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00 ABACE Convention News • March 27, 2012 • www.ainonline.com

New Chinese airliners could be first homegrown bizjetsby Gregory Polek & Charles Alcock

Prospective Chinese business jet own-ers have an excellent choice of Western-made products here at the ABACE show in Shanghai, but might they one day be able to buy a business aircraft built in their own country?

Reports have been brewing in recent months that at least one Western manu-facturer is in talks with China’s Comac aerospace group with a view to some sort of joint aircraft development. But, as of press time, nothing had been confirmed.

Meanwhile, Embraer is supposedly firming up plans to build its existing Leg-acy executive jet models at the Harbin fac-tory in northern China, where until last year it was building some of its regional airliners. The facility is a joint venture with Comac subsidiary Avic.

The most obvious starting point for a truly indigenous Chinese business jet would be to develop VIP versions of the latest Chinese airliners, Comac’s C919 and ARJ-21. The C919 is close in size to the Airbus Corporate Jetliner and Boeing Business Jet families of aircraft, while the ARJ-21 is roughly in the size category of a Bombardier Global 5000. Both are cur-rently planned for high-density airline service, but carrying far fewer passengers in VIP mode their range profiles would grow considerably –especially if addi-tional fuel tanks were an option.

The Civil Aviation Administration of China (CAAC) issued type inspection authorization for the ARJ21-700 in Feb-ruary, allowing it to begin the final pro-cess of flight-test certification. Hoping to gain type approval by the end of this year, Comac has seen the 85-seat ARJ21 suffer through four years’ worth of delays thanks to a series of unspecified design changes and flight test “discoveries.” Four flight-test

airplanes participate in the program.Comac’s part ownership in ARJ21

launch customer Chengdu Airlines has lent the manufacturer a certain amount of latitude to extend the program’s development. In 2009, government-owned Comac reached an agreement with Sichuan Airlines and Chengdu Investment Company to restructure Chengdu-based Airbus A320 opera-tor United Eagle Airlines, rename it Chengdu Airlines and place a firm order for 30 ARJ21s. The arrangement increases the airline’s capital base from 300 million yuan ($44 million) to 680 million yuan ($100 million) and gives Comac a 48-percent share, while Sich-uan Airlines and Chengdu Investment retain, respectively, 40.97 percent and 11.03 percent of the reorganized entity. It is unconfirmed how many total firm orders Comac holds for the ARJ21.

Since Chengdu’s formation, the ARJ21’s highest-profile Western supplier–engine maker GE–finished ground test-ing of the airplane’s 16,000-pound-thrust CF34-10A turbofans at its Peebles, Ohio test facility and received U.S. Federal Avi-ation Administration Part 33 certification in July 2010. The U.S. company, which also supplies the thrust reversers and nacelles, has manufactured a total of 10 engines for the flight-test program, along with eight production engines built at the GE plant in Durham, North Carolina.

The delays to the ARJ21 could affect the timing of development of the newer C919 for Comac, whose engineering resources have become stretched due to the continuing need for their engagement on the regional jet, which has been under development for longer. Nevertheless, after


Continued on page 8 u

中国新客机或可成为首架国产商用喷气机撰稿人：Gregory Polek、Charles Alcock

在上海举办的亚洲商务航空会议和展

览会中，有眼光的中国商务喷气机营运商

能够选购到心仪的机型，不过在将来也许

他们能够采购到国产商务机。

根据报道，近几个月有至少一家西方

飞机制造商正在与中国商用飞机有限责

任公司洽谈有关联合开发生产的事宜。

不过至该报道截稿，并未透漏任何确实

的消息。

与此同时，巴西航空工业公司有意在

中国北部的哈尔滨飞机制造厂生产其经典

喷气机机型，该厂截至去年为止一直在生

产其他支线机型。该项目是巴西航空工业

公司与中国民航局下属的中国航空工业集

团共同筹建的合资项目。

打造中国商用飞机有限责任公司下

C919与ARJ-21这两款机型的VIP版本，这

是中国迈入自主生产商务喷气机的显著

起点。C919与空中客车以及波音公司的

同类机型在尺寸上基本相当，ARJ-21则与

Bombardier Global 5000的尺寸接近，这

两款机型皆为高密度航空服务而打造，不

过相应的VIP机型载客量要少得多，其航

程也显著提高，尤其是加装副油箱之后。

中国民航局在二月份为ARJ21-700发放

了机型检验许可，允许其进入最后的飞行

测试。由于之前一系列的设计变动及飞行

测试问题，载客量为85人的ARJ21的生产

被推迟了四年，并有望在今年投产。有四

架飞行测试飞机参与计划。

中国商用飞机有限责任公司对ARJ21的

研发仅有部分所有权，这在计划执行上给

了其合作伙伴成都航空公司相当的自由

度。2009年，国有企业中国商用飞机有限

责任公司与四川航空公司及成都投资公司

达成协议，对坐落在成都的空中客车A320

生产方鹰联航空公司进行重组，并向该厂

订购了30架ARJ21型飞机。

该协议将该公司的资本由3亿元（4400

万美元）提升至6.8亿元（1亿美元），中

国商用飞机有限责任公司握有该公司48%

的股份，四川航空和成都投资公司各占有

公司改组后40.97%和11.03%的股份。目前

中国商用飞机有限责任公司具体的ARJ21

订购数量仍未可知。

该公司成立后，ARJ21部件供应商中

最为知名的，同时也是其发动机供应商，

美国通用电气公司在俄亥俄州皮尔布斯

测试基地完成了对该机16000磅推力的

CF34-10A涡轮风扇发动机的地面测试，并

于2010年7月获得了美国联邦航空管理局

33号部件认证。通用公司同时负责供应该

机型所需的推力反向器及发动机舱，已经

交付了10个飞行测试用引擎以及另外8个

在北卡罗来纳州北部达勒姆通用工厂生产

的8个原厂引擎。

对中国商用飞机有限责任公司来说，

不乐观的消息是ARJ21的延迟投产将影响

C919改装型的研发，对支线机型的研发

已经在相当长的时间内被停滞，而近期

支线机型的需求增长势必造成C919改装

型研发资源的紧张。即便如此，在去年

12月9日通过了国家级初步设计审议后，

载客量为168人的C919已经进入细节工程

设计阶段。

在成都，去年12月19日进入了正式投

产的第一阶段。今年，中国商用飞机有限

责任公司计划全面铺开细节设计工作，

发布设计图纸并开始进行“整体试投产”

。该机型计划于2014年首飞，2016年正

式服役。

C919的部件供应商还包括穆格飞机集

团，该公司上个月签署了相关意向书，

有意向C919供应高升力系统，包括襟翼

及缝翼驱动系统、驾驶仪、电控系统、

动力驱动装置、机翼端制动器、变速

器、以及杂项组件。

来自德国的利勃海尔航空公司也于上

月与中国商用飞机起落架生产集团签署了

所谓总协议，有意向C919提供空气管理系

统和起落架。2011年6月，利勃海尔与中

国商用飞机起落架生产集团签署了相关意

向书，共同研发及组装主前起落架以及配

套的牵引和前轮转向系统。

在上月新加坡举办的航空站中，中国

商用飞机有限责任公司与亚洲近来发展迅

速的租赁商中银航空租赁公司（隶属中国

银行）签署了20架飞机的启动客户协议，

以此作为C919总的供货协议的铺垫。据中

国商用飞机有限责任公司透漏，C919已经

签订了235个零部件的供货协议，大部分

供货商为中国国内的公司及租赁商。

Comac’s ARJ21 is set to complete certification by the end of 2012 and, if reconfigured as a business jet, would compete in the same market segment as Bombardier’s Global 5000.

Comac’s C919 airliner is in the same size category as the Airbus Corporate Jetliner and the Boeing Business Jet, but it has some way to go before entering service in its air transport configuration.

中国商用飞机有限责任公司C919机型与空

中客车以及波音公司的同类机型在尺寸上

基本相当，不过在服役之前仍然有相当的

工作要做。

中国商用飞机有限责任公司ARJ21机型计

划于2012年年底完成认证，如届时被定

义为商务喷气机，则将成为Bombardier's

Global 5000在市场上的竞争对手。

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AIN_ABACE_Fleet.indd 1 3/2/12 4:53 PM

SE Asia bizav set for expansionSoutheast Asia is increas-

ingly being identified as the con-tinent’s next aviation hot spot, based on annual economic growth rates there of around 5 to 8 percent. That’s what airliner manufacturers like Boeing are

seeing in fast-growing countries like Indonesia, and prospects for business aviation growth appear to be following suit.

In fact, Indonesia’s Presi-dent Susilo Bambang Yudhoy-ono has just received approval to

invest $60 million in a pre-owned Boeing Business Jet. Meanwhile, Boeing Southeast Asia president Ralph Boyce recently identified Indonesia, along with neighbors Singapore, Thailand, Malaysia and Vietnam, as nations that will

lead the charge in fleet expan-sion, followed by other currently sluggish markets, such as Myan-mar, Cambodia and Laos.

Doubtless, this is what has just prompted Hong Kong-based start-up/investor match-maker Angel Investment Network to advertise an oppor-tunity to get involved in a new business aviation company

based in Batam Indonesia. The group is looking for an initial investment of just $1.3 million.

Judging by the growing numbers of business jets parked at Jakarta’s Halim Perdanaku-suma Airport, the Indonesian boom is already under way. The airport was the Indone-sian capital’s main airport until the 1985 opening of Soekarno-Hatta International Airport, and now has capacity for gen-eral aviation expansion.

