ebace convention news 05-21-14

Manufacturers Air Charter Industry Outlook Consolidation New Aircraft

Embraer Arrives In Full ForceEmbraer Executive Jets has five aircraft here at EBACE, ranging from a Phenom 300 light jet to the super-midsize Legacy 650. It also has a fully outfitted Legacy 500 on static display. 8

Gama Charters Hiring CrewsThe U.S. arm of UK-based Gama Aviation, Gama Charters, plans to hire 100 pilots this year to support growth at fleet management client Wheels Up. The membership aircraft club expects to have 45 aircraft by year-end. Page 20

EBAA CEO Optimistic About BizavWith major economic indicators now trending positive, EBAA CEO Fabio Gamba is bullish about the business aviation industry. This optimism is reflected in the increased numbers of exhibitors here at EBACE. Page 25

Textron Aviation Plots CourseTextron Aviation outlines plans for going forward with an integrated Cessna and Hawker Beechcraft. This transition also includes product support, with maintenance personnel being trained to work on Citations, Hawkers and King Airs. Page 29

Dassault Falcon 5X Takes FormThe first wing and complete fuselage for the clean-sheet Dassault Falcon 5X are now taking form at the company’s facilities in France. Final assembly and initial ground tests are expected this summer. Page 30

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All signs point to recovery at EBACE 2014by Curt Epstein

Stating that he believes the worst years of the global economic downturn are over, EBAA CEO Fabio Gamba welcomed the audience to the opening session kicking off EBACE 2014 yesterday morning with “confidence that 2014 is going to be, if not a defining moment, certainly a positive and exciting one.”

Pilatus welcomes flood of orders for PC-24by Matt Thurber

As scheduled, Pilatus Aircraft opened the orderbook for the PC-24 twinjet yesterday at EBACE 2014 and all day long at the Pilatus booth chairman Oscar Schwenk and CEO Markus Bucher signed contracts with avid buy-ers. The first contract was inked by Royal Flying Doctor Service of Australia, with an order for

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sumptuous 7000Bombardier dropped the curtain hiding the Global 7000 mockup during a c eremony at EBACE yesterday morning. See page 4.

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EBACE dEnizEns dEvour dElights

Perhaps it was the amazing weather and the firming up of the business aviation landscape, but the crowds that ushered in day one of EBACE 2014 yesterday seemed positively pleased in Geneva’s Palexpo pavilions.

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Global 7000 mockup is bizav’s biggestby Matt Thurber

Bombardier Aerospace un-veiled a full-scale mockup of its Global 7000 yesterday on its stand at EBACE 2014 (Booth 6656). The Canadian manu-facturer claims this is the larg-est-ever business jet mockup–at 111 feet long–and said it “showcases the aircraft’s spa-ciousness, luxury and com-fort.” The massive mockup was shipped from the UK to the European mainland and Gene-va via boat and truck.

The ultra-long-range jet, slated to enter service in 2016, also features a large window area–with 28 windows, each 80 percent larger than Global Express windows–allowing for plenty of natural light inside the cabin.

The Global 7000 features a four-zone cabin with a vol-ume of 2,637 cu ft. A long-range cruise of Mach 0.85 will deliver a range of 7,300 nm, providing endurance suf-ficient for nonstop flights with 10 passengers between city pairs such as London-Sin-gapore, New York-Dubai or Beijing-Washington.

“We are extremely proud to present the mockup of the Global 7000. The new busi-ness jet’s breakthrough design illustrates how Bombardier is well ahead of the curve when it comes to offering the ulti-mate level of comfort,” said Bombardier Business Aircraft president Eric Martel. “This aircraft is the first business jet

to offer a true four-zone cabin to satisfy the increasing travel needs of customers and will offer the most comfortable long-flight experience to pas-sengers and crew members.”

Global VisionThe mockup includes a life-

like cockpit, which looks far more spacious that most busi-ness jets thanks to the sidestick controllers for the fly-by-wire flight controls and the large Rockwell Collins Pro Line Fusion flight displays in the Global Vision avionics sys-tem. The galley features every-thing needed, including two full ovens, a microwave, dou-ble coffee makers, etc. because well-prepared food becomes critically important on ultra-long flights, said Bassam Sab-bagh, vice president and general manager, Global 7000 and Global 8000 aircraft program.

Multiple floorplans will be available, and completions will all be done at Bombardier facil-ities in Montreal. Naturally, with such a spacious cabin, buyers will be able to custom-ize many interior features or even turn the four-zone cabin into three large zones, Sabbagh said, and thus create a large stateroom from two of the zones, if desired. Generally, the first two zones are work areas, with one double-club seating area and a dining area with a table that morphs from two separate surfaces into a single dining table seating six. Every seat has a window, and the for-ward and aft lavatories each

feature a window. In the third zone, a three-place divan faces a credenza and 42-inch TV, and the divan can turn into a bed. The fourth zone is fitted as a cozy private stateroom, with a double-size bed and head-board, bookshelves, two lamps, dresser and wardrobe. A queen bed could be fitted, in which case a smaller dresser would allow sufficient aisle space for passengers to maneuver.

Having so much space to work with expands the per-sonalization options for buy-ers, according to Sean Johnson, director of completions Global 7000/8000. “If a customer wants a larger sleeping zone, it’s easy to move bulkheads around and get the extra space for them. Instead of extending credenzas all the way to bulkheads, there’s space and light and design details that we can add around the edges of that credenza to give it the sense that you’re in a flying home rather than a busi-ness aircraft. We feel it’s a real advantage to have that extra space in the cabin to accomplish that,” he explained.

As announced last week, the Global 7000 and Global 8000 program is progress-ing well in the detailed design phase, with the majority of the production drawings already released. In addition, assembly of major structures has already started. o

The 2,637 cu ft inside the cabin of Bombardier’s Global 7000 offer almost endless opportunities for personalization, not to mention elbow room to spare.

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European FBOs again shine in AIN ’s annual quality survey

Each year, AIN, publisher of EBACE Convention News, gives operators the opportunity to rate the FBOs they use around the world. Readers rank up to 4,500 FBOs worldwide in the following five categories: line service; passenger amenities; pilot amenities; facilities; and customer service representatives (CSRs). For each of these categories, the participant is asked to assign a number ranging from 1 to 10.

In the international category covering FBOs from outside the Americas, European FBOs once again dominated the rankings. Although the continent’s economic health remains far from robust, over the past 12 months many facilities have benefited from an increase in long-haul traffic coming into Europe from North America, the Mid-dle East and Asia.

The results provide clear evidence that service standards are strongest at airports and in cities where business aircraft operators have a clear choice between competing FBOs. Paris Le Bourget Airport is home to three of the top-ranked international FBOs and Geneva has two FBOs in this elite group.

Here is a summary of the eight European FBOs that achieved an overall score of 8.0 or above in the 2014 survey.

9.1TAG Farnborough AirportLondon, UK

While the scores of international FBOs are generally lower tradition-ally lower than those found in AIN’s North American survey, TAG Avia-tion Farnborough (Booth 5559), with an overall rating of 9.1 in this year’s survey, proves that it clearly ranks among the highest echelons of FBOs on any conti-nent. Indeed, the London-area FBO has dominated the AIN international FBO survey for several years, earning the top spot for the past several years.

Since taking over the Farnborough airfield from the UK’s Ministry of Defense a decade ago, the company has invested $166 million in infrastructure, transforming the former military field into one of Europe’s premier business aviation facilities. Because the airport is dedicated exclusively to business avi-ation, said TAG Farnborough Airport CEO Brandon O’Reilly, it “is designed around the business aviation operation, and that’s why we design everything around the business aviation crew and

customer.” Given its ownership of the airport, TAG is, of course, the sole FBO provider at Farnborough.

While the airport experienced a bump in traffic in 2012 driven by the London Olympics, according to O’Reilly, last year’s numbers (approximately 24,000 movements for the year) also showed a slight increase. More telling was the

change in the mix of aircraft using the air-port: in 2012 it saw a 45-percent increase in the number of bizliners, such as the Boeing BBJ and the Airbus ACJ, many of those carrying visitors to the Olym-pics, and last year that number continued to climb, by 8 percent.

Likewise, Farnborough has seen a steady increase in operations by large-cabin long-range business jets such as Gulfstreams and Globals. O’Reilly credits the increase largely to the resur-gence of the U.S. business aviation market as well as a rise in traffic from other regions. “The Middle East pro-duced a strong performance in 2013,” he said, adding that the aircraft com-ing from India and China, although small in number, reflect the changing global economy. Those arriving aircraft find plenty of shelter, given the FBO’s 240,000 sq ft of space, which is home to 65 business jets ranging from a Premier I to an Airbus ACJ319.

The FBO has plans to begin a ter-minal redevelopment project this year. Having purchased a building on the fringe of the airport last year, TAG plans to relocate its administration and support staff there from the terminal by year-end, freeing another 12,000 sq ft on the second floor for customer use in

the form of more passenger lounges and crew amenities. A new dedicated pas-senger and crew entrance to the airport also is to be added by year-end. While the company operates its own upscale hotel on the airport, last year TAG pur-chased a renowned local pub/inn, The Swan, for use by crews seeking British-style lodging near the airport property.

Another recently added amenity is “drive-through” immigration clearance. While most arriving flights are greeted by an immigration agent upon landing, in the cases when they are not, custom-ers can simply get in their vehicles ramp-side and present their passports as they exit the restricted area.

TAG Farnborough recently received government approval to increase its limit of movements to 50,000 a year, currently just a strategic move given the airport’s average of just over 24,000 operations a year, but one that clearly points to the operator’s plans to handle double the traffic. In February the facil-ity logged its busiest weekend on record: the confluence of the end of a school holiday, the England versus Ireland rugby international match at nearby Twickenham stadium, and the con-clusion of the Sochi Winter Olympics


Top Rated FBOs in EuropeFBO Airport

AirportCode

LineService Pilot Facilities CSRs

Overall Average

TAG Farnborough Airport Farnborough EGLF 8.7 9.3 9.1 9.3 9.0 9.1

Jet Aviation Geneva International LSGG 8.4 8.5 8.4 8.6 8.4 8.5

TAG Aviation Geneva International LSGG 8.2 8.8 8.2 8.5 8.2 8.4

Harrods Aviation London Luton EGGW 8.2 8.6 7.9 8.2 8.2 8.2

Landmark Aviation Nice Cotê d’Azur International LFMN 8.0 8.4 8.1 8.2 8.2 8.2

Universal Aviation Paris Le Bourget LFPB 8.5 7.7 8.0 8.0 8.7 8.2

Dassault Falcon Service Paris Le Bourget LFPB 8.4 8.2 7.5 7.8 8.0 8.0

Landmark Aviation Paris Le Bourget LFPB 8.7 7.8 7.5 7.5 8.5 8.0

ExecuJet Europe Zurich LSZH 7.4 8.0 7.0 8.0 7.2 7.5

Jet Aviation Zurich LSZH 7.6 7.7 7.2 7.4 7.8 7.5

Signature Flight Support Paris Le Bourget LFPB 7.5 7.7 7.4 7.4 7.7 7.5

Swissport Executive Nice Cotê d’Azur International LFMN 7.8 7.5 7.2 7.1 8.3 7.5

Jetex Paris FBO Paris Le Bourget LFPB 7.2 8.0 7.5 7.5 7.2 7.4

Source: AIN 2014 FBO Survey. Highlighted text indicates an overall average of 8.0 or greater. Ties are listed alphabetically by FBO name.

Data compiled by David Leach; narrative by Curt Epstein

FBO SURVEY 2014 Europe

TAG Farnborough Airport • London, UK


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added some 230 movements.Environmentally sensitive, the air-

port has banned all aircraft that do not meet Stage IV noise requirements. It is the only facility in Britain to do so. It also is currently undergoing a pub-lic review of new flight paths into and out of the airport in an effort to further reduce both the noise impact on the local communities and fuel burn. The airport is also well on its way to satisfy-ing its mandate of carbon neutrality by 2019, having recently earned level-three in a four-step program conducted by the Airports Council International.

8.5Jet Aviation Geneva, Switzerland

Jet Aviation (Booths 418, 2229), a service provider at Geneva Interna-tional Airport for 45 years, recently completed a redesign of its FBO that became the stylistic template for the company’s 16 locations worldwide. “We are trying to standardize at the locations so when customers arrive in Geneva it’s the same experience for them as in Zurich or Dubai,” said Monica Beusch, head of Jet Aviation’s FBO services in EMEA and Asia. Part of that standardization is the adoption of a new staff uniform set to make its debut around the network this month.

Unveiled at last year’s EBACE show, the renovation of the company’s flag-ship European facility added another floor, nearly doubling the size of the 10-year-old terminal to 7,000 sq ft and bringing the facility to the standards of the company’s premier FBOs. Among the features are a new reception area, three passenger lounges that can be secured for privacy, crew lounge with snooze rooms and shower, as well as on-site customs and immigration service. Those improvements helped earn the location its highest score in the facilities category on the survey.

Given Geneva’s prominence on the political stage as headquarters for sev-eral international organizations, the FBO focuses on handling large aircraft such as those that typically carry diplomats to the city, according to Beusch. She noted the FBO can handle anything up to the size of a 747 and has more than 44,000 sq ft of hangar space.

Another attraction is the facility’s large maintenance operation, which draws in traffic from customers seek-ing service on their aircraft and also as assurance for the FBO’s regular cus-tomers that quality maintenance read-ily available. The Part 145 station is an authorized manufacturer warranty ser-vice center for most Gulfstreams, the BBJ, Global Express, Hawker, Falcon 50/900/2000, Citation 550/560/XL/XLS and Nextant 400XTi. It also provides 24/7 AOG service.

For the first time in some three decades, Jet Aviation Geneva has a new general manager, following the promotion, in March, of the popular Bernard Ratsira to director of FBO client relations for Europe, the Middle East, Africa and Asia. Ratsira was succeeded by Joâo Pedro Pires Martins, who most recently was VistaJet’s head of global purchasing and logistics.

8.4TAG AviationGeneva, Switzerland

A fixture at Geneva International Airport for more than a quarter cen-tury, TAG Aviation (Booth 5559) is set to undergo a major expansion and trans-formation this year, according to Franck Madignier, president of TAG Aviation Engineering and FBO Services. “The facility will be completely reconfigured and refurbished to adapt to the growing business we have,” he told AIN.

Currently the FBO claims a 50-per-cent share of the business aviation mar-ket at the airport, which has four service providers. The upgrade will add 2,700 sq

ft of usable handling space to the current 3,875 sq ft in its location at the airport’s general aviation terminal, which it shares with two other providers (the fourth is in a separate location). “Definitely this new facility will have more space, with a com-plete reconfiguration of the passenger and crew flow,” said Madigier. “We will try to have a much better facility in terms of comfort for our passengers and also for our crews.”

Among the amenities offered are passenger lounges and a crew rest area and snooze room; shower facilities for both passengers and crew are also avail-able, along with complimentary Wi-Fi, computers and workrooms with televi-sion. The upgrade will add audio/visual capability to the facility’s 12-seat con-ference room.

The location is the base for 20 private jets, ranging from Citations to a Global Express, and the company also offers air-craft charter and management. “We have developed all the additional services–a one-stop shop really–including de-icing [Type I and IV], fuel [the FBO has its own 5,200-gallon jet-A tanker] and catering, and we are able to assist our customers from A-to-Z with a real focus on customer service,” noted Madignier. “Our success is clearly linked to the ser-vice given by our staff.”

The facility has nearly 65,000 sq ft of hangar space, much of which is dedicated to the company’s in-house maintenance division, and two-and-a-half acres of ramp space for aircraft parking, although more space is usually available from the airport if needed.

According to Madignier, the airport recently launched an initiative aimed at ensuring proper attention to business avi-ation. It has “commissioned a working group with all the FBOs to make sure that we can optimize access for business aircraft in Geneva,” he said. “The con-cerns are to make sure that we have slots and parking available.”

The airport saw nearly 20,000 busi-ness aviation departures last year, a slight decrease from 2012, according to statis-tics provided by industry data monitor WingX Advance. The company noted that flights within Europe still comprise the bulk of its traffic, with large contribu-tions from Russia and the Middle East. Lately the airport has seen an increase in flights from China.

8.2Harrods AviationLondon Luton, UK

Affiliated with the iconic London department store of the same name since its purchase in 1995, the company, known these days as Harrods Aviation (Booth 1425), operates a pair of FBOs in the London area and, according to sales and marketing director Will Hol-royd, it takes its cues from the Harrods store when it comes to training customer service staff to a consistently high level. A member of the Air Elite global FBO network, the facility also participates in the group’s Ritz-Carlton customer-ser-vice benchmarking program.

As at most European FBOs, over the past year business has remained rel-atively static at Harrods’ Luton facil-ity–one of three providers at the airport


FBO SURVEY 2014 • Europe

Jet Aviation • Geneva, Switzerland

Harrods Aviation • London Luton, UK

TAG Farnborough Airport Geneva, Switzerland

uContinued from page 6

located 30 miles from London–with traf-fic from the U.S., Middle East and Africa remaining the strongest.

“We have seen an increase in the size of aircraft typically using Luton, larger Gulfstream and Global Express type aircraft being the main visitors to the FBO,” explained Holroyd. “These air-craft are also parking, statistically, a lit-tle longer on the ramp between flights.” To accommodate them, the facility has five acres of ramp space for parking jets up to the size of a Boeing 767, plus a pair of hangars totaling 59,000 sq ft that can accommodate aircraft the size of a 757, as well as the location’s based business jets, which range from the Hawker 800 to the G650.

The facility considers itself primar-ily an inbound visitor-centric location and is less focused on based customers, said Holroyd, noting that 50 or so air-craft regularly visit and park at the FBO. The facility also operates its own trio of refueling trucks, the largest holding more than 10,000 gallons of jet-A, and can provide fuel directly or through any pre-ferred provider.

As part of a $600,000 upgrade over the past year, the 24/7 facility improved passenger and baggage screening in its purpose-built 15,000-sq-ft terminal to support recently introduced airport and UK Department for Transport regu-lations. To provide a more personal-ized and discrete service to customers, the screening area in the terminal was relocated from its original position in the passenger lounge to a more private, previously underused area, and is now manned around the clock.

The terminal features three passen-ger lounges, each offering personal ser-vice. Among the popular amenities are new touch-screen computers suitable for flight planning, weather watching, web browsing or online calls.

Harrods Aviation was recently accepted to the IATA Safety Audit for Ground Operations register, making it the first independent business aviation FBO to pass the stringent and detailed audit and procedures process, according to Holroyd.

8.2Landmark AviationNice Côte d’Azur, France

Ranked as the third busiest business aviation airport in Europe over the past year, with nearly 16,000 private aircraft departures (WingX Advance data), Nice Côte d’Azur Airport has seen bizav traf-fic grow by 3 percent over the past year. “It’s a good market and a growing mar-ket,” noted Landmark Aviation presi-dent Daniel Bucaro, whose company has been at the airport since 2008 and cur-rently claims a 40-percent market share, with an average of 35 operations a day (Booth 615). Private aviation traffic at the French Riviera gateway is enough to support three service providers, which have shared an airport-supplied general aviation terminal since 2010.

“[The Landmark Aviation facil-ity] has everything you would think,” said Bucaro, referring to the 5,000-sq-ft FBO. “It has flight planning, it has a pilots’ lounge, it has everything you need to be functional but it is con-tained. The airport gives general avia-tion only a certain spot and the three of us split it.” Part of that constraint means the FBO does not operate its own hangar space, making it strictly a facility for transient aircraft, parking for which can fluctuate daily at each provider. “None of the FBOs in Nice has ramp space; it is all owned by the airport,” said Nicolas Gourjon, the facility’s general manager. “That means we have to make a parking request each time an aircraft lands.”

