european business air news - august 2010

BUSINESS AIR NEWSE U R O P E A N

ISSUE 206 AUGUST 2010

The UK's Conciair Ltd, founded by ceo Barrie Prescott, is adding London City landing approval to its Beechcraft Baron grass airstrip operational capability. Prescott is pictured withoperations manager Gigi Ancora, pilot Ian Bennett and chief pilot Andrew Dixon. Full story page 5.

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Poland’s Flyjet, founded by a group of aviation experts and pilots, is readyto expand its aircraft managementfleet into Russia and the Ukraine with the addition of a Challenger 300and two Falcon 7Xs.

“The company has beeninstrumental in introducing highlevel business aircraft managementto the Polish and internationalmarkets,” says Nina Dorota Król,internet marketing manager.

“Using our extensive experiencewith vip clients, we present a concept of aircraft management thatenables us to handle any flightoperation with every availablebusiness aircraft.”

She adds: “Talks are at anadvanced stage for the delivery of aChallenger 300 in November 2010and for two Falcon 7Xs.” The threeaircraft will be based in Russia andthe Ukraine.

“Because of our location and thevery similar cultures of Poland andits eastern neighbours we are seen as an extremely compatiblebusiness partner. This is opening up expansion opportunities in other countries.”

Flyjet already operates a Mustang.

Maciej Pieniazek, ceo, says: “This is a very desirable aircraft in this part ofEurope bearing in mind the lowtravel costs and the number ofpassengers it can take. The Mustangis the entry aircraft on which wemade our AOC and tested ourbusiness model.”

The company says aircraft mustprovide a good balance betweenperformance and operational costs.“Our research shows that theMustang has the highest rate of useamong business jets because of itssize. It is suited to smaller groups of

customers and it works well with therule of ‘green’ flight parameters. Thismeans its payload corresponds tocosts acceptable to our clients.”

Król says: “We constantly monitorthe market for potential fleetexpansion and by the end of the yearwe plan to recruit three more aircraftwhich we will maintain and managefor the owners.

“Our business model and longterm plan allows us to have amaximum of ten aircraft in our fleet.We manage new and pre-ownedaircraft alike. We fully supportdecisions by aircraft owners.”

The company reports that currentdemand is split equally betweenleisure and business. “Our service isoffered to top level management and company owners. Occasionallywe also serve celebrities and leading sports personnel. There isgood demand for destinations such as Scandinavia, southern Franceand Germany, and central andeastern Europe.”

Król points out: “As we are locatedcentrally in Europe, very close toRussian and Ukrainian markets, thenatural choice is to look into

Flyjet looks to culturally similarcountries for business partners

For details of how to enter, see page 3.

Flyjet: expanding managed fleet.

For fuel, ground services and all your trip arrangements

CONTACT [email protected]

Heron Aviation, a new Germancharter company launched with aLearjet 60, says it is working on severalaircraft management contracts.

“We see big potential in our region,which is the area around LakeConstance which borders the threecountries of Germany, Austria andSwitzerland,” the company says. “OurCAMO office is based in the vicinity ofFrankfurt so Heron is close topotential clients located in Germany’sfinancial centre.”

Heron Aviation says that thelaunch of the company, by aviationspecialists with a combined 75 yearsin the industry, is timely. “Thedemand for charter has been risingover the last 10 month. The rate is not as fast as it has been in thepast but we see a sector with goodgrowth potential and we want to be apart of it.” Heron Aviation says that itwill focus on being an aircraftmanagement company. “We have no intention of becoming an aircraft owner,” it says. “Thecompany wants to expand steadilythrough controlled growth.”

Heron Aviation was launched latein 2009 and obtained its AOC in mid-July this year.

Heron focuseson aircraft

management

ACM Air Charter reports that it hasbecome the first operator in Germanyto obtain authorisation to operate theFalcon 7X commercially.

“We are very pleased to offer ourclients a second ultra long rangeaircraft in addition to our GlobalExpress XRS,” says md ThomasMinninger. “We are in a position torespond more flexibly to theincreased demand which is especiallyevident in this particular segment ofthe marketplace.”

ACM adds that it has also receivedapproval from the German AviationAuthority to carry out line and base maintenance on the 7X at itsown maintenance facilities atKarlsruhe/Baden-Baden airport.

Minninger says: “The aircraft waschosen not just for its long range butfor its spacious cabin which has a 15-seat layout. This can be convertedinto a configuration with fivecomfortable beds for night flights.”

However ACM says that the rangeof 7,000 kilometres was a key factor inits decision to operate the 7X.

“Destinations such as Shanghai,Los Angeles and Johannesburg, for example, can be reached non-stop,” Minninger points out. “The first charter flight wascommissioned and undertaken to theWorld Cup in South Africa and weexpect more charters to big eventsaround the world.”

Jonas Kraft, director sales andmarketing, says: “The aircraft is verygood especially for ETOPS criticalflight patterns or airports withrunway limitations for long-haulflights like Antigua. We see a risingdemand especially from clients who are very ‘Falcon focused.’ Clientswho have enjoyed the Falcon 2000 are now also using the Falcon 7X.”

He adds: “For some passengers a three-engine aircraft gives a kind of additional feeling of safety and reassurance.”

ACM operates five other jets – two10-seat Falcon 2000EXs; a 12-seatChallenger 604; an eight-seat CitationX and an eight-seat Citation VII.

In addition to charter flights ACMAir Charter provides managementservices for aircraft owners spanninginternational flight planning,licensing and insurance services aswell as technical line and basemaintenance support.

ACM claimsa first in

Germany withFalcon 7X

Baron wins London City advantage

Baron wins LondonCity advantage

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Private Jet Company buildsIsle of Man facility page 2

FAI seeks subsidiary afterselling stake in Nomad

page 3

Large jets provide luxury of big business in the recession page 4

SPECIAL FOCUSES

Review of Russia page 6

Aircraft management focus page 11

Continued on page 2

The Private Jet Company, which isbuilding a new “island gateway”business aviation facility at Isle ofMan airport, also plans to expand itsmanaged fleet. Caly Roberts,company director, says: “Two newCJ3s are being delivered in 2011. Wehave several prospective buyers in thepre-owned market. Aircraft already inour managed fleet include aSovereign, an XLS and a CJ3.”

She adds: “General prospects areextremely promising – we willinevitably expand with the extrafacilities our new project will provide. Not only will we be able toprovide a first class handling service to visiting executive aircraft,we will be able to increase our sales, aircraft management,hangarage and registration andimportation services.”

The Department of Infrastructure,Roberts says, has cleared the projectfor take off and work on a dedicatednew jet centre is being progressed.“The jet centre will enable thecompany to further extend its growingmenu of services and complementthose already offered by the island’sincreasingly sophisticated businesscommunity,” Roberts adds.

Capt Tony Corlett, md, says: “Thejet centre will represent a quantumleap in terms of the Isle of Manairport experience. It will be anelegant, modern building, with animpressive entrance and executiveancillary accommodation. ThePrivate Jet Company will organisesecurity and operational clearancefor executives or private individuals,meaning no lengthy queues or delayson departure and on arrival one candiscreetly step straight into a waitingcar without delay.”

Roberts says clients including high

net worth individuals will appreciatemeet and greet areas and acomplimentary board room. “We willbe able to offer a deluxe facilitydedicated to executives and theiraircraft. For the business communitythe jet centre will become a focalpoint to meet clients in privacy and comfort. We all know firstimpressions count.”

The jet centre will be separate fromthe main airport complex but offerample on-the-spot parking. “It willmean that clients can arrive just tenminutes before they are scheduled tofly, having had the necessary securityclearances carried out by us inadvance on their behalf,” explainsCorlett. “An hour later we could betouching down in Paris or in just sixhours in New York.”

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

Corlett says: “The project will takethe island to a new level in terms of itsinternational reputation. It willencourage high net worth individualsand executives of industry to move tothe island.”

Airport director Ann Reynoldssays: “We are optimistic that the first

phase of construction will commencebefore the end of 2010.”

Key features and services willinclude vip lounge, main receptionoffices, dedicated 24-7 handling team and security administration,business conference facilities, crewlounge, 2,000 sq m hangarage space,2,000 sq m apron area, customs andimmigration clearance, computerisedflight planning and filing and wirelessinternet access in all areas.

Caly Roberts says: “The jet centrewill be used as a business tool. Thoseliving on the island have no directflights to many business destinationsincluding Brussels, Zurich andGeneva, so our clients will saveconsiderable time by flying to thesedestinations direct and returning thesame day.”

She expects demand for managedaircraft to rise. “We go through a factfinding exercise with our clients toobtain the best aircraft for theirmission. It is very important that theiraircraft has a comfortable cabin,sufficient range to ensure a fuel stopis not necessary and that it will carrythe required amount of passengersover the distances required. We areconstantly sourcing aircraft for ourclients whether they are new or pre-owned. It is an excellent time to get agood price for an aircraft purchaseand after a couple of quiet yearsfollowing the credit crunch webelieve this area of the business is dueto take off.”

The managed fleet are all aircraftbought from new. Roberts says: “Wetypically purchase a new aircraft andoperate for two years and thencontinue the process. In ourexperience this process dramaticallyreduces the operating costs as theaircraft are under full warranty.”

2 AUGUST 2010 EUROPEAN BUSINESS AIR NEWS

Cessna CitationAuthorised SalesRepresentative

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

The Private Jet Company is celebrating expansion. Pictured from left are pilot Ed Miles, md Tony Corlett, company director CalyRoberts and pilot John Bean.

Private Jet Company predicts ‘island gateway’jet centre will expand business demand

An artist’s impression of the new Isle ofMan facility.

Continued from front page

opportunities there. But we also donot forget about our home marketwhich has one of the best growthrates in the EU. But we do seepotential business growth in thisregion. But, as with other regions thisone has also been hit by recession sothe uptrend will take some time. Ouraim is to utilise aircraft hours to themaximum possible.”

Owner Adam Marchel says Flyjet’sfounders are successfully building adynamic company, although theyrecognise that a great deal of hard

work lies ahead. “Each member of the board can write their own bookon aviation experiences,” saysMarchel. “They have worked fordifferent aviation companies andflown for the biggest, gaining theexperience to enable a successfulprivate aviation launch.”

Flyjet constantly monitors themarket to keep up-to-date with theavailability of highly qualified pilots.“We use the internet, socialnetworking and personal contacts,”says Król. “Our vacancies areannounced via our home page.” Nina Dorota Król: expansion.

Mena develops charter andlaunches broker pact

Mena Aerospace Enterprises WLLsays it expects a vip configured MD83airliner to attract “very strong”charter business.

Ralph Eisenschmid, coo, says:“Based on preliminary indicationsreceived so far there is a lot of seriousinterest in this aircraft.”

The MD83, leased from Europeancharter operator Blue Line andoperated by the group’s subsidiaryMAE Aircraft Management, may bethe first in a growing fleet.

“We expect very strong charteractivity and we look forward toworking with Blue Line towardsadding more similar aircraft overtime,” says Eisenschmid.

The MD83 can be chartered with

either 60 or 54 seats in a two-cabinconfiguration. It will be based atBahrain airport.

Gareth Evans, Blue Line Groupbusiness development director, saysthat he expects the partnership withMena and the base in the Middle Eastto help attract a growing client base.

Separately, MAE Jet Charters WLLhas been appointed as the generalsales agent for Air Partner plc. “Underthe terms of the agreement, MAE JetCharters will be the exclusive saleschannel for Air Partner in Bahrain,Kuwait and Saudi Arabia,”Eisenschmid says. “This partnershipaccelerates our overall corporatestrategy to expand our reach in theregion. It combines Air Partner’sunmatched access to capacity with MENA’s regional relationshipsand networks.”

Kevin Ducksbury, Air Partner’sdirector Middle East and Asia, says:“This agreement with Mena willcomplement our existing businessand give us increased reach andpenetration into these new markets,”

He says the commercial jetsdivision charters airliners with 20 to 500 seats to move groups of every size.