For more information on Indonesia’s business aviation prospects see Thursday’s edition of ABACE Convention News on March 29. –L.M.


passing the state-level prelimi-nary design review on Decem-ber 9, the 168-seat C919 entered its detailed design and engineer-ing development phase.

Formal production of the first part began last December 19 in Chengdu. This year Comac plans to roll out detailed design work, release all production drawings and start “overall trial manufac-ture” ahead of first flight, sched-uled for 2014, and entry into service, planned for 2016.

The C919’s list of Western suppliers include Moog Air-craft Group, which signed a let-ter of intent last month to supply the airplane’s high-lift system, including all flap and slat actu-ation, pilot interfaces, electronic controls, power drive units, wing-tip brakes, gearboxes and miscel-laneous components.

Another Western supplier, Germany’s Liebherr Aerospace, signed so-called master agree-ments last month to supply the C919’s air management system and landing gear with China’s AVIC Landing gear Advanced Manufacturing Corporation (LAMC). In June 2011, Lieb-herr signed a letter of intent to form a joint venture with LAMC to develop and assemble the main and front landing year along with the associated exten-sion and retraction system and nosewheel steering system.

Comac padded its order-book for the C919 during last month’s Singapore Airshow with a launch customer agree-ment for 20 of the aircraft with one of Asia’s fast growing les-sors, BOC Aviation, which is part of the Bank of China. The C919 has now drawn orders for 235 units, according to Comac, mainly from Chinese-owned airlines and lessors. o

Chinese airliners homegrown bizjetsuContinued from page 6

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For Boeing, big is beautiful when it comes to business jetsby Kirby J. Harrison

With Chinese customers having expressed a clear preference for larger private aircraft, it is little wonder that Boeing Business Jets has proved popu-lar in greater China. Of the 10 BBJs sold so far, four are in service–two with Deer-Jet in mainland China, one with MetroJet in Hong Kong and another with a private owner in Taiwan. Three more BBJs are having their VIP interiors completed (one more for DeerJet, one for Beijing Airlines and another for a private owner), while three more are on order (yet another for DeerJet and a pair of the larger BBJ2 ver-sion for private owners).

The BBJ on display here at ABACE is one of the earliest Boeing produced, hav-ing been manufactured in 1998. The cabin features six sections: an office; a main lounge; a dining and conference area; a second lounge; a shower; and a lavatory.

The aircraft is for sale and is being offered through brokers Freestream Aircraft.

But Boeing now has something bigger to offer private fliers needing more space: a Jumbo Jet. Earlier this month, it deliv-ered the first example of its new 747-8 that is to be outfitted with a VIP interior.

The aircraft was flown from Boeing’s factory at Everett, Washington, to Wich-ita, where the manufacturer’s Global Transport & Executive Systems divi-sion is fitting the Aeroloft kit developed by U.S. company Greenpoint Technolo-gies. The Aeroloft is located aft of “the hump,” above the 747’s main deck. It will add another 393 sq ft (37 sq m) of private space to the 4,786 sq ft (445 sq m) on the main deck and upper forward lounge.

From Wichita the airplane will be flown to Hamburg, Germany, for the larger cabin completion work to be done by Lufthansa Technik. While the interior will incorporate the latest technology, an elevator to transport passengers between the main deck and ground will not be among the amenities. But such elevators are available from Greenpoint Technol-ogies in Kirkland, Washington, and L-3 Platform Integration of Waco, Texas.

In its final form, the new head-of-state 747-8 will be capable of carrying up to 100 passengers and will have a range of approximately 8,840 nm (16,360 km).

The company also claims that with a normal cruise speed of Mach 0.86 (1,053 km/h), it is the fastest large commercial jet. Boeing also points out that the 747-8 can be accommodated by most of the world’s airports, and that the pilot type rating is the same as that for earlier 747s.

A second 747-8 is nearing deliv-ery, a Boeing spokesman said. It is one of the original certification test aircraft and considerable work was required to remove the test equipment prior to deliv-ery. Boeing Business Jets claims to have orders for a total of nine VIP 747-8s. o


波音对商用喷气机野心勃勃撰稿人：Kirby J. Harrison

在中国消费者显示了对大型私人飞

机的偏爱后，波音公司商用喷气机在大

中华区的倍受青睐也就顺理成章了。在

已售出的10架BBJ飞机中，4架已经在

服役中—其中两架由金鹿公务航空有限

公司营运，另外两架的持有者分别为香

港MetroJet和台湾的某私人拥有者。目

前，3架BBJ已经完成了内部的VIP装潢

(金鹿订购了第二架、北京航空公司订购

了其中一架、另外一架为私人订购），

还有另外3架已在订购中（金鹿订购了第

三架、其余两架皆为私人订购）。

亚洲商务航空会议和展览会上所展示

的是波音公司在1998年制造的较早机型，

其在波音737框架的基础上拥有良好的内

部空间，客舱由6部分构成：办公室；主

休息室；用餐及会议区；第二休息室；

浴室；卫生间。该机型目前由经纪商

Freestream Aircraft公司负责销售事宜。

对需要更大客舱空间的私人飞行者来

说，波音公司现在能够提供特大型喷气

机。本月早些时候，波音公司发布了首

款未经VIP内部装修的新型747-8。该机从波音公司位于华盛顿Everett的

工厂被运抵Wichita这一全球运输及执

行分部，并将在此加装由美国绿点科技

公司研制的航空套件，该套件将装配于

747主舱上方尾部的突起部，这将使得

主舱及前休息室上方面积在原来4786平方英尺（445平方米）的基础上再增大

393平方英尺（37平方米）

之后该机将从Wichita运抵德国汉堡，

由汉莎技术公司在此完成加大客舱的剩余

工作。内部配备将使用最先技能的科技，

但主舱和地面之间的乘客升降机并不在这

一范围内。但升降机将由位于华盛顿柯

克兰的绿点科技公司以及德克萨斯的L-3 Platform Integration of Waco公司提供。

最终完成后，无以伦比的747-8将能载重最多100名乘客，航程可达8,840 nmi（16360公里）。据波音公司透露，与747-400相比，该机型配备了双数字油耗及废物排放控制装置，其安静程度提高了30%。

波音公司还称，在0.86马赫（1053公里/小时）的正常航行速度下，该机型是速度最快的商用喷气机。同时，波音公司指出，747-8能够为世界上大多数机场所支持，其飞行员及地勤方面的要求与早期的747机型相比差异不大。

波音公司发言人称，第二架747-8很快将交付使用，该机是之前认证测试飞机中的一架，在交付使用前仍需做大量的工作以移除相关测试装置。波音商用喷气机公司称目前VIP型747-8的订购量已达到9架。

波音公司同时供货的机型还包括新型VIP版787 Dreamliner（详情请阅第00页）。

When Boeing delivered the first VIP example of its 747-8 airliner earlier this month the aircraft was flown by none other than Boeing Business Jets president Steve Taylor, right. The 747-8’s first stop was Wichita, where it is being fitted with an Aeroloft kit for making more space available in its upper deck, before continuing to Hamburg in Germany, where Lufthansa Technik will install the rest of its lavish VIP interior.

本月早些时候，波音公司交付其首架VIP型747-8样机时，负责运输工作的

不是别人，正是波音商用喷气机公司总裁Steve Taylor。 747-8的首站是

Wichita，在此安装飞行套件以加大客舱上部面积，之后运往德国汉堡，

由汉莎技术公司完成剩余的VIP奢华装潢。

This is the cabin that ABACE visitors can view inside the Boeing Business Jet on display here in Shanghai. Built back in 1998, the jet is being offered for sale through Freestream Aircraft and in its current configuration can seat up to 18 passengers in great comfort.

如图所示，亚洲商务航空会议和展览会上观众

能够参观波音商用喷气机的内部情况。该机型

目前由经纪商Freestream Aircraft公司负责销

售事宜，其目前配备的最大载客量为18人。

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With countless technical delays, Boe-ing’s new 787 Dreamliner has been a long time coming, but for prospective VIP cus-tomers it is likely to prove worth the wait. When the smoke clears, the 787 is likely to go down as one of the great airplanes of all time, not least because of the leap forward it represents in terms of the use of composite materials in place of metals.

As an airliner, the 787 will seat 210 to 250 with a range of 7,650 to 8,200 nm (14,158 to 15,176 km). In VIP configura-tion with 24 to 35 passengers sharing the 2,400-sq-ft (223-sq-m) cabin, the 787-8 will be able to remain aloft for nearly 22 hours and fly 9,590 nm (17,748 km) non-stop, connecting virtually any two points on the globe. In the belly there is space for 4,400 cu ft (125 cu m) of cargo. A follow-on stretched model, the 787-9, will add 300 sq ft (28 sq m) of cabin floor space and fly 400 nm (740 km) farther. This is

all the airplane most ultra-billionaires and heads-of-state will ever need. And with an estimated finished price well above $200 mil-lion, it should be.

I have been a big fan of composite airplanes–ones made of fiberglass and/or carbon fiber–since I started flying very small ones in 1994. In the not-too-dis-tant future, I suspect, all airplanes will be built this way, since the advantages

over metal construction are so numer-ous: there’s no corrosion; they’re easier to repair, lighter and stronger with better fuel economy; they can be more aerody-namically shaped; and they can be assem-bled faster and with far fewer fasteners. On the 787, composites gave Boeing engi-neers the ability to design a super-effi-cient wing that incorporates a somewhat disconcerting looking aerodynamic twist and raked wingtips.

Composite aircraft have another big advantage: Because a composite fuselage needs far fewer support structures, such as ribs and stringers, than a metal air-plane, the same diameter fuselage yields much more cabin volume and passen-ger comfort. In business jets, you can see this on Hawker’s Beechcraft’s Premier IA and Hawker 4000 models as well as on Bombardier’s new Learjet 85.