Rare among European FBOs, the company operates its own fuel trucks. “When we first went into Nice, we were like everyone else,” Bucaro told AIN. “We had to call Total or Shell or who-ever, and depending on if they had com-mercial business to take care of, it could be great service, or you could have to

wait for a while. We worked hard to get our first truck so we could make sure that we could deliver the service our customers have grown accustomed to.” The company added a second jet-A tanker last year, further solidify-ing Landmark’s position. “We provide almost all the fuel [to business aviation] now, and that’s a good position because we can control the time and the service we provide,” Bucaro said.

The location sees the full gamut of air-craft, from smaller jets from throughout Western Europe to larger airplanes from Russia and the Middle East.

8.2Universal AviationParis Le Bourget, France

Universal Aviation (Booth 6534) is marking its 25th anniversary in the highly competitive Le Bourget market by refur-bishing its passenger lounges. The com-pany has occupied its current 5,400-sq-ft terminal for the past six years. “It’s a busy

FBO, so you need to keep improving what you’re offering for the customer,” said Jonathan Howells, senior vice president international with Universal Weather & Aviation. “Across Universal we now have a look and feel that we enjoy, and our customers have given us good feedback.”

The company, known for its trip-planning expertise, operates 13 FBOs worldwide. “I think the reason we have an FBO chain is that [these facilities] are really a critical part of how we manage unforeseen events,” Howells told AIN. “All sorts of things can happen to a customer: sick pilots, lost passports or AOG issues, and with our own people we can take the best care of them.”

The facility has a 32,000-sq-ft han-gar that can accommodate a pair of BBJs simultaneously, and the equip-ment to support aircraft up to the size of a 747. Some of the seven FBOs at Le Bourget focus heavily on based air-craft, while others are more attuned to handling transient traffic. Universal, while currently home to three Sover-eigns, sits in the latter camp. The com-pany recently expanded its ramp space to eight acres to better accommodate large jetliners and is one of the few ser-vice providers in Europe to subscribe to the National Air Transportation Asso-ciation’s (NATA) Safety 1st line service training program for its ramp workers. Though the airport closes to depar-tures at 10:30 p.m., staff are available on callout for after-hours arrivals.

One key to its customer support, according to Howells, is Universal’s proprietary FBO software, which is shared throughout the network and allows staff at the FBO to better pre-pare. “We’re able to make sure that they understand the profile and the require-ments of our customers before they arrive, so a lot of it is about anticipa-tion, especially for long-haul crew,” he noted. “We want to make sure that their arrival process with customs and immi-gration is as slick as possible.”

One of the highlights for the facility is its in-house catering kitchen, run by Air

www.ainonline.com • May 21, 2014 • EBACE Convention News 9


Dassault Falcon Service • Paris Le Bourget, France

Universal Aviation • Paris Le Bourget, France

Landmark Aviation Nice Côte d’Azur, France Continued on next page u

Since Gama Aviation’s inception in 1983, the intent of its founders and management team has been to vertically align services to provide clients with seamless, intelligent aviation solutions. After a period of sustained growth in challenging economic times, the company now boasts an impressive array of skill sets, all aimed at ensuring that the promises you make are upheld.

In the following pages we hope to shed more light on how it is achieving this goal on behalf of clients such as Wheels Up, the UK’s Ministry of Defence, the Scottish Ambulance Service as well as numerous private and general aviators around the world.

AIN INtroduces GAmA AvIAtIoN

supportING the promIses You mAke

A SPECIAL ADVERTISING INSERT PREPARED FOR GAMA AVIATION BY AIN PUBLICATIONS

Part One: Ground Services

THE UPTIME EXPERTS

How Gama Aviation’s engineering expertise is supporting fleet operators and aviators around the world


ABOUT GAMA AVIATIONGama Aviation, a global business aviation services

organization, was founded as Gama Aviation Ltd. in 1983 in the United Kingdom by Marwan Khalek and Stephen Wright. Gama Aviation Group currently employs more than 500 people and operates more than 80 business aircraft around the globe at 25 operating bases across four continents. Gama Aviation’s global headquarters is located at Farnborough Airport in the UK. Its American headquarters is in Stratford, Connecticut, its Middle East and North Africa headquarters in Sharjah and its Asian headquarters in Hong Kong.

Gama Aviation companies and affiliates hold EU-OPS, FAA and UAE GCAA Charter Certificates; EASA, FAA and GCAA Part 145 Maintenance Approvals; EASA Part 21 Design and Manufacture Approvals and collectively offer business aircraft management, charter, maintenance and design, travel, valeting, FBO Executive Handling and aviation software services.

The group remains majority owned by its founders; in 2007 the group received an equity investment from Growth Gate Capital Corporation, Crescent Enterprises and a small number of other strategic partners. The Group’s website is www.gamaaviation.com.

There is nothing more frustrating in life than something not working. Imagine a cloudless blue sky and a slight breeze tickling the grass around the apron. In other words, perfect flying conditions…until you discover a problem. For the weekend aviator that moment turns perfection into a potential nightmare.

Now imagine that same circumstance just prior to a medevac flight or perhaps a critical flight to consolidate a business deal or even a family vacation. “It is our aim to ensure these perfectly legitimate scenarios are prevented as much as possible, so our clients can get on with the business of flying,” said Duncan Daines, the newly appointed CMO of Gama Aviation. It’s a worthy aim, but what is behind such lofty ambitions; after all it’s a show-me world not a trust-me world.

PEOPLE, EXPERTISE and cOOPERaTIOnGama Aviation’s UK engineeering arm at Farnborough Airport, has

been “working with Beechcraft for 30 years, specializing in King Airs from the beginning,” explained Paul Bristow, Engineering Director. Bristow was one of the partner-owners of Plymouth Executive Aviation, which was bought by Gama Aviation in 2000. “I met Marwan Khalek [cofounder of Gama Aviation along with Stephen Wright] in 1984 when he bought his first King Air 200.” From those early days the relationship has spanned three decades and a wide variety of airframes.

Since then the company has acquired other businesses, giving capabilities in many other areas. A detailed listing of these capabilities fills several pages. Briefly, it includes a wide range of services for business jets (Citations, Learjets, Hawker 800 and 1000, Challengers, Gulfstreams and BBJs), turboprops and piston airplanes (Beechcraft King Airs, Reims-Cessna 406s and numerous pistons, as well as Twin Commander and Cirrus Aircraft service centers). Helicopter services include Agusta, Bell, Eurocopter (now Airbus Helicopters), and Sikorsky. Specialist engine services include piston-engine overhaul and turbine-engine service and dealerships for a multitude of companies, including all the major avionics and component manufacturers. Gama Aviation’s engineering services include EASA/FAR 145 repair stations, as well as EASA Part 21J design, Part 21G manufacturing, Part 21M continued airworthiness management services, DAOS (Design Approved Organization Scheme), MAOS (Maintenance Approved Organization Scheme) approvals and ISO 9001.

The cooperation between Gama Aviation in Europe and its U.S. businesses has increased with the arrival of the Wheels Up King Airs in the U.S. “They have more than 35 years of experience on the King Air and a wealth of knowledge and experience,” said Tom Connelly, President of Gama Aviation’s U.S. businesses.

“If we have a problem, we ask them and we get immediate feedback,” he continued. “There are not many problems that they haven’t seen, so we use their expertise and experience to augment and enhance both our air-carrier, maintenance-control operation, as well as our FAA/EASA-certified repair-station network that spreads across the U.S. from Teterboro [N.J.] to West Palm Beach [Fla.] to Las Vegas and Los Angeles. We expect their knowledge and experience to be an incredible source of support, as we grow the King Air fleet to 35 aircraft in operation by early 2015.”

Good people are an obvious commonality among Gama Aviation’s various operations. “I spent a long, long time building the team here,” said Bristow. “This company’s all about the people.”

This same philosophy is apparent in the U.S. operations where the emphasis is on recruiting and training the highest level of maintenance technicians. “Due to the nature of our repair-station business, which focuses on line maintenance and troubleshooting of AOG situations,” explained Connelly, “we can only deploy resources that are highly trained and skilled at getting grounded aircraft back into service as fast

as possible. This comes at an extra cost to us, but our customers understand and appreciate that value.”

“The depth and breadth of our experience and training on different models at each of our repair stations are second to none,” he continued, “and they are the reasons we are getting constant requests from our customers to expand our business into new locations. We’re very proud of our reputation and are containing the growth to manageable levels in order to maintain the highest quality.”

OperatiOnal Bases designed fOr a wide variety Of needsGama Aviation’s UK and MENA “centers of excellence” reside at

Farnborough Airport, Fairoaks Airport, Oxford, Aberdeen, Sharjah and a new, £3.8 million facility at Glasgow Airport. The new Glasgow facility supports both the Scottish Air Ambulance and provides maintenance support for private and fleet operators.

In the U.S. the company’s headquarters is located in Connecticut, where the company has a 30-year relationship with the local FAA FSDO. The Part 145 repair stations at Teterboro, West Palm Beach, Las Vegas and Los Angeles are also operational bases for many of the company’s managed aircraft, including the rapidly growing Wheels Up fleet.

In total, the organization provides service for aircraft ranging in size from the Cirrus SR 20/22 to the Boeing Business Jets (737-700) and numerous AgustaWestland, Bell and Airbus Helicopter models and offers avionics installations, cabin interiors and special-mission applications for military aircraft.

While many of Gama Aviation’s long-time clients are private business jet owners, these happy clients generally prefer to keep their profiles low. “It’s very simple,” added Connelly, “we need to help our clients keep the promises they make to their own customers. That’s the only reason why companies like NetJets come to us.”

intelligent imprOvement“Innovation is an oft-used corporate buzz word,” said Daines.

“Rather than think big, we think about intelligent enhancements that we can make to improve operations and create a better aviation solution for our clients.”

“We are always trying to see how we can make things better for the pilot, passenger or operator,” said Bristow. “We have a strong, versatile design team specializing in avionics, cockpit upgrades, cabin layouts. We recently developed 15 different interiors for the King Air 200 and 350, including VIP, medical, air ambulance, commuter and cargo.”

For the Scottish Ambulance Service, the team developed an on-board, ground-use battery system to provide enough power to the King Air’s Proline 21 avionics without needing to run an engine. The system can be charged in flight or via a ground power unit. The company also provides special-mission applications for military aircraft.

Perhaps Gama Aviation’s single biggest innovation is the development and manufacture of the first infant and toddler seat that is EASA approved (and FAA TSO C100 tested) for use on aircraft during taxi, takeoffs and landings. In April the outgoing National Transportation Safety Board chairwoman, commented that one of her greatest disappointments was that child-safety seats for young children are not required on aircraft.

“It may cover only a one-in-a million chance, but the current system of an additional lap belt for infants is inadequate. No parent would want to risk crushing their own child,” said Matthew Lyon, Head of Design.

Virgin Atlantic, Cathay Pacific and Qatar Executive are current customers, with a steady stream of orders coming from private and commercial operators.


“The jets, pilots and crew always get the attention,” is the oft-heard refrain from the 24/7 Flight Ops facility at Gama Aviation’s Farnborough Airport location. However, all aircraft operators know that is only half the story. While the flight may garner most attention, it’s only one element of a client’s trip.

Vas Karim heads Gama Aviation’s travel department. “We have an eclectic client base and are rapidly becoming a trusted concierge service to many of our fellow operators, brokers and management clients,” he said. Karim knows more than most the importance of seamless trip planning. “It’s all about the small details, accuracy and being able to think quickly. Our job is actually to be as unobtrusive as possible.”

For better or worse, passengers sometimes judge their entire travel experience by the way they are treated on the ground, in the same way they might judge the skill of their pilots by the smoothness of the landing.

Gama Aviation knows this well and therefore uses only the best FBOs, F&B providers, travel suppliers and handling agents it can find across the world. So when it opened its FBO at Sharjah International Airport, UAE, in January 2012, the global aviation services company knew how it should be run. In fact, it had been operating aircraft in Sharjah since 2006 and now has six business jets there.

The airport’s location is very convenient for Sharjah, the Northern Emirates and, in recent times, has proven to work particularly well for passengers traveling to Dubai from virtually anywhere in the world. With the ability for clients to drive directly to their aircraft, as with most European and American business airports, it’s a very good option.

THE STARTERS AND FINISHERS

How Gama Aviation is using its trip support knowledge to build strategically located FBOs to provide a better experience for operators’ clients


OppOrtunity KnOcKsMeanwhile farther north, Gama Aviation recognized that business

aviation was not well served in Scotland and saw an opportunity to provide a solution at Glasgow International Airport. “Gama Aviation’s new FBO at Glasgow Airport is part of a large investment to provide better services for business aviation, including maintenance support and a dedicated, business aviation FBO, which the airport has never had before,” said Tom Wells, General Manager. The maintenance and handling facility opened in November 2013 with the FBO expected to fully open this June.

The Glasgow FBO will fully open just in time to serve three big events occurring in or near Glasgow this year: The 20th Commonwealth Games, the 2014 Ryder Cup and the MTV Europe Music Awards. “We are keen to handle this in the right way for our clients, so we are working with the airport authority to make immigration and customs as smooth as possible,” Wells said. “International arrivals now go through the main terminal, but ideally we want to service clients arriving through our FBO. If we can show the airport that this concept has worked during the Commonwealth Games, then hopefully we’ll be able to offer it to our clients in the future, too.”

LOcatiOn, LOcatiOn, LOcatiOnBack in the UAE, other advantages of Sharjah Airport for

Gama Aviation’s clients are the comparative lack of traffic when compared to Dubai International and no slot restrictions. “At Dubai International, you can be on the ground for 45 minutes before takeoff, while at Sharjah you can be off in six minutes after the door is closed,” explained Oliver Hewson, commercial manager, Gama Aviation FZE [“FZE” stands for Free Zone Establishment].

“Sharjah Airport is actually a lot closer to the business district of Dubai than the new Dubai Airport at Jebel Ali,” Hewson continued. “And there have been a lot of road improvements between Dubai and Sharjah. In particular, the most popular motorway between the two Emirates has been widened, making it six lanes in both directions.” Driving from Gama Aviation’s corporate office at Dubai International to Sharjah takes only 20 minutes, he added. “From Dubai International to Dubai World Central would take you 45 minutes to an hour.”

In Scotland, Glasgow Airport is only about 15 minutes from the

city center and is a 45-minute drive to Edinburgh city center. “Many people don’t know the two cities are so close,” Wells said. “Although Edinburgh has an airport, too, it does not have dedicated business aviation services, so our FBO can serve it as well.”

In addition to maintenance and the FBO, Gama Aviation’s Glasgow facility offers a heated hangar and a ramp, built to take a Gulfstream 550 at max gross weight. “We plan to build a mirror-image of the hangar and ramp with the work due to start later this year,” Wells said.

right pLace, right timeGama Aviation in Sharjah has been developing and improving

its FBO over the last three years, Hewson said, and now both the FBO and the airport itself have “an amazing opportunity.” On May 1 Dubai International began maintenance on one of its two runways. This is expected to last 80 days and the airport has banned business jets during this time, Hewson said.

While not unexpected, the runway closure at Dubai is bringing increased business and visibility to Gama Aviation’s Sharjah FBO. “We’ve already had a lot of people moving their aircraft to Sharjah,” he continued. “Initially, we realized that Sharjah was lacking business aviation services, and we saw an opportunity to develop an FBO service there. The airport authority has been very cooperative and easy to work with and the airport has ample parking and hangarage.”

Gama Aviation has put significant investment into its facilities at Sharjah. “We can offer a selection of hangars, most of which are temperature controlled. They go up in size to accommodate ACJs and BBJs,” Hewson said. “Last year we obtained Part 145 maintenance approval and began by offering maintenance to Challengers and King Airs and now we’ve added Global Series capabilities. We expect to apply for Legacy approval next because we have a couple of Legacys based in the UAE. Our aim was to start supporting our own fleets and then add other type approvals to our maintenance offering.”

Gama Aviation uses designated, ground-support-equipment operators specialized in business aircraft at Sharjah, as well as an independent catering company that can deliver VIP-standard of catering. Fuel is available by truck and hydrants. “We refueled and turned around one of our managed BBJs in less than 25 minutes,” Hewson said proudly.


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“When people hear about Airops Software, the Group’s software business, they often see it as a strange thing to be involved in. We just see it as common sense,” said Duncan Daines, CMO of Gama Aviation. As the company’s nascent aviation business grew 25 years ago, the need to have a way to control operations in the air and on the ground became apparent. Rather than buy an off-the-shelf system, Marwan Khalek, who founded Gama Aviation with Stephen Wright, decided to start a business to develop Gama Aviation’s own software and offer it to others. Today Airops Software boasts an impressive list of clients that is continually growing worldwide.

Daniel Tee, Managing Director of Airops Software, attributes its success to one thing. “We understand that we are providing a system that enables promises,” he said. “A trip is a series of complex interactions, and if one fails, then that promise is broken. The system, therefore, acts as a prompt to ensure that users minimize process failures and the consequences that may have for your business and reputation.”

The oldest Airops Software customer is Gama Aviation itself, the next being UK charter airline Titan Airways. According to Graham Baguley, operations director, Titan Airways, “Airops Software has supported our operation for over 20 years, providing us with the means to rapidly and accurately provide our clients with competitive pricing.”

Based at Farnborough Airport in the UK, Airops Software now offers two products, both of which can be tailored for the customer: AIROPS 5 for aircraft operators and brokers; and AIROPS Movement-Exec, for airports, handling agents and FBOs.

“Our systems are unique in that they were developed by people in the industry,” Tee said. “This gives us a natural advantage over our competitors, as we know the needs of our customer base because we work with them every day. It isn’t therefore an abstract software development exercise.”

AIROPS 5 “When managing aircraft, a management company carries a lot of costs

for the owner, so it is critical to the company’s commercial success that it can accurately and quickly pass those costs on to the owner,” Tee said. “So one of the major strengths of AIROPS 5 is to provide fast and accurate quotations to help reconcile the costs. With the increase in regulation, such as those relating to flight-time limitations of crews and training records, it’s important to have a central repository of all the information.”

Introduced in 1988 as AIROPS Aviation Management, the system has undergone continuous development as the IT needs of aviation organizations have changed, resulting in the current AIROPS 5. The flexible, modular format of AIROPS 5 allows users to match the system to their own requirements. It also contains links to external, third-party systems, such as external auditing companies and websites showing the availability of charter flights.

AIROPS MOveMent-execAIROPS Movement-Exec is designed to help manage the handling

of aircraft and the billing for the services provided. “It has both an operational side and a business side,” Tee explained. “You can enter the aircraft schedule and service requirements, such as catering, newspapers, toilet cleaning and external cleaning, and the crew requirements for a hotel and transport. These can be booked in the system, which manages the delivery of them, and gives the operations staff a centralized view of everything that’s going on.”

SUPPORtAs well as these two products, Airops Software also offers a wide range of

IT support services for small and medium-size enterprises. “The SME sector is underserved by reliable operators and even though our heritage is aviation based, we intrinsically understand the needs of those businesses,” said Tee.

For information or an online demonstration, please call +44 8448 022 110.

