运营商有一个共同的观点，那就

是，在包机服务领域，既获得指定的空域

和降落的经营许可，又要满足客户的弹

性化需求，这是很难做到的。据Flohr透露，VistaJet公司的早期经验证明，这并不

是一个不可逾越的障碍。“在[获得认证]方面，我们有非常宝贵的经验，而且，紧

急情况下，只要我们需要什么许可，我们

都可以拿到，”他说。“我们感觉[中国

相关部门]对我们非常好。他们知道我们

非常值得信赖，并且我们能够遵守所有规

则。这使我们得到中国相关部门的认可，

成为其可信赖的合作伙伴。”他还补充

说，VistaJet与当地部门之间有保持着良好

的合作关系，这一点从VistaJet在北京开设

一家办事处就可以看得出。

VistaJet公司所使用的飞机全部是庞巴

迪公司出品的。这家加拿大飞机制造商在

产品支持方面对中国进行投资，为此Flohr表示赞赏。在这点上，他认为，VistaJet公司的环球系列商务机与庞巴迪公司出

品的CRJ系列支线飞机之间具有一定的共

性，VistaJet公司的运营者也因而从中获

益。“我们将激励飞机制造商们最大限度

地满足客户需求，实现[每个地方都有服务

设施]，”他说。

在Flohr看来，虽然中国机场设施不

足，但这并不是运营者和客户所面临的重

大障碍。“我们所到之处有的是世界上最

偏远的地区，”他说。“在许多机场，你

必须经过主航站楼[而不是私人航站楼]，中

国有许多机场是不受军队控制的。”他相

信，最终这些设施大多数都会对公务航空

开放。

2012年11月，VistaJet开始了“国际化思

考”这个营销活动，与此同时，该公司还

将按时间顺序依次购买142架庞巴迪公司出

品的环球系列飞机，而中国是主要的目标

市场。“中国是亚洲北部和东北部的主导

市场，不过，我们希望在俄罗斯[东部]和独

联体也能有所增长，”Flohr总结说。“在

印度难以获得经营许可，因而开发印度市

场依然极具挑战，不过，我们所需要做的

是一个一个的来应对这些市场。”

VistaJet（展位号：P604）已在马来

西亚成立了一家合资企业，并随时可能

在亚洲添置三至四架飞机。“其他西方

运营商，都没有像我们这样频繁地飞往

[亚洲 ]，”Flohr声称。“难题是你不能

哪里都去，我们需要确保在某些地方提

供服务。”

VistaJet公司所配置的飞机全部都是庞巴迪公司出品的。这些飞机之间具有高度的共性，这是VistaJet公司商业计划的一个关键特征。

A high degree of commonality across VistaJet’s all-Bombardier fleet is a key feature of the operator’s business plan.

VistaJet的主席Thomas Flohr

VistaJet’s chairman Thomas Flohr

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Gulfstream and Bombardier dominate China’s business jet fleetby R. Randall Padfield

The People’s Republic of China (PRC) holds 57 percent of the 336-strong business jet fleet of the Greater China area, while Hong Kong holds 33 per-cent; Macau is in third place, with 5 percent; and the Republic of China (Taiwan) has 3 percent of the fleet, according to a report released by Asian Sky Group (ASG), a Hong Kong-based busi-ness aviation consulting group. The company announced its for-mal launch at ABACE last year.

Gulfstream jets account for 36 percent of the total Greater China fleet and Bombardier is in second place with 29 percent, according to the report. The other OEMs’ market shares of the Greater China fleet include Cessna (10 percent), Hawker Beechcraft (8 percent), Dassault Falcon (6 percent), Airbus (5 percent), Boeing (3 percent) and Embraer (2 percent). Large-cabin business jets and bigger models account for 70 percent of the Greater China fleet, and are equally divided between China and Hong Kong. The numbers reflect data at the end of 2012.

The Greater China business jet fleet increased by 101 aircraft during 2012–a growth rate of 40 percent. Large, super-large, ultra-long range and corporate airliners accounted for 91 per-cent of the increase. Gulfstream added the most aircraft (38), comprising 22 G550s, 12 G450s and four G200s, while a GIV-SP and GV left the area, for a net

gain of 36 Gulfstreams. Bom-bardier added the second most aircraft (31), primarily Chal-lenger 605s (13), plus nine others and nine Globals. Three Chal-lengers left China, for a net gain of 28 Bombardier business jets in the Greater China fleet.