Composite aircraft also look cool. No rivets. No ugly, wavy sheet-metal skins. And when mated to new-gener-ation fuel-efficient engines from Gen-eral Electric and Rolls-Royce, the 787 will burn up to 20 percent less fuel than comparable metal aircraft, according to Boeing. Given the price of oil, that makes a big difference.

Lured by this claim, the airlines have ordered more than 800 Boeing 787s worth an estimated $132 billion. Added operational efficiency was not the only attraction. Many of these orders were from airlines in countries where, not coincidentally, local aerospace firms

由于技术故障导致了无数次的交付延

期，波音公司的新型787 Dreamliner客机让

人等得有些望眼欲穿，但对潜在的VIP客户而言，这种等待绝对值得。当这层神秘

的面纱最终落下时，所有置身787身旁的

人都会由衷地感叹，它不愧为当代最成功

的机型之一。尤其是它采用复合材料代替

金属材料，实现了技术上的巨大飞跃。

作为大型客机，787可容纳210-250位乘客，航程达7650-8200 nm（14158-15176 km）。采用VIP配置时，24-35位乘客可分享2400 ft2（223 m2）的舱内空

间。787-8可在全球任意两点间进行22小时不间断飞行，航程可达9500 nm（17748 km）。其机腹下的货舱容积达4400 ft3（125 m3）。作为后续改进型的787-9，其机舱面积又增加了300 ft2（28 m2），

航程延伸400 nm（740 km）。这是多数

亿万富翁和国家首脑们梦寐以求的梦幻机

型。其预计最终造价在2亿美元以上。这

是理所当然的。

我一直是复合材料飞机（采用玻璃纤

维和/或碳纤维材料制造）的铁杆粉丝，

因为从1994年开始我就驾驶采用这种材料

制造的超小型飞机。我认为，在不久的将

来，所有飞机都会采用这种材料制造，因

为与金属结构相比，其无可匹敌的优势数

不胜数：不腐蚀、易于维修、重量更轻、

结构更坚固、燃油经济性更高，其外形设

计不仅更符合空气动力学的要求，而且整

体组装周期更短，使用的紧固件数量更

少。波音公司的工程师们利用复合材料为

787设计了一种将外表奇特的气动扭曲和

倾斜翼尖融为一体的超高效机翼。

复合材料飞机还有另外一种显著优势：

与金属材料飞机相比，复合材料机身需要

的支撑结构（如翼肋和纵梁）更少，因此

同直径的机身能产生更多的机舱容积，乘

客也会更舒适。以商务喷气机为例，豪客

比奇公司的Premier IA和豪客4000型，以

及波音公司最新研制的里尔85型都是这类

应用的典范。

BOEING 787 AT A GLANCE

Price (green) $185 million

Typical completion cost $40 million to $70 million

Passengers (VIP typical) 24 to 36

Crew 2 to 4

Range 9,590 nm (17,748 km)

Max. cruising speed 510 knots (944 km/h)

Cabin

Length: 167.3 ft (51 m)

Height: 8 ft 2 in (2.49 m)

Width: 18.0 ft (5.49 m)

Source: Boeing

性能参数 AT A GLANCE

价格（绿色） $1.85亿美元

标准内饰完工成本 4000万-7000万美元

乘客（VIP） 24-36 人

机组人员 2-4 人

航程 9590 nm (17748 km)

最高巡航速度 510 knots (944 km/h)

长度

长度: 167.3 ft (51 m)

机舱: 8.2 ft (2.49 m)

高度: 18.0 ft (5.49 m)

资料来源：波音公司

波音公司的远程787型梦想客机（Dreamliner）值得期待

Boeing’s long-legged 787 Dreamliner worth the wait

撰稿人：Mark Huber | by Mark Huber

MA

RK

WA

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www.ainonline.com • March 27, 2012 • ABACE Convention News 13

received large 787 supplier contracts. Japan’s All Nippon Airways has ordered 55 of the 787s and Japan Airlines another 35. Tokyo Rayon (Toray) has a contract to supply $6 billion worth of 787 car-bon fiber composite. Mitsubishi is build-ing the central wing box and Kawasaki is building some of the fuselage sections. The parts are flown to Boeing’s factory in Everett, Washington, in specially mod-ified 747 freighters called “Dreamlifters.”

There are numerous other examples of connect-the-supplier-to-sales-dots on the 787 with fuselage subassemblies coming from six companies worldwide. Many of them had never fashioned such large assemblies from composites before and, not surprisingly, there were quality-control problems and resulting delays. Things became so snarled that Boeing ended up buying a key supplier to straighten them out.

Playing catch-up with such a bulging order book, Boeing decided to build a second assembly line for the aircraft in Charleston, South Carolina, next to the plant of that key supplier, Global Aero-nautica. The plan is to ramp up to 10 air-planes a month by 2013, with seven built in Seattle and three in Charleston.

Complications and controversies aside, passengers will notice signifi-cant interior improvements on the 787. Among them: less cabin noise from the

quieter engines; larger windows; better carry-on stowage; electro-chromatically controlled window darkening; sleek and sculpted ceilings and sidewalls; vari-able LED mood lighting; improved cli-mate control; and an overall feeling of greater spaciousness and openness.

Boeing has authorized six centers to provide VIP interior completions for the 787. Some designers already have fielded ambitious interior concepts for the aircraft that include a second level, giant big-screen theater room, band stand, full bar, trans-parent floors, fitness center, sauna, library, walk-in shower, formal dining room, gourmet kitchen and extraordinary color schemes and accents. Others treat every passenger to a true first-class experience with lie-flat seating, privacy surrounds and the same connectivity and entertainment options found in a luxury hotel suite.

Boeing is sharing design data and holding workshops with the comple-tion centers in the hopes of avoiding the sort of glitches that plagued the early 737-based BBJs. But because it is a mainly (80 percent) composite airplane as opposed to the metal ones they are used to, centers working on the first 787 VIP aircraft will find themselves at the beginning of a learning curve. Each 787 VIP comes with an allotment of engi-neering hours from Boeing to help work over these issues. o

Business Jet traveler Helps passengers

Make tHe Most of private air travel

This article first appeared in Business Jet Traveler magazine–part of the AIN group, which also produces ABACE Convention News and many other daily editions at leading air shows around the world, as well as the monthly editions of Aviation International News.

Here at the ABACE show in Shanghai, you can also pick the first ever Chinese-language edition of Business Jet Traveler’s annual Buyers’ Guide. This has been produced to give Chinese private aviation users the most comprehensive guide to buying and using business aircraft available today. No other private aviation magazine covers this mode of transporta-tion in such detail and with such objectivity and independence.

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

BJT’s exclusive audience of high-net-worth readers has grown 55 percent since the magazine began publishing. During the same period, it has won more than a dozen major editorial awards.

To see more content like this go to www.bjtonline.com or www.ainonline.com. You can register to receive complimentary subscriptions to both BJT and AIN. –Jeff Burger

波音公司的787型梦想客机（Dreamliner）终于

投入商业运营，它还能为VIP客户提供更远的航

程和更宽敞的空间。

Boeing’s 787 Dreamliner has at last started to enter service with airlines, but it is also available to VIP customers, delivering exceptional range and space.

复合材料飞机还拥有超酷的外观，因

为它摒弃了碍眼的铆钉和丑陋的波浪形金

属板蒙皮。据波音公司透露，当搭配通用

电气和罗尔斯·罗伊斯公司联合研制的新

一代节油发动机时，787能比金属材料飞

机节省最多20%的油耗。在油价飞涨的今

天，它自然炙手可热。

在这种需求的驱使下，航空公司已争

相订购了800多架总价高达1320亿美元的

波音787客机。增加的运营效率并非唯一

的亮点。订购这些飞机的航空公司与收

到巨额787供货合同的本地飞机制造厂商

都来自同一国家，这并非巧合。日本的

全日空航空公司订购了55架787，日本航

空公司订购了35架。日本东丽公司获得

总价60亿美元的787碳纤维复合材料的供

货合同。三菱公司负责制造中央翼盒，

川崎重工负责制造部分机身。所有部件

都会采用经特别改造的747运输机（别

名“Dreamlifters”）直接运往波音公司位

于华盛顿州Everett的制造厂。

有关787的供应商与销售点之间密切联

系的事例还有很多。由于机身组件由分布

于全球各地的六家企业同时制造，而许多

企业此前从未制造过如此庞大的复合材料

组件，所以随之而来的质量控制问题和交

货延期等情况也在意料之中。这种情况后

来十分严重，以致波音公司最后不得不收

购一家主要供应商，以施行彻底整顿。

为加紧完成应接不暇的订单，波音公

司决定在南卡罗来纳州的查尔斯顿，即

其收购的主要供应商—环宇航空（Global Aeronautica）旁边建造第二条飞机组装

线。计划到2013年将飞机产量提升至每

月10架，其中7架在西雅图制造，3架在

查尔斯顿完成组装。

撇开技术问题和其他争议不谈，787内饰的完美升级一定会让乘客刮目相看：减

少舱内噪音的静音发动机、更大的机窗、

增容的行李舱、电动色差控制的遮光板、

精美圆滑的天花板和侧壁、可调式LED照

明灯、改进的空调系统，以及空间更开

放、更宽敞的整体感觉。

无论从人体工程学、功能性还是审美角

度看，驾驶舱都是令人叹为观止的杰作。

波音公司已授权六家创意中心承担VIP内饰的最终完工任务。一些设计师已提

交了雄心勃勃的设计方案，其中包括：

二层巨屏影院、音乐台、标准酒吧、透

明地板、健身中心、桑拿室、图书馆、

步入式淋浴房、正式餐厅、美食厨房，

以及令人叫绝的配色方案和品味选择。

其他设计还包括设置平躺式座椅、隐私

围板，以及豪华酒店套房才会提供的网

络连接和娱乐功能选项，旨在为每位乘

客提供真正意义上的VIP体验。

波音公司与设计公司共享设计数据并

召开专题研讨会，希望以此避免十五年前

困扰BBJ系列客机（以737为原型）的各

种技术问题。但与他们之前面对的金属材

料飞机不同，现在的飞机大部分（80%）

都采用了复合材料，参与技术攻坚的设计

人员很快发现他们一切要重头开始。波音

公司为每种VIP内饰设计都分配一定量的

工程时间，以帮助解决这些问题。首款内

饰配置很快就将交付创意中心，全部完工

预计要18个月。已有16架采用VIP配置的

787客机被抢购一空。

Designers have been working on possible 787 interior configurations for some time–such as this one by Gore Design–and the first VIP version of the aircraft is soon due to have its cabin outfitted.