COORDINATING& CONTROllINGmOvemeNTs

Behind the scenes two powerful systems control many of Gama Aviation’s ground and air operations

About Airops softwArePart of the Gama Aviation Group, Airops

Software Ltd. is based at Farnborough Airport in England. In 1988, the company introduced its first product, AIROPS, designed to support aircraft operators and brokers in the commercial, operational, technical, financial, marketing and management aspects of their businesses. The flexible modular format of AIROPS, now in its fifth generation, allows users to match the system to their exact requirements. AIROPS 5 also provides links to a variety of external third-party systems, such as charter-aircraft availability websites and external auditing companies.

AIROPS Movement-Exec is a management system designed to help airports, handling agents and FBOs run operationally proficient and financially profitable businesses. Its key functions are the accurate logging of aircraft movements, the allocation of charges and the production of invoices.

Airops Software also provides IT consultancy separate from its software products. Previous projects have included a scheduled-flight ticketing system, a dispatch-control communication system for an air ambulance operation, a hub-and-outstation billing system and numerous other projects.

Customers of Airops Software products include Airbus, Dassault Aviation, Jet Aviation, London Executive Aviation, Air Charter Scotland, Newcastle International Airport, Ruslan International, the Royal Air Force, Synergy Aviation, Bristol Flying Centre, TAG Aviation and Titan Airways.


Whether it’s ensuring the maximum uptime foryour fleet or simply arriving home on time, weprovide a full range of services to help youdeliver the promises you make each andeveryday.

To find out more see gamaaviation.com or callus on: +44 1252 553000 or +1 203 337 4600

Your promise,our commitmeNt.

Charter – Management – Maintenance &Engineering – Trip support – FBOs - Software

Culinaire Worldwide, which Universal acquired two years ago. “They are on hand, so they can meet the flight atten-dants on arrival and take their special catering needs into con-sideration,” said Howells. “We try to give them the flavors of France, so the passengers get something different.”

8.0Dassault Falcon ServiceParis Le Bourget, France

Among the flock of FBOs at Le Bourget, Europe’s bus-iest business aviation airport,

Dassault Falcon Service (Booth 1034) reigns as the elder states-man, having begun opera-tions there nearly 50 years ago. “We’re part of the airport’s his-tory,” said Jean Kayanakis, the general manager of the facility, a subsidiary of the French air-craft manufacturer. “The com-pany grew with the first Falcon 20 from Dassault and was a

small FBO and flight opera-tion and progressively expanded through its different activities around the Dassault fleet.”

Today, that small FBO has grown to include a 16,000-sq-ft terminal and a ramp encom-passing four acres. A hangar added in 2012 brings total shel-tered aircraft space to 65,000 sq ft. Not surprisingly given its Dassault affiliation, two thirds of the facility’s customers are Falcon operators, but the loca-tion will handle aircraft from any maker, up to a BBJ.

Kayanakis said he is see-ing more big business aircraft at his location, which claims up to 15 percent of the traf-fic in what is a tight market at Le Bourget. “We are a small unique facility when the oth-ers are mostly part of a net-work, so the challenge is really to stay on top of quality when price competition is also driv-ing the business,” Kayanakis told AIN. “It’s really impor-tant that we stay on top of what makes the difference for our customers because if we are not able to achieve that they may [seek] lower priced services somewhere else from a larger company.”

Like most FBO operators in Europe, the company is still waiting for an upswing in traf-fic, as most of its visiting air-craft are based in Europe. “We have to recognize that it’s tough,” said Kayanakis, who also oversees the Falcon maintenance center and the executive flight department. “Overall, the traffic at Paris Le Bourget has been flat; resources are stretched and competition is increasing.” North America and Africa have been sources of more traffic over the past year, he added.

The location’s maintenance center, one of the largest ded-icated Falcon repair facilities in the world, can perform vir-tually any repair on a Dassault aircraft, while the charter flight operation has eight based air-craft (including a pair of Fal-con 7Xs)–more than half of the 15 business jets based at the facility.



Landmark Aviation • Paris Le Bourget, France


uContinued from proceding page

AMAC Aerospace is the largest privately owned aviation firm in the world specializing in completions, maintenance, charter and brokering. We provide corporate and private aircraft maintenance, refurbishment and completion services, as well as aircraftmanagement and charter services.

Located at EuroAirport Basel-Mulhouse in the new expansion zone, our three state-of-the-art maintenance and production facility hangars enjoy generous workshop and office space as well as 31,325m² securely fenced tarmac that opens directly ontothe linkage taxiway.

Of our three hangars, we dedicate one wide-body hangar to maintenance, the secondto completions and refurbishment and a third, smaller hangar to maintenance work on a variety of smaller aircraft. Total floor space extends over 21,000m²

The two large hangars comfortably accommodate multiple narrow and wide-body air-craft, Boeing B747s, B777s, B787s, Airbus A340s, A330s and extend to service an A380.

The smaller hangar simultaneously serves two narrow-body aircraft, Boeing BusinessJets and/or Airbus A318, A319, A320 or Gulfstreams and select Bombardier jets.

We are proud to offer our esteemed clientele the chance to experience AMAC professionalism and we look forward to welcoming you!

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The terminal features a large passenger lounge with a pan-oramic view of the apron, a pair of 10-seat conference rooms and a crew rest area. Each year, the FBO does its own internal cus-tomer survey and, responding to requests from crews, it plans to augment its pilot amenities with snooze rooms and showers.

8.0Landmark AviationParis Le Bourget, France

While Landmark’s (Booth 615) current location at Le Bourget earned enough recog-nition from our respondents

this year to rank among the top international FBOs, the company expects to increase its visibility and its 18-percent market share at the Paris gate-way with the opening later this year of a brand-new $4.1 mil-lion terminal to the south of its current location. At 13,000 sq ft, the new building will more than triple the size of

the 3,700-sq-ft terminal Land-mark has occupied since 2006.

“It will have a prayer room,” said Landmark Aviation pres-ident Daniel Bucaro, “and all the things that you really need when you’re dealing with cus-tomers who are coming from all over the world. It just allows us to serve the customer better.”

Bucaro noted that the

requirement to add passenger and baggage screening several years ago cramped the smaller facility, which wasn’t designed to accommodate such security measures. “That’s one of the benefits of being able to lay out a brand-new facility,” he told AIN. “You won’t see the bag-gage; it will go through screen-ing in the back, not out front.”

The old terminal, whose pilot amenities and facilities earned its lowest scores (7.5), will remain in operation until the new building comes on line. “It will be a good facility and one that we needed,” noted Bucaro. “Quite frankly, ours was not up to our standards.” The former terminal will be converted into office space for tenants in a second phase of the expansion, along with the introduction of covered cus-tomer parking.

Remaining will be the loca-tion’s 43,000-sq-ft hangar, which is home for eight private air-craft, ranging from a King Air to a G550.

At Le Bourget, Landmark manages Esso’s fuel farm and tanker trucks, fueling some 45 percent of the traffic at the airport, according to Bucaro. With mostly North American bases in its 53-units FBO port-folio, Landmark has extended NATA’s Safety 1st line service training to its French loca-tions, for which it translated all the training materials into French. “We take the same approach whether it’s Paris or Iowa,” said Bucaro. “We have to have the same kind of con-sistency, because if customers are using us in Paris, they are probably also using us in New York, Miami or Washington. They have to be able to rely on our consistency and our abil-ity to service those aircraft not only from a customer service standpoint, but from a safety standpoint.”

Like most of the Le Bourget FBOs, Landmark offers cus-toms and immigration service on demand. The facility has handled significant traffic from Russia and the Middle East over the past year.

At AINonline.com you can see every detail of our annual FBO surveys with our special interac-tive presentation of the results. o



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EGNOS provides bizav access to smaller airports by Nick Klenske

The European Geostationary Naviga-tion Overlay Service (EGNOS) provides clear benefits to the business aviation sector. With many business aircraft not specifically catered to by current air traf-fic management systems, more often than not they find themselves shut out of many key airports.

This is particularly true as Europe’s skies continue to become more and more crowded. As air traffic continues to grow, smaller airports must make themselves accessible at all times–something that cannot be done when relying solely on nonprecision approaches.

EGNOS improves accuracy of position measurements by sending out signals that correct GPS data and provide information on reliability. Via its network of nearly 40 reference stations located in more than 20 countries, the system picks up signals from GPS satellites that are then processed in mas-ter control centers to determine the accuracy of the original signals based on such factors as electrical disturbances in the atmosphere. The data is incorporated into EGNOS signals and sent to its geostationary satel-lites, which then relay the signals back to EGNOS-enabled receivers.

“In business avia-tion, EGNOS is in-creasing accessibility to smaller airports and enhancing safety via increased situational awareness,” said Carlo des Dorides, executive director for the Euro-pean GNSS Agency (GSA). “Fostering further GNSS adap-tation is a key focus of the GSA; in par-ticular, creating tools and methods to enable LPV [localizer performance with vertical guidance] implementation to small airports.”

Business Aircraft Cleared for Landing

Business aircraft depend on access to small and medium-sized airports. According to recent Eurocontrol data, 66 percent of business flights occur between city pairs that lack daily commercial ser-vice. However, depending on the airport, landing at one often comes with new challenges such as approach trajectories. For example, many of these airports are located in demanding environments like mountainous areas that require complex approach trajectories.

More so, airports located near or within major cities are obligated to develop com-plex approaches aimed at avoiding heavily

populated areas. On top of this, many of these airports lack the high-tech equip-ment found in commercial airports. For example, ILS navigation aids are often limited or simply nonexistent, increasing the risk of a flight diversion.

Because APV (approach procedures based on vertical guidance) using SBAS (satellite-based augmentation system), or LPV approaches, do not require ground equipment, they have the potential to enable near-precision approaches for all airports–greatly increasing their attrac-tiveness for business aviation.

“When you talk about safe access to regional airports without the need for expensive ground instruments, then sat-ellite navigation systems become a very compelling option for business avia-tion,” said Fabio Gamba, CEO of the European Business Aviation Associa-

tion. “We have EGNOS, so let’s use it in the best possible way.”

To illustrate some of the advantages, consider that LPV approaches are designed in Europe with a 250-foot decision height, although this figure could decrease to 200 feet in the near future. By comparison, the average decision height for nonprecision approaches in the U.S. is 470 feet.

In addition, as the final approach seg-ment of a LPV approach is entirely virtual and not linked to a ground-based guid-ance system, using different approaches on the same runway end for different air-craft categories is a real possibility.

Today, GNSS penetration in the global aviation market is more than 80 percent, and shipments of EGNOS-enabled devices are expected to dominate the market. Last year, the penetration of SBAS-enabled units in equipped aircraft reached 30 percent in the regional, busi-ness and IFR general aviation sectors, and


EGNOS Open Service Area

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EGNOS relies on three geostationary satellites and several ground-stations to improve the accuracy of GPS to within 1.5 metres by reducing position error. It is the European equivalent of WAAS and is allowing approaches to near-ILS Cat I level to many airports where traditional instrument landing systems are not viable, due to cost or terrain.Every deal, every client, is unique.

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it is expected to increase in the coming years with new ICAO recommendations.

In Europe, ICAO recommends deploy-ing APV approaches on all runways by 2016, and EGNOS (Booth 6222) is included in the regional performance-based navigation plan. In fact, EGNOS-enabled receivers are widely available thanks to its compatibility with the proven U.S. WAAS system, with more than 55,000 aviation receivers in use. EGNOS signal may be used for approaches employing a certified receiver, flight management sys-tem and SBAS procedure. Certified since 2011, the EGNOS signal is also free to use.

This compatibility with other SBASs is a significant advantage. “The compati-bility and interoperability between SBAS and neighboring systems is necessary to ensure proper service delivery to end users and to maximize the benefits of SBAS technology,” said Jean-Marc Pieplu, head of the EGNOS exploitation program. “It impacts not only the design of system evolution toward multi-frequency and multi-constellation service provision, but also day-to-day operations.”

SBASs are delivering regional signals and services over coverage areas that are mutually complementary or overlap. For

example, EGNOS and its Russian part-ners are addressing compatibility between the EGNOS signal transmitted by Inmarsat 3F2 and the new signals trans-mitted by Luch 5B, the Russian sattelite. “Cooperation between SBAS service pro-viders is a key enabler for all SBASs and a clear objective for EGNOS as it is in the best interest of users,” added Pieplu.

Overall, EGNOS is a success, yet it has not reached its full potential. This is due in part to long equipment cycles in avionics and barriers to market adop-tion caused by fragmented regulations at the national level.

Yet every day EGNOS delivers the ser-vices it was designed for with a remark-able level of stability and performance.

Today more than 100 airports are bene-fiting from EGNOS and more than 400 runways plan to use EGNOS-enabled approaches by 2018. Future activity will focus on supporting countries in identifying the airports that can most benefit from EGNOS, map them in the national PBN plan and assist LPV operational implementation. o


Small and medium-size airports in Europe often lack the infrastructure necessary to enable complex approaches, limiting the utility of the airport. EGNOS, and the highly accurate position data it provides, makes these airports more accessible for business aviation operations without the cost of complicated ground structure.

European GNSS creates access for bizavuContinued from page 14

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Embraer arrives here in force with five business jet models by David Donald

Embraer Executive Jets has brought five aircraft to Geneva for the EBACE show as the company continues to expand its business aviation portfolio. The ultra-large Lineage 1000E is making its show debut, sporting a new interior among other enhancements that include options for autoland and an enhanced vision sys-tem. While the midsize Legacy 500 made its EBACE debut last year, it is the first

time that show-goers can see it with a fully fitted cabin interior.

The Legacy 500 at EBACE is one of four flight-test aircraft that have racked up more than 1,500 hours of testing as the type approaches certification, due for the middle of this year. Embraer Execu-tive Jets president Mario Túlio Pellegrini reported that the function and reliability trials are the last remaining tests to be

completed, followed by paperwork. “We are confident we can conclude the certi-fication by mid-year,” he added.

Fly-by-wire flight controls are one of the many innovations being intro-duced by the Legacy 500. Another is a Rockwell Collins HGS-3500 compact head-up guidance system that will be a first for this class of aircraft. As well as completing Legacy 500 testing, Embraer is moving towards a mid-2015 entry-into-service date for the smaller Legacy 450.

Intended to fill the mid-light category niche, the Legacy 450 first flew on Decem-ber 28 last year. From 2016 Embraer plans to assemble Legacy 450/500s in the U.S., where Phenom 100/300 assembly is already undertaken at the company’s

plant in Melbourne, Florida. Embraer (Booth 6615) has also made

good progress with its production models. The 300th Phenom 100 was delivered in March as the Phenom family approaches 500 deliveries this summer. During 2013 the Phenom 300 was the most-delivered business jet from any manufacturer, and the type was recently certified to under-take the steep 5.5-degree approach into London City Airport.

Overall Embraer’s executive jet divi-sion has been a major success story, and last year it accounted for 27 percent of the company’s business, as compared to just 7 percent in 2005. There are around 760 Embraer executive jets currently operating around the world, includ-ing 182 in Europe, the Middle East and Africa, where Embraer has a 25-percent market share. The worldwide fleet com-prises more than 20 Lineage 1000s, 230-plus Legacy 600/650s, nearly 200 Phenom 300s and more than 300 Phenom 100s.

Pellegrini is cautiously sanguine about the wider business aviation market. Traffic levels are recovering slowly, particularly in the U.S., and other pointers to an indus-try revival, such as U.S. corporate prof-its, are also showing an increase. Embraer believes that the U.S. will play a big part in the speed of recovery of the business avia-tion sector. The company’s 2014-2023 fore-cast suggests 4,530 aircraft will be bought in the U.S. alone, with EMEA contribut-ing a further 2,330. China is the next most important market, with 805 sales forecast for the decade. o


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Embraer Executive Jets is well represented on the static display with five aircraft. Pictured here (l-r) are the Lineage 1000E, Legacy 650, Legacy 500 and Phenom 300. Not visible is the Phenom 100, also here at EBACE.

Luma’s LEDs continue adding new applicationsby R. Randall Padfield

Lighting manufacturer Lu-ma Technologies (Booth 3018) announced progress on several fronts at EBACE 2014.

The Bellevue, Washington-based company focuses on de-sign and manufacture of lighted products using LED and other solid-state technologies. These include caution-warning systems and display panels, switches, an-nunciators, integrated gear le-vers and other electro-mechani-cal controls.

Nextant G90XTNextant Aerospace is offering

the Luma Technologies 45-sta-tion LED caution warning dis-play as standard equipment on its G90XT, which is slated for certi-fication later this year. “Nextant and Luma Technologies have enjoyed a good working relation-ship since the beginning of the 400XTi program,” said Bruce Maxwell, Luma’s president and founder. “It’s a natural extension for Nextant to carry the 400XTi’s

LED technology to the G90XT platform. The Luma LED caution warning display will also make a great match with the airplane’s Garmin G1000 avionics suite.”

Beechjet 400A and XPSoon to enter testing and

STC application is Luma’s 52-station LED master cau-tion warning system for the Beechjet 400A and 400XP busi-ness jets. Luma’s offering is a single integrated unit designed to be a drop-in replacement of the existing panel. Other bene-fits include lower weight, plug-and-play installation and a five-year warranty.

“We’re getting pressure on all fronts to get this product to mar-ket sooner rather than later,” said Maxwell. “Given the size of the existing fleet and the grow-ing number of complaints about annunciator problems it only makes sense to get this done. Our plan is to have it available late summer or early fall.”

Mahindra GA10Luma also announced that

it is completing development of an integrated caution, advi-sory and warning system for the Mahindra Aerospace GA10 sin-gle-engine turboprop, which will soon be entering a joint CASA/FAA certification program.

“This is a very exciting pro-gram for us,” Maxwell said. “We have been talking to Mahindra about it since 2010, when they were first conceptualizing what the GA10 would ultimately become. We are pleased at their decision to incorporate a Luma Tech system, as it’s perfectly suited for the no-nonsense all-terrain missions the GA10 was designed for.”

King Air C90Finally, Luma Technologies

reported recent completion of DO-160 environmental testing on a 45-station Lumatech LED cau-tion/warning panel for the King Air C90 and plans to submit the completed package to the FAA by the end of May. This should have it added to Luma’s AML STC and available for delivery in the mid-June timeframe.

Said Maxwell, “There’s been a lot of activity with our 200, 300, 350, and 1900D systems,

but up until now we haven’t had anything to offer the C90 fleet [LJ-1063 and newer].” He added that Luma Technologies can now apply for EASA certification of the entire Luma Tech line of King Air offerings.

“We were starting to get a lot of inquiries from King Air oper-ators in Europe and its time we made things easy for them by

obtaining EASA Certification,” Maxwell explained. “We’ll soon be able to ship on a global basis, which adds a whole new dimen-sion to the business.”

Luma Technologies is also building a dealer network across the U.S. and has plans for expanding into Europe, Austra-lia, Africa and South America in the coming months. o

Graham Maxwell, Luma Technologies operations manager, left, and Bruce Maxwell, president and founder.

©2014 Garmin Ltd. or its subsidiaries

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Gore Design Transforms Into GDC Technicsby James Wynbrandt

Gore Design Completions of San Antonio, Texas offi-cially changed its name to GDC Technics here at EBACE 2014, where it has a prominent booth (No. 603). The announce-ment was made by Moham-med Alzeer, general partner of Malzeer, an investment group that bought Gore Design one year ago. Alzeer said the name change reflects a new strategy of expanding the business beyond its VIP completions roots to providing a broad range of air-craft modification services, including engineering solutions, STC development and custom-ized modifications on civilian and specialized platforms.