In the PRC alone, the num-ber of jets, overall, has increased from 28 in 2007 to 193 at the end of last year, according to ASG’s calculations. This represents an annual growth rate of nearly 40 percent from 2011 to 2012. ASG reported that the PRC has seen the growth rate of its business jet fleet decrease unevenly over the last five years: from 64.3 per-cent in 2008, to 32.6 percent in 2009, to 55.7 percent in 2010, to 45.3 percent in 2011 and to 39.9 percent in 2012. It is significant that even in 2008, a down year for business aviation in most of the world, the PRC experienced nearly a 33-percent increase in its business jet fleet. However, as time goes on and the PRC’s fleet grows larger, it will obviously become harder to maintain such high rates of growth.

Meanwhile, annual business jet movements in the Republic of China increased from 8,569 in 2009 to 9,512 in 2010 and jumped to 14,507 in 2011, a 53-percent increase from 2010 to 2011.

Asian Sky Group’s Increased Presence in China

In September last year, ASG and Avic International

Aero-Development Corp. (Avic ADE) signed a strategic agree-ment to source pre-owned busi-ness aircraft, both airplanes and helicopters, from key global markets for resale in China, and to handle the resale of air-craft owned in mainland China to buyers in the global market. Fu Yumin, Avic ADE vice pres-ident, said at the signing cere-mony that cooperation between the two entities would enable both to leverage each other’s respective local and interna-tional resources to customers waiting to buy aircraft in China.

ASG’s managing director, Jay Shaw, said, “Avic ADE’s 15 years of rich experience in the China market and its customer base encompassing the Chinese general aviation, law enforce-ment and government sectors, will immediately translate to added value for the business.”

Earlier in 2012, ASG had announced another strategic partnership, this one with Avpro, Inc. of Annapolis, Maryland, in the U.S. Avpro also specializes in aircraft sales and acquisitions, averaging about 90 transactions per year and valued at some $1.5 billion. “What attracted Avpro to Asian Sky Group,” according to Chris Ellis, Avpro managing part-ner, “is its highly qualified and experienced management team, its coverage of Asia and the solid financial support [it] enjoys from its backers: Seacor Capital (Asia) and Avion Pacific.” o