设计师们携手致力于787的内饰设计已有段时

间了，像这件Gore设计工作室提交的作品，

该型飞机的首款VIP内饰配置也将于机舱组装

完毕后惊艳面世。

《商务航空旅游》杂志是您私人航空旅行的专业顾问

本文最早刊登于《商务航空旅游》杂志—它是AIN集团旗下的公司，该集团还出版《ABACE展会新闻》，并提供全球各地知名航空展览的每日简讯，以及按月发行的《国际航空新闻》。

在本届上海举办的亚洲商用航空会议暨展览会（ABACE）上，您可以选择迄今为止第一本中文版《商务航空旅游》杂志提供的年度购买指南。它旨在为中国的私人飞机用户提供最全面的购买指南，便于其了解目前市场上最知名的商务机。目前尚无其他私人航空杂志以如此客观、独立的视角提供如此详尽的航空资讯。

自2003年起，《商务航空旅游》（或BJT）杂志就因帮助订阅者最大限度扩大在私人航空领域的投资效益而广为人知。它以客观公正的视角介绍全新和二手飞机，提供购买和销售飞机的专业建议，还有关于税费、法律、融资、安全、维护、保险和其他方面的贴心提示。它还刊载与最新豪华汽车、度假胜地和其他休闲娱乐有关的文章，以及对包括钢琴才子郎朗、房地产业巨头Donald Trump和知名企业家Richard Branson爵士在内的知名商务机用户的专访。您找不到任何一本能提供如此丰富内容的杂志。

自从杂志出版以来，BJT的高净值读者人数已增长了55%。在同一时期内，它还获得了十多项主要的编辑大奖。

要了解更多内容，请访问www.bjtonline.com或www.ainonline.com。您可以注册用户以接收赠阅的BJT 和AIN。 –Jeff Burger

Eurocopter predicts growth in Chinese helicopter marketby Thierry Dubois

Eurocopter (Booth P616) is the only helicopter manufacturer exhibiting here at the ABACE show in Shanghai. In some respects, it is no surprise that it is here because it has strong ties with China. The company is counting on growing civil sales in the country, especially as general aviation is to benefit from a more open airspace at low altitude (see box). It is also deepening its roots in the country, with training, maintenance and produc-tion joint ventures.

Today, there are 125 Eurocopter aircraft flying in China, according to Eurocopter China CEO Bruno Boulnois. Last year, the manufacturer received orders for 30 more helicopters, includ-ing 17 for general aviation use (private and corporate flights, for example)–up from an annual average of five helicop-ters sold for these purposes in the pre-vious years. In 2011, Eurocopter China had almost $75 million in revenues, a

70-percent increase from 2010.The best-selling models in the China

market are the EC225 Super Puma and the EC155 Dauphin medium twins, the EC135 light twin and the AS350 B3 Ecu-reuil/AStar light single. For business avia-tion and VIP applications, Eurocopter is offering the special Phoenix interior for the EC155 cabin, which was created to satisfy the Chinese taste for luxury in fur-niture, design and decoration, Boulnois told AIN. Also being promoted for VIP applications are the EC135 Hermès and EC145 Mercedes Benz models, with spe-cial-edition interior and exterior designs.

Eurocopter claims that in recent years it has garnered a 40-percent mar-ket share of the helicopter product seg-ments for which it competes. It also said its share for 2011 alone rose to 45 per-cent. Boulnois is confident that Euro-copter’s sales will hit its target of an average of 100 aircraft annually within 10 years. He insisted China’s potential is huge, with only 300 civil helicopters cur-rently flying in the country. By compari-son Europe has 8,000 helicopters serving a comparable land mass.

Chinese Maintenance OpsRegistered in Shanghai, Eurocopter

China also has offices in Beijing, Chengdu, Shenzhen, Hong Kong, Har-bin and Wuhan. It employs 55 people in positions such as sales, marketing, sup-port and logistics. “Our workforce is growing quite quickly,” Boulnois said.

In the maintenance, repair and over-haul (MRO) field, Eurocopter joined forces with major Chinese customer Citic Off-shore Helicopter Co. (COHC) and Sam-well Aviation to create COHC General Aviation Maintenance & Engineering Co.

(CGAMEC) back in 2001. A memoran-dum of agreement was signed last year to expand the Shenzen-based joint ven-ture’s capabilities in MRO, helicopter kit assembly and painting.

With a staff of 50, CGAMEC is a Eurocopter-approved maintenance cen-ter. It is the only helicopter mainte-nance facility in China to be certified by the Civil Aviation Administration of China (CAAC) and the European Avi-ation Safety Agency (EASA). In addi-tion, Eurocopter and COHC have agreed to establish an overhaul facility that will focus on dynamic components, such as main gearboxes, for China and the wider Asian marketplace.

Training PartnershipsIn June, Eurocopter and COHC

will expand their alliance into the training field when they start operat-ing an EC225 flight simulator in Bei-jing. Later, the EC225 simulator will be moved to Shenzhen, where the partners may subsequently add an EC155 simu-lator. Separately, Eurocopter has signed a memorandum of understanding with the Civil Aviation University of China

(CAUC) to provide ab initio pilot train-ing in Tianjin.

The Civil Aviation Flight University of China (CAFUC) already has begun ab initio technician training, with Eurocop-ter’s support, for 15 students at Guang-han in Sichuan province. The aim is that by 2015 the institution will be graduat-ing 120 trainees per year. In addition, by July, type-rating courses for helicopter technicians are to begin in Chengdu.

Eurocopter has two major cooper-ation programs with Chinese manu-facturer Avicopter, involving licensed, local production of the EC120 light single and the EC175/AC352 medium twin. Separately, the company plans to establish a final assembly line in China in the coming years, as Eurocopter CEO Lutz Bertling revealed earlier this year. The company is now selecting the “best location and the best partners,” reported Boulnois. o


Opening Low-altitude Airspace to Helicopters

Rules governing lower altitude air-space in China are being relaxed. As part of the country’s latest five-year plan, civil aircraft will progressively be allowed to fly between the ground and 3,300 feet (1,000 meters). This ceiling will be gradually raised to 13,000 feet (4,000 meters).

Initially, the changes will apply only in test zones and flight corridors connecting cities, but later they are to be expanded to entire regions. The entire country’s lower airspace will certainly be open by 2020, according to Eurocopter China CEO Bruno Boulnois. –T.D.

Of 30 Eurocopters sold in China last year, 17 were for private and corporate use, a number that is likely to grow by 2020. The company is touting its EC135 Hermés, above, and EC145 Mercedes Benz for executive transport.

Bruno Boulnois, CEO of Eurocopter China, is confident in 10 years from now his company will be delivering about 100 helicopters per year to China.

详细了解达索猎鹰中文网站

达索猎鹰已经为中国市场设立了专门的网

站：www.dassaultfalcon.cn. 网站内容以简体中

文显示，详细介绍了有关达索猎鹰的信息。

访问者能够在网站上观看各款猎鹰飞机的视频

简介、客舱内部及外部的360度旋转图片，同时了

解相关航程地图及机场性能图表。客舱图片展示

了最新的设计元素，其融合了达索合作伙伴BMW

DesignworksUSA最新的猎鹰HD管理系统。

驻北京达索猎鹰国际销售及营销副总裁Jean Michel

Jacob说：“中国消费者非常善于利用网络，该网站的设

立是增加猎鹰品牌在华影响力的关键性步骤，能够在消

费者中间树立良好的品牌形象。”

达索中文门户网站的特色还包括“猎鹰EASy飞行

舱”这一特殊版块及最新认证的EASy II版本的相关

信息。访问者能感受到达索的设计理念及观看制造程

序，欣赏类似“产品生命周期管理”这样的尖端设计

学科技是如何应用于每一架达索商用喷气机中的。

网站连同广告及营销机构Digitas通过其在巴黎

及上海的办事处一同设计出炉，其服务器设在中

国，以便利中国消费者访问该站。网站还提供猎鹰

销售和服务的相关联系信息，包括其北京和上海办

事处的联系方式。

自1963年推出猎鹰20以来，多年来达索已向67个

国家销售了2000架猎鹰喷气机，近年来在中国的销

售也逐渐上升。目前在售的猎鹰家族飞机包括猎鹰

900LX和7X三喷气动机飞机、以及双引擎2000LX和

2000S型号。


You can learn more about Dassault’s Falcons in Chinese

Dassault Falcon has introduced a new website specifically for the Chi-nese market: www.dassaultfalcon.cn. Text for the site is presented entirely in Simplified Chinese, giving full details on all Falcon aircraft.