Alzeer said the new owners had set three goals at the time of purchase: to complete the projects inside the hangar; to restructure the business inter-nally; and finally to redesign the image and business direc-tion of the company, “which is what we’re announcing today.” He said the company also spent time preparing for arrival of its first Boeing 787 completion project, taking delivery of the aircraft this past February. The completion is scheduled to take 36 months, which Alzeer admit-ted is “a bit long,” but necessary to become acquainted with the new-generation aircraft.

“We look at the 787 as a gate

to the future, with the challenges of a composite fuselage and dig-itized systems, and being on the forefront of that change is extremely exciting to us.” The new owners have invested $20 million toward preparing for that chal-lenge. A second 787 is scheduled

to arrive at the completion center in the third quarter of this year.

Going forward, GDC Tech-nics, currently managed by MAZ Aviation, will open satellite facil-ities in Europe, the Middle East and Africa to maintain more contact with customers. “San

Antonio is a wonderful city, but way off the beaten path when it comes to VIP aircraft,” Alzeer said. “Supporting our clients on a daily basis has always been a challenge” but, he said, “San Antonio will continue as the per-manent home.” o


Gama Charters Adding Crew for Wheels Up Tripsby Rick Adams

Gama Charters has hired 100 pilots to support ongoing deliveries of Beechcraft King Air 350i aircraft ordered by pri-vate aviation membership club Wheels Up and plans to recruit 100 more as the twin-engine

turboprops roll off the assembly line in Wichita, Kansas. Gama Charters, the U.S. subsidiary of Gama Aviation (Booth 806) of Farnborough, UK, dry leases and serves as exclusive opera-tor of the Wheels Up-registered

350i aircraft for member flights in the U.S. Northeast, South-east and Southwest.

Gama will also operate 10 Citation XLS mid-size jets, which Cessna is refurbishing for Wheels Up, by year-end.

Wheels Up expects to have a fleet of 42 aircraft by year-end, including 27 of the 105 King Air 350i models it ordered last year, the 10 Citation XLSs and access to 15 larger-cabin aircraft through a partnership with Jet Aviation Fleet Services. Within the next decade, the lineup could grow to 200-250 aircraft, according to Kenny Dich-ter, Wheels Up founder and CEO.

Dichter predicted that Wheels Up would reach 100,000 “unique individual” members within 10 years, possibly as soon as 6-7 years. Since enrollment began nine months ago, Wheels Up has signed up about 500 members.

Dichter told AIN the concept is “democratizing this space” by making private business avi-ation affordable to a broader base of customers. He estimated the current “aviation pyramid” is about 50-60,000 aircraft own-ers, fractional, charter and cor-porate customers. “We want to grow the market size and we think this can open up the mar-ketplace on a scale of four to five times; 250,000 people in North America and Western Europe could be candidates.”

At a press briefing at the EBACE 2014 business avia-tion conference in Geneva, Swit-zerland, Gama CEO Marwan Khalek and Dichter reaffirmed their intent to launch operations in Europe “by next summer,” most

likely including a base in the Lon-don area. “One year from now is a good target,” Dichter said. “We’ll have a King Air 350i in the EBACE static display area, and rev up the marketing and sales.”

Khalek said Gama is hir-ing pilots on a pace with air-craft deliveries, which have reached 16 to date, training them at FlightSafety International. Recruitment is in the vicinity of operations bases at Teterboro, New Jersey; West Palm Beach, Florida; and Van Nuys, Cal-ifornia. Gama Charter presi-dent Tom Connelly said, “We’re getting more resumes than we thought we’d get, including pilots with a lot of experience.”

Dichter said Wheels Up, together with Beechcraft, “went through an exhaustive process” in search of an operator to manage aircraft operations. “We needed a partner who was going to be

scalable and had the vision to broaden the aviation pyramid. He lauded Gama’s “entrepreneurial spirit and attention to detail.”

Wheels Up expects the King Air 350i aircraft to handle about 50 percent of member flight requirements and the Citation XLSs to cover another 30 per-cent, or 80 percent of the busi-ness using Textron Aviation products. “There’s a huge oppor-tunity for a lot of airplanes, Dichter said. “We want to keep the factories busy there.” Cur-rently the King Air 350i deliver-ies are scheduled through 2018.

Dichter told AIN that Wheels Up is also looking at the Cessna Citation CJ4 as a potential fleet addition, calling it “a diamond in the rough.” He believes, “The CJ4 is under-represented in the mar-ket for what the airplane could be. Head-to-head, it can compete with anything in its category.” o

Wheels Up Membership Fees

Individual - $15,750 first year, $7,200 dues per year thereafter Corporate (6 named executives) - $25,000 first year, $10,000 dues per year thereafter

Wheels Up Member Cost Per Occupied Hour

Beechcraft King Air 350i $3,950

Cessna Citation XLS $7,950

Jet Aviation Mid-Size $7,950

Jet Aviation Super-Midsize $10,250

Jet Aviation Bombardier Global 5000 $15,950

Wheels Up expects to have 27 King Air 350i aircraft flying passengers by the end of the year.

Cool Shades for a Jazzy Interior

Window treatment specialist Lou Martin & Associates (Booth 2406) of San Antonio, Texas, is intro-ducing here at EBACE 2014 the new “Cassette” window shade, designed to fit behind an existing cabin side panel. “It’s for custom-ers who want to utilize their cur-rent side panels while ‘jazzing up’ their interior with a new VIP win-dow shade,” said company pres-ident Lou Martin. The Cassette is available in both mechanically and electrically operated models with manual override.

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Avinode says shared data can cut empty legsby Curt Epstein

Of the approximately 420,000 business jet flights in Europe last year, perhaps

as many as 2,500 could have been elim-inated, according to research by online

charter marketplace and data provider Avinode (Booth 5134). While one of pri-vate aviation’s major values is its broad routing network, which resulted in around 139,000 empty legs in Europe in 2013, the Göteborg, Sweden-based com-pany believes more efficient communica-tion could reduce that number, especially between frequently linked city pairs.

The company wanted to look at the percentage of one-way trips in the indus-try and determine how many could be combined, explained Magnus Henriks-son, Avinode’s business development manager. Among all those flights, Hen-riksson acknowledged that some could be to obscure destinations where there may not be a high possibility of some-one booking the empty leg, but for highly frequented destinations there is a much greater possibility. “The 100 most

popular routes [within Europe] cover 44,000 flights,” he noted, adding there were around 3,500 between Geneva and Paris last year. “Of those, 16,000 are related to one-way trips. The logic is if you are doing a one-way, there is the pos-sibility of actually combining that with an empty leg.”

Of the 16,000 one-way flights last year, the company’s research showed 5,000 empty legs and, based on an analysis of Avinode’s schedule data and actual flight information from Eurocontrol–as well as aircraft size discrepancies and traffic densities, the company estimates at least half that amount were unnecessary.

In operation since 2001 Avinode, which has 3,400 aircraft participating in its worldwide charter marketplace, has long been a forum for operators and brokers to buy and sell such flights, and this month it augmented its empty-leg functionality to make it even more effi-cient. “The main benefit is the operators actually verify the empty legs and this is in direct response to our member feed-

back,” said Henriksson. “When the brokers go in and look for the empty legs, they see a green sym-bol where an operator has gone in and said this is an empty leg that is verified as available for sale.” If the aircraft does not have an urgent need to return to its base, operators can include this information as well, perhaps enlarging the window for the return flight by several days if needed. Pricing for such empty legs can also now be displayed. If the mem-ber operator uses a fleet management system, the information on the flight

is automatically sent to Avinode for list-ing when updated.

Henriksson believes improved com-munication on existing empty legs could have far-reaching effects, such as increases in efficiency up to 6 percent on to top 100 routes in Europe. “On high-density routes, the industry becomes more efficient,” he told AIN. “You would fly more passengers with less aircraft in the air, giving operators the opportunity to probably promote their product at a more affordable rate to the clients, which would expand our industry or make our product.” o


35%

44%

Multi Legs

One Way

Round Trips

21%

Leg Distribution by Trip Type

Online charter marketplace Avinode recently enhanced its empty-leg feature to make it easier for users to combine trips to popular locations.

Top 10 European Bizjet Routes During 2013Departure Airport Arrival Airport FlightsLSGG - Geneva LFPB - Paris, Le Bourget 1,724

LFPB - Paris, Le Bourget LSGG - Geneva 1,723

LIML - Milan, Linate LIRA - Rome, Ciampino 1,474

LIRA - Rome, Ciampino LIML - Milan, Linate 1,424

LFPB - Paris, Le Bourget LFMN - Nice, Nice Côte D’Azur 962

LFMN - Nice, Nice Côte D’Azur LFPB - Paris, Le Bourget 951

LSGG - Geneva LFMN - Nice, Nice Côte D’Azur 928

LFMN - Nice, Nice Côte D’Azur LSGG - Geneva 920

EGGW - London (Luton), Luton LFPB - Paris, Le Bourget 632

LFPB - Paris, Le Bourget EGLF - London, Farnborough 583Sour

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Many European city pairs are tightly linked by business aviation throughout the year. Avinode sees opportunity to eliminate empty-leg flights between them through increased communication, thereby increasing the efficiency of the system by an estimated 6 percent. Shown above are last year’s 10 most frequented routes.

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9618-BBA-Family-AIN-AD-June2014-275x352.indd 1 30/04/2014 09:55


Mototok’s remote-control tug simplifies aircraft parking by Matt Thurber

The problem with most aircraft tow-bars and tugs is that the operator can’t see what’s happening with the wingtips and tail, so extra personnel are always needed when moving an aircraft into a tight spot. Krefeld, Germany-based Mototok Inter-national (Booth 5539) has solved this by using a wireless remote-controlled tug

system for helicopters and fixed-wing aircraft, which can be operated by one person standing at any spot while mov-ing the aircraft.

The Mototok tug is a battery-pow-ered wheeled platform with a mechanism that lifts the nosegear of an airplane or wheeled helicopter. Various sizes are

available with nosewheel towing capa-bilities ranging from 4,409 to 22,046 pounds (maximum towing capacities of 61,729 to 209,439 pounds, respectively). The Helimo version can lift helicopters equipped with skids. Mototok also makes a camera-equipped tug that can follow painted tracks on the floor, which is use-ful for moving aircraft assembly lines.

Because the Mototok tug can clamp onto the nosegear from the rear, it can be used to push an aircraft’s nose right up to the wall of a hangar. Once the tug releases the nosegear, the opera-tor backs it away from the aircraft, and there is no need to leave space in front of the aircraft as there is for a towbar-less tug or regular tug. This feature, com-bined with the wireless remote control, can reclaim up to 40 percent of an exist-ing hangar’s parking space by allowing tighter placement of the aircraft. In one

demonstration, Mototok showed that its tug enabled parking eight business jets in a hangar compared to five using conventional tugs.

Precision ControlWhen loading an aircraft, the opera-

tor moves the battery-powered Mototok tug to the nosegear using the wireless remote control. The tug can also be used to grip the nosewheel (or dual nose-wheels) from the front. Once positioned at the nosewheel, a hydraulically powered arm affixes the wheel firmly, then the tug lifts the nosewheel off the ground. One Mototok tug can handle a variety of air-craft up to its maximum capacity; the mechanism automatically adjusts to var-ious nosewheel sizes. The company said loading takes less than 15 seconds.

The operator can maneuver the tug at the nosewheel without moving the airplane’s wingtips. This is possible because, once the nosewheel is lifted, the turning axis is the point where the nosegear is mounted to the fuselage, not the centerline of the nosewheel axle. The tug’s precisely controlled hub motors can turn one tug wheel one way and another in the opposite direction, allow-ing the tug to pivot without moving lat-erally. An adjustable electronic torque control makes shearing of nosegear turn-stops almost impossible, according to the company. o

One person can use Mototok’s wirelessly controlled tug to park aircraft efficiently.

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MEBA aims to be best everby David Donald

This year’s Middle East Business Avi-ation show, to be held at Dubai World Central December 8-10, is on course to be the biggest yet, reports the organizer, the Middle East Business Aircraft Asso-ciation. MEBAA founding chairman Ali Ahmed Al Naqbi told AIN that book-ings have already exceeded targets by nearly 20 percent and that more aircraft and helicopters are expected than at the previous five editions of the show. Sec-tions launched in 2012 and devoted to business airports and aircraft interiors are expected to expand considerably.

Any company that signs up to the MEBA show during EBACE at the MEBAA stand (Booth 2243) can enter a drawing for a chance to win a hospitality table for a day during the show. AIN will have a full team reporting on-site from this year’s show, including online news and three print editions of MEBA Con-vention News.

MEBAA now has 222 members and has launched two new membership cat-egories, for academic institutions and non-affiliated industry professionals. The association’s MEBAC conferences are proving popular, with the next to be held in Tunis in September followed by another in Amman, Jordan.

As well as tackling issues such as the gray market and insurance (see story on page 34), MEBAA contin-ues to raise awareness of business avi-ation as a tool for productivity. The association notes that more companies are turning to business aviation as a means of transporting executives and key staff. However, sectors that remain under-developed in the region, noted Al Naqbi, are light jets and turbo-props. MEBAA is encouraging com-panies to begin operations to extend business activity into these shorter-haul aircraft. o


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Honeywell, Haitec turbocHarge connectivity on acJ319

Honeywell (Booth 6622) and Haitec VIP Maintenance (Booth 5113) have signed a mem-orandum of agreement for the installation of the former company’s JetWave inflight Wi-Fi hardware on two Airbus ACJ319s operated by Tyrolean Jet Services (Booth 6556).

JetWave supports JetConneX (JX), a new service by Inmarsat’s Global Xpress network (Booth 1215) for business aviation. JX is planned to go live in the first half of 2015, when it will deliver global connectivity up to 33 Mbps for business aircraft. This is enough for video conferences, Honeywell pointed out.

“Through our work with Haitec, Tyrolean Jet Services becomes the first business aviation operator to select JetWave and benefit from the revolution in business aircraft connectivity that Inmarsat’s Ka-band service is going to initiate,” said Julie de Cervins, Honeywell’s vice president for business and general aviation in Europe, the Middle East and Africa. –T.D.

Putting ink to paper on an agreement between Honeywell and Haitec to improve Internet service on Airbus ACJ319s are, seated at left, Brian Sill, Honeywell president business and GA; and Michael Bock, Haitec VIP Maintenance CEO. Standing by are, left to right, Frank Rott, Haitec COO; Edward Haile, Honeywell director of program management; Julie de Cervins, Honeywell v-p for business and GA in Europe; and Brett Dutton, Haitec senior v-p.

Gamba seeing glimmer of growth“It’s good to be able to report some

silver linings,” said EBAA CEO Fabio Gamba, welcoming the press on Monday to EBACE 2014. He noted recent major economic indicators, which of late have tracked towards the positive.

“Looking at the last six months or so, you’re looking at a timid growth,” he told the audience, “but we’re looking at growth, and the forecast this year in terms of movement in Europe is anything between one and one-point-five percent.” While not Earth-shaking, Gamba noted that after approximately 20 months of decreases even the mild uptick is encour-aging. That optimism is reflected in the number of exhibitors here at the show, which at 499 represent an increase of 8 percent over last year, with a 4-percent increase in exhibition space.

That increase comes despite a change in the arrangements, as long-time show attendees will notice here at Palexpo. The unavailability of Hall Seven has caused the show organizers to alter the floorplan of exhibitors in Halls 4, 5 and 6, putting all the booths in one contiguous space. “Business avi-ation is a lot about flexibility,” said

Ed Bolen, president and CEO of the NBAA. “Its about adapting to change, its about meeting new and unexpected challenges, and in some ways EBACE 2014 reflects that spirit of adaptability and meeting challenges that we see in our aircraft.” That change, he said, “not only meets the challenge of adaptation, but we think potentially enhances the overall EBACE experience.” –C.E.

EBAA CEO Fabio Gamba addressed journalists before the opening of EBACE. He expressed cautious optimism, noting that 2014 shows business growth, reversing years of downward statistics.

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Piaggio reveals evo-lutionary avanti

Piaggio Aero CEO Carlo Logli took the wraps off the Avanti EVO, an upgraded version of the Avanti twin turboprop, yesterday morning here at EBACE. Fitted with winglets, rede-signed engine nacelles, a reshaped front wing and five-blade composite scimitar propellers, the Avanti EVO will have better performance, greater passenger comfort and enhanced safety features compared with the Avanti II. Improved performance allows the EVO to climb 3 percent faster to its ceiling of 41,000 feet, and range in standard configuration is 1,470 nm, a 17-percent improvement. Inside, the Avanti EVO sports new seats, improved cabin air-conditioning and better lighting. Safety enhancements include an anti-skid braking system.

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Bizav growth in Africa is AfBAA’s missionby David Donald

Launched in May 2012, the African Business Aviation Association has already come a long way in the two years since its inception. The organization arrives at EBACE (Booth 5542) having accomplished recent important milestones. It has also gained considerable trac-tion in its mission to “promote the understanding and benefits that business aviation provides for the continent’s economic development and prosperity,” and to push for the environ-ment that will allow business aviation to flourish.

Now with more than 60 mem-bers representing all sectors of the business aviation commu-nity, from OEMs to operators and companies providing sup-port, AfBAA has taken on a major challenge. The sheer size of the continent, the lack of suit-able airports, and the paucity of transport connections make business aviation even more vital to economic growth than in other regions of the world. A fragmented regulatory envi-ronment is also a challenge that AfBAA is working to improve.

While Africa currently repre-sents only a small fraction of the

worldwide bizav fleet, with fewer than 1,500 aircraft, the need for business aviation in Africa is clear, and economic growth is outstrip-ping that of other regions. Annu-alized growth of around 5 per-cent has been recorded in the last decade, particularly in cen-tral Africa where natural resourc-es are driving economic growth. Leading the way is Nigeria, with

more than 6 percent consistent growth, despite the country’s in-ternal problems. Although it cur-rently ranks 39th in the ranks of gross domestic product, Nige-ria is expected to be the 13th big-gest economy in the world by 2050, according to World Bank/Goldman Sachs analysis.

At present most trade is con-ducted to and from the continent but, as economies develop, so intra-Africa trade will grow. To support both external and inter-nal trade development, AfBAA represents the business aviation sector in advocating investment in infrastructure, regulatory development and simplification

and the expansion of service provision in all associated areas, such as financing, insurance, trip support, product support and MRO facilities.

One key task that AfBAA is embarking on is to compile a database of business aviation in the continent. At present there is little hard information avail-able, which can hinder deci-sion-making. AfBAA’s database will provide data on the aircraft operating within the continent, operators, services and parts suppliers and infrastructure. It will also document the legal and organizational frameworks within each country, covering regulatory information for oper-ations and the legal requirements for ownership and operation.

While AfBAA is already engaged with African civil avi-ation authorities in advocating more conducive regulations for the operation and acquisition of business aircraft, the data-base will facilitate this work by allowing the presentation of more accurate data for the continent as a whole. As well as this task, the association is also involved in changing the negative perceptions towards business aviation that are often encountered at both public and governmental level.

AfBAA is building partner-ships with international orga-nizations such as the African Union, Commercial Aviation Association of Southern Africa

and the Internal Business Avi-ation Council. Another activ-ity is to advance the training of personnel involved in the busi-ness aviation sector, and dis-cussions are ongoing with a number of international train-ing organizations to formu-late solutions to one of the biggest challenges in Africa: the lack of skilled personnel.

A recent major achieve-ment for AfBAA was the suc-cessful conclusion of its first air show. Organized in conjunc-tion with Morocco’s annual military air show, the AfBAA Expo was held last month at the military base at Marrake-ch’s Menara airport. Africa’s first dedicated business avia-tion show provided a unique forum for a range of interested parties, including prospective customers, and was supported by OEMs such as Beechcraft, Cessna, Dassault, Embraer and Gulfstream. Among the “stars” of the show was an Embraer Legacy 500 flight test aircraft with full cabin interior, and the same company’s Lineage 1000E on its first African outing.