8122

HAWKER

27

HAWKER

27

EMBRAER

8

AIRBUS

18

BOEING

11

BOMBARDIER

97FALCON

20

原始设备制造商瓜分大中华地区

的飞机市场

FLEET BREAKDOWN BY OEM GREATER CHINA

The GREATER CHINA BUSINESS JET FLEET – YEAR END 2012

193

138

95

61

46

28

公务机BUSINESS FLEET

8,5699,512

14,507

公务机年增长幅度ANNUAL BUSINESS JET MOVEMENTS

2009 2010 2011 2009 2010 201120082007 2012

中国大陆的公务机市场发展势头强劲

BUSINESS JETS GAIN MOMENTUM IN THEPEOPLE’S REPUBLIC OF CHINA

Source: Asian Sky Group

GULFSTREAM

336 Aircraft in Total飞机总数336架

湾流和庞巴迪两大公司

主导中国公务机市场作者：R. Randall Padfield

据亚翔航空集团（ASG）发

布的一项报告显示，大中华地

区一共拥有336架公务机，其

中，中国大陆所拥有的飞机数

量占57%，香港占33%；澳门以

5%的份额位居第三；而台湾占

3%。亚翔航空集团的总部设立

在香港，是一家公务机航空咨

询集团。该公司去年在亚洲商

务航空会议和展览会上宣布正

式成立。

该报告显示，湾流喷气机占

整个大中华区的36%，而庞巴迪

以29%的市场份额位居第二。

其他在大中华地区飞机市场占

有一定份额的原始设备制造商

（OEM）有：赛斯纳（10%）

、豪客比奇（8%）、达索猎鹰

（6%）、空中客车（5%）、波

音（3%），以及巴西航空（2%）。大机舱的公务机和更大机

舱的飞机占大中华地区飞机的

70%，中国大陆和香港各占一

半。以上数据根据截止至2012年底的数据统计而来。

2012年间，大中华地区的公

务机新增了101架，增长率达

40%。大型、超大型、超远程

公务机数量增长了91%。湾流

公司增加的飞机数量最多（38架），其中有22架G550，12架G450和4架G200，除去已离

开中国的一架GIV-SP和一架

GV，湾流公司的飞机数净增36架。庞巴迪新增的飞机数量排

名第二（31架），主要包括挑

战者605（13架），以及9架其

他型号的飞机和9架环球号。其

中，3架挑战者飞机离开中国，

庞巴迪在大中华地区的飞机数

净增28架。

据亚翔航空集团的统计显

示，仅在中国大陆，喷气机的

数量从2007年的28架增加至去

年年底的193架。这表明，2011年至2012年的年增长率达到近

40%。亚翔航空集团报道说，在

过去五年里，中国大陆的公务

机的增长率有所下降，但降幅

并不均匀：2008年的增长率为

64.3%，2009年为32.6%，2010年为55.7%，2011年为45.3%，2012年为39.9%。值得注意的

是，2008年，全球大多数地方

的公务机市场都下滑了，而中

国大陆的公务机数量却增长了

近33%。不过，随着时间的流

逝及中国大陆公务机市场的壮

大，想要继续保持这样的高增

长率显然将会越来越困难。

与此同时，中国大陆公务

机的数量逐年增长， 2009年为8569架，2010年增加至9512架，2011年继续增加至14507架，2010年到2011年的年增长

率为53%。

亚翔航空集团拓展中国市场

去年九月，中航国际航空发

展有限公司（AVIC ADE）签

署了一项战略协议，从大型国

际市场上采购二手飞机（包括

普通飞机和直升机），并在中

国转售，同时，将中国大陆生

产的公务机转售给大型国际市

场上的购买者。中航国际航空

发展有限公司副总裁Fu Yumin在签约仪式上发言说，两大公

湾流CESSNA

33赛斯纳豪客

巴西航空

空中客车

猎鹰庞巴迪

Ultra Long Range

26%

70% of the Fleet LargeCabin & Bigger

Corporate Airliners

9%Very Light Jets

Light

6%

Super Light

5%

Mid-size

8%

Super Mid-size

11%

Large

19%Super Large

16%

大中华地区的飞机类型FLEET BY CATEGORY

GREATER CHINA

(One aircraft)

70%的飞机是大机舱和更大机舱的飞机

超远程商业班机超轻型喷气机

（1架）轻型

超轻型

中型

特级中型

大型

超大型

波音


司的合作有利于双方充分利用

彼此所拥有的国内外资源，从

而更好地满足希望购买飞机的

中国客户的需求。亚翔航空集团的总经理Jay

Shaw表示，“中航国际集团

发展有限公司在中国市场上

拥有 15年的丰富经验，其客

户群包括中国通用航空、执

法部门和政府部门，这些客

户群很快就会转变成拓展公

司业务的筹码。” 2012年初，亚翔航空集团宣

布了另外一个战略合作伙伴，

即美国马里兰岛安纳波利斯的

Avpro, Inc. 。Avpro也是一家专

营飞机销售与收购的公司，这

两项业务占该公司每年交易额

的90%，价值约15亿美元。“吸

引Avpro与亚翔航空集团合作的

原因是，”Avpro公司的执行合

伙人Chris Ellis表示，“亚翔航

空集团拥有高质量的、富有经

验的管理团队，广泛的亚洲区

业务网络，及其来自希科金融

（亚洲）有限公司和亚飞太平

洋有限公司的强大财政支撑。”

希科金融（亚洲）有限公司

是希科控股（集团）有限公司

的全资子公司。希科控股设立

在美国，是纽约证券交易所上

市公司之一。

Business Jet traveler Helps passengers Make tHe Most of private air travel

Here at the ABACE show in Shanghai, you can pick up the latest Chinese-language edition of Business Jet Traveler’s annual Buyers’ Guide. Business Jet Traveler is a bimonthly magazine published by AIN Publications, a U.S. publisher based near New York that also produces ABACE Convention News and many other daily editions at leading air shows around the world, as well as the monthly editions of Aviation International News (AIN).

This edition of the Buyers’ Guide offers Chinese private aviation users a comprehensive guide to buying and using business aircraft. No other private-aviation magazine covers this mode of transpor-tation in such detail and with such objectivity and independence.

Business Jet Traveler–or BJT, as it is widely known–has been help-ing subscribers maximize their investment in private aviation since 2003. It offers unbiased reviews of new and used aircraft; advice about buying and selling jets; and information about taxes, laws, financing, safety, maintenance, insurance and more. It also features articles about new luxury cars, vacation destinations and other leisure pursuits, plus interviews with famous business jet users such as actors John Travolta and Jackie Chan, real estate mogul Donald Trump, entrepreneur Sir Richard Branson and astronaut Buzz Aldrin. It’s a blend of content you can’t find in any other magazine in the world.