Flyjet looks to culturally similar countries for business partners

Blue Line’s Gareth Evans and JamesEvans: Middle East business.

German operator FAI rent-a-jet AG islooking for a value-for-moneysubsidiary after selling its interest inSwitzerland’s Nomad Aviation AGthrough a management buy-out.

FAI chairman Siegfried Axtmannsaid in a statement that the 15-monthcooperation did not meet FAI’sexpectations in respect to collectiveadded value.

“It made no sense for FAI to carryon with a second AOC and the costs

involved in maintaining it.Nevertheless, FAI will continuescreening the operator market forpotential candidates, whose size andfleet would be appropriate for fullyintegration into FAI, but collectiveadded value is a must.”

Nomad Aviation was acquired by FAI in March 2009 to become FAI’s executive jet service division. At the time FAI was intending to focus on its NGO and air

ambulance businesses.But Axtmann says: “In the

meantime FAI has built up its ownimpressive fleet for dedicatedexecutive charter.”

The fleet includes a 2009 Falcon900DX EASy, a 2003 Global Expressand two 2000 Learjet 60s. AChallenger 604 and a CRJ 200 LR arejoining the fleet and will bring itsnumber to 18 including oneChallenger 604 leased to Nomad.

AUGUST 2010 3EUROPEAN BUSINESS AIR NEWS

EASA continues its troubled effortsto develop new rules in line with twoof its objectives cited in Regulation(EC) no 216/2008 – to establish andmaintain high uniform standards ofsafety across Europe and to providea level playing field for thoseinvolved in aviation activities.

However, attention has againturned to the question of when aflight is commercial and when it is not.

Some five years ago, I chaired theindustry working group on businessaircraft operations (IWG-BAO)formed to make recommendationson harmonising the regulatorytreatment of international privateand on-demand charter flightsusing business aircraft, driven byanomalies in the treatment of suchflights between the US and Europe.

After much lively debate, thegroup concluded, inter alia, thatEuropean-based non-commercialaviation operations – includingthose which employ shared aircraftownership, contracted aircraftmanagement services, and/orshared aircraft usage – should bepermitted by European authoritiesto be conducted as non-commercialgeneral aviation operations by theowner using the aircraft, so long asthey conform to European

corporate aviation safetyregulations or other European non-commercial aviation safetyregulations, as applicable.

This recommendation was verymuch in line with Part 91k andessentially rests on who is theaccountable manager for the flight.If the owner is onboard and he electsto be held the accountable manager,then the flight can be deemed non-commercial. Conversely, if theowner does not wish to be held soaccountable or the aircraft is beingused for third-party charter, then aslong as the contract manager holdsan AOC, such operations should bepermitted by the Europeanauthorities to be conducted ascommercial operations by thecontract manager.

Finally, as permitted by the USDoT, European operators should beallowed to alternate or “flip-flop”,between commercial and non-commercial. In essence, where thecontract manager holds an AOC, theaircraft owner should be permittedto elect, on a flight-by-flight basis,whether to operate the flight as anon-commercial general aviationoperation, or have the contractmanager operate the flight as acommercial operation, providingthe necessary approvals for each

category have been granted.Now you would think all of this

was pretty clear, and indeed it is,albeit that it introduces the questionof who has operational control forthe flight. However, basic regulation3i implies a different interpretationfor determining whether a flight iscommercial or non-commercial.Here the determinant for a flight“not made available to the publicand performed under a contractbetween operator and customer” iswhether or not the owner has “somecontrol over the operator.”

Unfortunately there are as manyinterpretations of “some control” as

there are interpreters. These rangefrom the owner virtually running theoperation himself and dealingdirectly with the regulatoryauthorities on key issues, to justtelling the contractor thedestination to which he/she wantsto fly.

Such wide differences ofviewpoint have understandablymade life very difficult for EASA, tothe point where it now feels unableto rule on this important topic.Instead it will leave it for a later rulemaking task. Unfortunately,deletion of the relevant text fromOR.OPS.GEN has further muddiedthe water, leading some authoritiessuch as Italy, to conclude that flip-flopping should no longer bepermitted at all!

So where are we? In short, in a bitof a mess, because the ability tooperate the same aircraft bothcommercially and non-commercially is critical to thesuccess of business aviationoperators using both fixed androtary wing aircraft. Moreover, thereare, as indicated, wide nationalvariations in the interpretation ofwhat is commercial and non-commercial, and discouragingowners to use expert managementcompanies to operate their aircraft

would be detrimental to safety.EASA has therefore agreed to

clarify that its failure to rule on thismatter is because the task needsfurther work, NOT because it thinksthe practice should cease.Meanwhile, pending the further rulemaking task, existing nationalpractices should continue to permit flip-flopping of an aircraftbetween commercial and non-commercial operations.

So, for the time being, the unlevelplaying field both within Europe,and between Europe and the US willcontinue, pending a new rulemaking task after April 2012 whenEASA will attempt to resolve thediverse viewpoints and meet itsremit of creating a level, safe playing field.

On which point, a final thought:The annual IBAC review of businessaviation safety notes that the fatalaccident rate for corporateoperations at 0.4 per million hours is10 times better than that forcommercial air taxi. Maybe,therefore, instead of worrying toomuch about legal niceties, realemphasis should be placed onsharing and emulating corporatebest practices in delivering one ofthe safest aviation operations in the world!

Corporate safety record provides an answer in itself

By Brian Humphries, president EuropeanBusiness Aviation Association (EBAA).

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Staff at FAI, which is looking to take over a company with a fleet that will add value to its operations.

FAI looks for appropriate acquisition afterselling its interest in Nomad

Eastern Airways has taken delivery ofan Embraer 135 and signed a leaseagreement for a second which willincrease its fleet of aircraft to 30.

Chris Holliday, Eastern Airways’coo, says: “The Embraers will beassigned to the charter flyingprogramme serving blue chipcompanies, corporations and

individual groups across the UK and mainland Europe. Theycomplement our fleet and give ustremendous flexibility as we can nowoffer 29, 37 and 50-seat aircraft to theprivate charter market. We will alsobe able to adjust capacity to meetdemand on scheduled services as andwhen required.”

He adds: “We have operatedEmbraers in the past and the time isnow right to reintroduce this fast 37-seater to fill a gap primarily in thecharter market serving central andeastern Europe.”

Eastern Airways also operateseight Saab 2000s and 20 Jetstream 41 aircraft.

Eastern boosts private charter capability with Embraer 135s


The private aviation sector is stillbattling to raise charter levelsdepressed by the global recession butoperators report that the luxury largeaircraft sector is holding up well.Governments and multinationalsfind chartering such jets cost-effective compared to owning andmaintaining their own aircraft.

Tony Farmer, Cello Aviation mark-eting and sales manager, confirms:“Our view is that the resilience at thislevel in the market still provides somegood opportunities for aircraft of thesize of our ABJ.”

The 46-seat aircraft is owned andoperated by Cello Aviation, thecharter arm of the UK’s Birminghamheadquartered Gill Group, whichconducted considerable planningand research before investing in theconversion of the aircraft sourcedfrom BAE Systems (EBAN June 2010).

Farmer explains: “If some of themarket segments are a little quieter,the sports team and product launch sectors are certainlydelivering sizeable requirementsacross both UK and Europe evenagainst the background of this notbeing peak season.”

A growing number of establishedcharter operators have identified andnow service the demand for qualitycharter for groups of dozens or more.

London Stansted-based TitanAirways has introduced a 265-seatwide-bodied 767-300ER. Commercialdirector Alastair Kiernan confirmsthat around 60 per cent of thecompany’s business is outsourcedairline services but says thatcorporate demand for private charterhas been a good source of business.

“They are still spending money. Ifexecutives have to travel, they will.Airlines have been cutting backbecause, generally, the public havenot been travelling as much, but thecharter market has actually beenpicking up.”

Kiernan says the 767 has aphenomenal range, flying distancesof up to 6,000 nm in around 13 hours, enabling non-stop travel fromLondon to Singapore or Los Angeles.

The potential of the large aircraftmarket segment is underlined byBizliner Aviation which plans to openoffices in support of consultancyoperations in the Middle East andAsia. The company, which has basesin Washington DC and Dallas, Texas,says there are currently more than200 airliners in business serviceworldwide and hundreds of existingairframes with conversion potential.

“A ‘bizliner’ is defined as acorporate airliner or an aircraft typethat can serve as an airliner as well asa corporate or private jet,” says thecompany’s Roger Pierce. “They are avery attractive alternative for a selectgroup of owners.”

Investment in larger privatecharter aircraft takes courage as wellas forward planning. James McBride,ceo of the Athens-based GainJetAviation SA, says the operator braceditself for a difficult business climate

from the end of 2008 just as its new757 flagship was introduced. “If thenew 78-seat vip airliner flopped, itwould have been a very expensivemistake indeed,” he says. “But therewere a succession of high-earningcharters which lasted throughout the summer. Initially the flights were mainly to and from Africa forvarious heads of state, and then inJuly a real bonus arrived with a two-and-a-half week tour of Asia for amajor football team.”

“The configuration of the interiorwas well chosen with just 20 seats inthe forward cabin and the other 58seats well spaced in the mid and rearcabins,” says company presidentCapt Ramsey Shaban. “Bookingscontinued to flow through to theautumn and GainJet were already

looking for a second big Boeing by theend of 2009. This airliner was going tobe introduced into service in mid-2010 but another opportunity aroseand we focused instead on a 48-seatB737-300 which had just finished acomplete refurbishment by EuropeanSkybus in Bournemouth.”

The vip 737 was destined to bedelivered to Multiflight, the Leeds,UK-based helicopter operator andmajor flying training company whichwas looking for a managementcompany. GainJet will operate theaircraft on its Greek AOC. Shabansays: “It will be a familiar sight inEurope during the summer and latterpart of 2010 – we have got theattention of some Englishpremiership football clubs and thereis likely to be a major European bandtour too.”

Shaban says: “Such aircraft areeasier to operate than some of thesmaller jets. Air traffic always makesspace and time for you when youarrive in something like our 757. Wehave seen a growth at the high end ofthe market which seems to have beenunaffected by the general malaisewhich has affected the private jetworld. Chartering a large jet is a costeffective option for governments andmultinationals when compared withthe huge expense of owning andoperating these aircraft themselves.”

Large aircraft provide luxury of strong business and client interest in recession and good times

Cello Aviation: big investment for an aircraft that generates large amounts of business.

Cello crew: service-oriented.

Roger Pierce: owner interest.

El Seif chooses ‘highly efficient’ Challenger605 to enhance Middle East operations

Saudi Arabia’s El Seif group hasadded a Challenger 605 jet to itscorporate fleet for executive travelbetween the company’s diverseMiddle Eastern operations.

“Challenger aircraft have areputation for being highly efficientjets,” said the company’s Khaled Al Seif.

“We already operate a Challenger600 and a Challenger 601. Bothaircraft have proven to be invaluabletools, providing superior reliability, a spacious and comfortable cabin, and all of the amenities

necessary to be productive duringflight. The Challenger 605 was the logical choice for our nextaircraft.”

El Seif is a leading privately ownedgroup of companies in Saudi Arabiawith diverse business interestsworldwide. Established in 1951, thegroup is active in engineering andconstruction, healthcare, medicalequipment, hospital supplies,operation and maintenance, andcommercial investment, includingreal estate development, insuranceand power generation.

The company points out that theChallenger 605 can fly fivepassengers non-stop from Riyadh toany European destination or as far asBeijing or Johannesburg.

Seif says: “It features a wide stand-up cabin and is equipped with thePro Line 21 avionics suite and an all-new cabin electronics system.”

Seif says the group’s emphasis ison quality, efficiency, customersatisfaction and long term planning.It benefits considerably from theconvenience and time savings ofcorporate travel.

Avanti Airupgrades fleet

as it targetsnew business

Avanti Air has upgraded its fleetwith the addition of two ATR42-500s. The company’s MarkusBaumann says: “We have operatedthe ATR42 and ATR72 since 2002, soit was a logical step to introducenewer ATRs.”