Visitors can watch video over-views of each Falcon and see 360-degree photos of cabin interi-ors and aircraft exteriors, as well as study range maps and airport per-formance charts. The cabin photos depict the latest designs developed

through Dassault’s partnership with BMW DesignworksUSA and the lat-est Falcon HD management system.

“Chinese customers are incredibly savvy web users,” said Beijing-based Jean Michel Jacob, vice president of international sales and market-ing for Dassault Falcon. “Launch-ing this website is a key to expose the strengths of the Falcon brand in China, creating higher levels of awareness among our customers.”

Dassault’s Chinese web portal

also features a specific tab on the Falcon EASy flight deck as well as information on the newly certified EASy II version. Visitors can expe-rience Dassault’s aircraft design and manufacturing processes and see how cutting-edge design techniques, such as Product Lifecycle Manage-ment (PLM), are incorporated into each new Falcon business jet.

The site was designed in conjunc-tion with advertising and marketing agency Digitas, through its offices in Paris and Shanghai. It is hosted on servers within China to enhance the web experience for visitors and also includes contact information for Falcon sales and service facili-ties, including its offices in Beijing and Shanghai.

Since the rollout of the first Fal-con 20 in 1963, 2,000 Falcon jets have been delivered to 67 countries world-wide, and sales in China have risen significantly in recent years. The fam-ily of Falcon jets currently in produc-tion includes the Falcon 900LX and 7X trijets, as well as the twin-engine 2000LX and 2000S models. o

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Virtual cabin from Lufthansa Technik will save time and moneyby Kirby J. Harrison

It can be hard to imag-ine all the possibilities for fit-ting out business jet cabins. This has prompted cabin inte-rior and maintenance specialist Lufthansa Technik to develop the technology to give engineers and technicians a three-dimen-sional glimpse of what’s possible.

The new Virtual Fitcheck system can create–through the use of advanced computer graphics, a bulging digital data-base, infrared cameras and spe-cial glasses–a 3-D virtual cabin. In practical terms, it will allow various elements of a business jet cabin installation to be trial-fitted in a 130-sq-ft (3.7-cu-m) glass cube known as the Cave Automatic Virtual Environment (Cave), saving time and money.

The Cave allows most of the cabin components–galley mon-uments, side ledges, lavatory

cabinetry, sidewalls–to be de-signed and checked before the start of production, ensuring that the finished product will fit per-fectly into the customer’s airplane without need of a test fitting.

Automatic Data FlowEngineers and airframers

can enter the glass cube and move about freely. Wear-ing special glasses, they can observe, investigate and iden-tify problem areas more accu-rately than at a workstation.

The data gained through the Cave then flows automati-cally into production, eliminat-ing inaccuracies or errors before the cabin components are built in the workshops.

The new technology is being developed under a project due to run to 2013, funded by the German federal Ministry of

Education and Research and implemented through the excel-lence cluster for the aerospace region of Hamburg, where Lufthansa Technik is based.

According to Lufthansa Technik team leader and proj-ect manager Oliver Thomas-chewski, for the remaining two years of the project, “We want to

concentrate on making the tech-nical options created accessi-ble to all our staff [and] we shall also be focusing on making full use of the novel virtual reality.”

In the medium term, Lufthansa Technik (Booth H220) expects to outfit the first complete cabin interior using Virtual Fitcheck in two years. In

the long term, it expects findings from the project to filter into other parts of the Hamburg-based center’s cabin completion and maintenance processes. o


The Virtual Fitcheck “holodeck” being developed at Lufthansa Technik promises to reduce production time and cut costs in the cabin outfitting process.

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by Paul Lowe

The U.S. National Business Aviation Association (NBAA) is making a return trip to the Asia Pacific region after a lapse of several years, largely due to the global recession that began in 2008. The first Asian Busi-ness Aviation Conference and Exhibition (ABACE) was held here in Shanghai back in 2005,

followed by shows held between 2006 and 2008 in Hong Kong.

But the landscape has changed dramatically since those first efforts, NBAA president and CEO Ed Bolen recalled. “We feel like we went there, we planted a seed, the seed has ger-minated and now as we go back to Shanghai, I think it’s pretty clear that the seeds we planted in those early shows have now begun sprout,” he told AIN shortly before the show. “And now, everybody, I think, can see the potential for business avia-tion both in China and in Asia.”

Among the differences in terms of the political environ-ment now, as opposed to then, is that now it only takes hours and not days to get permission to fly in Chinese airspace. There’s now access to airspace below 4,000 meters, Bolen said, and now there

is a government commitment to general aviation in China’s five-year plan.

“As I said before, we kind of planted a seed at a time when nobody saw any future there,” he explained, “and we are returning to China at a time when that seed has sprouted and everybody can see the potential for the show.”

Asked if NBAA had a feel for the reception this latest iter-ation of ABACE would receive, Bolen said the projection is for 6,000 attendees, but he acknowl-edged estimates are difficult. “I think the thing that we can say is that we expected to host the show [entirely] in the Hawker Pacific hangar,” he said. “That hangar sold out quickly and we were forced to add a pavilion to house additional exhibitors. That too is now sold out.”

As to the static display, every major OEM is bringing air-planes to Shanghai Hongq-iao International Airport. “So I think what you are seeing is that Chinese companies, Asian companies and international business aviation companies

are all very enthusiastic about the show,” he added. “We have in terms of VIP attendance the administrator of the Civil Avia-tion Authority of China [CAAC] and the deputy administrator. So that is incredible government support for the effort.”

Among people representing the U.S. government at ABACE 2012 is Deputy Secretary of Transportation John Porcari.

ABACE presented some lo-gistical hurdles for NBAA that were a little more complicat-ed than those of the European Business Aviation Conference and Exhibition and the Lat-in American Business Aviation Conference and Exhibition.

Bolen conceded there are geographic and timing chal-lenges putting on a show in the Far East. “China is a long way from Washington, D.C.,” Bolen admitted. “There’s a 13-hour time difference. Having said that, we do routine conference calls with our partners who are

in theater there and our team in Washington, and when our team is on the road. So we have very regular communications.”

NBAA also has three people in China who have mostly been in Shanghai for a large part of the year. “We also have tre-mendous partners over there,” Bolen continued. “We are work-ing very, very closely with the Shanghai Airport Authority, very closely with the Hawker Pacific facility, and we have a sister association–the Asian Business Aviation Association. So we have a lot of partners.”

NBAA also has strong in-ternational partnerships like the International Business Avi-ation Council, the Flight Safe-ty Foundation, the General Aviation Manufacturers Asso-ciation, Helicopter Association International and a host of oth-er international organizations with which it has been commu-nicating, coordinating and part-nering. “So we have done a lot of things to make sure that our communication is strong, the logistics are addressed, and we think the show is going to run smoothly,” Bolen said.

High-ranking aviation and government officials from mul-tiple Asian countries such as Japan, Singapore, Thailand and other Southeast Asian nations will be attending. “When NBAA does a trade show,” he noted, “like all trade shows, we obviously focus intently on put-ting buyers and sellers together.”

Concluding, Bolen said that at every show the association “projects what is certainly a very accurate, and we think also very positive image or reality of busi-ness aviation. And that is that these airplanes are extraordi-nary business tools that provide critical benefits to companies, to communities and, in fact, to entire countries and regions.” o


The ABACE show has been here before back in 2005 when most of the exhibition was staged at one of Shanghai’s convention centers, while Hongqiao Airport hosted just a dozen aircraft on its static display.

NBAA president Ed Bolen says the U.S.-based group has had its work cut out to stage the ABACE show here in China, but it has benefitted from a lot of help from partners such as the Shanghai Airport Authority, the Asian Business Aviation Association and Hawker Pacific.

ABACE show bounces back after four-year gap

General aviation manufacturinG to start in BeijinG

China’s installed fleet of business jets is still relatively small. But evi-dence of how quickly this could change came at last October’s International General Aviation Convention (IGAC) held in Xi’an, when no fewer than 35 contracts with a collective value of around $1.5 billion were signed cover-ing general aviation aircraft and investments in associated new businesses.

Almost immediately afterward, on October 25, Beijing officials announced the first general aviation manufacturing company in the city as a cooperative venture between the Beijing Automotive Group and Beihang University of Aeronautics and Astronautics. The new firm will manufacture and sell as-yet-unspecified aircraft as well as offer research-and-development services.

Private aircraft ownership has been permitted since 2003, but was officially sanctioned last year when China’s State Council and the Cen-tral Military Commission deemed part of the country’s low-altitude airspace to be open to civilian fights. The government indicated that it would “thoroughly” open airspace across the country by 2015 at the end of the current five-year plan. –L.M.

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© 2012 HAWKER BEECHCRAFT CORPORATION. ALL RIGHTS RESERVED. HAWKER AND BEECHCRAFT ARE TRADEMARKS OF HAWKER BEECHCRAFT CORPORATION.

AIN_Conv_News_ABACE_Hawker_4000_CH.indd 1 2/10/12 9:02 AM

FlightSafety and Gulfstream bring pilot training to Asiaby Nigel Moll

Last month FlightSafety Inter-national and Gulfstream Aerospace opened a new learning center in Hong Kong to serve Asian operators of the G450 and G550 jets. Equipped with a G550 level-D-qualified full-flight sim-ulator that is convertible to a G450, the new facility expects to provide 250 “training events” this year, according to David Davenport, manager of Flight-Safety’s Savannah learning center, a key player in defining the Hong Kong facility and its responsible manager now that it is up and running. The new G450/G550 simulator is equipped with FlightSafe-ty’s Vital X visual system and electric motion and control loading technology.