Since BJT began publishing, it has won 19 major editorial awards and its exclusive audience of high-net-worth readers has grown more than 50 percent.

To see more content like this, go to www.bjtonline.com or www.ainonline.com. You can register at those sites to receive com-plimentary subscriptions to both BJT and AIN. –J.B.

《商务航空旅游》

帮助客户最大限度地利用私人商务航空。

在上海举办的亚洲公务航空会议和展览会上，您可以获

得最新发行的中文版《商务航空旅游》杂志，其中随附《购机

指南》，一年发行一次。《商务航空旅游》是一份月刊杂志，

由总部设在纽约附近的国际航空新闻出版社发行。该出版社还

发行《亚洲公务航空会议和展览会新闻》及其他世界各地举办

的重大航空展览会的每日新闻，还有每月发行的《国际航空新

闻》（AIN）。

这一期的《购机指南》为中国私人飞机用户购买和使用

商务机提供了全面的指导。该杂志对飞机进行了详细介绍，同时

还有客观且自主的评价，没有其他私人航空杂志能与之媲美。

众所周知，自2003年以来，《商务航空旅游》（以下简

称BJT）帮助订阅者实现在私人航空领域的投资收益最大化的目

标。该杂志对新飞机和二手飞机都进行中肯的评价；提出有关喷

气机的购买和使用方面的建议；同时还提供有关税收、法律、融

资、安全、飞机维护、保险等各方面资讯。该杂志还包括新型高

档汽车、度假胜地及其他休闲胜地的专题报道，以及知名喷气

机用户的采访，包括演员约翰·特拉瓦尔特和成龙、房地产大亨 Donald Trump、企业家Richard Branson以及宇航员Buzz Aldrin。杂志内容丰富多彩，独一无二。

《商务航空旅游》自发行以来，已获得19项重要编辑大

奖，其高净资产值的独家读者数目增长了50%以上。

如果您想要阅读更多的相关信息，请登录 www.bjtonline.com 或 www.ainonline.com。注册成为以上两个网站的用户，您就

可以免费订阅《商务航空旅游》和《国际航空新闻》。—J.B.


NetJets-China operations set to launch next yearby Chad Trautvetter

NetJets says that it has made good progress with its joint venture in the Peo-ple’s Republic of China since announcing its entry into the country’s private avia-tion market during last year’s ABACE. It will begin by managing and chartering aircraft that are wholly owned by custom-ers, rather than launching into fractional ownership as it did several years ago in the U.S. and Europe. However, fractional air-craft and card services may be added later as the market for private aviation services in China continues to develop, it noted.

“We are continuing to make great progress in gaining approval from the Chinese government to establish oper-ations in China,” a NetJets-China spokeswoman told AIN. “We are on target now to have approval in the first quarter of 2014.”

NetJets-China Business Aviation Ltd., which opened its operational headquar-ters in Zhuhai this past November, is a joint venture between U.S.-based NetJets; a consortium of Chinese investors led by Hony Jinsi Investment Management (Bei-jing) Ltd., a subsidiary of Chinese pri-vate-equity firm Hony Capital; and Fung Investments, which is owned by the fam-ilies of Dr. Victor Fung and Dr. William Fung, the controlling shareholders of the Li & Fung group of companies. The lat-ter are involved in supply chain manage-ment, as well as the wholesale and retail sales of consumer products.

The program aircraft will feature a variety of business aircraft types, “each tailored to suit the needs and tastes of the aircraft owners.” After obtaining necessary licenses from Chinese author-ities, the company plans to expand its fleet as new customers join the man-agement program, though growth will depend on the continued growth and development of the Chinese aviation

market, among other factors. “There are some things the Chinese need to do in terms of opening airspace and building infrastructure,” said NetJets, “but we’re encouraged that the Chinese leadership has made these things a priority.”

As well as the aircraft management services for customers who own their own aircraft, NetJets-China plans to provide charter air transportation services using selected aircraft from its managed fleet.

Meanwhile, the company recently introduced a new product for China-based travelers, both individual and cor-porate, called The Private Jet Travel Card. This allows Chinese customers to access NetJets’ service in the continental U.S., the EU and Switzerland.