The new aircraft will serveexisting customers for chartercommissions and for ACMI leasingbut Baumann says he also expectsthem to extend the business andattract new clients.

However Baumann confirmsthere are no current plans to addfurther aircraft to the fleet.

“We intend to stabilise ourbusiness and find new customersand markets,” he explains. “If wegrow, it will be as we have in thepast: very conservatively and slowlywith no big risks taken.”

Baumann points out: “Thecompany has not yet got back to thebusiness levels it achieved beforethe global economic crisis. It willtake more time and we willobviously be happy to return to theapproximately 1,500 to 2,000 hoursannually per aircraft which weenjoyed before the downturn.

“However, we expect that, as oilprices inevitably rise again, therewill be increasing demand forturboprops because of factors suchas their good low load factor andtheir capability to service demandfor flights to and from small, remote areas.”

Avanti Air was founded in 1994 by Baumann and Stefan Kissinger,both pilots, as an aircraftmanagement company.

“In the mid-90s we introducedthe first Beechcraft 1900 for charterwork, which was extended to threeaircraft before the first ATR42 waspurchased in 2002,” says Baumann.

“The 1900 has been phased out, the last management aircraftleft the fleet years ago and we onlyoperate ATRs but the company hasalways been profitable and itemploys around 80 staff.”

Baumann says the companyowns its aircraft and adds: “We are aprivately owned company that has avery stable staff. However, we dorecruit direct and with agencies. Weare looking for attendants andmaybe some additional pilots.”

Saudi Arabia acquires 12 S-76Ds

Saudi Arabia will acquire a dozen S-76Ds and has taken options on eight more S-76Ds to performsecurity, transport and othermissions. “Delivery of the firsthelicopter is scheduled for early2012,” says Shane Eddy, vp SikorskyGlobal Helicopters.

The Saudi Ministry of Interior saysthat factors in its decision includedthe aircraft’s advanced avionicssystem and autopilot, dual rotorspeed for quiet mode operation withactive vibration control and anoptional rotor ice protection systemfor all-weather capability.

It adds: “The S-76D will offer anincrease in useful load and extendedrange performance.”

Avanti Air has added two ATRs to itsfleet.

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Conciair Ltd, founded by ceoBarrie Prescott, is addingLondon City landing approvalto its Beechcraft Baron grassairstrip operational capabilityto underpin the advantagesinherent in its three locationsin the south east of England(see front cover photo).

The approval givesConciair advantages inservicing demand for venuessuch as Goodwood, itsheadquarters location, wherearound two dozen races areheld each year. “This allowsConciair to fly fromGoodwood, Chichester, toLondon City in 35 minutes toconnect with all domestic andinternational flights,” Prescottpoints out. “Conciair hasstrived for this approval fornearly a year. All the LondonCity flight tests are complete.

“We had chief pilot AndrewDixon, one flight test engineerfrom Hawker Beechcraft andtwo CAA flight observers onboard to complete theprocess. This included steepapproaches, engine simulatedfailures after takeoff and anumber of go-arounds. Weshould be completely signed-off and operational in goodtime for the GoodwoodRevival meeting.”

Prescott adds: “Ourprincipal aircraft is theBeechcraft Baron 58 series andwe have two currentlyoperational. Both, unlikemany other aircraft, areapproved for licensed grassairstrips. Additionally we areflying the Mayfair Dove. BillPritchard has now formallyretired as captain and I havetaken the aircraft over.”

The Dove is based atGoodwood, and whileoperated for charter, is also akey attraction for the Conciair

heritage section which hastwo T7 Hawker Hunters ondisplay as well as a Pembroke,a Dakota and a DFH TigerMoth. “All aircraft are in fullairworthy condition. TheHunter T7 372 has been in mypossession for 11 years and isparticularly smart insquadron colours but bothHunters have been the subjectof much interest,” saysPrescott. “I added a heritagesection after forming Conciairin April 2009 with the launchof its base at Goodwood,because I am personallyparticularly enthusiastic tomaintain such a ‘club.’

“It took nine months and a great deal of hard work from many people to gainConciair its AOC. Thecompany’s other prime basesare Bournemouth in Dorsetand Kemble-Cotswold inGloucester, the latest to bebrought into operation.”

The De Havilland Dove,which in its day had featuresranked among the best inBritish aircraft design andmanufacture, had anextensive refit while operatedby Pritchard.

“Powered by two verysturdy Rolls Roycesupercharged engines, itcruises quietly, allowingonboard conversation atnormal speaking levels. Theflight deck boasts an array ofmodern avionics including thesophisticated Trimble GPS,3M Stormscope, dual controlsand full IFR instrumentation,”Pritchard says.

The Mayfair Dove has been operated and main-tained to the standards of the Royal Air Force vip flightand subsequently as part ofthe Queen’s Flight based atRAF Northolt.

The Dove, Prescott pointsout, adds magic to a businesstrip or a day’s golf or shooting.Facilities include a spaciouscabin with six club class seats,courtesy tables, an onboardtoilet and large panoramicpassenger windows. With afive hour maximum range of1,000 nm, the Dove can leave aLondon airport and be inCornwall in one hour and 20minutes and Ireland, Scotlandor Northern Ireland in twohours. It takes even less timeto reach the Isle of Man,Channel Isles or Le Touquet.”

Prescott adds: “We shallshortly be introducing a‘battlefield tour’ section,initially to northern France,twice weekly. Imagine takingoff from Goodwood –originally RAF Westhampnet,a ‘Battle of Britain’ fighter base– and tracking an actual‘invasion route’ out fromPortsmouth to Normandy,flying low level along thebeaches and landing at Caento be met by a luxury minibusfor the onward day trip to the battle locations. With herlarge windows and quiteengines,the Dove is a perfectaircraft for this.”

Prescott has a history ofpiloting interesting aircraft.“My first Baron was a G58flown by me from the Wichitafactory. Unfortunately duringAOC qualification, the aircraftwas precluded due to G1000issues. But this aircraft wasreplaced by an extremelysmart B58 giving Conciair twoaircraft of that type.”

Prescott adds: “The Baronshave a good range and acruising speed of 210kts. Weare in a prime location and the only AOC operator that hasthe advantage of being basedat Goodwood.”

The Conciair Baron passed its tests with aplomb.

Conciair achieves London Cityapproval to make fast international

connections a racing certainty

Cairo-based charter operatorand service centre Alkan Airhas received Egyptian govern-ment approval to maintainand service King Air andHawker Beechcraft aircraft.

“Alkan Air was the firstprovider of private air taxiservices in Egypt,” says gm

Awad Dargham. “The services,which include air ambulance,have grown substantially.

“We also offer a verycomprehensive set ofmaintenance services, partsand line checks and we see this latest approval as akey part of our future

expansion plans.”Alkan Air, launched in

1996, reports continued gooddemand for air taxi services toboth the tourism and businesssectors. Aircraft include theB200 configured for seven andHawker 850 XP which carriesup to eight passengers.

Alkan Air’s new maintenance approvalheralds further expansion


Russia is a growing market foraircraft ranging from the GlobalExpress XRS to the King Air. FourGlobal Express XRS jets have justbeen ordered by Russian clients,according to Bob Horner, svp sales,Bombardier business aircraft. “Thetotal value of the orders isapproximately US$213 millionbased on the 2010 list price fortypically equipped aircraft.”

Client feedback stressesappreciation of cabin comfort andrange with non-stop flights possiblebetween Moscow and Tokyo or NewYork with eight passengers andthree or four crew.

Separately Hawker BeechcraftCorporation (HBC) has delivered itsfirst King Air series turboprop inRussia. Designed for quickconversion from vip transport tophotographic missions, thespecially modified King Air 350 withprovisions for dual digital mappingcameras, was accepted by VasillyPopov on behalf of Aviation &

Applied Ecology of Moscow fromTed Farid, HBC svp internationalsales (pictured). The King Air seriesreceived certification from theInterstate Aviation CommitteeAviation Register of Russia inDecember 2009.

Popov says the King Air series is the type of aircraft that canperform a variety of missionsthroughout Russia and theCommonwealth of IndependentStates where the number of airportsand the aircraft supportinfrastructure are still developing.

“The use of this particularairplane for mapping means that itwill undoubtedly spend a great deal of time away from populatedareas and a traditional supportnetwork. That’s where the ruggeddurability of the King Air will be anobvious asset.”

The King Air 350 is approved tooperate from unimproved as well aspaved runways.

XRS and King Air among aircraft to start making impact in Russia

Russia is showing signs of maturingfrom a market of promise held backby operational difficulties to acountry where private aviationcompanies with the right contactsand expertise can enjoy hard wonprofitable business.

“There has been an easing ofaircraft ownership rules with importtax abolished for models with fewerthan 50 seats,” Leonid Koshelev,chairman of the Russian United

Business Aviation Association(RUBAA), says. “Some aircraft importrules and flight operationsprocedures have been streamlinedand simplified. It is far moreattractive to put a business jet on theRussian register.”

Koshelev says a top RUBAApriority is to encourage the adoptionof more international businessaviation best practices. “There havebeen some encouraging achieve-ments, particularly in the past year.The authorities now share the RUBAAview that corporate aviation is anessential complementary sector tocommercial airlines.

“Government officials, as well asbusinessmen based in Russia or

visiting from abroad, need privateaviation to carry out their workefficiently. Many Russian owners ofprivate aircraft are rethinking theirpolicy of keeping their aircraft abroadand only bringing them into thecountry for flights.”

However, Koshelev admits there issome way to go with aircraft based inRussia still in double figures althoughtotal ownership of private aircraft is in excess of 400. “RUBAA would like tosee far more Russian private aircraftbased in the home country,” he says.“Thousands of new jobs could becreated and owners would be able toenjoy the greater efficiency thatcomes with aircraft being basedwhere they do most business.”

Slow but sure revolution gathersmomentum in less taxing times

Aviaxess has big plans to develop business in Russia.

Confidence When you are buying an aircraft, you need to have confidence in the ability of that aircraft to meet your mis-sion requirements.

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RUSSIAREGIONALREVIEW

UK-based Synergy Aviation hasbased a King Air 200 and flight crewdedicated to air ambulance work atMalta’s Luqa Airport. Synergy mdGlen Heavens says: “Configured witha Lifeport stretcher system and fivepassenger seats, the aircraft isavailable 24-7 and will primarilyserve North Africa.”

The King Air was quickly bookedfor a flight to Tripoli to help an oilworker with acute appendicitis.“Having an air ambulance based in Malta and another based inLondon gives us the flexibility toreact quickly to our customers’requirements throughout Europeand North Africa,” says Heavens.“We are eyeing further opportunitiesin the Mediterranean.”

In Malta Synergy is co-operatingwith Medilink International whichserves clients throughout Europe,Africa and the Mediterranean.

Prime minister Dr Lawrence

Gonzi says Synergy is providing awelcome contribution to Malta’shigh level of medical care.

Back in the UK, Heavens recentlymade a novel landing on a polo fieldin a Piper Warrior trainer to raisemoney for local charity Childrenwith Special Needs Foundation.Synergy Aviation donated a flyinglesson from its flying school,Fairoaks Flight Centre located nearWoking in Surrey, which was raffledafter the final of the Smatt’sInternational Eduardo Moore Polotournament, raising £178. Synergy’smanagement team topped the totalto £250 and the winning ticket wentto an amateur pilot. More than 200guests watched the popular polofixture at the Royal County ofBerkshire Polo Club event inWindsor. A star of the British TVprogramme Dragon’s Den, LeviRoots, welcomed the arrival of CaptHeavens’ aircraft.

Synergy bases King Air in Maltafor air ambulance work

Dragon’s Den star Levi Roots.