During the show AfBAA founding chairman Tarek Ragheb announced a major development for the association in the form of the inception of a fund valued at $250 million that is available for the financing of business aircraft. Underwritten by an undisclosed export agency, the fund could potentially rise to $500 million. o


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trade fair facts

Geneva’s modern history as a center for trade shows begins with the Exhibition Centre in Plainpalais, built in 1926. The current Palexpo was opened in 1981 and has since doubled its floor space.

The sheer size of the African continent is represented graphically here. The challenges are compounded by a lack of airport infrastructure and the scarcity of commercial transport connections.

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piaggio aero (AIN).indd 1 13/05/2014 17:47

BBJ Max will deliver even greater efficiencyby Charles Alcock

The first order for the new BBJ Max 8 model in March was a major breakthrough for Boeing Business Jets. It will no doubt help convince buyers of the value that the new gen-eration of 737, with its more efficient CFM International Leap-1B engines, will deliver to VIP operators. The airframer believes the additional range and cabin space provided by the new Max 8 will give the BBJ family a significant extra edge at the top end of the business avia-tion market.

At the EBACE show on Mon-day, Boeing Business Jets pres-ident Steve Taylor announced that the BBJ Max models are now set to deliver even more range than when they were first launched last year. The BBJ Max 8 will now have a range of 6,435 nm (up from 6,330 nm in 2013) and the BBJ Max 9 will be able to fly up to 6,350 nm (up from 6,255 nm).

Compared with the exist-ing BBJ model with additional fuel tanks the new version will deliver an additional 540 nm of range. The BBJ Max 8 will have 890 nm more range than the BBJ 2 (up 16 percent) and the BBJ Max 9 will have 915 nm more range than the BBJ 3 (up 16.8 percent). Flying out of

Geneva, the new BBJs will all be able to comfortably fly non-stop to cities as far-flung as Los Angeles, Tokyo, Hong Kong and Johannesburg.

With the Max 8 fuselage being six meters longer, the fuselage auxiliary fuel tanks can be more easily accommo-dated, and this allows for a 26-percent increase in avail-able cabin space. Taylor said that equates to an extra zone for another lounge or bedroom. It also can carry around three times the amount of cargo as the standard BBJ, with both aircraft equipped with the same number of auxiliary fuel tanks.

Boeing plans to achieve the first BBJ Max 8 green delivery in 2018, with more to follow in 2019. For the first customer air-craft, the OEM will install the auxiliary fuel tanks prior to the completion stage.

Since the 2013 EBACE show, Boeing has achieved six net sales with orders for the first BBJ Max 8, three BBJs, one BBJ 2 and two 787-8s. One order for a BBJ 3 was cancelled. At its press conference here in Geneva on Monday, the manu-facturer also reported that over the same 12-month period it has made seven green deliver-ies (three BBJs, one BBJ 2 and

three 787-8s) and that a total of 11 aircraft have entered service (including the first 787-8 from Boeing’s Dreamliner family).

This summer, the first VIP version of the new 747-8 widebody is due to enter ser-vice. Two more 787-8s are now undergoing completion.

Including all the various VIP versions of its widebody airlin-ers, Boeing has achieved a total of 216 orders for its BBJ prod-ucts, and has delivered 195 of these (with 176 currently in service). Since December 31, 2010–a period that is acknowl-edged to have been generally lean in terms of new demand–Boeing has logged 16 orders.

“The market [globally] is pretty good at our end,” Tay-lor told AIN. “The top end has fared much better than the bot-tom end and the top end of our

business [the widebody aircraft, such as the 787] is where most of the activity has been.”

That said, Taylor acknowl-edged that the situation in Europe is far from ideal. “The European market continues to be a challenging one and what’s going on in Eastern Europe [Ukraine] is making it more dynamic,” he added. “Uncer-tainty is a big deterrent for peo-ple to buy aircraft and obviously there is a lot of uncertainty. But that doesn’t mean the market has gone away.”

Jeff Dunn, BBJ v-p, told AIN, “We’re also seeing a lot of momentum in the pre-owned market, especially China and Africa. Even though it’s not a new sale for Boeing, we think this is good for BBJ because it builds the brand in those markets.”

This week’s EBACE show

will also bring news of new ini-tiatives for BBJ completions, such as Lufthansa Technik relaunching its platform-based interiors packages that prom-ise greater value and reduced downtimes for the aircraft. Fok-ker Services is developing a new 54.5-inch panoramic window that will bring much more light into the cabin and offer magnifi-cent views for passengers.

Boeing has an array of 17 licensed completion partners. “This gives our customers flex-ibility, whether their prefer-ence of supplier is based on geographic, technical, price or business relationship consider-ations,” Taylor said. o

Marshall coMpletes first King air upgrade

Having taken over the European Hawker Beechcraft MRO business last year, Marshall Aviation Services (MAS) has completed its first King Air flightdeck upgrade, employing the Garmin G1000 avionics system. The King Air 300 modified for a European operator is the first aircraft in the EMEA region to feature this major mod.

The upgrade is applicable to King Air 200s, 300s and 350s, of which more than 265 are flying in Europe alone, making this a significant mar-ketplace for the upgrade.

G1000-equipped King Airs benefit from the integration of all pri-mary flight, navigation, weather, terrain, radio frequency, engine and fuel data for presentation on three large-format high-definition screens. As well as presenting much clearer information to reduce pilot work-load, the G1000 system includes synthetic vision technology, GFC 700 automatic flight control system, RVSM capability, ADS-B compliance, geo-referenced charts, datalink weather and satcom system. –D.D.


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runway Model

Cessna’s developmental Latitude business jet is represented on the Textron stand by this stunning model. With similar facsimiles of its stablemates in the background, the sleek jet appears to have taken flight already.

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Visitors to this year’s EBACE show are discovering that Boeing can promise even better than expected range numbers for its BBJs.

Textron outlines plan going forwardby Thierry Dubois

Textron Aviation (Booth 6113), here for the first time since it integrated Cessna, Beechcraft and Hawker, has a number of programs in development or just certified. The transition to a unified company is taking place in customer support, too, with maintenance technicians under-going cross-training on all of each brand’s models. However, while Hawker jets continue to be supported, the company has no plan to produce any more air-craft under the brand, Textron Aviation president and CEO Scott Ernest said during a press conference on Tuesday.

Two Cessna jets are close to key certification milestones, according to Chris Hearne, vice president, business jets for the integrated Cessna and Beechcraft. The Sovereign+, making its European debut

here at the EBACE show, was FAA certified late last year and is near achieving EASA vali-dation. And the Citation X+ is due for FAA certification by the end of June, with deliver-ies beginning immediately after. Both airplanes feature Garmin G5000 flight decks, which are increasingly found in Cessna’s Citation lineup.

G3000-equipped CJ3+Next up for certification will

be the CJ3+, also equipped with Garmin avionics, but the G3000 version for Part 23-certified jets. Pilots are halfway through flight testing, and the first production CJ3+ is at the end of the pro-duction line. “We plan on hav-ing certification in the third quarter,” Hearne said.

On the larger jet front, the Cessna Latitude program is

accelerating, with a second jet joining the flight test fleet on May 9. This Latitude is the P1 first pro-duction version. Last week the FAA issued the type inspection authorization, so that Cessna can log flight hours toward certifica-tion requirements. Production

line flow for the Latitude is sched-uled to begin this June.

The Longitude is still in the early design stage and Cessna continues to solicit customer input on the design.

No Plan for Hawker RestartAsked about Hawker pro-

grams, Ernest said he has no plan to restart production, which was stopped before Tex-tron Aviation’s acquisition of Beechcraft. Using the Hawker name for future jets is not under consideration at the moment, he added. Nevertheless, some Hawker technologies, in com-posite materials for example, could be used in other aircraft of the Textron family.

On the turboprop front, Christi Tannahill is now Textron Aviation’s senior vice president, turboprop aircraft, responsible for the Beechcraft King Air and Cessna Caravan models. The Grand Caravan EX received EASA certification just before the first day of EBACE 2014, and deliveries in Europe will begin immediately. The 100th

EX, powered by the Pratt & Whitney Canada PT6A-140, was shipped in April.

On the product support side, Brad Thress, newly appointed senior vice president of cus-tomer service, announced that Textron Aviation’s European service centers have received EASA continuing airworthi-ness management organization (CAMO) approval. The facil-ities so approved are in Paris, Doncaster, UK, and Düssel-dorf, Germany. “We think that it’s nice for the OEM to offer that,” Thress said. “You can get [continuing airworthiness] at the same place you get your mainte-nance done.”

All of the Textron facili-ties are transitioning to offer-ing maintenance services for Citations, Hawkers and King Airs, with mechanics undergo-ing cross training and EASA approval to work on multiple types. Prior to the Beechcraft acquisition by Textron, most Hawker and Beechcraft main-tenance in Europe was done by authorized third parties, but now Textron is able to offer the option of factory-provided maintenance for those models. “By the end of the year, we’ll be fully able to work on all the products,” he said.

In Europe, recent additions include two new line support sta-tions, at London Luton Airport and Cannes Mandelieu Airport. This summer, a new line support facility will open in Geneva. o


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In its first appearance at EBACE after the joining of Cessna and Hawker Beechcraft, Textron Aviation addressed several specific issues. The panel included, left to right, Brad Thress, senior v-p of customer service; Kriya Shortt, senior v-p of sales; and Scott Ernest, president and CEO.

Elit’Avia wins EROPS approval for its Global by James Wynbrandt

Slovenia-based charter man-agement company Elit’Avia (Booth 5134) announced on the eve of EBACE 2014 that it had received approval from the Slo-venian Civil Aviation Agency for extended range operations (EROPS) for its Bombardier Global 6000 and Challenger 605. EROPS approval allows aircraft to fly flight paths that provide three-hour access over water using one engine to a suit-able alternate airport.

Under standard extended range twin operations (ETOPS) regulations governing charter operations, aircraft must remain

within a 120-minute (two-hour) range over water of an alter-nate airport. Elit’Avia’s clients will directly benefit from the more direct routing, reduced flying times, lower charter fees and greater mission flexibility the EROPS approval provides, according to the company. As an example, a Challenger 605 flight from Luanda, Angola to Rio de Janeiro would take more than 10.5 hours and require a fuel stop under ETOPS rules, but only nine hours nonstop under EROPS.

“We are now part of an exclu-sive club of operators worldwide

with 10 EROPS-approved air-craft in our fleet and the only European company operating EROPS-approved Challenger 605s,” said Michel Coulomb, Elit’Avia president and CEO.

Coulomb also noted that earlier this month Elit’Avia received an air operator cer-tificate from Transport Malta, the national aviation author-ity of the European Union island nation, and the com-pany has inducted three air-craft under the certificate: a Bombardier Global XRS and Challenger 605 and a Dassault Falcon 7X. “By adding the Maltese [approval] to our port-folio, we are well positioned to support increased activity lev-els without compromising our commitment to service,” said Cou- lomb. He said by year’s end Elit’Avia expects to have 20 air-craft under management. o

feel the powerEBACE can be an opportunity to get an up-close look at what makes a turbine tick. Cutaways open up a window into the world of jet power.� �

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Falcon 5X taking form with 21st century techby Thierry Dubois

Dassault’s Falcon 5X program is progressing on time for a maiden flight in the first half of 2015. Late in April, AIN was invited to see the first wing at Dassault’s Bordeaux Martignas factory and the first complete fuselage at the manufacturer’s Biarritz produc-tion facility. The aircraft will com-plete assembly and begin ground tests this summer.

Once pressure-tested, the fuselage will be ready for ship-ment to the Bordeaux Mérignac plant for aircraft final assembly. Fuselage delivery is expected in the summer. The wing is due to arrive at Mérignac at the same time as the fuselage.

In the fuselage factory, digital 3-D design sometimes translates into spectacular production tooling. For example, the aft section is just laid down on a tri-pod. There is no need for a jig, a bulky piece of equipment.

In the wing manufacturing facility, a new layout provides the space needed for the planned production rate. For exam-ple, four jigs are used instead of eight–the new arrangement uses horizontal and vertical jigs, whereas the previous one (still in use for the 7X) is only vertical. Robotization has taken a fur-ther step, as machines put fas-teners in place on the 5X’s wing.

System suppliers have begun deliveries to Dassault. For example, Héroux-Devtek has delivered the landing gear, and tests on the gear have been com-pleted. Tests on other systems including avionics, fuel and air conditioning, have begun.

The Snecma Silvercrest engines will soon start podding operations in Toulouse and are due to arrive in Mérignac later this summer. The French engine manufacturer is also gearing up for production with its assem-bly line already up and running in Villaroche, just south of Paris. Snecma is responsible for the inte-grated powerplant system, includ-ing the nacelle, thrust reversers and mounting systems. The Silvercrest will be flight-tested on a modified Gulfstream II.

“We expect to have the air-craft fully assembled and ready for testing by the summer, right on schedule,” said Olivier Villa, senior v-p for Dassault’s civil aircraft division.

Groundbreaking HUDAn industry first, the head-

up display (HUD) will com-bine EVS and SVS (infrared and synthetic vision). It has begun flight tests on an undis-closed aircraft in Istres, south-ern France. So far, HUD trials are Elbit’s responsibility, with satisfactory results reported for sensors and image quality, although EVS-SVS fusion has not been evaluated yet, accord-ing to Dassault officials.

Here at EBACE, Dassault is exhibiting a new Falcon 5X cabin mockup (Booth 6634). It is slightly different from the one it displayed for the unveiling at the NBAA show some seven months ago. For example, the galley’s ergonomics have been improved as a result of flight attendant input, designer Agnès Gervais

told AIN. In the passenger cabin, shapes and colors are more dynamic, she said. Asked how a designer can make the most of a wider cabin, she answered that this could be achieved simply by leaving more space, as opposed to adding furniture.

Also, although Dassault has been touting the use of digital mockups (it is, after all, the lead-ing software provider through

Dassault Systèmes’ CATIA suite), actual mock-ups are very useful. “With virtual reality, you can’t assess the [feel] of objects,” Gervais said.

The 5,200-nm Falcon 5X will feature the largest cabin cross section in the industry. Entry into service is anticipated in the middle of 2017. o


xtremeair xa42 is xtremely red

Germany’s XtremeAir is here at EBACE with this eyecatch-ing XA42 aerobatic beauty. Red Bull's Flying Bulls aerobatic duo recently switched to the XA 42 for its aerial displays. The all-composite aircraft is classified in the unlimited aerobatic cate-gory. The company reports that four competitors at last year's WAC2013 competition in Texas were flying its XA42 model.�

The Falcon 5X’s wing is being produced at Bordeaux Martignas, while the fuselage is being built in Biarritz. The first examples of both are expected to arrive for mating at the Dassault factory in Bordeaux Mérignac this summer.

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Jet Aviation inks Rolls-Royce dealby James Wynbrandt

Zurich-based aircraft manage-ment provider Jet Aviation (Booth 418) is putting the spotlight here at EBACE on new developments at its facilities and in its aircraft management services from Asia and the Middle East to Europe and South America.

Jet Aviation MRO facilities in Basel, Geneva, Moscow, Dubai and Singapore have been selected by Rolls-Royce to join its autho-rized service center network in EMEA and Asia, the company announced. This extends full

service capabilities for BR710, BR725 and Tay engines. “A signifi-cant number of aircraft serviced at our facilities are powered by Rolls-Royce engines, and our ability to offer warranty support is of real benefit to our customers,” said Ste-fan Benz, vice president of Jet Avi-ation MRO and FBO operations.

Jet Aviation Basel also recently received EASA Part 145 approval to provide line and base maintenance for Gulfstream G650s. The Basel facility has also partnered with AJW Aviation to

develop component support and AOG programs for mutual Air-bus ACJ and Boeing BBJ cus-tomers worldwide.

The company said that its global refurbishment and cor-porate rebranding program, launched in Geneva and Zurich last year, is heading to the Mid-dle East, where Jet Aviation is rebranding its FBOs in Jeddah and in Dubai at Dubai Interna-tional Airport. “These facility upgrades are designed to pro-vide maximum style and comfort

through enhanced passenger amenities and customer service,” said Monica Beusch, head of FBO Services in EMEA & Asia. The refurbishment program will be extended to the U.S. in 2015, beginning with Jet Aviation’s new Boston/Bedford FBO.

Jet Aviation Dubai has also been appointed as an autho-rized service station and dealer for Satcom Direct to provide installation, troubleshooting and upgrade services, the com-pany announced.

On May 31 Jet Aviation Sin-gapore is going operational from its new 7,500-sq-m han-gar at Selatar Aerospace Park. The new $25 million hangar was built in direct response to growing demand for large, long-range business jets in the region. The hangar can accom-modate BBJs, ACJs and up to five G650s or five Global Express 7000s at one time.

Jet Aviation also announced an expansion of its worldwide managed fleet, now numbering more than 250 with the recent addition of eight new aircraft. Growth has been particularly strong in Asia, where the fleet has grown to 30 from three just

five years ago. In the U.S., two Challengers and a Global 5000 have joined the fleet. Flight operations are managed from four strategically located cen-ters in Dubai, Hong Kong, Teterboro (U.S.) and Zurich.

Attendees heading to the World Cup should be pleased to know Jet Aviation also announced it has partnered with Brazil-based C-Fly Aviation to offer handling services and air-craft parking at Galeão Inter-national Airport near Rio de Janeiro. This is the only interna-tional airport in Brazil with ded-icated ramp space for business aircraft during the World Cup.

To help ensure growth of future leaders, Jet Aviation Basel received authorization from the department of education in the Canton of Basel to start an apprenticeship program to teach specific skills, starting with pro-grams in upholstery and poly-mehanics. “Our goal is to ensure we have the skilled workers that we will require in the future in order to continue meeting the highest business aviation standards,” said Johannes Turzer, vice president and general manager of mainte-nance at the Basel facility. o


Several Jet Aviation MRO facilities have been named authorized service centers for Rolls-Royce engines. Celebrating the agreement here at EBACE are, left to right, Jet Aviation’s Joerg Bortoluzzi, senior manager of procurement and direct sales maintenance; Stefan Benz, v-p MRO and FBO operations, EMEA and Asia; Rob Smith, president; Johannes Turzer, v-p and general manager of maintenance, Basel; Rolls-Royce’s Andrew Robinson, senior v-p services and customer support, civil small and medium engines; Carolyn Brand, project executive Tay engines; and Jern Lindstadt, v-p on-wing operations, civil small and medium engines.

Avfuel’s Avflight FBO net expands its reachby Curt Epstein

Global fuel provider Avfuel is on hand at EBACE 2014 (Booth 4634) with nine distributors from Europe and North Amer-ica, including some of its newest branded dealers. The company’s affiliated Avflight FBO network has just acquired the former Eurojet facility at George Best Belfast City Airport in Northern Ireland, and the rebranded loca-tion–the company’s first outside the U.S.–will now participate in all company programs.

“We look forward to build-ing on the current offerings in Belfast City and enhancing the FBO experience for our guests,” noted Avflight president Carl Muhs, “both those visiting for the first time as well as for for-mer Eurojet customers.”

Also in attendance here at EBACE is Rizon Jet at Lon-don Biggin Hill Airport (Booth 1421), which recently signed an agreement allowing it to offer Avfuel contract fuel and Avtrip rewards points as well as access to the Michigan-based compa-ny’s operational systems and training programs.