When operations begin, NetJets-China said it would also “welcome cus-tomers from the NetJets programs in the United States and Europe to fly within China on the aircraft in the program, subject to availability.”

As of last month, NetJets-China said it has eight employees and several other offers of employment are due to be made over the coming months. Eric Wong, who heads NetJets-China as vice chairman, said, “The joint venture aims to meet the growing demand in China for excep-tional service quality and high safety standards in private jet management ser-vices for both corporate and personal use…China continues to grow and repre-sents a great opportunity for our indus-try. We have great partners there, and we couldn’t be more excited about the future for us in this market.” o

奈杰特中国计划明年开始运营作者：Chad Trautvetter

在去年举办的亚洲公务航空会议和

展览会上，奈杰特（NetJets）宣布将进

军中国私人航空市场。自此以后，该公

司在中国所创立的合资公司不断取得较

快发展。该公司一开始将提供私人飞机

管理服务和包机服务，以此进军中国市

场，一改以往在美国和欧洲所采用的购

买飞机部分所有权的做法。不过，该公

司指出，随着中国私人航空服务市场的

成熟，分时产权和会员卡服务也将会列

入其往后的业务范畴。

“为了获得中国政府允许，在中国

开展飞机运营业务，我们一直在努力并

取得不断进步，”一名奈杰特中国发言

人（女性）在接受《国际航空新闻》的

采访时表示。“我们计划在2014年第一

季度获得审批。” 奈杰特中国公务航空有限公司总部

及运营基地设在珠海，于刚过去的11月成

立。该合资公司是由总部位于美国的奈杰

特、弘毅近思投资管理（北京）有限公司

牵头的中国投资者组成的财团，及冯氏投

资公司合资组成。弘毅近思投资管理（北

京）有限公司是中国私募股权投资公司弘

毅投资旗下的子公司，而冯氏投资则由冯

国经博士和冯国纶博士家族所有的私人投

资业务之一，冯氏家族是利丰集团的控股

股东，集团业务包括供应链管理，以及消

费品的批发和零售。

该公司的在编机队拥有各种类型的

公务机，“每一架飞机都符合飞机所有者

的需求和品味。”在获取中国有关部门颁

发的许可证之后，随着新客户逐渐加入管

理项目，该公司计划扩建其机队，不过，

是否能够实现增长取决于中国航空市场的

持续增长和发展，及其他各种因素。“就

开放空域和建设基础设施而言，中国还需

要做出努力，”奈杰特相关人员说，“不

过，获悉中国领导人已决定优先考虑这些

事情，我们倍受鼓舞。”

奈杰特中国公务航空有限公司除了

为私人飞机用户提供私人飞机管理服务以

外，还计划从其托管的机队中选取部分飞

机，用于包机航空运输服务。

与此同时，奈杰特中国公务航空有

限公司最近推出了一个新产品，名为“私

人飞机旅行卡”，该产品适用于个人和

企业乘客。中国客户可以通过这个卡在美

国、欧洲和瑞士享受NetJets提供的服务。

开始运营后，奈杰特中国公务航空

有限公司表示，公司还会“欢迎来自美国

和欧洲奈杰特项目下的客户来到中国，并

且在可以使用的情况下，乘坐中国项目下

的飞机，在中国境内飞行。” 上个月，奈杰特中国公务航空有限

公司表示公司已拥有八名员工，在接下来

的几个月时间里，公司还会招聘更多的员

工。该公司的副董事长Eric Wong说。“

该合资公司的目的是为了满足中国市场不

断增长的需求，凭借其在私人飞机管理服

务方面所拥有的卓越的服务质量和高水平

的安全标准，为中国的企业和私人飞机用

户提供服务……中国经济持续增长，这将

为我们行业创造良好的契机。在中国，我

们有非常优秀的合作伙伴，我们为在中国

所拥有的美好市场前景感到兴奋不已。”

作为中国的一家合资企业，奈杰特中国公务航

空有限公司计划开展飞机托管和包机业务，而

不开展分时产权业务。比如这架挑战者300，产权归客户所有，奈杰特负责托管。

Under a joint venture with the People’s Republic of China, NetJets-China plans to manage and charter aircraft, such as this Challenger 300, that are wholly owned by customers, rather than introducing fractional ownership.