Until now, pilots and mechanics of Asia-based Gulfstream aircraft have had to make the journey to FlightSafe-ty’s learning centers in Long Beach, Cali-fornia, and Savannah (where Gulfstream is based) for initial and recurrent train-ing, and with the facility in Hong Kong they will have easier access to factory-approved instruction.

The new facility is physically located within Cathay City, embedded in Cathay Pacific Airways’ training facili-ties. “When you walk up to the door it doesn’t say FlightSafety International on it,” noted Davenport, “but once you get to our area–with simulator bays, class-rooms, briefing rooms, instructor/admin-istrative area–it looks and feels as if you’re in a FlightSafety learning center. This is our first venture with Cathay, and I’m pleased to report it has been good for both sides. The support they have given us in getting set up has been a great help.”

Based on aircraft on order for and being delivered to operators in the Asia Pacific region, Davenport expects the

G650 and G280 will be the next aircraft to be represented at the facility, rather than legacy models such as the GV, GIV and G200.

For students whose native tongue is not English, the biggest challenge in training is the language barrier, and Dav-enport says this is the primary reason FlightSafety chose to put its first training venture in the region in Hong Kong. “The facility is dedicated to supporting the Asian market, and specifically the Chi-nese market. Until now they have been coming to Long Beach and Savannah for training. One, it’s an incredibly long trip. Two, for many of them it’s their first time to the U.S., and there is quite a culture adjustment. That creates challenges for the training environment. We’ve always felt that if we had a dedicated facility in Hong Kong with interpreters available and a time difference of only three hours it would provide a much more conducive training environment,” Davenport told AIN. FlightSafety (Booth H521) cur-rently has no plans to break ground for a facility in mainland China.

On opening day, the Hong Kong facil-ity was offering only pilot training, but in May it will begin to provide training for G450 and G550 maintenance tech-nicians as well. Davenport predicts the Hong Kong facility’s customer base will be about an even split between Asian nationals and expats based in the region. So far, the U.S. Federal Aviation Admin-istration and the Hong Kong Civil Avi-ation Department have approved the simulator, training programs and facil-ities. In mid-March the Civil Aviation Administration of China was scheduled to visit the facility and certify the simu-lator, and by the end of March another


撰稿人：Nigel Moll

上个月，飞行安全国际与湾流航宇在香港开办了新的学习中心，为在亚洲的G450及G550飞行员提供服务。据飞行安全国际萨凡纳学习中心经理David Davenport透露，该中心配备了D级全式G550飞行模拟器，该模拟器也可改装成G450模拟器。David Davenport在香港中心的设备配置方面起到了决定性作用，同时也是目前该中心的负责人。新的G450/G550模拟器配备了飞行安全国际的Vital X目视系统及电子动感控制技术。

目前，湾流航宇在亚洲的飞行员及机械师不得不到位于加州长滩及萨凡纳（湾流航宇总部）的学习中心进行初期及后续培训，而香港中心的成立使其能够更方便地获得相关指导。

新中心隶属于国泰城培训设施的一部分，建于国泰城机场内部。Davenport说道：“当你走到大门前，它这看起来并不像是飞行安全国际，但当你走进这一区域，看到飞行模拟器、教室、报告厅、行政区域，你就如同置身于飞行安全国际的学习中心。这是我们与国泰城的第一个合作项目，我很欣喜地看到这是一项共赢的事业。对于中心成立，对

方给予了我们很大帮助。”比之于GV、GIV、以及G200等较为古老

的机型，Davenport希望下一批抵达中心的是G650和G280，这也更契合于亚太地区的采购状况。

对于母语不是英语的学员来说，培训中最大的挑战是语言障碍，在Davenport看来，这也是飞行安全国际选择香港作为培训中心的主要原因。“中心的设备旨在为亚洲市场，尤其是中国提供服务。目前，学员必须到长滩或者萨凡纳接受培训，这里有几个问题，首先是旅途过长，其次，对于很多人来说，第一次到美国难免有文化上的不适感，这对于培训环境来说是不利的。我们一直想，如果我们在考虑，如果能在时差只有三个小时的香港配置设备，并且提供相应的口译服务，培训环境会好很多”，Davenport在接受AIN采访时如此说道。目前，飞行安全国际还未计划在中国大陆成立类似的培训中心。

在成立伊始，香港中心只提供飞行员服务，但到了五月份也开始提供针对G450及G550维护技师的培训。根据Davenport的预测，对香港中心的客户群体而言，来自香港本地和香港以外的客户基本各占50%。

Gulfstream president Larry Flynn (left) and FlightSafety executive v-p Eric Hinson at the grand opening of the two companies’ new Hong Kong training center.

G550 simulator at the new FlightSafety/Gulfstream training facility in Hong Kong.

位于香港飞行安全国际/湾流航宇培训

中心的G550模拟器

湾流航宇总裁Larry Flynn（左）及飞行安全国际执行副总裁Eric Hinson在香港培训中心的盛大开

幕式上

飞行安全国际在香港设立新培训中心-在亚洲就可享受湾流航宇的飞行员培训项目

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已在中国获得认证并已投放中国市场



now certified and now certified and now certified and

available in chinaavailable in chinaavailable in china


inspection is expected to put the CAAC seal of approval on the facility.

The typical expat flying Asia-based business jets has come up through the ranks of the Western general avia-tion’s industry, according to Davenport, but Chinese business jet pilots tend to come from the airlines. “We’re working with Beijing-based DeerJet (owned by Hainan Airlines) for transitioning some ab initio pilots to learn to become SICs [second-in-commands] in Gulfstreams.” All the instructors at the FSI Gulfstream facility are FSI employees on a two-year assignment from the U.S., and Daven-port emphasized, “We didn’t hire them off the street and send them over. They have all been instructing at FSI for a number of years.”

“We’re pleased to partner with FlightSafety to offer this training oppor-tunity for current and future opera-tors,” said Gulfstream president Larry Flynn. “This is the first simulator dedi-cated solely for business-jet operators in Asia.” Approximately 80 Gulfstreams are located in Hong Kong and main-land China, with a total of 175 in the Asia Pacific region–a fleet that prompts Gulfstream to proclaim itself the market-share leader in the region, with 48 percent of large-cabin business jets.

Gulfstream further points out that the number of FlightSafety train-ing events provided to the region’s Gulfstream operators has increased by 230 percent in the past five years. FSI

delivered more than 4,000 courses to airlines and business aircraft operators based in the region last year, includ-ing more than 700 for pilots, mainte-nance technicians and other aviation professionals who operate and support Gulfstreams. Some 27 percent of Gulf-stream’s $17.9 billion order backlog is from the Asia Pacific region.

“We are proud to have served as Gulf-stream’s factory-authorized training provider for more than 40 years,” com-mented FlightSafety president and CEO Bruce Whitman. “Our close working relationship ensures that we provide the highest-quality training using simulators and advanced training devices that reflect the exact flying and operating character-istics of the aircraft.” o

目前，AIN美国联邦航空管理局和香港民航处都已经批准了相关的模拟器、培训计划、以及设备配置。中国民航局将在三月中旬来此考察并测试模拟器，并计划在三月底的另一次考察中准许相关的许可。

据Davenport透露，亚洲的外籍商用飞机驾驶员一般出身于西方航空业，而中国的商用飞机驾驶员一般来自航空公司。“我们正在与金鹿航空有限公司（隶属海南航空公司）进行合作，将一些初出茅庐的飞行员培训成为湾流航宇的副驾驶级别飞行员。”湾流培训中心的培训人员都是美国派出的为期两年的正式雇员，Davenport还强调：“我们不会随随便便雇佣一个人就打发过来。他们都拥有多年的培训经验。”

湾流航宇总裁Larry Flynn说：“我们很高兴能够与飞行安全国际合作，为服役中以及未来的飞行员提供培训服务。该模拟器是亚洲首个专门服务于营运商的商用

飞机模拟器。”湾流航宇在香港及中国大陆有80架飞机服役，在亚太地区总共有175架，这一数字使得其成为该地区的市场领导者，其大客舱商用飞机占有本地区48%的市场份额。

湾流航宇还指出，在过去的五年内，飞行安全国际为本地区营运商提供的培训项目增加了230%。在去年，国际飞行安全为本地区的航空公司及商用飞机营运商提供了4000课时的培训，其中700课时为飞行员培训、维护技师培训、以及针对为湾流航宇提供支持服务的其他专业人员的培训。湾流航宇共179亿美元的订单中有27%来自亚太地区。

飞行安全国际总裁兼CEO Bruce Whitman说：“四十多年来作为湾流航宇授权的培训方，我们感到很骄傲。我们紧密的合作关系使得我们能够提供最高质量的培训，利用模拟器及其他先进设备再现飞行中的真实感。”

飞行安全国际的湾流航宇G450/G550驾驶舱图形

模拟器

FlightSafety’s Gulfstream G450/G550 graphical flight-deck simulator.

飞行安全国际的矩阵教室提供综合式的模拟训

练，适用于高端任务培训

FlightSafety’s Matrix classroom brings integrated, simulation-driven training to the classroom and advanced task trainers.

Dassault installs first shower in Falcon 7X by Thierry Dubois

Dassault has designed and installed a shower in the aft section of a Falcon 7X, a challenging job despite the large cabin of the business jet.

Installation of the shower necessitated a new overall cabin design layout because engineers had to move a bulkhead for-ward to make room for the water tank, heater and redundant pumps. For certi-fication, the manufacturer demonstrated that an overflow would not affect any critical equipment.

There were two potentially conflict-ing demands in installing the shower. It was built in several parts so it could fit through the aircraft’s door, but once assembled inside it had to be both water-tight and aesthetically pleasing.