Iceland is a convenient tech

stop midway between North America and Europe, and SouthAir at Keflavik Interna-tional Airport specializes in quick turns and provides cus-toms and immigration services.

Unijet is the newest service provider at Paris Le Bourget, Europe’s busiest GA airport, and its modern facility offers aircraft maintenance, lounges and conference rooms.

Air Service Basel at EuroAirport Basel-Mulhouse at the tri-national border of Switzerland, France and Ger-many is a prized addition to the Avfuel branded FBO and con-tract fuel networks, according to company vice president of marketing Marci Ammerman. “Basel is a major European cultural and business destina-tion, making it a key location for operators of private and corporate aircraft,” she noted. Likewise, Million Air’s newly-opened location at Calgary International Airport in Can-ada also has signed on as an Avfuel-branded dealer. Cur-rently the fastest-growing city in North America, Calgary

is now home to the Cana-dian headquarters for many of major petroleum companies.

Michigan-based Avfuel has also unveiled its Avfuel Pro Card, which can be used for the company’s contract fuel, retail fuel and non-fuel purchases within its branded FBO and contract fuel networks. Account

holders pay no annual fee or for-eign transaction fees, and users can have the option of receiv-ing one option for all transac-tion types.

“As Avfuel continues to broaden both our branded dealer network and Avfuel contract fuel networks, we realized it was important to give cardholders

an advantageous tool to stream-line the purchasing experience,” said Jonathan Boyle, the com-pany’s contract fuel sales man-ager. “The Avfuel Pro Card maintains the best attributes of the former Avfuel Contract Fuel Card, with increased flexibility and enhanced usability to bene-fit operators everywhere.” o

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Michigan, U.S.-based Avfuel is on show here in Geneva with several of its distributors represented on the stand. The fuel supplier’s Avflight FBO network has just acquired its first European location in Belfast.

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Al Naqbi underlines MEBAA’s crucial role by Peter Shaw-Smith

The Middle East Business Aviation Association’s efforts to help regulators take the initiative on pressing business aviation issues in the region, such as over-sight and the gray-charter market, have helped to create debate in the Gulf, a market that is one of the most important to aircraft manufacturers.

In his seven years as MEBAA’s found-ing chairman, Ali Al Naqbi has become the industry’s key regional personality and has taken several steps to strengthen pro-cesses, organizing events and conferences, inviting international players to participate in the advisory process, initiating block deals to soften the blow from insurance coverage, and explaining the challenges and opportunities facing the industry.

MEBA 2014, the sixth edition of MEBAA’s flagship conference, is to take place December 8 to 10 at Dubai World Central’s Air Expo, which saw its first-ever event when the Dubai Airshow was held there in November 2013. Two years ago, MEBA 2012 attracted more than 7,500 visitors from 84 countries, as well as 385 exhibitors. Al Naqbi said various initia-tives were put in place at the last event to foster cooperation between government and the aviation authorities, in particular to effect uniform maintenance approvals.

In another development, MEBAA (Booth 2243) has persuaded a leading U.S.-based aviation organization–the Gen-eral Aviation Manufacturers Association (GAMA)–to set up an office in Dubai. “MEBAA and [GAMA] have announced a joint initiative to help transform the reg-ulatory environment,” Al Naqbi said. “Likewise, MEBAA has partnered with Kenyon [Kenyon International Emer-gency Services, the worldwide disaster response company–Ed.] to improve emer-gency response capabilities that will culmi-nate in a guidance manual for Middle East and North African operators.”

MEBAA’s second Saudi conference took place in Riyadh on April 10 this year and built on the first event, held in Jeddah in June 2013. It provoked lengthy discussion on ways to snuff out the gray market and improve governance, which has left regula-tors–already stretched by dizzying growth in scheduled commercial aviation–fighting to keep up with market developments.

Some industry participants even feel that time allocated to the debate could be extended. Hardy Butschi, vice president and general manager, Jet Aviation Dubai, was among those calling for the Saudi conference to be lengthened to two days to permit fuller discussion of issues of mutual interest. “One day is overloaded for what you can really discuss. Operations, FBOs, insurance are very important. The main-tenance part was not [considered] at all.”

The regional business aviation market, currently valued at $493 million, is expected to be worth $1 billion by 2018, while the region’s installed fleet is set to expand from around 500 aircraft today to 1,300 aircraft by 2020, Al Naqbi said. MEBAA expects

the Middle East and Africa regions will take delivery of almost 2,000 business jets in the period 2012 to 2031.

Al Naqbi’s efforts have been unstinting in the gray-market area. “MEBAA has been lobbying the International Business Aviation Council (IBAC) to prioritize and address illegal charter,” he said referring to a blight that is thought to affect around 30 percent of regional flights every year.

Gray Market ProblemsKurt Thomas, director general of

IBAC, also addressed the gray market at the Riyadh conference. “The gray mar-ket or illegal flight or operations, black market, whatever the name, [looking at] the growth of private aviation in MENA, there is no specific percentage [on the size of the gray market]. We all know it is very active in the region. Other parts of the world recognize that our region is very active. We are trying to put a mech-anism in place to reduce the percentage. I know we are not in a position to kill it totally, but we aim to reduce the percent-age to a minimum,” he said.

Addressing remarks directly to panelist

Ismaeil Al Blooshi of the UAE’s Gen-eral Civil Aviation Authority (GCAA), Al Naqbi said, “We are not talking about safety. You authorize aircraft to fly. We take it for granted that they are safe to fly. Our market is being destroyed by these [gray-market] activities. That’s why we need your help and infrastructure investment. The person who doesn’t have license to fly is gaining. We know the sky is safe. We know you are doing everything possible to make the skies safe. We are not debating this. But we have a market that is getting penalized, and if we lose that mar-ket, we will also be affected.”

The Middle East business aviation insurance market received a boost with the launch of MEBAA Aviation Insur-ance Scheme (MAIS) at MEBA 2012. At the Riyadh conference, aviation insurance experts said that Middle East-based busi-ness aviation companies need to adopt more stringent procedures to deal with an adverse underwriting environment.

In addition to MEBAA, MAIS partic-ipants include UAE insurer Abu Dhabi National Insurance Co. (ANDIC), busi-ness aviation insurers AIG and Willis–the

world’s largest aviation insurance broker, which, in 2011, entered into a joint ven-ture with the UAE’s Al Futtaim Group known as Al Futtaim Willis Middle East. Al Futtaim is one of the UAE’s leading consumer-services conglomerates.

MEBAA introduced the MAIS plan to give members preferential insurance terms and, as of late last year, coverage had been issued to seven MEBAA mem-bers for a fleet of more than 55 aircraft with a total value of about $1 billion. o


MEBAA chairman Ali Al Naqbi has played a key role in dealing with regional business aviation issues.

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Boutsen sees upsurge in Middle East clienteleAircraft registrations in the Middle

East business aviation market could grow to 1,300 units by the end of the decade, and the industry is undergoing unprec-edented changes there, according to Thierry Boutsen, former Formula 1 race-car driver and founder of Monaco-based brokerage Boutsen Aviation.

“It’s a market that has more than doubled over the past five years, and is expected to remain on that trajectory in the next five years,” he said. “The region took 246 business aircraft deliveries in 2006-11, a 132-percent increase [on] the

106 deliveries that occurred between 2002 and 2006. Registrations could grow to 1,300 units by 2020.”

Founded in 1997, Boutsen Aviation acts as a clearinghouse for aircraft sales, and manages aircraft and completions. An interior design practice, Boutsen Design (Booth 5120), run by Boutsen’s wife Dan-iela, finds 70 percent of its business origi-nating in the Middle East.

Boutsen Aviation appointed a repre-sentative in Dubai in 2012. “We have a big database in the Middle East. At the moment, 30 percent of our clients come

from the region. That number is increas-ing year by year, thanks to our office [in Dubai]. Some of the major charter com-panies are buying equipment in the U.S.,” Boutsen told AIN. “We started to see a pick up in sales two years ago; 2012 was a very good year for us, and [also] 2013, and we’ve had a brilliant start to 2014.”

At the forefront of change is the Saudi Arabian market, said Boutsen, one of the largest and most important locations in the regional business-aviation indus-try. With more than 300 private jets worth an estimated $5.3 billion based in the kingdom, Saudi Arabia accounts for 21 percent of the business jets in the Middle East. The United Arab Emirates follows with a 17-percent share.

Both nations experienced triple-digit growth in the number of business air-craft over the past five years: 146 percent in Saudi Arabia and 250 percent in the UAE. Analysts predict 20-percent growth this year and say the number of private business jets in Saudi Arabia is expected to more than double to over 800 by 2017 and to 1,420 by 2032.

“In Saudi Arabia, private jet ownership is increasingly viewed by the region’s elite as a business necessity rather than as a lux-ury,” Boutsen told AIN. “While small and midsize jets are used for domestic require-ments, reports indicate that the greatest demand is for larger private-jet types suit-able for key international routes such as Saudi Arabia to London and Moscow, as well as other key business and leisure des-tinations in the region.” –P.S.S.

Thierry Boutsen, retired Formula-One race car driver and head of Monaco-based aircraft brokerage Boutsen Aviation, sees Saudi Arabia at the forefront of the burgeoning business aviation market in the Middle East, where it maintains a large database and from which comes 30 percent of the firm’s clients.

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New maintenance techs are short on numbers and skillsby Rick Adams

In the annual announcements by Air-bus, Boeing, Bombardier, Embraer and other aircraft manufacturers about the half-million or so additional pilots who will be needed to fill cockpits over the next 20 years, often overlooked is the need for an even greater number of main-tenance technicians: about 600,000 by 2031, according to Boeing’s most recent forecast. So if there is already, or will soon be, a shortage of qualified pilots, is there not also a shortfall in maintenance personnel? And not just in commercial aviation but business aviation and civil helicopter operations as well?

“The Boeing and Airbus projections are pretty accurate. Every one of our sales people is routinely asked, “Do you know anybody who would like to do the job?” said Mike Lee, director of mainte-nance training business development for FlightSafety International, the market leader in business aviation training for pilots and technicians. “Qualified people are just not available.”

Recruiting Very DifficultAbout 86 percent of members of the

Aeronautical Repair Station Associa-tion (ARSA) said they are having at least some difficulty finding qualified per-sonnel, and 26 percent said that recruit-ing is “very difficult,” according to Brett Levanto, operations director for the Alexandria, Virginia-based trade group. The poll was conducted this spring at its annual repair symposium. “This year’s results echo the same key points from our 2012 survey,” Levanto noted.

If they can find the candidates, four out of five ARSA operators expect to add staff or at least hold steady over the next two years.

West Star Aviation, for example, has 36 openings for Gulfstream, Dassault Falcon, and avionics technicians at its

new maintenance facility in East Alton, Illinois. Timco has several openings in the Southeast U.S. for A&P and avionics technicians, and company representatives have been visiting high schools, voca-tional schools and community colleges to create awareness of the profession. AAR Aircraft Services recently hosted a career day for sophomores and juniors from Miami, Florida, Central High School, including the opportunity to interview for summer internships.

Websites Show DemandWebsites such as aviationjobsearch.

com and bestaviation.net show hundreds of open maintenance positions, includ-ing roles in Europe supporting Bombar-dier, Cessna and Embraer aircraft, as well as AgustaWestland and Airbus helicop-ter models. Online aviation employment board operator JSfirm.com reports the skills most in demand in the corporate aviation sector are maintenance and avi-onics technicians, which account for 30 percent of expected hiring, whereas pilots represent only 7.5 percent.

“You hear in the news about the pilot shortage, but there is actually a greater shortage of technicians,” said Chuck Horning, chair of the Aviation Mainte-nance Science program at Embry-Riddle Aeronautical University. “Overall, there’s a very strong demand. We have a place-ment rate at nearly 100 percent.”

The ARSA has put up its own recruit-ing website (www.avmro.com) to pro-mote the profession, highlighting that there are more than 4,700 aircraft repair facilities worldwide employing roughly 473,000 people. “Aviation technicians work in an exciting, prestigious indus-try and…earn an average of $55,230 per year, putting aviation maintenance sala-ries ahead of most other technical indus-try jobs,” the site notes.

Enrollment in A&P schools has dropped as the aviation industry has lost much of its former glamour. “Air-craft are not seen as high-tech by Gen-eration X and Y,” said FlightSafety’s Lee. The 40-year veteran said some of the lack of appeal is that few young peo-ple have hands-on experience with auto-mobiles or tractors, as his generation did as teenagers.

The current maintenance workforce is aging and, similar to the pilot pool, many post-WWII baby boomers are reaching retirement age: in the U.S. the average age for maintenance techs is about 53, in Aus-tralia 58, and in Europe a relatively youth-ful 45. “In Europe, the shortage mostly concerns the maintenance mechanics, not maintenance engineers,” said Dassault spokesperson Vadim Feldzer.

The shortage extends to maintenance instructors as well. FlightSafety requires average aviation experience of 10 years with at least five years on heavy jets. Lee said it typically takes six to seven months to find a qualified instructor.

The shortage is not only in num-bers but also in quality. Some operators complain that the graduates of main-tenance schools don’t reach the skill levels of their predecessors. One indus-try veteran estimated only 30 percent of new grads had the requisite skills. Many schools lack the funds to pur-chase new-generation aircraft that can be dedicated for maintenance train-ing, so there’s a disconnect between the older aircraft and components students learn on and the modern models and avionics systems they’re expected to service on the job.

FlightSafety now uses iPads for training, which enables the company to incorporate level-D flight simulator software into the classroom in the form of touch-screen-operated virtual cock-pits. All maintenance manuals are also on the tablet. “This generation learns differently,” explained Lee. “They want to explore, as they do on the Internet. It’s not in their nature to listen to linear PowerPoint presentations.” o


Aviation technician salaries can average more than $55,000 per year–more than most other technical industry jobs–but enrollment in A&P schools has dropped as the aviation industry has lost much of its former glamour.

The shortage among today’s techs extends to maintenance instructors who must meet stringent requirements. For example, FlightSafety requires 10 years aviation experience with at least five years on heavy jets.

While the aerospace industry faces difficulties finding enough suitably qualified and experienced engineers in coming years, there are bright spots where companies are investing heavily in the next generation-suchas at SR Technics in Zurich, Switzerland which has supplied large, well-equipped workshops for training.

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Vertis and ExecuJet partner to offer G650by David Donald

Swiss business aviation pro-viders Vertis Aviation and ExecuJet have joined forces to offer the first Gulfstream G650 available for charter in Europe. The Swiss-registered aircraft is based at Zurich, and its long-range, high-speed capability is expected to be in high demand this summer.

Delivered to Vertis Aviation, the G650 is outfitted with eight business seats in double-club configuration, with six divan-style seats that offer lie-flat rest facilities. The full communica-tions suite includes high-speed Wi-Fi, satellite TV, two Apple TVs and two Blu-ray players. Onboard entertainment includes up to 300 movies. Cabin func-tions such as window shades, temperature, lighting and dis-plays are controlled via iPhone or iPod.

“We are very excited to be working with ExecuJet in bringing this game-changer aircraft to Switzerland and

into the European charter market,” said Jeffrey Emmenis, partner at Vertis Aviation. “We will work together to sell third-party charter hours, as we have done before, although we anticipate the G650 will be in high demand throughout the coming spring and sum-mer season.”

ExecuJet Europe managing director Gerrit Basson added, “The state-of-the-art, ultra-long-range G650 is a fantastic addi-tion to our fleet. With a range of 7,000 nautical miles and a luxu-rious and fully equipped interior, the G650 is ideal for business or leisure travel on trips such as London to Singapore and New York to Dubai.”

ExecuJet (Booth 5629) was the first operator to fly a G650 in Europe, after the privately-operated aircraft arrived last August. The company has also played its part in the develop-ment of the G650 as one of four European operators that sits

on Gulfstream’s customer advi-sory board. The board provides a forum in which operators such as ExecuJet can provide feed-back to the OEM’s senior man-agement and also a unique customer perspective.

Based in Zug, Vertis markets a varied long-range charter fleet on behalf of its operating part-ners. As well as the G650, Ver-tis offers a Global 6000, Global XRS, Global Express, Falcon 7X and two Airbus ACJs. o


ExecuJet at EBACE

ExecuJet is showcasing its full suite of business activities, which include aircraft management, charter, maintenance, comple-tion consultation and FBOs. With more than 830 personnel the company holds seven regional AOCs and operates 18 FBOs around the world. Among the services being demonstrated at EBACE (Booth 5629) is the com-pany’s new (and free) MyExecu- Jet app for the Apple iPad. This enables customers to locate their aircraft and access informa-tion regarding fuel consumption, crew and aircraft schedules. � n

328 Design, Duncan gain two Falcon 900EX STCs

328 Design, part of the 328 Group (Booth 5546), has been awarded two supplemental type certificates that it developed in conjunction with Battle Creek, Michigan-based Duncan Avia-tion (Booth 4634). Both STCs were for modifications to the Dassault Falcon 900EX. One covers replacement of five sin-gle-passenger seats with new seats from UTC Aerospace Systems. The other STC cov-ers replacement of the origi-nal CMS/inflight entertainment system with the Rockwell Col-lins Venue cabin management

system and Emteq LED cabin lighting. Duncan Aviation and 328 Design have been work-ing together for a year, during which time they have completed eight projects for several air-craft types.

328 Group undertakes a range of refurbishment, com-pletion and maintenance work, as well as manufacturing activ-ities. Recently the group began construction of a rear galley complex for supply to Jet Avi-ation Basel, which is outfitting an Airbus A340-600 for VVIP transport. –D.D.

mission ready

Textron Aviation announced here at EBACE that it has received EASA certification for its Cessna Grand Caravan EX turboprop single. Textron Aviation delivered its 100th Grand Caravan EX last month, and the type has been fulfill-ing a wide range of missions throughout the world. Cele-brating the EASA approval are Textron Aviation’s (l to r) Tom Perry, vice president sales, Europe; Christi Tannahill, senior vice president, tur-boprop aircraft; and Scott Plumb, vice president sales Middle East and Asia.�

Europe’s first G650 for charter is based in Zurich and operates under ExecuJet’s AOC

JetNet CRM data tool offering brokers an edgeby James Wynbrandt

Aviation data services pro-vider JetNet (Booth 6015) of Utica, New York announced here at EBACE a significant expansion of its aviation-spe-cific customer relationship man-agement tool, JetNet CRM. The new features include market analysis, research and prospect management functions.

Aimed at aircraft brokers, the CRM enhancements will be included in a major new release of the product, which is being renamed JetNet Market-place Manager to highlight its

new functionality and expanded applications.

“When we see a need in the marketplace, we fill it,” said JetNet president Vincent Esposito. “We saw the potential to do more with [the data] for those who buy and sell aircraft. This was the perfect opportu-nity to develop a software ser-vice that fits uniquely within the aviation marketplace, and be customizable by our users themselves.”

Marketplace Manager incor-porates market analysis, market research, including sold compa-rables and market surveys, along with prospect management, enabling each client to create a unique view of the aircraft mar-ket tailored to meet their needs. To ensure the data’s security, each subscriber’s application is hosted separately.

As of March 2014, JetNet’s database of in-operation air-craft exceeded 100,000 air-frames, which includes business jets, business turboprops, com-mercial airliners and helicop-ters, along with comprehensive details on airframes, engines, avionics and cabin amenities. o

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Flying by the seat of your pants has never been this luxuriousby James Wynbrandt

“Kindly take a seat” is one of the key messages from cabin interior specialists here at EBACE 2014, but not just any seat will do. VIP aircraft seat manufac-turers are displaying the latest in seating technology and comfort here in Geneva.