StandardAero’s AAC gets Chinese Part 145 approvalby David A. Lombardo

Associated Air Center (AAC), Stan-dardAero’s (Booth P716) large trans-port category VIP completions center, based in Dallas, Texas, has received approval as an authorized maintenance organization in China. The approval,

granted by the Civil Avi-ation Administration of China (CAAC), is for a Part 145 approved maintenance organiza-tion (AMO)–covering maintenance and mod-ifications on Chinese- registered aircraft.

The approval, which was granted to AAC’s Love Field facility in Dal-las, is for Boeing and Air-bus maintenance, repair and overhaul work and VIP completion. The MRO organization has a long-established record

with both platforms. A spokesman for Associated Air Cen-

ter told AIN that the company anticipates

“significant business” as a result of the approval. “AAC is in growth mode due to the success generated by both our lux-ury brand and our track record deliver-ing high-quality unique products and services. Part of that rapid growth is driven by new business in China,” said the spokesman. “Most recently we have added an engineering center in San Antonio, we are expanding our hangar capacity and, over the last six months, we have increased our manpower–crafts-men, technicians, engineering and man-agement–by more than 30 percent.”

AAC has a launch customer but the company wouldn’t be more specific. “We would not have received our China repair station without a letter of intent from a Chinese customer. It is AAC’s policy not to disclose our customer names. How-ever, we can say that the customer is China-based and has a very large pres-ence in the Chinese market,” he added.

AAC has also recently received autho-rized maintenance organization status in Kuwait, Oman and Nigeria. It has applied for similar approval for Mexico. o


StandardAero公司旗下的联合航空中心通过了中国Part 145维修资格认证作者：David A. Lombardo

联合航空中心（AAC）是StandardAero（展位号：P716）公司旗下的大型运输机VIP

舾装中心，总部位于德克萨斯州达拉斯。该公司获得了中国相关部门的认证，成为中

国授权的飞机维修机构。该认证由中国民用航空总局（CAAC）审核通过，批准联合航

空中心成为获得Part 145维修资格的维修机构（AMO），其业务包括为在中国注册的

飞机进行维修和改装。

联合航空中心旗下位于达拉斯的Love Filed服务中心也获

得授权，可以为波音和空中客车两家公司的飞机提供维护、维

修和大修，及VIP舾装作业。该维修机构长期为这两家公司提

供服务。

联合航空中心的代言人在接受《国际航空新闻》的采访时

表示，希望通过认证后公司能够收获“重大业务”。“联合航

空中心正处于增长模式，因为我们公司的品牌很响亮，而且我

们在过去的时间里一直为客户提供高品质的、颇具特色的产品

和服务。中国新增业务是促使我们公司实现快速增长的原因之

一。”该发言人说。“近期，我们在圣安东尼奥建立了一个工程

中心，我们正在扩大飞机库作业能力，此外，在过去的半年时

间里，我们也将人力资源增加了30%以上，有工匠、技师、工程

师和管理人员。”

联合航空中心有一个发起用户，不过该公司不愿意对此作出详

细介绍。“倘若没有与一名中国客户签订意向书，我们就不能获得

维修资格认证。不过，我可以说的是该客户在中国，而且其分支机

构遍布中国市场，”他补充说。

联合航空中心近期还通过了科威特、阿曼和尼日利亚相关部门的认证，成为这三个

国家的核准维修机构。该公司在墨西哥也提出了类似的申请。

[email protected],

+852 2824 8918

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Shared jets is an alternative to ownership and charterby Yixin Xu and Jin An

With the rapid development of China’s economy and accumulation of personal wealth, traditional transportation such as civil airliners and high-speed railways are no longer sufficient to meet the needs of high-end business people. Business and private aviation is increasingly emerging

as an option for the wealthy, who are now having to decide on how best to access this mode of transportation.

There are already more than 20 domestic business aircraft opera-tors in China with fleets ranging from one or two aircraft up to a few dozen.

Generally, these operators are offering fairly straightforward aircraft manage-ment and charter options.

In the popular Chinese TV show I Am a Singer there is a scene where, upon fin-ishing recording in a studio, singer Bao-liang Sha rushes onto a business jet he has chartered to take him to Beijing for a rehearsal of another TV show, the Spring Festival Evening. This has helped the con-cept of chartering jets to enter the national psyche. Prominent examples where air-craft are managed on behalf of a celebrity include the Embraer Legacy aircraft used by movie star Jackie Chan.