Synergy Aviation md Capt Glen Heavens(right) with Malta’s prime minister DrLawrence Gonzi.

are still in “preparation mode.” Fulldetails will not be announced until anofficial launch ceremony in Moscow.But EBAN reported in June that theplans involve a partnership namedJetalliance East, headed by md Igor Chunikhin. Two factory-newCitations, a CJ3 and a Sovereign, willbe based at Sheremetyevo. JetallianceEast will operate under a RussianAOC and is gearing up to marketCitations, provide finance andaircraft management services andmaintenance. The company says:“Being a Moscow-based operator,Jetalliance East has easy access toobtain overflight permissions andcan promptly serve customers todomestic destinations within Russia.”

“The Jetalliance group provision of a seamless flexible business travel solution to and within theRussian Federation means atremendous increase in flexibility,speed and comfort.”

Cessna says it is “particularlyexcited” about the potential ofJetalliance East and believes the newjoint venture between Jetalliance andAeroflot Russian Airlines is well-placed to expand business.

The Russian market is not easy butcompanies that provide an all-round

service are confident of success. Jet-2000 Business Jets describes itself as afull service business aviation providerspecialising in all facets ofmanagement for corporate andprivate aircraft in Russia and othercountries of the post-Soviet area.

Since 1999 it has been providingaircraft management services,aircraft charter, consulting andbrokerage. The core area of Jet-2000expertise is to advise, source, supplyand operate business aircraft so thatthey would be best suited for theoperational and tax environment andthe infrastructure in Russia and otherCIS countries. The company has helda Russian AOC since its establishmentand specialises in business aircraftoperation under Russian as well asEASA and FAA jurisdiction.

“The management fleet comprisesmodern business jets manufacturedby Dassault, Bombardier and HawkerBeechcraft,” the company says. “It isexpected that the number of aircraftwill grow steadily over the comingyears as a result of the recentdevelopments in Russian legislation –namely the abolition of import tax forsome business jet models and thesimplification of aircraft import andownership rules.”


Russia is indisputably a countrywhich needs the point-to-point travelfocus of private aircraft. It isestimated that perhaps 90 per cent ofair traffic generates through Moscowand St Petersburg which confines and constrains business activity,particularly in the cold winters.

RUBAA says these and otherdifficulties mean Russia wouldbenefit from working towardsbecoming one of the world’s mostfavourable countries for owning and operating private aircraft. There are signs that initial gains fromthe development of the privateaviation sector are beginning tomanifest themselves.

Globally strong oil prices havedone private aviation few favours but Russia is an exporter and theincome has strengthened its currencyand encouraged higher levels ofbusiness activity in major cities. Theupturn, and the more welcomingstance of regulators, politicians andlegislators, has brought renewedefforts and interest from privatecharter operators. Still suffering theeffects of the global economicdownturn in Europe and NorthAmerica, operators are keen to makethe most of Russia’s potential.

Strong responseFixed wing and rotary operatorsresponding to new businessopportunities range from Austria’sJetalliance to France’s AviaxessHelicopter & Jet. Frédéric Aguettant,Aviaxess president, and CharlesHergott, president of Allied Aviation, have signed a cooperationagreement for developing privatecharter in Russia.

“An Aviaxess agency is now open inthe centre of Moscow along with abase in Domodedovo airport, Russia’sbiggest,” Aguettant says. “Thisstrategic positioning — at a timewhen the Russian market isbecoming a regular user of businessaviation — is perfectly in tune withthe France-Russia year.”

Aviaxess, which was founded in2002 and has bases already in Toulon,Saint Tropez and Le Bourget, says it ismaking available a fleet of helicoptersand business jets to the Russianmarket. “Aviaxess launched the first business helicopter and jet time

share programme in Europe with itsCorporate Aviacard,” Aguettantexplains. “It now offers a fleet of 35helicopters based in the mainEuropean capitals and 90 businessjets available throughout Europe.Aviaxess also runs a fleet of 12helicopters in Paris and on the Côte d’Azur.”

The move into Russia comes asAviaxess adds an AS 350 B2+ to itsfleet, based in Saint Tropez andmarketed by the Toulon Aviaxessoffice. “This latest-generation aircrafthas a modern cabin enabling fivepassengers to travel in comfort,” saysAguettant. “A high-end fully-equipped model, it is fitted withvehicle and engine multifunctiondisplay. The Aviaxess fleet has themost recent models from theEurocopter and Agusta ranges and isoften a global launch customer.”

Involved for many years in aerialcoverage of major internationalsports events, Aviaxess offers turnkeylogistic support for internationalFormula 1, WRC, GP2 and WSRcircuits, and to transoceanic racessuch as Transat Jacques Vabre, theRoute du Rhum, the Vendée Globeand other major outdoor events likethe Marathon of the Sands.

But Aguettant says: “I amparticularly proud to be taking part ina new joint aviation effort betweenthe two countries. Russia is a vastterritory where scheduled airlinesalone are unable to meet businesstravellers’ needs.”

The heads of state of France andRussia, Nicolas Sarkozy, and DmitriMedvedev, have praised the ventureand this, analysts says, could heraldan era of far more positive supportfrom the authorities and regulatorsfor the development of the privateaviation sector.

Europe and Middle Eastreports growing demand

from RussiaOperators in both Europe and theMiddle East report growing privatecharter demand from Russia with theJetalliance Group among companiesresponding by developingpartnerships and bases in thecountry. Jetalliance’s Michael Holysays the Group’s activities in Russia

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It adds: “Aircraft managementprogrammes at Jet-2000 areelaborate, cost efficient and tailoredto aircraft type, operational profileand client preferences. Jet-2000employs Russian-speaking inter-nationally qualified flight-deck crews;clean and efficient accounting ofoperational costs; top performancecommercial utilisation of aircraft;aviation related legal advice and audits.”

It says Jet-2000 Business Jets wasnamed business aviation operator ofthe year in Russia at the annual Wingsof Russia Award Ceremony in 2005,2007 and 2009.

Belgium-based Abelag’s HervéLaitat says that the high charges atsome airports, including Vnukovo 3,have to be addressed and additionalmeasures taken to further open upthe Russian private aviation marketto international competition.

Turkey’s Arkasair, which may add aLearjet 60 to its fleet in 2011, confirmsbusiness referrals from Russia arerising. The company, based inAlsancak, Izmir, operates aChallenger 300 and a Challenger 604.“Passengers out of Moscow fly mainlyto Europe and the destinations rangefrom Turkey to Switzerland,” says thecompany’s Borga Oyman.

Warsaw-based Blue Jet reports asignificant growth in demand in andaround Poland for private aviationservices. “This is enabling us toexpand our managed fleet,” saysWioletta Kafel, sales executive. Themanaged fleet of Blue Jet, which haschanged its name from Jet Service,now includes a CJ2 and a CJ2+, aPremier 1A and a Learjet 60XR. It alsoowns a Global 5000, a Challenger 300and a Citation XLS.

Kafel says: “Most of our businesspresently comes from Russia andEastern Europe. We have observed asignificant growth in the number ofpeople in the region requiring privateaviation services. A large amount ofbusiness is being referred to us byRussian charter brokers.”

Russian operators are alsooptimistic. Moscow’s Capital Jetsreports that demand for trips toEurope is picking up and there aresigns that business in 2011 will bebetter than in 2010. The companymanages and charters aircraftincluding a 14-seat Challenger 805, a10-seat Challenger 601 and a 39-seatYak 42. It also provides charter brokerservices, consulting on private jetacquisition and maintenance,


Leonid Koshelev, pictured with Jet-2000 staff, is among those welcoming the easing of aircraft ownership rules in Russia.

Continued on next page


business aviation legal support,audit, reservations of vip facilities,hotels and villas, helicopter rentaland yacht charter.

Associate companies providecomplementary services. CapitalTransfers organises crew and in-flightcatering while Capital Heli focuses onhelicopter sale and maintenance andCapital Catering prepares andorganises in-flight catering.

Artem Grek, executive director,says destination demand rangesacross Europe from Turkey to Hollandand as far north as Sweden andDenmark. Russian clients, he says,enjoy comfort and good food. AndrevErshov, executive charter sales, adds:“Our aircraft provide food from thefamous restaurants of Moscow suchas Pushkin, Sumosan and Zolotoy.Hundreds of people make privateflights every day in Russia and we areproud that so many of them useCapital Jets.”

The Comlux Russia team reportsgood demand for the A318 Elitewhich it has based at MoscowVnukovo-3. It says: “The aircraftappeals to clients who like a spaciousand luxurious interior and thecapability to carry up to 19passengers in ultimate comfort. Wefind the latest state-of-the-art IFEequipment and large baggage storagecapability is another plus in thismarket. In addition, our Russianclients enjoy the quality of servicefrom Comlux cabin crew.”

African connectionsThomas Flohr, ceo VistaJet, says: “Ourcentral European operations and

flight traffic have always been high,but demand – particularly in Moscow– has recently started to pick upagain. During peak periods of 2009,we were averaging around six flights aday into and out of Moscow.

“Since April 2010, we have beenaveraging closer to eight flights a day into and out of Moscow owing to the recovery in the banking crisisand oil prices rises. Many of ourRussian clientele are now headingsouth to destinations such as the Cote d’Azur, Sardinia and Turkey for

the summer months.”Flohr points out that the recession

and volatile oil prices have had asignificant effect on the energy sectorwith many Russian businessesaffected. “However, this year’s returnto stability in oil prices has boostedthe Russian energy sector meaningthat oil executives are now flyingmore than ever to meet their bankers,trading partners and visit facilities allover the world.”

He adds: “In the second quarter ofthis year we’ve seen many morecustomers flying between Moscow

and elsewhere in the CIS countries to destinations in centraland west Africa such as Congo,Cameroon, Nigeria, Ivory Coast andGhana, as the two regions continue to work more closely on energyrelated projects.”

VistaJet has recently establishedpresence in Lagos, Nigeria, and is wellplaced to service this trafficseamlessly, Flohr adds. “We’re alsoseeing a lot more traffic flying intoAsia Pacific – traditionally a strongroute for Russian and CIS businesscustomers anyway.”

Flohr says that many previousowners in the Russian market havesold their aircraft following therecession and are looking foralternative solutions to offer them theluxury they want to continue to enjoy,with the schedule flexibility theyexpect, at a price which is both simpleand transparent.

He says VistaJet’s client base inRussia is growing and on-demandcharter utilisation rates areincreasing. “Russian clients areincreasingly becoming appreciativeof the guaranteed availability offeredby our programme solutions

particularly during peak weekendsand high season.”

Flohr says that Russians haverefined and particular mealrequirements and are veryappreciative of in-flight service andunwavering attention to detail. “Weonce had one particular customerwho insisted that his Shchi – a lovelyand typically Russian cabbage soup –was made with fish instead of meat,which is fairly rare. Luckily our best-in-class suppliers were able toprovide us with the soup, cookedperfectly to the client’s request.”

Philippe Fragnière of Switzerland’sExklusiv Aviation Services says theRussian market is shaping up well. Itis developing a partnership withElit’Avia to promote its Challenger605 and its newest Challenger 300based in Moscow Vnukovo.

Michel Coulomb, ceo of Elit’Avia,says: “This partnership combines thestrength of both companies. ExklusivAviation’s services and expertiseenables Elit’Avia to concentrate onoperational matters and aircraftmanagement for the benefit of ouractual and future clients.”

After five years of activities inZurich, Exklusiv has relocated itsheadquarters to new premises closeto the Geneva airport’s privateaviation terminal and is expanding itsfleet by adding more long rangeaircraft. “We are very happy with ourmove to Geneva as it has enabled usto complete our excellent team ofaviation professionals and workclosely with their colleagues inLondon and Moscow,” says Fragnière.

As demand for private aviationexpands, pressure is building forfurther reform of regulations. DinaTkacheva, development director ofPetroff Air which wants to expand itsfleet of aircraft, points to the“imperfection” of aviation laws and customs regulation in Russia.

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VistaJet: bullish on Russia potential.

Frédéric Aguettant, president of Aviaxesswhich has made Russia a priority.