In the shower, the passenger can stand or sit and use a showerhead or the “rain sky” ceiling. He or she can enjoy the view outside from a window inside the shower or dim the transparency with an electrochemical device. Vision Sys-tems, based near Lyon, France, supplied the dimmable window.

Dassault said the installation was to accommodate a specific cus-tomer requirement but it is not offer-ing the shower as a standard option yet. Rival manufacturer Bombardier has offered a shower as an option for its Global 5000 and Global Express XRS aircraft for about three years. Gulfstream will offer the option on the G650 next year. o

Since the Falcon 2000’s introduction in 1996, Dassault has debuted several vari-ants that built on its winning formula of combining a good-sized cabin, attractive fuel economy and range, plus pleasant fly-ing qualities and strong resale value. In 2004, the French manufacturer unveiled the 2000EX, which featured enhanced avionics and a better cabin pressurization system. The DX followed in 2007 with the updated EASy digital cockpit. The LX came in 2009, with standard winglets, and pushed the model past the $30 mil-lion price point while delivering 4,000 nm (7,400 km) of range–enough for a non-stop trip from, for example, Beijing to Abu Dhabi in the Arabian Gulf.

While the 2000 is widely recognized as the first super-midsize business jet, it was really in a niche slightly larger than that. Its cabin, which uses the same fuselage cross section as the company’s

larger Model 900 and 7X three-engined jets, is just over 10 inches (25 cm) wider and two inches (5 cm) taller than the tube of a large-cabin Gulfstream G450. In this regard, the 2000 was really more than a super-midsize model and its price ($18.1 million in 1996) reflected this. Fill it with fuel, load eight passengers in back and you can fly 3,400 miles (6,300 km).

The 2000 was followed into the market by the Gulfstream G200 and Bombardier Challenger 300. Embraer began deliver-ing the Legacy 600 in 2002. After a decade of development, Hawker Beechcraft received certification for the Hawker 4000 in 2006. These are all fine aircraft with dif-fering strengths and weaknesses, but none boast quite the balance of performance and economy that the 2000 offers.

The 2000 also has a reputation for durability and has proven itself with high-use fractional and corporate oper-ators. Customers could custom-order its cabins, which can seat up to 10 passen-gers. The highly individualized interiors helped to drive up the price, but buy-ers didn’t seem to mind because of the brand’s value proposition.

However, times have changed. The 2000S is Dassault’s recently announced, value-added entry into the super-mid-size market. Slated for service in 2013, the $25 million model has shorter range

Dassault’s 2000S: the latest variant of the popular Falconby Mark Huber

AT A GLANCEPrice (2011) $25 millionPassengers: 10 Range* 3,350 nm (6,200 km)High-speed cruise 470 knots (870 km/h)

CabinWidth: 7 ft 8 in (2.33 m)Height: 6 ft 2 in (1.88 m)Length: 26 ft 2 in (7.98 m)

*With two crew, six passengers at 200 pounds (81 kg) per person. Source: Dassault

自1996年推出猎鹰2000型以来，达索公司又陆续推出了多种变型机，这要归功于它的致胜法宝：将宽敞的机舱、一流的燃油经济性和航程、愉悦的飞行体验和高额的转售价值完美融合。2004年，这家法国飞机制造商推出了航电系统强化和机舱增压系统升级的2000EX。2007年，配备新一代EASy数字化驾驶舱的DX震撼面世。2009年面市的LX（装有标准翼梢小翼）不仅突破3000万美元的价格点，而且能完成航程4000 nm（7400 km）的不间断飞行，例如从北京飞往阿拉伯湾的阿布扎比。

虽然2000是全球公认的第一架超中型公务机，但它的实际尺寸还是略显庞大。它的机舱采用了与外形更大的900型和7X型三引擎喷气机一样的机身截面，而且仅比湾流公司G450型的大型机舱宽10 in（25 cm）、高2 in（5 cm）。所以2000并非真正的超中型公务机，它的价格（1996年为1810万美元）也体现了这点。当油箱加满并搭载八位乘客时，其航程可达3400 miles（6300 km）。

继猎鹰2000推出后，湾流公司的G200和庞巴迪公司的挑战者300先后面市。巴西航空于2002年开始交付莱格赛600。豪客比奇公司也在历经十年研发之后，于2006年获得了豪客4000的产品合格认证。这些公务机都是各有优缺点的主流机型，但在平衡性能和经济性方面，它们都不是2000的对手。

猎鹰2000不仅以其出色的耐久性享誉世界，而且已通过实际飞行赢得那些需要频繁飞行的企业用户们的青睐。客户能定制自己的机舱，最多可容纳10人就座。虽然内饰的高度可定制化使整体价格水涨船高，但这丝毫不影响客户的购买热情，因为猎鹰品牌的价值主张已深入人心。

而现在却时过境迁。作为进军超中型市场的新机型，达索公司最近宣布推出升级的2000S型。这种总价2500万美元的

公务机将于2013年投入商业运营，与总价3210万美元的2000LX相比，它不仅航程更短（3350 nm 或6,200 km），而且只采用标准内饰。

据达索公司介绍，“2000S是一种机舱更宽敞的公务机，而且与其他更小的中型机相比，它的油耗和运营成本更低。”但2000S绝非精简版和航程缩短的2000LX。这种新型飞机能在2000系列的其他型号此前无法进入的机场顺利起降。原因是机身重量减轻（取消了机身油箱）并增加了内侧缝翼，这样它就能以更高的飞行高度迫近更短的跑道。缝翼是机翼前缘能慢速展开的可延长部分，当与自动刹车系统组合使用时，它能使飞机的进场速度降至108 knots（200 km/h）。

在缩短爬升时间的同时，飞机在高温条件和高海拔机场起降的性能也得到显著提升。它采用了普拉特·惠特尼加拿大公司制造的PW308C发动机（配备新型Talon II燃烧室），能减少最多40%的废气排放。据达索公司介绍，这种先进的发动机搭配2000LX的翼梢小翼时，其油耗能比其他小型飞机（外形小20%）的降低10%。

2000S的标准内饰采用三种不同的颜色/织物/材料组合和一种座位配置：10位乘客。前部机舱设有传统的“双人面

性能参数

价格（2011年）: 2500万美元

乘客: 10 人

航程* 3,350 nm (6,200 km)

高速巡航速度 470 knots (870 km/h)

机舱

宽度 7 .8 ft (2.33 m)

高度 6 .2 ft (1.88 m)

长度 26 ft 2 in (7.98 m)

*两名机组人员，六位体重200磅（81千克）的乘客时。资料来源：达索公司

猎鹰2000S的全新驾驶舱将配备达索公司最新研制的EASyII数字航电系统，它以霍尼韦尔的Primus Epic系统为基础。

The Falcon 2000S is set to enter service next year with a price tag of $25 million and shorter range than the $32.1 million Falcon 2000LX. The Falcon 2000S’s new cockpit will be fitted with Dassault’s latest EASyII digital avionics, which are built on the Honeywell Primus Epic system.

达索公司的2000S畅销的猎鹰系列最新变型机“傲视群雄”作者：Mark Huber



(3,350 nm or 6,200 km) than the $32.1 million Falcon 2000LX. And unlike the 2000LX, it has standardized interiors.

Dassault claims the 2000S “is a large-cabin aircraft with fuel econ-omy and operating costs that are much less than smaller aircraft in the mid-sized business jet category.” However, the 2000S is more than just a stripped-down and shorter-legged 2000LX. The new aircraft can access airports not previously available to other mod-els in the 2000 series, thanks to its lighter weight–a fuselage fuel tank was removed–and the addition of inboard wing slats that allow it to fly steeper approaches into shorter runways. The slats–extendable portions of the wing’s leading edge that can be deployed at slower speeds–combined with standard autobrake cut the approach speed to 108 knots (200 km/h).

Performance on hot days at high-altitude airports also improves, as does time-to-climb performance. The Pratt & Whitney Canada PW308C engines feature new Talon II combustors that cut emissions by up to 40 percent. The tweaked engines, along with the 2000LX’s winglets, help the 2000S to burn “10 percent less fuel than aircraft that are 20 percent smaller,” according to Dassault.

The 2000S’s interior was standardized into three distinct color/fabric/material combinations and one seating configu-ration: 10 passengers. The forward cabin features a traditional executive “club 4” seat grouping followed by six smaller sin-gle executive seats arrayed in a confer-ence grouping around a table. Dassault claims this is the most popular seating configuration.

Dassault developed the 2000S cabin and modernistic, streamlined cock-pit in collaboration with BMW Group DesignworksUSA, the same firm that fashioned highly creative interiors for the Embraer Phenoms and the new optional

interiors for the Falcon 7X long-range aircraft. Dassault and BMW came up with three initial interior designs: Alpine, Sedona and Havana. Alpine contrasts white with dark stone tones, Sedona is a collection of “earthy beige” colors and Havana uses warm browns.

Creative lighting and color contrasts give the illusion that the cabin is even larger than it is. According to the BMW design-ers, they leveraged their work from the 7X and employed influences from the Euro-pean furniture and kitchen industry to give the interior a thoroughly modern look. Their biggest challenge was fashioning a solution that cut costs while keeping the premium look and feel of a Falcon.

At first blush, it appears they have succeeded, not just aesthetically but functionally. The new-look passenger seats appear more stylish than those on the previous model and they offer bet-ter comfort. The Falcon HD cabin-man-agement system is based on Rockwell Collins’ Venue system with all the lat-est conveniences and features, including Blu-ray, Iridium satellite communica-tions, widescreen HD monitors and the ability to control it all through a passen-ger’s wireless mobile device.