Private Plane ClubHowever, alternatives to full aircraft

ownership and charter are now emerging in China. “If you do not want to buy an aircraft and charter is too expensive for you, you still have a third option,” said Xuefeng Li, president of Freesky Aviation CAEA Aviation. This is a reference to the Private Plane Club, a shared-use service introduced by Freesky Aviation, where members of the club purchase the right to enjoy and use the whole fleet. “This is sim-ilar to fractional ownership which is pop-ular in the West,” explained Xuefeng Li.

Freesky Aviation claims that its core competence is the member group and that is why it introduced the mode of Private Plane Club. Under this mode, if one pays 30 million renminbi ($4.8 mil-lion) membership fee, then each flight he or she takes will be charged only at cost. However, the company will charge an additional service fee accounting for 10 to 15 percent of the flight cost.

Xuefeng gave an illustration: assume you are buying an aircraft on your own. On top of the purchase price, the new owner would face taxes and operating costs. On top of that there is also risk that the resid-ual value of the aircraft could decrease.

With charter there is no investment risk, but the unit price per flight can be higher. Xuefeng believes the average air-craft usage cost is lower under the “club” mode. Take a Piaggio P180 Avanti, for example. Once a member pays their membership fee of 30 million renminbi ($4.8 million), he or she will need to pay only around 1,300 renminbi ($207) per flight hour, according to Freesky. According to Xuefeng, Freesky has more than 40 members. To maintain the exclu-sivity of membership, the club will limit the number of members to 200.

What remains to be seen is whether China’s emerging jet-set will be will-ing to share aircraft or, as is commonly believed, they will prefer to retain full control of their investment. Freesky’s business model would appear to depend on a high level of use to the extent that the bottomline cost per seat on each flight will not be too different from that of a first-class airline ticket. o

This article originally appeared in World Flight magazine published by World Flight Ltd.


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China ‘first’ for shanghai hawker PaCifiC

Shanghai Hawker Pacific Business Aviation Service Center (SHPBASC), host facility for ABACE 2013, chalked up an “Aviation First in China” when it received approval from the CAAC, China’s airworthiness authority, last month for maintenance on the Dassault Falcon 900 series, which includes the 900DX, 900LX and 900EX EASy models. Coupled with SHPBASC’s previous approvals for the Falcon 7X and Falcon 2000EASy series in 2012, this latest approval makes the company “the first FAA Part 145 MRO for business aviation in mainland China to have approval to maintain all of the in-production models for any OEM.”

Explained Carey Matthews, general manager of SHPBASC, “Elsewhere, having the complete in-production line-up on the MRO certificate may not be such a monumental event. Here, however, it does signify the steady march of progress for business aviation in China and the continuing maturation of the country’s infrastructure.” [For more about SHPBASC, see page 10.] –R.R.P.


Avinode says demand up for charter in Asia

Demand for charter flights in Asia has grown signifi-cantly from the first quar-ter of 2012 through the first quarter of 2013, according to online charter market-place Avinode (Booth H308). The number of available aircraft in the Asia region has climbed nearly 50 percent during that time period. “This marks a significant upturn from the 5-per-cent growth recorded over the previous year,” the company said.

During that same period, Avinode has seen requests for flights to and from Asian airports (ICAO codes beginning with the letter R, V, W and Z) up more than 50 percent, with requested departures up nearly 20 percent.

For flights into Asia, three of the top five departure loca-tions are from European air-ports, including Vnukovo in

Moscow (first), London Luton (third) and St. Petersburg Pulko-vo (fourth). Of the Asian mar-ket requests, half are for flights within the region, according to

Avinode. First- and sec-ond-place destination airports in Asia could be considered leisure-focused (Male in the Maldives and Phuket, Thailand). The other three are Beijing, Hong Kong and New Delhi.

According to Avi-node, “This data seems to indicate that while demand for business-re-lated travel into the re-gion is on the rise, most

private charter travelers, partic-ularly those from Europe, are heading into the region for more leisure-oriented pursuits.”

“We’ve seen a remarkable increase in interest from Asian operators and brokers since our ABACE debut last year,” said Gustav Andreasen, Avinode’s regional sales manager. –M.T.

Gustav Andreasen, regional sales manager, Avinode

Dassault Falcon 7X outside Shanghai Hawker Pacific at Hongqiao Airport

Visionaries propelling Asian bizav

aviation in its 12th five-year plan was a wise one, Bolen said. “[This is] because through-out history great economies have been built on great trans-portation systems. In the 21st century, the mode of transpor-tation is, appropriately, avia-tion. Aviation is the only mode of transportation that moves at the speed of business. Peo-ple today seem to think that it’s computers that are shrink-ing the world. But comput-ers merely connect people with information. It is airplanes, par-ticularly business airplanes, that connect people to people.”