Continued from preceding page


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But she adds: “We hope to expand the fleet of aircraft that we areoperating and enjoy good demand forour wide spread of aviation servicesranging from aircraft managementand operational support tobrokerage, aircraft sales andacquisition and consulting.”

Competitive marketAir charter brokers are positive aboutRussia. David Macdonald, salesdirector Air Partner Private Jets, says: “Our Russian sales activitycontinues to grow steadily in a verycompetitive market and we arepleased with the progress and mostimportantly the positive response wehave received from Russianconsumers to our offering of a qualityproduct and service.”

He adds: “Russian users areworking with Air Partner to charter awide spectrum of aircraft from theever popular large cabin and longrange aircraft down to highlyeconomical aircraft such as midsize,light and the Mustang very light jetswithin Europe. The company’s recent GSA agreement with Air Alsie of Denmark has generatedsignificant interest from establishedusers of long range aircraft within theRussian market and the profile of AirAlsie and Air Partner has risensignificantly within this consumergroup accordingly.”

Air Partner, he says, is welcoming anew Russian broker to join its sales in London, to further support anddrive its work in the country market.“Having a Russian within our team atLondon Gatwick will effectively‘complete the circle’ of service weprovide in that we now have anintegrated team of Russian nationalsbetween Moscow and Londonplugged into our long establishedspecialised private jet broking team in London, dedicated to ourRussian clients.”

Air Partner has been arrangingprivate jet flights into Russia for USand EU multinationals for manyyears. Some 18 months ago it openeda sales office in Moscow andconsequently it has seen a growingnumber of Russian clients using itsprivate jet services.

Macdonald says: “Russia hasbecome a strong market for businessaviation for several reasons. Firstly,the geography of the country,secondly, the personal securityconcerns of the users and the need forgreat flexibility, and thirdly, that usersare often travelling out of Moscow orother Russian cities to destinationsthat are not always well served byscheduled services. The fact thatflights from Moscow are generallylong means that the comfort of aprivate jet cabin is appreciated.”

destinations of the Mediterranean –Nice, Cannes, St Tropez, Sardinia andPalma – are popular.”

Moscow and St Petersburg are theprincipal gateway destinations forinbound and outbound traffic. Theprime business aviation airport forMoscow is Vnukovo, which boastsexcellent and modern facilities on apar with those at any FBO acrossEurope. He adds: “Other airports inthe region offer private aviationhandling services and are good forhandling vips and fast track facilitiesare available on request.

“As the region grows I expect wewill see more Russian business jetoperators flying Western businessjets. This will be a major advance ashaving Western manufacturedaircraft permanently based andavailable in Moscow will lower thecost and convenience of private jettravel in Russia. Currently, themajority of aircraft have to bechartered from outside Russia whichincurs a positioning cost for the user.”

INDUSTRY

Manufacturers respond to growing owner demand

for servicesManufacturers know that the longer-term prosperity of the privateaviation sector in Russia depends onincreasing the number andsophistication of service centres anddedicated facilities.

AgustaWestland has appointedAerosouz as an authorised servicecentre in Russia for its lightcommercial helicopters. Based close


Alison Wressell, marketingmanager at International Air Charter,says the company works with severalRussian brokers. She adds: “We arevery happy with the growth we see from the Russian market month

on month. This is definitely an areawe will continue to expand – in terms of the number of Russianbrokers we employ and the marketingpresence we have targeting theRussian marketplace.”

Sheer scaleRussia has, says Air Partner’sMacdonald, a high proportion of high net worth individuals andbusiness users so the sheer scale ofthe country means that by definitionthere are business people andindividuals with both the means anddesire to fly privately.

“We are seeing demand for bothbusiness and leisure use. Businessusers typically travel to the keyEuropean capitals, leisure users headto the Swiss Alps in winter. Winter sun destinations including Dubai,Maldives, Bali and summer sun

Air Partner reports that cabin comfort is a big factor in gaining business.

Olga Sevcuka, International Air Charter’sLatvian Aviation Consultant, checks out a Challenger at the Jet Expo in Moscow.



to the Moscow ring, the service centrewill provide maintenance and repairservices and maintain a spare parts inventory for whatAgustaWestland says is a growingcustomer base in Russia.

It adds: “The appointment ofAerosouz marks a significantmilestone in AgustaWestland’sstrategy to expand its presence inRussia. Additional service centres will follow in other locations whereour helicopters are operating,allowing the delivery of local supportand to enable customers to maximisethe operational effectiveness of their aircraft.”

Around 20 new generationhelicopters from the AgustaWestlandcommercial range have been sold inRussia. “The company sees furtherbusiness opportunities in the countryacross its product range for a numberof roles including corporatetransport, emergency medicalservice, SAR and offshore transport.”

Aerosouz, established in 2002,specialises in light commercialhelicopter operations, sales, supportand training services. The companysays: “We predict continuingexpansion of commercial helicopteroperations in Russia in an increasingnumber of cities in coming years.”

AgustaWestland is investing long-term as well as medium and short

term. Its new 120,000 sq ft Russianproduction plant at Tomilinom, nearMoscow, will house another finalassembly line for the AW139 mediumtwin that will be operated by HeliVert,a 50-50 joint venture betweenAgustaWestland and state-ownedRussian Helicopters. The AW139 iscurrently manufactured in Italy, aswell as in the US at Agusta’sPhiladelphia plant. The new Russianplant will employ 100 people and isscheduled to begin producinghelicopters next year.

The company says: “Annual

production will be ramped up tomore than 20 helicopters by 2015. Helicopters produced at theplant will be delivered to civilcustomers primarily in Russia andCIS countries.”

Eurocopter says it expects sales ofthe EC175 in Russia to rise. Thecompany says that is has receivednumerous enquiries: “Eurocopterand its Russian subsidiary EurocopterVostok enjoyed a major success atHeliRussia. Russia is home to one of the key customers for the launch of this new aircraft – UTairAviation, one of the country’s largesthelicopter operators.”

UTair says: “Designed to meet theneeds of the oil and gas industry, theEC175 outshines the competition interms of safety, aircraft accessibility,stowage space and comfort.”

Trevor Esling, Cessna’s vpinternational sales, says: “Enquiriesabout Citations are increasingglobally, including from Russia, andwe expect to see that trendcontinuing in the second half of 2010.

“There is presently a move towardvalue-for-money rather than justostentatious consumption in Russia.People still like the convenience andflexibility of private aviation butperhaps want those qualities withoutspending the type of moneyassociated with a large cabin jet. Sowe expect to see smaller aircraftbecoming more popular in Russia.”

Cessna received Russian typecertification for the Citation Mustangfrom Russia’s MAK (InterstateAviation Committee, AviationRegister) in September 2009. MAKhas previously certified five currentCitation production models: the X,Sovereign, CJ3, CJ2+ and CJ1+.

Looking at the challenges aheadfor business aviation in Russia, Esling observes: “Most of theappropriate infrastructure is based inthe greater Moscow area at threemajor airports: Vnukovo,Domodedovo and Sheremetyevo. Asthe demand for business jets grows in the Russian market, additionalFBOs will need to be developed inother regional and secondaryairports in order to support thegrowth of the fleet of business jets


and business jet operations.”He welcomes the repeal of import

duties on aircraft manufacturedoutside the Russian Federation. “Thismove will probably lead to anincrease in the number of businessjets imported into Russia and placedon the Russian registry, rather thanon foreign aircraft registries.”

Esling concludes: “Eastern Europe– and to a lesser extent Russia –produced a strong sales record for usfrom 2003 to late 2007. As theeconomic fundamentals continue tofirm, we expect to see a strong returnto aircraft purchasing and charterfrom these countries. Russia andEastern Europe could well bepositioned to help lead the globalcomeback in business aviation.”

Private aviation facilitiesexpand in key city locations

The future expansion of privateaviation in Russia depends oninfrastructure and owners andoperators have welcomed thedevelopment of new facilities. TheAvia Group says a new businessaviation terminal at Sheremetyevoairport will be ready by next summer.The company says Terminal A willmeasure about 2,700 sq m and have ahandling capability of around 75,000passengers a year. Planned facilitiesinclude vip departure lounges, WiFi-equipped meeting rooms, conferencefacilities, rest rooms and pilot restand briefing facilities.

The development willcomplement the Avia hangar whichcan accommodate two ACJs or BBJsor a number of other jets. Thecompany says: “It is designed to meetdemand for one-stop servicesranging from handling to flightplanning and ramp services torefuelling, security and catering.”

Avcom-D’s Domodedovo businessterminal says it is in the forefront of providing modern facilities. “Theterminal is designed to meet anyrequirements of executives travellingby corporate aircraft to and from Moscow,” it adds. “Separatedfrom the main passenger terminaland other airport buildings itprovides very private, confidentialand secured ground services forbusiness travellers.”

The company highlights a securityguard system, secured parking area,immigration and customsprocessing, on-site crew entry visasupport, pilot’s lounger equippedaccess to ATC, limousine services,luxury passenger lounge, conferencerooms, sauna and showers.

Service providersencouraged by improving

business climateFly Fusion points out that theRussian business aviation market ingeneral and inflight-catering marketin particular are “very young” andthat there is a need for theenforcement of uniform highstandards. But it confirms there is agrowing market for the timelydelivery of quality food andbeverages.

“We offer our services for anyoccasion, anywhere, any time forhandling companies, carriers,brokers, business jet and helicopterowners,” Fly Fusion adds.

This includes delivery of food andbeverages directly to the aircraft; aspecial menu for the crew; individualmenus and dishes on request;providing and renting glassware,textiles and serving items; floristservices; delivery of hand-madecakes, newspapers and magazines;accessories and all related productsto make flights comfortable;preparation and delivery of meals tooffices; special picnic baskets;annual banqueting services; stewardtraining in laying and serving; andfree delivery to all airports.

But Fly Fusion confirms thatuniform high standards need to bemade mandatory and policed.“There is no special committee tosupervise and control sanitary safetyand other specific requirements.There are problems including the useof ill-equipped buildings. Inaddition, many market playersconsider inflight catering as anadditional not main service. Therehave even been instances wheredishes that are prohibited in the dietof airline passengers and crewmembers are supplied purely tominimise costs and sell dishes fromthe main menu of the restaurant.”

Fly Fusion is launching twoseasonal novelties: classical Japanesedishes and a grill menu where meat,poultry, fish and seafood are servedwith special sauces.

Aero-Trade LLC exports parts forRussian origin fixed wing and rotaryaircraft and is considering expandingits facilities, according to commercialdirector Olga Gromova. Thecompany has been encouraged bythe more favourable business climateto assess demand for newtechnologies and a wider range orproducts and services. �

Russian Helicopters, a subsidiary of JSC UIC Oboronprom, part of Russian Technologies State Corporation, and AgustaWestland have set up of a joint civil AW139 medium twin finalassembly plant.

AgustaWestland: developing the Russianmarket.

Aviamarket, founded in 2003, says itanticipates further growth ofdemand for helicopters and trainingfor private and corporate use. Thecompany’s Mikhail Yushkov says:“We are in negotiations with severalcorporate customers for deliveries ofhelicopters to implement varioustasks. Private pilots are becomingmore and more interested.”

The company’s Dmitriy Rakitskiysays this interest has been increasedthrough helicopter tours.Aviamarket’s Elena Rutkovskaya

says: “The company has participatedin dozens of exhibitions and events,organised a number of flights overRussia and abroad and participatedin production of helicopterprogrammes for central Russian TV channels.”

The company performs sales,charter, maintenance and service ofRobinson, Bell, Eurocopter andAgusta helicopters. It owns a helipadin the Moscow region offering threehangars, an open helicopter parkingarea, training and service centres.

Aviamarket predicts a growth in demand for helicopters

Dmitriy Rakitskiy: helicopter tours.



Rising regulation drives aircraft owners underprotective wings of experienced managers

Owners may find little difficulty inbasing the choice of an aircraftmanagement company solely onpractical and commercial consid-erations. However, it can be moredifficult to be wholly objective whendeciding whether to charter out anaircraft, especially if it may berequired primarily for company or forpersonal use.