Iacobucci HF Aerospace (Booth 3623) of Ferentino, Italy is displaying its line - up of 16G-tested and -certified VIP seat-ing products, including two mechanically and three electrically actuated seats for narrow and widebody VIP airliners. All recline into a bed mode and can be out-fitted with amenities such as IFE systems with USB port, a 27-inch monitor and a backlit PCU/audio jack, and they feature the latest Italian style and craftsmanship.

UTC Aerospace Systems (Booth 3829) of Charlotte, North Carolina is high-lighting its Model 1 VIP seat, introduced at the NBAA Convention last October. The Model 1 includes a patented environ-mental control system with heating and cooling, and an extensible electronic con-trol system for motorized seat function, including electric recline, leg rest and headrest, lumbar support and swiveling.

The wireless system can be controlled with any smart device. “Today’s exec-utive business travelers are on the road and in planes now more than ever,” said Daphne Falletti, president of UTC Aero-space Systems’s interiors business. “Our new Model 1 executive seat combines the best of style and comfort while incorpo-rating wireless technology.”

Switzerland’s Yasava Solutions (Booth 3439), developer of the Astral Design portfolio for interiors of business air-craft, is showcasing its aïana seat here in Geneva along with other smart cabin solutions. Introduced a year ago, the company said that the aïana is the first electric, remote-controlled, full-flat seat for business jets.

Yasava is also introducing its Astral Design Visualization System (ADVS), touted as aviation’s first immersive 3D interactive design tool, which utilizes Oculus Rift technology. Visitors can don the Oculus VR (virtual reality head-mounted viewer) to use the ADSV and experience the interior of a Bombar-dier Global 6000. The Oculus VR allows

customers to simulate walking through Yasava Astral Design solutions such as a dedicated VIP zone with a day lounge that converts into a private bedroom with a full double bed and full-sized shower.

“While the benefits of CAD/CAM and VR have been clear for design, de-velopment and manufacturing, immer-sive interactive 3D is a new and exciting tool that allows us to test and fine-tune the emotional reaction of the user,”

said Christopher Mbanefo, CEO of Yas-ava Solutions. “It ultimately enhances the communication with the client, and the result is a superior design and superi-or product.” o


Interior designers have never had so many choices for seating; and now they also have this futuristic tool. Yasava’s Astral Design Visualization System allows prospects to “tour” a prospective interior in 3D.

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Ed Bolen, president and CEO of the National Business Aviation Associa-tion, noted the product launches from Gulfstream and Dassault Falcon were a welcome sign of confidence. “I think the fact that we are making news with [such] announcements is an enormously important sign about the underlying strength of the industry,” he said. “That suggests that even in the darkest days our industry kept its eye on the horizon, and kept looking forward, kept invest-ing in the future.”

Leading off the three guest speakers was Roland Werner, state secretary of transport, Saxony state ministry for eco-nomic affairs, labor and transport, who told the attendees that air transportation is the backbone of international and glo-balized society. “Therefore we know that your business aviation, what you repre-sent is a really important part of this sec-tor, and if you’d like to foster growth in Europe, we need you.”

He explained that the industry needs to make sure its voice is not lost among the chorus of aviation interests when dealing with European regulatory bod-ies; and also said that European airports should preserve slots for business avia-tion in order to preserve their accessibil-ity from all areas.

Frank Brenner, director general of Eurocontrol, said, “Business aviation has a long-standing very good relation with Eurocontrol,” adding, “We always look to your figures in order to have the

pulse of what the economy is doing. It’s no secret whenever the business aviation traffic figures go up it’s a first very good indication our economy in Europe is getting some more speed.” Brenner said the growth while weak is overall a pos-itive signal of recovery in the economy and a positive outlook that business is again of importance.

Air Traffic ControlWith ATC, Brenner said the agency is

look to move away from a fixed route sys-tem to a more point-to-point system, and is working to improve communication between the aircraft and the ground con-trollers to establish this hopefully, before the end of 2016.

The final speaker, André Kudelski, vice chairman of Geneva International Air-port and chairman and CEO of Kudelski Group, spoke of the importance of avia-tion to the economic success of Europe.

Looking at the local region, Kudelski observed that multinational companies based in and around Geneva contributed to two-thirds of the GDP growth of the area over the past decade. He noted that commercial aviation and business avia-tion are complementary to each other. While scheduled passenger flights offer lower pricing, commercial aviation does not go everywhere, so for those seeking to blaze new business trails, it can be a valu-able tool, he said. o

four PC-24s. U.S. fractional-share PC-12 operator PlaneSense placed an order for six PC-24s, and other buyers included Falcon Aviation Services of the UAE, with two; Luxembourg-based Jetfly, four; U-Haul International in the U.S., two; and many others. By four p.m., the live order board at the Pilatus booth (3646) listed orders for 75 PC-24s, of which some were clearly orders from dealers.

“It’s fantastic to be able to sign the first sales contracts for our new aircraft with such well-known operators,” said Schwenk. “I would like to express my very sincere thanks to our customers for their confi-dence in our company and in the PC-24.”

PlaneSense president and CEO George Antoniadis said he expects to receive one of the first PC-24s after cer-tification in 2017. The company’s six PC-24s are to be delivered in the first three years after entry into service. “And we also have agreements with Pilatus for a steady flow of further orders beyond the first three years,” he said.

Antoniadis sees three distinct customer groups that should be interested in buying a PC-24 share from PlaneSense. The first is the existing PC-12 customer base, owners who want the higher speed of the PC-24. The second group are PC-12 shareowners who might plan to leave PlaneSense in

order to buy a jet elsewhere. And then there are potential buyers who won’t con-sider anything other than a jet.

“We feel that the PC-12 program is a very robust program,” Antoniadis said. “We will continue growing that program, [and] in fact last week we received the 50th PC-12 that we’ve ordered since the inception of the program, but now we’re enhancing the program with the PC-24.”

Flying DocsGrahame Marshall, CEO of the Royal

Flying Doctor Service of Australia, said, “With the vast distances we service across western Australia, the challenge for us has been how to combine a tur-boprop’s strengths like its dependability and its ability to operate from short and unimproved surfaces, with a jet’s speed–and that is exactly what the PC-24 will now deliver. The other great benefit the PC-24 will bring is enhanced accessibil-ity for our stretcher patients and staff because of its huge aft cargo door.”

Back at the Pilatus headquarters in Stans, Switzerland, the prototype PC-24’s wings have been joined, and the fuselage is nearly reading for mating with the assem-bled wings. The 425-knot PC-24 is pow-ered by Williams International FJ44-4A engines and features Pilatus’s Honeywell-based Advanced Cockpit Environment avionics system. Pilatus is holding a for-mal rollout ceremony for the PC-24 at Airport Buochs in Stans on August 1. o

Pilatus PC-24uContinued from page 1

PiPer Delivers 7 senecas to cae oxforD UK

CAE Oxford Aviation Academy’s UK location has taken delivery of seven Piper Seneca V twin-engine trainers as part of an order for 35 aircraft placed a year ago. CAE ordered 13 Seneca Vs and 22 single-engine Archer TX models as part of a fleet overhaul.

According to CAE, Oxford Aviation Academy is the largest ab initio pilot training network in the world with an annual capacity for about 2,000 cadets. The primary flying campuses are in Oxford, UK; Phoenix, U.S.; and Perth, Australia.

The new Garmin G1000 glass-cockpit-equipped Pipers are also fitted with interfaces designed to work with CAE’s Flightscape flight data analysis software, as well as cockpit audio-video recording systems to support instructor evaluation/debrief and the Academy’s safety management system. CAE will also use the data to identify long-term performance and safety trends. –R.A.

EBACE 2014uContinued from page 1

Pilatus Aircraft saw its orderbook for the PC-24 twinjet climb rapidly on the first day of EBACE 2014, with orders from buyers all over the world. Fractional-share operator PlaneSense ordered six PC-24s, while the Royal Flying Doctor Service of Australia ordered four. Orders reached 75 by 4 p.m. yesterday.

Celebrating the formal opening of EBACE 2014 are (left to right) Ed Bolen, president and CEO, NBAA; André Kudelski, vice chairman of Geneva International Airport and chairman and CEO of Kudelski Group; Frank Brenner, director general of Eurocontrol; Roland Werner, state secretary of transport, Saxony state ministry for economic affairs, labor and transport; and Fabio Gamba, CEO, EBAA.

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Embraer sees market improving but cautious on future projectionsby Guillaume Lecompte-Boinet

Embraer Executive Jets (EEJ) tentatively takes the view that the business aviation mar-ket is maintaining what its pres-ident and CEO Marco Tulio defined as “mild recovery” dur-ing a press briefing in April at the Brazilian airframer’s headquar-ters in São José dos Campos.

The company, which gener-ated revenues of $1.65 billion for its parent group last year, is forecasting a relatively conser-vative number of deliveries for 2014 with a projected total that is likely to be close to the 119 jets delivered last year. In the first quarter of this year EEJ (Booth 6615) delivered 20 jets, including 17 Phenom light jets and three larger models from its Legacy and Lineage families.

Tulio told AIN that some signs are positive–for example,

GDP growth rates in the U.S. and Eastern and Central Europe, and strong U.S. corporate prof-its. In addition, the number of high-net-worth individuals worldwide is higher than before the 2008 financial crisis, with this segment now representing a total of around 12 million people.

So why is the recovery in the industry not stronger?

“Confidence remains low,” Tulio acknowledged, pointing to low traffic levels in the U.S. In 2007, the average number of flights per month ranged from 190,000 to 200,000, whereas for 2013 the total was only 170,000. U.S. flight activity in what is still the biggest market for business air-craft has remained weak in the early part of 2014.

Pre-owned Prices a ConcernIn Europe, traffic levels are

recovering to those last seen in 2007, but, claimed Tulio, the market remains at risk. While pre-owned inventory is steadily returning to pre-2007 levels, there are still 2,296 jets older than 10 years for sale (compared to around 1,700 in 2007), and 617 jets that are up to 10 years old (compared to fewer than

500 in 2007). The situation may not be as bad as it once was, but average market depreciation is growing, said Tulio. “Pre-owned prices are still of concern. The U.S. market will dictate the speed of the recovery,” he added.

With this uncertainty in the short-term, Embraer prefers to focus on long-term prospects for the market. The company’s 2014-2023 market forecast pre-dicts worldwide sales of 9,250 business jets worth $250 billion. North America, with 47 percent of the market, will retain the lion’s share, while Europe and the Middle East will represent the second largest market with 25 percent of new deliveries.

Emerging Markets Meanwhile, Embraer believes

the emerging markets in Asia and China are now slowing growth. It still believes Asia will see solid growth going forward, however. “The fleet size of Asia and China is that same as Brazil, at around 900 aircraft, so the potential for Asia is huge,” said José Eduardo Costas, senior vice president mar-ket intelligence for EEJ.

He said he recognizes that the Chinese market needed the air-space to be freed up but, still, Embraer is forecasting 805 new jet deliveries in China, worth some $29 billion, over the next 10 years. Out of this number, the Legacy 650, which is now assembled at Embraer’s facili-ties in Harbin, northern China, could take a good share, Costas believes. A second example is due to be delivered in mid-2014; the first one was delivered in January.

In the mid-light and midsize segments (for which Embraer offers the Legacy 450/500), the company expects to see one of the biggest increases in demand, with 2,000 deliveries over the next 10 years. “We brought EVS [enhanced-vision systems] and fly-by-wire to those segments while it previously was reserved to the large and ultra-large seg-ments,” said Tulio.

In the entry-level and light jet segments of the market, Embraer’s Phenom 100 and 300 will see growth in numbers of 2,700 new aircraft by 2023, the manufacturer forecasts. The main share of that growth will come from the Phenom 300 in the light jet segment, how-ever. According to Embraer, the Phenom 300 has captured 47 percent of the market for new light jet deliveries over the past five years, even though it is up against the Cessna CJ4 and CJ3. Embraer claims that the air-craft is 15 percent more fuel effi-cient than the CJ4, despite being heavier. According to consul-tants Conklin & de Decker, CJ4 direct operating costs are 16 per-cent higher than those of the Phenom 300 ($2,149 per flight hour compared to $1,856) giving the Phenom a crucial advantage.

While the niche ultra-large market segment gives Embraer scope for some sales of its Lin-eage 1000E large-cabin model, the Embraer market forecast asserts that the $26 million Legacy 600 and $31.6 million Legacy 650 will sell well, gener-ating $31.1 billion and $64.7 bil-lion, respectively, through sales of 1,270 and 1,670 new jets through 2023. Legacy 600/650 deliveries reached 21 aircraft in 2013, compared to 11 in 2010.

Embraer claimed that the Leg-acy 650’s direct operating cost per unit of cabin volume is 29 percent lower than for the Bombardier Challenger 605, and 37 percent lower than for the Gulfstream G450 (according to figures gen-erated by Conklin & deDecker).

However, it remains to be seen how the 12-year-old Legacy types will fare against the new Dassault Falcon 5X when that aircraft enters production in 2017. Both aircraft have a similar cabin volume, the 5X being slightly shorter and wider than that of the Legacy 650. Direct operat-ing costs will be very different, though, which will be a concern for Embraer in this segment. o


Embraer Fleet Is Getting Busier

A key success for Embraer Executive Jets (EEJ) has been the level of flight activity for its fleet in recent months. According to the Brazilian com-pany, its aircraft outflew its main competitors in the last few months of 2013, based on available statistics from the U.S. Federal Aviation Adminis-tration and Eurocontrol.

With the average number of monthly cycles per aircraft being 30 to 35, and with a peak of 40 in November, Embraer surpassed Cessna, Bombar-dier and Gulfstream, each at around 25 cycles. However, these rival manu-facturers tend to have higher proportions of larger aircraft in their installed bases. However, Embraer admits that in January 2010 it was in last place, with only 12 cycles per aircraft.

“This is thanks to low direct operating costs, cabin comfort and the reli-ability of our aircraft,” said Marco Tulio, EEJ president and CEO. –G.L-B.

CAE To Open Fourth Phenom Training Center

CAE is preparing to open a fourth training center for Embraer’s Phenom light jets later this year. According to Carlos Mallaco, vice president for Customer Support & Services with Embraer Executive Jets, the additional training capacity will likely be added in the U.S. through the long-established Embraer CAE Training Services (ECTS) joint venture. Phenom pilots already have three ECTS facilities at their disposal–in Dallas, Texas; Burgess Hill in the UK; and São Paulo in Brazil. ECTS is developing a new simulator for the Phenom 100/300, as well as updated pilot manuals and optional iPad-based training.

For the larger Legacy and Lineage models, Embraer partnered with FlightSafety International (FSI), which has four Embraer train-ing bases located in St. Louis, Missouri; Houston, Texas; Paris Le Bourget Airport in France; and São Paulo in Brazil. Last February, FSI received EASA approval for its new Legacy 500 maintenance training program and its flight simulator for the type. –G.L-B.

Marco Tulio, president and CEO Embraer Executive Jets, views market as at risk.

The Legacy 450/500 production line is projected to be busy as Embraer forecasts demand for mid-light and midsize models to increase, requiring deliveries of 2,000 over the next 10 years.

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Embraer customer support readies for Legacy 500by Guillaume Lecompte-Boinet

Embraer Executive Jet’s Customer Support & Services (CS&S) division is getting into high gear to be ready for the Legacy 500 to enter service around mid-year. “Four support centers are making preparations in Europe [and the Middle East],” said CS&S vice president Edson Carlos Mallaco. One is an Embraer-owned facility at Paris Le Bourget Air-port, and the other three are authorized service centers run by Inflite (Lon-don Stansted), Nayak (Cologne) and ExecuJet (Dubai).

The Brazilian airframer’s new Soro-caba service center, opened March 27, near São Paulo, will be able to also sup-port the new Legacy. This 215,278-sq-ft facility is the product of a $25 million investment and offers maintenance, repair and overhaul capability, extensive hangar space and FBO facilities.

Embraer’s CS&S worldwide network has steadily increased as the manufac-turer’s fleet has expanded. There are now nearly 70 centers around the world, 12 of which are owned by Embraer. The CS&S division employs more than 600 people, but Mallaco estimated that, including

independently owned authorized service centers, more than 10 times this figure are supporting Embraer aircraft.

The average initial response time to a customer request is one hour. Depend-ing on the complexity of the request and spare parts availability, at least another 24 hours will be needed to resolve the issue. In 2009, CS&S established a new customer contact center near Embraer’s São José dos Campos headquarters, where more than 12,000 interactions are now conducted each month.

As Embraer’s fleet continues to grow (with 759 aircraft as of the end of the first quarter of 2014), the OEM is lay-ing plans to increase support capabil-ity in countries such as Japan, China and Russia. Mallaco said the company is already developing plans for a sup-port center in Japan, while in Russia it is partnered with service provider Jet Avi-ation. In China, Embraer CS&S has its own center in Beijing and an MRO part-ner in Hong Kong, mainly for the Lin-eage 1000. With the new Legacy 450 and 500 models set to enter service, this net-work is about to get much busier. o

As Embraer’s fleet grows, it is steadily increasing its worldwide network of customer-support centers.

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TAG Farnborough stays at the top in increasingly competitive marketby Ian Sheppard

If you’re planning to fly to London in a corporate jet (any-thing up to the size of a ACJ320 or BBJ2) you have several options when it comes to air-ports–Biggin Hill, Luton, even Oxford or Cambridge. However, there is little doubt that TAG Farnborough Airport is on top of the pile for sheer panache. Stylish architecturally, gleam-ing and modern, yet it is at the same time Britain’s oldest air-field (1905), which can boast a hard-to-beat place in the history of aviation. It is also situated, all 575 acres, very close to one of the best Motorways for access to London–the M3 highway (for those that don’t prefer a helicop-ter to Battersea Heliport)–and has its own five-star accommo-dation at the Aviator Hotel.

AIN spoke with the air-port’s CEO, Brandon O’Reilly, just before the ABACE show in Shanghai last month, and was surprised to learn of the intense interest that the Chinese are showing in TAG Farnborough. With almost no understand-ing of business aviation, they are learning fast that there is an entire network of transport infrastructure that, to-date, their country has missed out on.

According to the rules grant-ing permission to develop the airport, scheduled services and flying training are prohibited; it was designated as London’s airport for the development of business aviation. Many air-ports within striking distance of London are trying to get a slice of the action and they have had some success, but Farnborough

is moving up another gear to stay in pole position. For exam-ple, it is now home base for some 65 business jets (60 per-cent in the hangars and 40 per-cent out on the ramps).

O’Reilly told AIN, “We are the sole FBO [operator] and control it to the quality we think our customers expect. Everything is very responsive here.” The buildings, runway extension, taxiway improve-ments and 240,000-sq-ft wave-shaped hangars and terminal building were all mostly com-pleted by 2007, with more han-

gar and ramp space added just before the 2012 Olympics, which saw many visitors expe-riencing Farnborough Airport for the first time–especially those with ACJs and BBJs. Since then the number of these types frequenting the ramp space has increased. “We now see a significant number of the over 50-[metric]-ton type of aircraft, airliner sized,” said O’Reilly, who added that “the broker community is sending more aircraft here now, too.”

Growth in movements of such aircraft was “45 percent 2012 over 2011, helped specif-ically by the Olympics, and we increased another 8 percent over that in 2013,” he said. And the first quarter of this year out-stripped the first quarter of 2013–up 4 percent on last year. “During the Olympic Games many of these aircraft came here for the first time, and they’ve all come back,” said O’Reilly. Apart from the ease of getting to and from aircraft, he cites “not queu-ing behind other aircraft for take-off,” as well as no holding or slot restrictions, as major attractions.