Jing Ming, vice president of the Shanghai Airport Author-ity, celebrated the organiza-tion’s longtime partnership with NBAA. Jing expressed confi-dence in Bolen’s prediction that ABACE will double in size in the next three to five years.

Jing sees three key trends with business aviation in China and Shanghai. First, those who use business air-craft and services are shifting to pure commerce and away from buying aircraft as status symbols, he said. Second, the

Chinese government and state council are helping to stim-ulate and also create a reg-ulatory structure to support business aviation. And, third, the growth model of aviation is moving up the value chain to be more than just a provider of transportation services by embracing business aviation’s many capabilities.

To help promote business avi-ation in Shanghai, the Shang-hai Airport Authority will help build a new hangar and a 600,000-sq-ft exhibition cen-ter at Hongqiao Airport and a new FBO and business aircraft stands at Shanghai’s Pudong Airport, Jing said. Meanwhile, the Shanghai Airport Author-ity is working with air traffic control officials to gain more capacity to handle business avi-ation operations.

“Shanghai Airport will pro-vide suitable and favorable con-ditions for the development of business aviation,” Jing said. “We are constructing these facil-ities to ensure that our services and the infrastructure will sat-isfy the future needs of business aviation operations in Shang-hai. I would like the business avi-ation operators in Shanghai to enjoy the value brought by the expansion of the business avia-tion market in Shanghai.” o

King Airs herald Beechcraft’s rebirth

to a recent report from industry data analyst JetNet. Of 660 busi-ness turboprops in the region, 421 are Beechcraft aircraft. Over the past five years, deliveries of the company’s twin-engine King Airs to Asia have increased by 41 per-cent over the 2007-2011 period.

“We have been an active part of this dynamic market for many decades and, in terms of long-term growth, it is no surprise that Asia Pacific represents one of the most exciting markets for us,” said Rich-ard Emery, Beechcraft’s president of sales for Asia Pacific, Europe, Middle East and Africa.

“We’re seeing increased sales activity for our piston and tur-boprop aircraft in China and the broader region, so there clearly is a developing appetite for shorter range smaller aircraft.”

Presently there are 400 King Airs in operation in Asia, includ-ing 22 in China. As the use of business aviation within China continues to grow, the company believes it is well suited to provide the most economical option for short regional flights. “The King Air remains the most successful line of business and special-mis-sion aircraft in production today,

bar none,” said Vick, noting that the King Air series currently claims 41 percent of the world-wide business turboprop market. Here at ABACE, the company announced that the fleet of more than 7,000 of the turboprop twins operated in 127 countries around the world has surpassed 60 million flight hours.

The manufacturer is showing off its entire King Air family in the static display. The King Air 350ER on exhibit is equipped with a medical interior and har-kens back to the initial Chinese Beech order of 1938. The aircraft,

which is on a world demonstra-tion tour, is the leader in its cat-egory in terms of payload and seating of up to nine passengers in airline style chairs.

The B200 is the most popu-lar turbine-powered aircraft in the world, with more than 2,500 delivered. The example on dis-play, the B200GT, is equipped with a corporate interior befitting

its popularity as a largely owner-flown aircraft.

Beechcraft also has a long history of producing training aircraft, and describes its King Air C90GTx as a worthy suc-cessor of that lineage, with more than 300 C90s serving in that role worldwide. The aircraft on display is one of two ordered by the Civil Aviation University of China (CAUC) at last year’s ABACE. The CAUC requires all student pilots to have at least 30 hours of multi-engine tur-bine flight in its advanced air-line pilot training procgram

prior to graduation. In terms of customer ser-

vice support, Beechcraft has a network of 80 authorized ser-vice centers for the entire lines of Hawker jets and Beechcraft turboprops, including one in Shanghai, a parts stocking cen-ter in Beijing and a parts distri-bution center with a $2.5 million inventory in Singapore. o

uContinued from page 1 uContinued from page 1

Beechcraft’s ABACE lineup includes its King Air B200GT, 350 and C90GTx.

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abace convention news 4-16-13 issue

Documents

history of business

china market

chinese government

abaceabace china edition

growing market

fledgling market

years abace

launch of abace