Some owners do not like thethought of others using their privateaircraft and prefer not to take theincome. Others might decide, forbusiness efficiency reasons, that they want 100 per cent availability of their aircraft. But where income todefray operational expenses is thepriority, owners might have to acceptthat maintenance and charter have to sometimes be put first beforeowner use.

However the first decision isalmost invariably based on whether itis profitable as well as convenient tohave the aircraft professionallymanaged. During the recessionarytimes of the past few years manyowners have been tempted by cut-price offers but establishedmanagement companies confirmthere has since been a trend to putquality, and agreements that last, topof the list of requirements (Abelagand FlyingGroup, EBAN July 2010).

Their assessments are confirmedby Mike Hamlin, md of Hamlin Jet,who says owners should check thatmanagement companies have beenaround for a few years and have agood reputation.

Hamlin adds: “They should alsocheck that the prospectivemanagement companies have up-to-date experience and systems in placefor dealing with all current, andfuture, regulatory and environmentalissues. It is equally important toascertain their crew experiencecriteria and confirm that they have acurrent contract with one of themajor simulator training providers. It is always advisable to get a

reference from one of their longstanding customers.”

The “flight to quality” is said tohave intensified after owners foundthat some management companiesdid not have the resources tomaintain the special deals that wereoffered to attract business.

SPECIAL FOCUS – AIRCRAFT MANAGEMENT

Growing fleetsExecuJet Middle East has recentlyadded two new Challenger 605s to itsmanaged fleet. “Further aircraft areexpected to join the fleet over thecoming months, taking the totalnumber to well over 20 aircraft,” saysmd Middle East Mike Berry.

Berry says ExecuJet Middle Easthas seen a strong recent increase indemand for wide bodied aircraft on the charter market which has inturn led to record numbers ofmovements in their Dubai FBO overrecent months, with figurescontinuing to increase. The groupmanages 150 business jets worldwideand holds eight regional AOCs.

Berry says: “Owners wantmaximum availability and minimumdownturn where their aircraft areconcerned. It is especially importantwhere long haul operations areconcerned to have a good globalchoice. ExecuJet has many authorisedmaintenance facilities throughoutfour regions, certified to work onmost business jets. The group alsooperates six FBO facilities in Berlin,Zurich, Cape Town, Johannesburg,Dubai and Kuala Lumpur.”

The UK-based PremiAir sees

aircraft management as a significantcontributor to its continued growth inbusiness aviation. It also stresses itsmaintenance capability. PremiAir hastaken over the management of a fleetof Learjets and has also acquired anew private jet operating andmaintenance base at London BigginHill. “This follows the launch ofprivate jet charter and managementoperations earlier this year andboosts the number of our UKoperating bases to six,” says groupmd David McRobert. An additional 50jobs will be created to support thenew Biggin Hill operation.

The acquisition for an undisclosedsum from Gold Group Internationalsees PremiAir’s sister company von Essen Aviation take ownership of a number of Learjet 45s. PremiAir’s maintenance business will take over the Biggin Hill facility, which is an EASA approvedspecialist Learjet 40/45 andChallenger 300 maintenanceoperation. “The Biggin Hill facilitybecomes PremiAir’s second fixedwing maintenance operation and willbe an important base for private jetand executive helicopter charteroperations,” says McRobert.

“We’re the largest executivehelicopter charter, management and maintenance servicesorganisation in the UK and thisacquisition now firmly establishesPremiAir in the private jet charter andmanagement arena.

Neil Gibson, PremiAir’s director ofaircraft charter and managementsays: “The new managed Learjet 45fleet will add strong robust capacityto our private jet charter business andwe expect to add additional managedaircraft, including long range wide-body private jets, by the end of theyear. We’ve been managing andchartering executive helicopters for30 years, so our growth into private jet

Mike Hamlin: nearly four decades in thebusiness.

1. Which types of aircraft does the management companyoperate currently? If they are operating three PiperCherokees and a Navajo light twin, then an expensivebusiness jet is probably not going to receive thecorrect sort of care and attention it deserves.

2. What does the management company do aboutaircraft maintenance? If they have their ownmaintenance department staffed by licensed,experienced engineers then you know they meanbusiness. If they have very “loose arrangements” withsub-contracted companies you have never heard of –steer well clear!

3. Are they able to show you their AOC documents easilyand without a fuss? It is reassuring if the documentsare all published on the company’s website andprovide testimony to a reputable operator on top oftheir game.

4. When was the last time the management companywas audited or inspected by a regulator such asEASA? Ask to see the findings of the last inspectionand also the closure actions for those findings.

5. What is the level of communication like? If thecompany is slow to respond to emails and telephonecalls even before you have signed up with them tooperate and manage your expensive asset, then youcan safely assume they will be no better afterwards.

6. Is the management company able to show clearly

what sort of return can be expected if it charters theaircraft on its AOC? If it can provide detailedspreadsheets with breakdowns of fixed costs andvariable costs, all clearly identified, then it looks likeit knows what it is doing. If it is scribbled on the backof an envelope, beware.

7. How big is the company’s fleet and how wellorganised are the offices? Is there a proper qualitysystem in place? If it is an AOC holder and operatorwhat geographical coverage has it got? A worldwideAOC with ETOPS approval is not easily achieved and isa mark of a premier operator.

8. Does the management company attend the majorshows? Does it go out of its way to showcase itsproducts? Does it seem to be proud of what it hasachieved? Positive answers to all these questions areimportant and separate the men from the boys. Thereare an awful lot of pretenders out there and it pays tobe wary.

9. Is the company you are approaching to manage youraircraft prepared to put its offer to you in writing andshow you a sample of copy of its operating agreementor aircraft management contract? If not, then it maywish to avoid having anything which the client cancome back to it with later if the service goes awry.

10. Which lawyers does the company employ? The use oftop law firms can be an indicator of quality.

Questions the aircraft owner should ask and thereasons why the answers are important

Source: Gainjet based on priorities identified through client feedback.

PremiAir's senior management visit Biggin Hill.

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management and charter is a verylogical and natural growth step forour experienced operations team.Uniquely in the UK, PremiAir canoffer clients an integrated helicopterand executive jet managementservice. We’ve essentially grown intoa one-stop-shop for helicopter andjet owners and we’re determined tokeep focused on delivering thehighest quality services.”

McRobert says: “We plan to home-base executive helicopters at Bigginfor charter use, which we recognise is growing fast through majorinfrastructure and facilityinvestment. It’s an extremely rapid 10minute helicopter hop from Biggininto London using our own LondonHeliport shuttle services. The growingfleet of long range private jets basedat Biggin demonstrates aircraftowners’ increasing satisfaction with the airport's benefits. We’redelighted to add Biggin Hill to ourexisting bases at Farnborough,Oxford, Denham, Blackbushe andThe London Heliport.”

Stability is the key“If you are looking to place youraircraft with a management com-pany,” says George Galanopoulos, md of London Executive Aviation(LEA), “you need to start by thinkingof ‘stability’. You need to work with an established company with theproven capacity to survive hardtimes. You want to be confident that

when times are hard again – andevery realist knows that times willalways be hard again soon – yourmanagement company will standfirm. After all, in challenging times,weaknesses in a business model thatmight be hidden by a boomingeconomy are exposed. Cracks widen.Not everybody in executive aviationsurvived the last recession and not

everybody will survive the nexteconomic downturn. When you placeyour aircraft with a managementcompany, you want convenience andpeace of mind; you don’t want thetrouble that comes from dealing withan inexperienced, unstable start-upthat begins to struggle as soon as theeconomy dips.”

Experience is clearly important,

therefore, although Galanopoulossays it is not necessarily vital for themanagement company you choose tobe experienced with your particularaircraft type. “It’s more important,” hesays, “that the company understandsaircraft in the same range as your jet –say, mid-size, long-range or entry-level. I would have no concerns, forexample, placing an EmbraerPhenom 100 with a companyexperienced in managing CessnaCitation Mustangs. An establishedrelationship between the manage-ment company and the aircraftmanufacturer is always helpful too.”

Galanopoulos also stresses theimportance of choosing amanagement company with a goodoverall infrastructure, including a 24-7 operations room. “Aviation, byits very nature, is an internationalbusiness. Time differences between,say, the UK and the Middle East canbe very significant factors. If you needto make business jet arrangementswhen you wake at 07:30 in Dubai,that’s 04:30 in London. You want aprofessional operations room to behandling your request; you don’t wantto be speaking to someone you havejust woken up, on his mobile phone,in the middle of the night.”

A good management company willtherefore employ enough staff to offera reliable service at all times, butGalanopoulos adds: “If a companybecomes too large, customers nolonger receive personal attention. Asa customer, you want to feel you haveaccess to the top management, day ornight, if necessary.”

Top engineering expertise is alsoessential, says Galanopoulos, but heoffers a warning. “You need amanagement company with in-houseengineering expertise, able to identifyproblems, propose solutions andmonitor the quality of any workcarried out on the aircraft. Butremember that if your managementcompany is also a maintenanceoutfit, there may be a conflict ofinterest. You don’t want to beencouraged to spend money onunnecessary work. You need amanagement company withobjective, independent engineeringexpertise, protecting your interests.”

Galanopoulos points out thatthere have been significant changestaking place in executive aircraftmanagement. Historically, puremanagement companies would oftentake care of an aircraft without anAOC. “An owner bringing an aircraftfrom the US to the UK, for example,might have been advised to keep theaircraft on the US register and not toworry about a UK AOC. If simplyoperating the aircraft privately in theUK, there would have been no needto spend money placing the aircrafton the UK register. But now, anaircraft can be put on the register atno cost, so it’s a ‘no-brainer’ decision.

“Firstly, charter income helps tooffset operating overheads andfinance costs, bringing economicbenefits to the aircraft owner. Andsecondly, even if you are notchartering the aircraft, you can enjoytax advantages if you place theaircraft on an AOC. There are stillcompanies offering executive aircraftmanagement without an AOC, butthat business model makes no senseany more. Owners realise it is a lotmore financially viable to add anaircraft to an AOC than to try tooperate the jet privately themselves.”

Galanopoulos concludes: “At LEA,we expect to continue adding aircraftto our managed fleet, particularly inthese challenging times. More thanever before, owners are looking atwhat their aircraft actually cost them. The old days of having anaircraft sitting on the ground, waitingfor the owner to fly once a week, are long gone. Owners now realisethat an aircraft, like any other asset,

ExecuJet Middle East has recently added two Challenger 605s to its management fleet.


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needs to work to earn its keep. Adding a business jet to an operator’sfleet makes financial sense andensures the aircraft is operated safelyand professionally.”

When should an owner considerchartering his aircraft? Galanopoulossays: “As a rule, I would say that if the owner uses the aircraft for up to 400 hours a year, it is still worth chartering.”

Swiss PrivateAviation says demandfor aircraft management continues togrow. There are already around 20aircraft under management. “TheSwiss International Air Lines groupsubsidiary intends to put a strongerfocus on managing larger aircrafttypes, to make greater use of thesynergies available within theLufthansa Group,” the company says.The company’s Peter Koch says: “InMarch the company extended itsbusiness to sales activities for theLufthansa Group’s private jetequipment. The new productsinclude both private jet operationsconnecting with Swiss or Lufthansascheduled services and individualpoint-to-point flights.”

Smaller aircraftCommercially it may almost alwaysbe worthwhile chartering larger,

longer haul aircraft and helicoptersthat have hours to spare. ButJonathan Gordon, md of the UK-based aviation management andbusiness consultancy Atlantic BridgeAviation, points out that smalleraircraft, such as light piston twins,which are operated privately do notusually need a professionalmanagement package.

“A pilot, even part time, should beable to look after the aircraft andorganise maintenance on the LAMPschedule without too muchdifficulty,” he says. “However, if theowner wished to lease the aircraft toan operator they may find it cheaperto have that operator manage theaircraft rather than employ a pilot.”