To make the VIP experi-ence even better for its custom-ers, the airport is investing in further infrastructure changes that will see a new entrance cre-ated to the airfield. The existing entrance will be assigned for employee use (TAG has around 140 on staff but, in total, there are some 1,000 full-time work-ers on the site). With a planned doubling of annual movements over the next few years, this entrance for customers and crew will help accommodate that increase in activity while also adding to the efficiency.

Growth in movements “is permitted on a sliding scale up to 50,000 by 2019, and we’re operating at around 25,000 movements now,” said O’Reilly, who admitted, “That’s been static for a couple of years but the mix of aircraft has changed, we have seen larger aircraft taking a larger amount of the capacity.” Although TAG has failed to lift the movement cap completely, this is certainly not an issue just yet. There are no problems with slots, and the airport is open 0700 to 2200 on weekdays, and 0800 to 2000 on weekends and bank holidays.

In 2012 TAG Farnborough Airport handled flights to and from 835 destinations world-wide, “more than three times the number of destinations served by scheduled airlines from other London airports.”

Olympic InfluenceAs another part of the new

development plan, the airport has acquired a building (Mead-owgate) that it is bringing into the airport boundary so that its operations will be based there–leaving “just the front-line

employees in the terminal.” This will free up space in the terminal building, which is to be “re-profiled and refurbished.”

Meadowgate will be the new TAG Aviation Farnborough headquarters, housing the £50 million ($70 million) company, while the space freed up at the terminal will allow two more lounges to be added on the sec-ond floor (in addition to the four already on the ground floor) and there will be more crew facilities, likely to include a gym. The large boardroom will remain for hire for “meet-and-goes.” The new large passenger lounge will ensure the airport can maintain service when air-liner-sized aircraft arrive with as many as 40 passengers, and will be a “sterile area” so secu-rity is cleared beforehand, rather than being the last thing before boarding as at present.

The airport is also aiming to streamline operations with an application for a larger region of controlled airspace, which will allow for better-defined arrival and departure routes. Reilly explained that the pub-lic consultation, which closed May 2, “would enable environ-mental improvements such as allowing aircraft to climb out more quickly, and to remain higher on the approach, which will also improve safety.”

Speaking to AIN before EBACE, O’Reilly said the

prospects are good for more traffic movements while at the same time increasing service quality. “We want to be the air-port that always says yes” and not turn any aircraft away. This is helped by having “plenty of hangar and parking space, a nice long runway [06-24] with ILS at both ends…and the last piece of the puzzle is the airspace change proposal…part of the permis-sion to increase movements was a requirement that best efforts be made to get more precise flight paths and also to consider environmental impact,” he said.

“NATS [the UK ATM man-ager] helped us design the new airspace around Farnborough and after 20 or so iterations we entered a public consultation.” Once input from various stake-holders (local airfields, residents and so forth) has been taken into account, an application will be made to the CAA in the fourth quarter this year, with a decision sometime after that.

Before that, TAG Farn- borough Airport will again have the pleasure of hosting the Farnborough International Airshow (July 14 to 20), with AIN publishing daily editions of its Farnborough Airshow News there. “We’re absolutely delighted to host the airshow as it puts Farnborough on the global aerospace map–and has been happening here since 1948,” said O’Reilly. o


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TAG Aviation’s charter business finds opportunity in slower marketby Ian Sheppard

For many companies, the pri-vate charter and management sector has not been an easy place to earn a living over the past six years. But this largely accurate generalization con-ceals the fact that some firms have remained successful even during the lean years, in some cases benefiting from the mar-ket consolidation that followed the financial crisis of 2008.

Swiss-based business avia-tion services group TAG is a

prime example of this trend. With some judicious adjust-ments to its business model, it has been able to grow its port-folio during the downturn, as Graham Williamson, president of TAG Aviation Europe Air-craft Management and Char-ter Services told AIN in an interview ahead of this week’s EBACE show.

Today, TAG has more than 50 aircraft available for charter at some 20 locations around

the world, with main operating bases in Geneva, Farnborough, Madrid, Bahrain and Hong Kong. The company operates what it describes as “probably Europe’s most extensive char-ter fleet” and also owns TAG Farnborough Airport.

“From a five seat, entry-level small cabin aircraft to a state-of-the-art, brand-new ultra-long-range aircraft–and no fewer than twenty-two other types of aircraft in between–TAG

Aviation can accommodate almost any jet charter require-ment anywhere in the world,” according to company, which offers an array of aircraft for charter or longer wet lease.

Williamson said the company has grown from “a number of different elements but has been in the business, in one form or another, for 40 years.” TAG Avi-ation Europe was established in 1998 around the “kernel” that was Geneva-based Aeroleasing, he said (adding that since then TAG has moved from owning aircraft to not owning any itself).

Williamson, who joined TAG Aviation (Booth 5559) in 2006 after a varied and successful air-line career, told AIN, “We have 90 aircraft under management in Europe, the majority of which are large cabin–[Dassault] Fal-con 7X, Gulfstream 550 and 650 and a number of [Bombardier] Globals.” Many of these are also available for charter when their owners are not using them, an arrangement that helps owners offset costs. At its Spanish base at Madrid-Barajas Airport alone, TAG’s fleet has averaged around 15 to 20 aircraft over the past five or six years, said Williamson, while Farnborough now has 45 aircraft and there are more than 10 based in Geneva.

The managed fleet in Europe grew from 20 aircraft in 2006 to 100, plus almost 30 in Asia, in late 2011. Since then it has fallen back in Europe, albeit only slightly, while the Asian fleet has grown to more than 40 aircraft. Williamson stressed, however, that there has been a significant shift in the aver-age size of these aircraft, “from types like Learjet 45s to Fal-cons and Globals.” This is cer-tainly better for business, in part because, he said, “The workload associated with small aircraft is not that much differ-ent from that for large aircraft.”

Competitive MarketSo are these aircraft seeing

greater demand? “We are see-ing some recovery and have a

healthy number of people look-ing to come to TAG with their next aircraft–what we call our ‘prospect pipeline,’” said Wil-liamson. This is for the man-agement side, while for charter Williamson replied, “Very much so,” when asked if it was becom-ing more competitive. “Over the past 10 years the number of air-craft in Europe has doubled…and some charter customers have acquired aircraft.”

Despite the more compet-itive market conditions, Wil-liamson said, “It’s good for our charter customers that rates have reduced–it’s pure sup-ply and demand. But we have been seeing a market recovery recently…[and] charter custom-ers are realizing the benefits of

working with a partner like TAG rather than going for the cheap-est. We have invested an enor-mous amount in safety. I work very closely with the [UK] CAA [Civil Aviation Authority] and I sit on the SAAG [Security Area Advisory Group], and we helped found CASE [the Cor-porate Aviation Safety Execu-tive]–to share safety information through Vistair’s SafetyNet web-site. In total, the members on CASE represent 400 aircraft.”

The company is also IS-BAO certified (aircraft registries such as the Isle of Man tend to require this) and also, said Wil-liamson, “We are Wyvern Min-uteMan accredited, too. There is always something you can learn from these guys [and]


Graham Williamson, president of TAG Aviation Europe Aircraft Management and Charter Services.

The TAG charter fleet encompasses nearly

25 model types.

TAG provides one-stop service at its Farnborough facility, where it houses and maintains its charter and management fleet.


some customers will charter only when you’re accredited.”

In summary, he said, “It’s all about continuous improvement, and not being arrogant.” The company also supports EBAA

in its various initiatives, such as “getting the word out” about gray charters where “there is a risk if aircraft are not properly supervised and operated.”

And what about further fleet growth? “The growth in our managed fleet will be organic; if you do a good job, you get referrals. So we’re not dou-bling the fleet over five years,

but we’ll maybe add three to five aircraft a year in Europe.” The company is focused on quality of service and “doing what you say you’re going to do,” said Williamson. Part of this is to be able to advise cli-ents impartially, so TAG does not get involved in buying or selling aircraft; it will simply advise about the types that are

best suited for a customer’s requirements.

“We’re not in the aircraft sales business, although up until six years ago that was one of our services. Aircraft sales is highly specialized and it’s more appro-priate for our customers to work with specialists when buying and selling aircraft; [and] our loy-alty to customers requires us to maintain some independence.” He added, “The key thing is to understand what the client needs–range, performance–and from that we can process to very few choices [of aircraft]…but beyond that it would be impos-sible to remain impartial.” And TAG customers tend to stick around he said, “Some custom-ers are on their fifth aircraft with us after 20 or so years.”

Global GrowthWhat of global growth for

TAG? “TAG Asia has grown very quickly and successfully over the past five years,” he said. “It is very focused on large-cabin [aircraft] and has around 18 Globals, for example. It can service the entire Asia Pacific region from Hong Kong, with aircraft based in various places. They’re probably where TAG UK was five years ago.”

Back in Europe, William-son is focused on delivering what is promised to custom-ers, although he is excited to see manufacturers improving and developing aircraft. “All of the manufacturers are doing fantastic things with their air-craft–more efficient, better range,” he said.

“We are looking forward to EBACE, it’s really important to us as it’s the biggest show in Europe by far. To see EBACE evolve from 10 years ago to now is amazing–and it’s in our back-yard. We invest a great deal in hospitality and we are seeing a lot more take-up [of guest invi-tations] this year.” o


Crewmembers can relax in comfort at the TAG Farnborough facility as they wait for their passengers.

TAG Aviation charter marketuContinued from page 48

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Emteq applies its mind to smarter cabin systemsby Charles Alcock

Electronics specialist Emteq started its involvement in aero-space as a pioneer in the use of LED lighting. It still lays claim to being a leader in this field but has since expanded its technology horizons to encom-pass a much broader array of cabin systems.

“We saw a real need to pro-vide a more connected cabin and this led us to develop a full suite of solutions that we call eConnect,” explained the U.S. company’s chief market-ing officer Rachel Bahr.

The eConnect system gives business aircraft passengers and crew direct control of cabin sys-tems such a window shades, lighting and in-flight enter-tainment systems (IFE) from their personal electronic devic-es (PEDs). One advantage is the ability to wirelessly stream vid-eos and other entertainment content to PEDs.

High-speed Wi-FiThe eConnect suite also

includes a high-speed Wi-Fi router to provide easy access to satellite communications sys-tems throughout the cabin with advanced data compression,

aggregation and acceleration delivering fast connections. The technology can be installed on aircraft in a box weighing barely five pounds.

Another application of Em teq’s expertise has been the development of cabin power outlets to charge PEDs. The IntelliUSB SR smart outlets allows uses to plug directly into the aircraft’s circuitry without having to go via a remote box. The outlets are shaped so that only an acceptable USB or plug can be inserted and they auto-matically trip if power limits are exceeded.

Emteq (Booth 1734) has just equipped a Bombardier Global Express with an eCon-nect suite for European char-ter operator FAI Rent-A-Jet. The installation, conducted through an EASA-approved supplementary type certif-icate, included the follow-ing systems: wireless IFE by eConnect, cabin control by eConnect, the Quasar II smart mood lighting system, the IntelliUSB SR charging port and router by eConnect.

The router unit was fitted in partnership with Satcom 1

to complement the capabilities of its AvioIP software for high-speed email, Internet and smart phone use. It also features func-tions demanded by FAI, such as Swiftbroadband channel aggregation, user manager and virtual private networks.

In February, Pilatus selected the eConnect suite as part of the upgrade package for its PC-12 NG turboprop single. The upgrade will be available from mid-year.

Smarter LightingIn March, completions cen-

ter Greenpoint Technolo-gies awarded Emteq a con-tract to provide LED interior lighting for a pair of Boeing 787 widebodies that are to be equipped for a VIP customer. The whitewash and dome lights feature the company’s latest technology, which allows them to be powered directly from 115Vac wild frequency, saving the cost and weight of having to use a transformer rectifier unit. The lights can interface directly with the aircraft’s CMS.

Emteq also introduced its 3X Series of whitewash light-ing for private aircraft cabin upgrades in March. According to the company, which is based in New Berlin, Wisconsin, the 3X Series provides operators with an easier way to upgrade to LED lighting thanks to its own “bypass” installation

option, which allows the sys-tem to be installed either as part of a major cabin refit or as a minor modification. It can use the same wiring as the flu-orescent lights that it replaces.

The 3X Series uses the lat-est LED and lens technology to deliver a high standard of color consistency and color blending, the company said. The lens used for the lights ensures a more consistent light output without diminish-ing the intensity of the light-ing. The wider beam spread

is intended to give the cabin a fuller appearance.

Emteq also offers its Quasar II full-spectrum mood-light-ing system, which it introduced specifically for business aircraft in 2012. The company said the lower cost of installing these lights has made mood lighting a more cost-effective option for private aircraft cabins.

According to Bahr, Emteq specializes in understanding all aspects of cabin electronics and how they can better fit together with all available systems on the market to improve the overall passenger experience.

“We handle all aspects of systems integration to deliver smarter products,” she told AIN. “We want passengers to be able to fully interact with the lighting in the cabin, using it to change the mood accord-ing to whether it’s dinner time, or daytime. The big goals are reducing weight and deliver-ing systems based on real cus-tomer need.”

Working in partnership with completions specialists, Emteq has developed purpose-built equipment such as chandeliers and backlit polycarbonate mir-rors. It has also developed light-ing that permanently shines in the direction of Mecca. o


The deep purple tones created by Emteq’s full-spectrum Quasar II smart mood lighting system are among a multitude of hues available. Passengers can use their PEDs, charged via an IntelliUSB SR port, to control the effects as well as other aspects of the cabin’s interior lighting.

Emteq recently installed in a Bombardier Global Express an eConnect suite that includes a cabin control system, smart mood lighting, USB charging port and router, as well as a wireless IFE that allows passengers to stream movies.

FSI, Gulfstream offer science-based trainingby Robert P. Mark

A partnership between FlightSafety International (FSI) and Gulfstream has created two new science-based flight crew training courses. One focuses on rejected takeoffs, while the sec-ond course reviews the physics of energy management during the aircraft descent. A third new training option uses a custom methodology to present criti-cal aircraft procedures and tasks according to the phase of flight rather than the traditional class that introduces everything tied to a particular aircraft system.

The rejected-takeoff course presents the flight crew with as many as 18 different V1 abort scenarios requiring decisions to either continue the takeoff or halt the air-craft. In addition to gaining proficiency in go/no-go deci-sion-making, the course gives the two pilots an opportunity to fly their aircraft under the high stress and demands of an emergency return to the airport. Each pilot will have the opportunity to practice multiple emergency-return

scenarios. The course is cur-rently offered at FlightSafety’s Dallas and Savannah learning centers and will be available in Long Beach and Wilmington, in addition to Farnborough, by the end of 2014.

The energy management class includes two hours of ground school and four hours of Gulfstream simulator time where pilots learn the tools available to avoid unstable approaches by understand-ing their “energy state” at any given point in the descent. This early knowledge allows pilots to take action much sooner in resolving any high-energy prob-lems when they can still be eas-ily handled.

The course also exposes crews to as many as 10 differ-ent scenarios during each two-hour simulator session to help them to predict whether they’ll meet stabilized approach criteria well in advance of arriving at a company-estab-lished point in space. FSI and Gulfstream recommend the course be taken as a crew for

maximum effectiveness. FSI enhanced its G550

training program by using the company’s new Operational Day Flow training method-ology to train crews on tasks and procedures within the con-text of pre-defined flight plans and city pairs. This new meth-odology makes extensive use of Matrix, FSI’s integrated training system that allows instructors to enrich the pilot’s knowledge by demonstrat-ing how systems operate and interact in a real-time environ-ment. It also enables the pilots to immediately put the new activity into practice during the remainder of the session. Operational Day Flow train-ing methodology is currently in use during G550 training at a number of FlightSafety’s learning centers. o


TBM 900 is looking like a real winner by Thierry Dubois

Daher-Socata (Booth 6540) has already delivered 12 examples of the new TBM 900 turboprop single and is planning on handing over another 39 this year. Four production slots are still available in 2014 for the $3.711 million per aircraft, CEO Stéphane Mayer said at an EBACE press confer-ence on Monday.

As of May 16, 11 aircraft had been delivered in North America and one in Europe. A handful are to enter into service in 2014 in other regions. North America maintains a domi-nant position in Daher-Soca-ta’s order book, while the Asian market remains very slow.

China, which large-cabin

business jet manufacturers see as a booming market, is not ready yet for turboprop singles, Mayer claimed.

He cited a lack of infra-structure as well as strict rules governing airspace and air-port access. Moreover, China still lacks potential owner-pilots, which would have been

grown in an aviation culture, he explained.

Nicolas Chabbert, the senior vice president of the company’s airplane business unit, gave an insight into the design of the newest evolution in the TBM product. As the early TBM 700 was designed with little help from computers 25 years ego, a digital model had to be cre-ated, he explained, and it was validated with test flights. Such a model allowed thor-ough aerodynamic analysis.

For example, it helped engi-neers streamline the exhaust airflow with redesigned stacks and improve the design for the air inlet, as well as to add a small aerodynamic strake to the forward lower fuselage that aids in stability at high angles of attack.

A full TBM 900 pilot report will appear in AIN’s July edition, following AIN senior editor Matt Thurb-er’s flight in the aircraft just before EBACE. o

Hadid handles African opsHadid International Services

(Booth 6515) is at EBACE pro-moting its newly established network of local flight support supervisory agents, which covers every airport in Africa.

The network has been cre-ated to compensate for the nonexistence of FBOs in most African countries. There, too often, business aircraft users find shortcomings in ser-vice and little responsive-ness, according to Hadid. This is attributable to a lack of equipment, specialized busi-ness aviation organizations and well-trained personnel. Busi-ness aviation has to rely on ser-vice providers that are more accustomed to airlines.

To solve the problem, the role of the private local super-visor includes coordination between all the parties at the air-port–the ground-handling com-pany, the airport authority, the fuel supplier, etc., according to Hadid CEO Mohammed Abu Libdeh. Moreover, they should ensure the business aircraft gets the expected attention. Also, the supervisor arranges for pay-ments and the customer will have one single invoice from Hadid.

The company, which recently opened a regional office in Johan-nesburg, South Africa, is giving away an exotic trip to Africa for two during the EBACE show. The raffle will take place on Thursday at 11 a.m. –T.D.

Daher-Socata Developing Electric two-seater

The Airbus Group has contracted Daher-Socata to develop, certify and prepare a production scheme for an electric two-seat aircraft, dubbed the E-Fan 2.0. A single-seat prototype has been flying since March. Entry into service of the E-Fan 2.0, aimed at the pilot training and flying club markets, is expected in 2017. –T.D.

So far, North American orders have dominated the books for Daher-Socata’s TBM 900 turboprop single.

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FlightSafety has enhanced its G550 program with new methodology.

WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600

Now you have two choices for superior, ultra-long-range capability. The 5,950 nm Falcon 7X—the fastest selling Falcon ever (and with good reason). Or the new, 6,450 nm Falcon 8X, destined to become a favorite of world travelers. Both have the awe-inspiring ability to fl y long distances from short and challenging runways such as Aspen and London City. The 8X is more than three feet longer, with over 30 cabin layouts. Fly far. Fly in comfort. Achieve more.

TWO WAYS TO CONQUER THE WORLD.

8X _ 275x352.indd 1 30/04/14 16:33

ebace convention news 05-21-14

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