Gordon adds: “Entry levelcorporate aircraft, operated on amaintenance schedule outsideLAMPS would probably benefit froma management operation. Theseaircraft usually require a type ratedpilot and therefore involve initial andrecurrent training costs. Often theaircraft is too complex for an owner,assuming the owner is not involved in aviation.”

Gordon says: “Assuming theaircraft could be operated by themanaging company then pilots

Challenger 605 readied forMalta registration as newMCM hangar unveiledMalta prime minister Dr LawrenceGonzi unveiled Maintenance CenterMalta’s new hangar in front of 250guests (pictured). Transport Maltaawarded MCM base linemaintenance approval for allcurrent aircraft governed by national regulations.

In addition, a maintenance andairworthiness contract was signedbetween MCM and Orion. MCMearlier carried out a pre-buyinspection of an Orion Challenger605 which will receive Malteseregistration. DC Aviation’s StanleyBugeja presented MCM withmembership of the Malta BusinessAviation Association (MBAA).

MCM is a subsidiary of theMaintenance Center Munich Groupwhich is celebrating its 10thanniversary.

EASA and FAA certificatethe 900LXDassault Falcon has receivedcertification from both EASA andFAA for the 900LX. Based on the900EX, with enhanced performanceand economy, the latest modelburns 35 to 40 percent less fuel thanother aircraft in its class thanks toadvanced lightweight structures, anextremely efficient wing as well asAviation Partners Inc’s blendedwinglets. At its Maximum TakeoffWeight, the Falcon 900LX climbs toFL390 in just 20 minutes.

Russia approves theA119KeThe AgustaWestland AW119Kesingle engine helicopter has beenawarded civil certification in Russia.Orders for six have been placed byRussian customers so far,comprising three already deliveredand three more within the next six months.

The AW119Ke is the only singleengine helicopter that has a cabinseparate from the cockpit, offeringthe space and comfort that can onlybe provided by more expensive lighttwin aircraft.

Hawker Beechcraft expandsMach territoryHawker Beechcraft has named MachAviation Services as an authorisedsales representative in the ChannelIslands and the Isle of Man,expanding its existing role as ASR inIreland since 2007.

VIP kit installed in A320Airbus Corporate Jet Centre hasdelivered and installed in less thaneight hours a conversion kit in anAirbus A320, giving the aircraft adual-role capability – vip orcommercial transport. The kit allowsconversion of the forward passengerarea into a spacious vip section. Thisincludes two double-vip seats andtwo club-four seats, with Hi/Lotables, leather upholstery, woollencarpets and elegant curtains.

Luxurious MustangsCessna has introduced the HighSierra Edition of its CitationMustang, featuring special luxuryeditions of the three currentlyoffered interiors, a special paintscheme, a Garmin G1000 withSynthetic Vision Technology,electronic charts, locking fuel caps as well as unique service andparts programmes.

AgustaWestland rapidresponse centre becomesfully operationalAgustaWestland’s new FleetOperations Centre (pictured) locatednear Milan Malpensa airport alongwith the company’s logistics centre,has become fully operational. “Thecentre has been designed to providea 24-7 rapid AOG response servicefor commercial operators frommulti-disciplinary teams of aboutten specialists,” says BrunoSpagnolini, coo AgustaWestland.

Final G250 joins flight testprogrammeThe third and final Gulfstream G250test aircraft has joined the flight-testprogramme, taking off from BenGurion airport on June 28th. Threetest aircraft have flown over 200hours on more than 70 flights.Highlights have included amaximum speed of Mach 0.85 andaltitude of 45,000 feet and a flightduration of seven hours and oneminute. Type certification isexpected in 2011.

Sloane signs up for morePowersSloane Helicopters has signed acontract for ten additionalhelicopters comprising AW109Power and GrandNew light twinengine models. This latest orderextends to 2012 the multi-yearmulti-aircraft contract anddistribution agreement signed inFebruary 2006, and marks theentrance of the GrandNew light twinmodel into the UK market.

Special Barons enterserviceHawker Beechcraft will begindelivering the first of 12 speciallyequipped 50th anniversary Baronmodels in August. The aircraft willhave elegant interior design featuresand amenities, a choice of fouranniversary paint schemes, andhigh performance Hartzell Scimitarpropellers. Since its introduction in1960, more than 6,700 Barons havebeen produced.

The golden anniversary aircraftincorporates specially engraved, 14-carat gold Baron and 50-yearemblems into the power quadrantand pilot and co-pilot controlwheels, matching wheat leatherseats and removable headrest coverswith an embossed Beechcraft shieldand leather-wrapped yokes in anexclusive wheat finish. The aircraftalso sports a heritage Beechcraftshield sculpted into the velvet cutBaron Brown carpet in the clubseating area. Rosin sun visors, aLightspeed Zulu headset andstandard air-conditioning round outthe internal enhancements.

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Empire builds 23-strong fleetThe Dubai-based Empire AviationGroup (EAG) is an example of aMiddle East headquartered operatorthat has identified and targeted agrowing international demand for aircraft management. It hasadded a new Global Express XRS, aLegacy 600 and a Hawker 900XP toits managed fleet.

Paras Dhamecha, executivedirector, says EAG also managed thedelivery of the Global Express onbehalf of a private owner.

He adds: “These three additionalaircraft bring the total fleet size to 23– one of the largest mixed fleets ofexecutive jets in the region. Thecompany is focusing on developingits aircraft management operationwith a view to extending this serviceto aircraft and owners based beyondthe UAE.”

He adds: “We launched thecompany in 2007 with just twoaircraft and we expect our fleet togrow to 25 by the end of 2010. Our business model is working welland we now plan to extend ouraircraft management services sothat our owners have a choice ofwhere to base their asset and we candevelop our business intern-ationally.” The current managedfleet is based in Dubai.

“The Legacy 600 and Hawker900XP will further complement our

diverse fleet,” Dhamecha says. “Thecompany takes a one-stop-shopapproach to private aviation whichmeans it can help a buyer or anowner search, acquire, finance,manage, operate and charter abusiness jet. Our business andoperations have grown substantiallyyear on year even through the globaleconomic crisis. It has been a greattime for owners to acquire abusiness jet although depressedvaluations have been starting torecover in recent months. Financehas become easier although itsprovision is accompanied by morestringent due diligence applied bylenders.”

Paras Dhamecha says Empire AviationGroup’s aircraft management fleet isexpanding.

David McRobert with a Learjet 45.

points out that managing an aircraftas an owner is both complex and timeconsuming. He adds: “Appointing anoperator to manage your aircraft isoften the most sensible solution as itwill take care of all of the technical,legal, administrative, financial andpersonnel matters allowing you timeto enjoy the freedom of flight withoutthe associated worry and concerns.”

Synergy Aviation says that, unlikemost companies who charge on acommission basis, Synergy charges a fixed fee. “Staffing, parking,insurance and maintenance costs arethen charged at cost. This model isdesigned to be totally transparent(there are no hidden surcharges ordisbursement levies) and mostimportantly it gives Synergy everyincentive to keep costs down on your behalf.”

The priority for owners is to getvalue for money while satisfyingpriorities such as efficiency,availability and reliable support.Mike Hamlin knows what theirpriorities are from personalexperience. He joined Lotus Cars Ltdin 1972 where, as a lone pilot, he wasresponsible for a Navajo, a NavajoChieftain and a Seneca. “Over thenext four years I honed mymanagement skills in getting thebest possible value for the companyout of the small fleet of aircraft. I amnow in my 38th year of buying,selling, managing and maintainingcorporate aircraft and there haveobviously been significant changesof requirements in that time.”

Hamlin adds: “The originalconcept of buying an aeroplane,hiring a pilot and everything workingout well was a well proven route forprivate aircraft owners for manyyears. The owner liked to feel that,along with all other employees, the crew worked for him and thatthey were ‘his men’. However thisstarted to change 25 years ago with the advent of Middle Easternowners for whom individuals were less important. They justwanted to purchase a professional,completely turnkey operatingpackage where individuals were ofminor importance.”

He says this concept grew to bemore attractive to UK andcontinental European companiesover the years as outsourcingspecialised tasks were seen to be evermore important. “They enabledsenior management to concentrateon their core business.”

Hamlin says the 1980s and 1990swere not an easy time beinginterspersed with recessions thatbadly affected corporate aircraftoperations. “They were also nothelped at all by the UK CAA’s view thataircraft management companies

should have an AOC even thoughthey were not conducting any flightsthat were remotely commercial.Fortunately the slow passage ofauthority to EASA has negated thelatter problem as EASA feels that anyprofessional input into a non-commercial private aircraft operationmust be beneficial in terms ofregulatory compliance, and safety, soEuropean management companiesnow do not need an AOC.”

Changing scenarioCompany pilots were originallysomewhat sceptical aboutmanagement companies as they feltsuch organisations posed a threat totheir ongoing employment. Hamlinsays: “This was understandable assome management companiesaggressively, although not alwayssuccessfully, canvassed aircraftowning companies to try and takeover the operation of their aircraftand this was naturally resisted by thecrew that were already employed.However this scenario is markedlychanging as EASA works towardsmandatory compliance even for one-man-band operations withoperations manuals, namedoperations managers, SafetyManagement Systems and manualPLogs and fuel calculations.”

Hamlin predicts: “Private oper-ators will eventually be faced withwatered down ‘son of AOC’regulations. Add to this the EUrequirement to join and comply withthe Emissions Trading Scheme where,rather absurdly, each company’sscheme has to be individuallyapproved and the returns verified atgreat cost by an authorised indepen-dent auditor, and you have acompletely different scenario for acompany pilot.”

An overwhelming logic appears to underpin the need to delegateaircraft management.

Paul Walker, ceo of The SageGroup PLC, a Hamlin Jet managedclient for 13 years, points out: “Abusiness jet is a very complicatedpiece of machinery and operating ittakes wide experience, knowledgeand expertise. If we get it wrong thepotential ramifications and liabilitiesare significant. Do we understand allthe issues involved in controlling thesafe and cost effective use of ouraircraft? We are in software so theanswer has to be ‘No’.”

Hamlin reports: “The prospect ofenjoying removal of responsibility for the growing regulatorycompliance along with the variety,and job security advantages, ofworking for a company managingseveral aircraft means that for the firsttime we are being approached bycorporate pilots asking if we would beinterested in managing theircompany’s aircraft – providing ofcourse that they keep their job! If acompany has several aircraft thenthey can perform all managementfunctions in-house but for thosecompanies with only one aircraft Ican see a slow migration from in-house to managed operation in orderto deal efficiently with the everincreasing regulatory environment.”

He advises: “If the managementcompany you choose actually has itsown maintenance division then youcould be on a winner with buying,selling, managing and maintaining allbeing provided by a one- stop-shop. Itis in this direction that I seemanagement companies playing anever larger role in the futureoperation of corporate aircraft.” �

would be in good flying practice. Themaintenance scheduling is moreimportant and more complicated and needs to be properly managedand advised upon in order tomaintain asset value and to ensuresafe operations.”

A light jet or higher end corporateaircraft, for example the Super KingAir or Lear 45, owned by an individualor a business, definitely should beprofessionally managed.

“These types usually require a twopilot operation and crewing/trainingbecomes all the more important asdoes current flying practice. Themaintenance programme, if notcarefully controlled, will lead to adevaluation of the aircraft and adegradation in safety,” Gordon warns.

Special training needs“Also, these aircraft are often flying inupper airspace using specialequipment – for example RVSMbetween FL290 and FL410 andPRNAV operations. These operationsrequire special training and manuals.Correct control and usage of theapproved minimum equipment listwill maximise utility while keepingoperations safe. All this is in theprofessional domain.”

Gordon points out that there arebenefits and downsides for an ownerleasing his aircraft to an operator.“However, the negatives are few andreally amount to the possibility of theaircraft not being available for theowner’s short term needs and extrawear on interiors.” Such negatives areoutweighed by the benefits.

“These include higher utilisationwhich amortises fixed maintenancecosts and generally keeps the aircraftin better shape mechanically.Systems can fail or jam through lack

of use,” Gordon points out. “Charterprovides an income stream to theowner. While this may not berequired per se, it can have legitimatebenefits in tax and VAT dealingswhich can be substantial. When theaircraft is placed on an AOC there canbe marked savings in fuel costs incertain EEC countries. Themaintenance schedule will be strictlyadhered to under airline rules; pilotswill have training, competency andcurrent experience requirementsacceptable to the regulatory authoritythus providing safe carriage for theowner and the aircraft will be keptclean and looked after within a caringfleet operation.”

Synergy Aviation’s Paddy Magan


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Germany’s ProAir is putting a King AirF90 on its AOC. “This should becompleted by mid-August and willhelp ProAir to serve an expandedcustomer base for passenger flightsand our automotive cargo business,”says gm Andreas Wald.

The aircraft, based at Stuttgart, willbe available 24-7, he adds.

Wald says 2010 has proved asuccessful year for ProAir after a“crises influenced” 2009. “It is a signof a generally recovering economythat all segments are back to normalor doing even better than before2009,” he adds.

The Ukraine’s Challenge Aero andProAir have stepped up andformalised their internationalcooperation with the launch of theChallenge-Pro Air Foundation.

ProAir’s Elmar Monreal says: “The formal union throughChallenge-Pro will build on a numberof successful projects we have carriedout together.”

Challenge Aero’s Sergei Nikiforovsays: “The partnership combines anin-depth knowledge of the Ukrainian,Russian and European markets andincreases the number of handlingdepartments throughout theseregions. We are working ondeveloping business from newsegments of the markets as well asimproving existing services.”

VistaJet has ordered four GlobalExpress XRSs and two large-cabinChallenger 605s for delivery in 2011 and 2012. Thomas Flohr,founder and chairman, says: “Theorder reflects a greater emphasis onlarge, longer range aircraft which willsignificantly increase VistaJet’s long-haul capability.”

He says the company is gainingnew programme and on-demandclients in markets including theMiddle East, West Africa, Russia andthe CIS who typically fly sectors ofmore than six to eight hours.

Flohr says: “Additionally, the orderwill also facilitate VistaJet’s strictpolicy of maintaining a young fleetage profile, with an average age of lessthan two years and with no oneindividual aircraft being more thanthree years old. Once all aircraft aredelivered, the fleet will have in excessof 30 aircraft.”

He predicts the new aircraft willplay a key role in maintainingincreased long haul demand.

VistaJet, headquartered inSwitzerland, has operations centresin Salzburg, Dubai, Kuala Lumpur,and Hong Kong.

VistaJet XRS and605 orders put

focus on meetinglong haul demand

ProAir addsKing Air F90capability togrowing fleet

Jonathan Gordon: maintenance scheduling is assuming greater importance.

WEA’s Beechjet 400A is proving popular.


Aircraft for sale

BOMBARDIER

Challenger 300

2008/9, S/N 20251, TTAF & Eng TSN 350 hrs,

155 cycles, APU, EASA JAR Ops 1, Smart Parts,

MSP, CAMP, Pro Line 21 Avionics, Bombardier

LE spec, 9-pax, aft divan. Professionally

designed & highly sophisticated interior.

Contact: Peter Smales, Indigo Lyon Ltd. Tel:

+44 7760 754 991. Web: www.indigolyon.com.

Email: [email protected]

Challenger 604

2005, S/N 5623. TT 1,633 hrs. 766 cycles. EU-

OPS compliant. Collins Pro-line 4 avionics.

Honeywell Mark V EGPWS. 6 Club in medium

brown leather + 4 seat divan in black cloth.

Airshow 410. Contact: Ben Dean, Airclaims

Limited. Tel +44 208 564 3701.

Web: www.airclaims.com.


Challenger 605

2006/7, S/N 5702, TTAF & Eng TSN 1,352 hrs,

556 cycles, APU, EASA JAR Ops 1, JSSI Tip to

Tail, CAMP, Pro Line 21 avionics, Bombardier

LE spec & 9-pax Exec Floor Plan 1. Airborne

office. Great value. Contact: Peter Smales,

Indigo Lyon Ltd. Tel: +44 7760 754 991.

Web: www.indigolyon.com.


EMBRAER

Phenom 1002010 model. Premium passenger door,weather radar, 2nd Mode S transponder,electronic Jeppesen charts, TCAS 1, ADF,ELT/NAV, cockpit flood lights. Contact: MarkJames, Global Brands. Tel: +44 (0) 1246 868902. Email: [email protected]

HAWKER BEECHCRAFT

800B1989, G-GRGA, Any sensible offer above$2.0m seriously considered. S/N: 8130. TTAF6,230 hours. MSP Gold. Zero time sinceinspections plus new leading edge andailerons. Contact: Roger Stainton, JetFlightLtd. Tel: +44 1353 661636. Email: [email protected]

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

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

Career opportunities

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

WE HELP AVIATION SALES PROFESSIONALS

GENERATE DEALS

Information that moves you forward

US 1 877 426 7828 I Int’l +1 732 530 6400 I www.amstatcorp.com

Using a globally focused, multi-lingual research

team, and a unique combination of live data

and portability, AMSTAT provides the most timely

and accurate market information available.

More importantly, AMSTAT provides the tools

needed to convert that information into effective

marketing programs and valuable sales

opportunities – turning knowledge into revenue.

In a suite of comprehensive services

to meet every business need

AMSTAT PROVIDES INDUSTRY LEADING CORPORATE

AIRCRAFT MARKET & FLEET DATA

� Jets

� Turboprops

� Turbine Helicopters

Global Express XRS2011, XRS with Global Vision deliveryposition, S/N TBC, Pro Line Fusion Avionics,HUD, 3rd Generation EVS, SVS, 8–19 paxsubject to interior choice, fwd & aftlavatories, fwd galley, crew rest area. Selectyour own interior & options. Contact: PeterSmales, Indigo Lyon Ltd. Tel: +44 7760 754991. Web: www.indigolyon.com. Email: [email protected]

Learjet 40XR2008, S/N 45-2096, TTAF & Eng TSN 284 hrs,205 cycles, EASA JAR Ops 1, Smart Parts,MSP Gold, CAMP, “Indy” interior, 6-7 pax.Owner revaluation provides rareopportunity to join Learjet fast lane atpedestrian pricing. Contact: Peter Smales,Indigo Lyon Ltd. Tel: +44 7760 754 991. Web: www.indigolyon.com. Email: [email protected]

For its London office, Exklusiv Aviation Services (Switzerland)SA is looking for a

Charter Sales and Flight Coordinator100 %

Are you looking for a new challenge?

We need:

• A team-oriented person with a sense of initiative• Good Technical knowledge of Business Jets• Flexible towards the organization and duty times• Ability for multi-task work such as selling, organizing andsupervising VIP charter flights• Business aviation background with an operator or charterbroker required

We offer:

• A good remuneration package• A modern Heavy Jets aircraft fleet• A nice team work in a small team where everyone brings hisown input• Interesting and varied tasks, working with people from manycountries• A work where everyday is different and filled with your ownchallenges and decisions

We are awaiting your application documents by e-mail [email protected]

Geneva

London

Moscow

Nice

Istanbul

Exklusiv Aviation Services(Switzerland) SAMs Akiko MatsumotoICC – Block G – 1st floorRoute de Pré-Bois 20P.O. Box 1907 1215 Geneva 15

Phone +41 22 788 37 28Fax +41 22 788 37 30

[email protected]

SaxonAir celebrates Hawker400XP debut success

SaxonAir, the first UK charteroperator to add the Hawker 400XP toits AOC, reports that clients havewelcomed the new aircraft’s arrival. Ithas acquired one 400XP which isbased at its Norwich headquartersand is managing a second positionedat Edinburgh Airport in Scotland,Hawker Beechcraft Corporationconfirms.

Celebrating the successfulintroduction are, from left, JamesPalmer, commercial manager, andNick Highton, chief pilot, SaxonAirwith Steve Morgan, Hawker regionalsales director, Hawker Beechcraft andHoward Povey, Beechcraft regionalsales director, Hawker Beechcraft.

DRF Luftrettung flew 17,975helicopter rescue missions as well as364 worldwide repatriations from 31HEMS bases in Germany, Austria andDenmark in the first half of 2010.

“In Germany alone the helicoptercrews were alerted 16,645 times in thefirst half of the year to what oftenproved to be life-saving rescues,” saysceo Steffen Lutz. “In 3,903 casestransport of intensive care patientsbetween clinics was involved. In totalthe German crews flew 275 morerescues than in the same period of theprevious year.”

Lutz says: “The time factor isdecisive in air rescue particularly inrural areas where Germany faces adecrease of emergency physicians. Asa consequence helicopters are beingused more and more to bring theemergency physician rapidly to theemergency scene.”

In Austria DRF Luftrettung’shelicopters flew 794 missions. Thefirst Danish air rescue base wasopened in Ringsted in May and,during the first two months ofoperation, its helicopter responded to172 alerts.

DRF Luftrettung, in coordinationwith Luxembourg Air Rescue, alsocarried out 364 repatriations underthe European Air Ambulance banner.“Six ambulance aircraft flew to 70countries worldwide,” says Lutz.DRF Luftrettung currently operatesmore than 50 helicopters.

DRF: rising demand for missions.

DRF Luftrettungmakes vitaldifference

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

For the latest job opportunities, see:

www.ebanmagazine.com/mag_jobs.html

OUR NEXT ISSUE:SEPTEMBER 2010

FINAL BOOKING DATE:AUGUST 23rd

With a current fleet of 17 Jets and growing fast, FAI is operating

and maintaining one of Europe’s largest fleet of Business-Jets.

We are looking into hiring a highly motivated and well experienced

Director of Charter-Sales (Heavy Jet) (f/m)

Responsible for Marketing + Sales of our Heavy-Fleet consisting of

Global Express, Falcon 900 and Challenger 604

Candidate should have an adequate background in General Aviation

Business, especially in Executive Charter.

Place of work will be Nuernberg, Germany (NUE) where FAI’s new state of the art hangar and office-building, representing an investment

of €10 m, is under construction for occupation in early 2011.If you are interested in joining our successful team,

please apply with CV:

FAI rent-a-jet AG, att.: Chairman’s Office

Flughafenstrasse 100, Nuernberg 90268, Germany

e-mail: [email protected], www.rent-a-jet.de

Beechcraft KING AIR B200GT / WHY I FLY

Ask Lars Thrane if he flies any aircraftbesides a Beechcraft, and his answer is simple:

“No. Never thought about it.”

Power, dependability and performance in Europe’s most popular business aircraft1

.

LEARN MORE, VISIT HawkerBeechcraft.com/BeechcraftEUROPE, MIDDLE EAST & AFRICA +44 (0)1244 523 803ASIA-PACIFIC +852.3756.3755 UNITED STATES & THE AMERICAS +1.800.949.6640

With customers worldwide, Thrane & Thrane is a leader in mobile satellite communications.

So when Lars Thrane isn’t flying for pleasure, he’s flying between his company’s two facilities in

Denmark—and anywhere business takes him in Europe. His choice is a King Air B200GT. WHY?

“The only aircraft that satisfies all of our requirements is a King Air. From unimproved airstrips

to mountain flying, YOU CAN DO WHAT YOU WANT, WHENEVER YOU WANT. It’s a reliable

workhorse, so when developing our AVIATOR 200 aeronautical broadband system, I only con-

sidered the King Air to showcase our product.” And the King Air B200GT is one of the greenest

aircraft in its class, making Europe’s most popular business aircraft the most responsible choice.

1.PER EUROCONTROL STATISTICS AND FORECAST SERVICES (STAR FOUR) AIRCRAFT MOVEMENTS FOR THE PAST THREE CONSECUTIVE YEARS. ©2010 HAWKER BEECHCRAFT CORPORATION. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

european business air news - august 2010

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