The restyled cockpit will be fitted with Dassault’s latest EASyII dig-ital avionics, which are built on the Honeywell Primus Epic system. The equipment includes SmartView syn-thetic vision, satellite-based augmen-tation system with precision GPS approach capability, runway naviga-tion display and electronic naviga-tion charts.

The 2000S represents a serious challenge to the super-midsize mar-ket. In addition, it is the first aircraft to benefit from design and build effi-ciencies that could make Dassault’s future offerings very price competi-tive. The design of the fuselage tube on the 2000S may be old but the think-ing inside of it definitely is not. o

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

This article first appeared in Busi-ness Jet Traveler magazine–part of the AIN group, which also produces ABACE Convention News and many other daily editions at leading air shows around the world, as well as the monthly editions of Aviation International News.

Here at the ABACE show in Shanghai, you can also pick the first ever Chinese-language edition of Business Jet Traveler’s annual Buyers’ Guide. This has been pro-duced to give Chinese private aviation users the most comprehensive guide to buying and using business aircraft available today. No other private aviation maga-zine covers this mode of transportation in such detail and with such objectivity and independence.

Business Jet Traveler–or BJT, as it is widely known–has been helping subscrib-ers maximize their investment in private aviation since 2003. It offers unbiased

reviews of new and used aircraft; advice about buying and selling jets; and infor-mation about taxes, laws, financing, safety, maintenance, insurance and more. It also features articles about new luxury cars, vacation destinations and other lei-sure pursuits, plus interviews with famous business jet users ranging from pianist Lang Lang to real-estate mogul Donald Trump and the entrepreneur Sir Richard Branson. It’s a blend of content you can’t find in any other magazine anywhere in the world.

BJT’s exclusive audience of high-net-worth readers has grown 55 percent since the magazine began publishing. During the same period, it has won more than a dozen major editorial awards.

To see more content like this go to www.bjtonline.com or www.ainonline.com. You can register to receive complimentary sub-scriptions to both BJT and AIN. –Jeff Burger

对面”座椅区，然后是六套稍小的单人座椅围绕桌子构成的会议区。达索公司介绍说，这是目前最流行的座位配置。

达索公司与宝马集团美国设计工作室携手合作，共同研发了2000S的机舱和现代化的高级驾驶舱。后者还为巴西航空的飞鸿系列以及达索公司的猎鹰7X远程系列公务机设计了极富创意的内饰和最新的可选内饰。达索公司与宝马公司共同提出了三种内饰设计方案：阿尔卑斯风格、塞多纳风格和哈瓦那风格。阿尔卑斯风格采用黑白对比的石质色调，塞多纳风格以“土黄色”为主，哈瓦那风格采用了暖棕色。

别出心裁的照明设计和色彩对比使机舱看起来比实际更宽敞。据宝马集团的

设计师介绍，他们融合了7X中的经典创意，吸收了欧洲家具和厨具业的宝贵经验，从而使内饰具有全新的现代外观。他们面临的最大挑战是，找到一种既能保持猎鹰系列一流外观与质感，又能缩减成本的最佳解决方案。

乍一看，他们的目标似乎已经实现。无论从审美角度，还是在功能性方面都是如此。与旧型号上采用的座椅相比，拥有全新外观的座椅不仅风格前卫，而且更舒适。猎鹰高分辨率机舱管理系统以罗克韦尔·柯林斯（Rockwell Collins）公司最新的Venue系统为原型，并增加了目前最先进的便捷功能，包括：蓝光播放器、铱星通信、宽屏高清显示器，乘客仅需通过无线移动装置就能控制所有功能。

焕然一新的驾驶舱将配备达索公司最新研制的EASyII数字航电系统，它以霍尼韦尔公司的Primus Epic系统为基础。全套设备包括SmartView视觉系统、基于卫星且具有GPS精密导航功能的增稳系统、跑道导航显示器和电子导航图。

2000S是超中型市场面临的一个严峻挑战。此外，它还是第一款得益于达索公司超凡设计和一流生产效率的机型，而这也会让达索公司未来的产品价格更具竞争力。2000S的机身焊管设计也许略显过时，但其内含的设计理念绝非如此。

Creative lighting and color contrasts give the illusion that the cabin is even larger than it is.

《商务航空旅游》杂志是您私人航空旅行的专业顾问

本文最早刊登于《商务航空旅游》杂志—它是AIN集团旗下的公司，该集团还出版《ABACE展会新闻》，并提供全球各地知名航空展览的每日简讯，以及按月发行的《国际航空新闻》。

在本届上海举办的亚洲商用航空会议暨展览会（ABACE）上，您可以选择迄今为止第一本中文版《商务航空旅游》杂志提供的年度购买指南。它旨在为中国的私人飞机用户提供最全面的购买指南，便于其了解目前市场上最知名的商务机。目前尚无其他私人航空杂志以如此客观、独立的视角提供如此详尽的航空资讯。

自2003年起，《商务航空旅游》（或BJT）杂志就因帮助订阅者最大限度扩大在私人航空领域的投资效益而广为人知。它以客观公正的视角介绍全新和二手飞机，提供购买和销售飞机的专业建议，还有关于税费、法律、融资、安全、维护、保险和其他方面的贴心提示。它还刊载与最新豪华汽车、度假胜地和其他休闲娱乐有关的文章，以及对包括钢琴才子郎朗、房地产业巨头Donald Trump和知名企业家Richard Branson爵士在内的知名商务机用户的专访。您找不到任何一本能提供如此丰富内容的杂志。

自从杂志出版以来，BJT的高净值读者人数已增长了55%。在同一时期内，它还获得了十多项主要的编辑大奖。

要了解更多内容，请访问www.bjtonline.com或www.ainonline.com。您可以注册用户以接收赠阅的BJT 和AIN。 –Jeff Burger

Falcon 2000S customers can choose between three basic interior designs but in all cases the cabin will seat up to 10 passengers.

猎鹰2000S的客户可选择三种基本内饰设计方案，但机舱只提供10人的座位配置。


Gulfstream Beijing set to offer maintenance by end of 2012by Charles Alcock

Gulfstream is on track to open its new service center at Beijing Capital Interna-tional Airport by the end of this year. The facility, which will be the first manufac-turer-owned business aircraft service cen-ter in China, will be run by Gulfstream Beijing–a joint venture between the U.S. jet maker and Hainan Airlines Group subsidiaries Beijing Capital Airlines (also known as Deer Jet) and Grand China Aviation Technik (GCAT).

The Civil Aviation Administration of China (CAAC) is expected to issue Part 145 approval for the new maintenance, repair and overhaul (MRO) center dur-ing the third quarter of 2012. Gulfstream is preparing to ramp up staffing levels so as to be able to be fully operational dur-ing the fourth quarter.

Deer Jet’s involvement in the partner-ship is critical since the company already operates 26 Gulfstream aircraft and lays claim to being China’s largest execu-tive charter operator. GCAT has been involved in airliner MRO for some time

and is well established at the main Beijing airport and is providing the main hangar for the new venture.

Gulfstream Beijing will consist of an 82,000-sq-ft (7,618-sq-m) hangar and 22,000 sq ft (2,044 sq m) of offices and back shops. Gulfstream product support execu-tive Kay Ardalan, the site’s general man-ager, will oversee it. Both Gulfstream and Deer Jet employees will staff the facility.

In support of Deer Jet’s fleet of air-craft, Gulfstream has had a maintenance team based in Beijing since May 2010. The new full-service facility there will form a triangle of support for Gulfstream operators in the Asia Pacific region that already encompasses authorized service centers run by Metrojet in Hong Kong and Jet Aviation in Singapore–with all three sites holding significant spare part inventories. Also available to help oper-ators is warranty-approved line-service center Jamco Corp. in Sendai, Japan.

“We have been working on this plan [for Gulfstream Beijing] for over a year and we’ve seen the need for it for quite some time as the fleet and the customer base have been growing in China,” Gulfstream product support president Mark Burns told AIN. “Our primary objective is to ensure maximum availability of our

airplanes every day. The [fleet] growth in Asia has been tremendous and the other facilities [Hong Kong and Singapore] just don’t have enough capacity for all this.” In some cases, Chinese clients have been flying their aircraft all the way to the U.S. to get service work done.

Efforts by other Western business avi-ation service companies to get established in mainland China have not always gone smoothly. But, for Burns, the critical differ-ence for Gulfstream is that its main partner in the new venture is also its biggest cus-tomer in the local market. He expects the approval process and start-up phase for the new MRO center to go much more smoothly because Deer Jet is so well known to Chinese authorities and has such an established track record of supporting their own Gulfstream jets (managing a total of 40 aircraft, includ-ing its own fleet).

Having had the structure of the joint venture approved by Chinese authori-ties, Gulfstream is carefully working its way through the CAAC licensing process.

“There are a number of CAAC hurdles that need to be cleared but they are not that difficult as we are making sure we do things the right way,” said Burns. “Hav-ing a joint venture partner who understands all the key elements is essential.” Gulfstream has oper-ational control of the new com-pany, with Deer Jet having equal board control.

Initially, Gulfstream Beijing will support the G450 and G550

models, which currently constitute the largest part of the manufacturer’s Chinese fleet, but eventually capability will extend to all of its models, including the new G280 and G650. The facility will serve both operators based in China and tran-sient operators temporarily in the country.

As part of the start-up phases, Gulfstream has had seven U.S. staff in China for the past 10 months working alongside their Deer Jet colleagues in sup-port of transient operators. This has pro-vided a valuable training opportunity and Burns said that he has had no trouble find-ing U.S. volunteers to relocate to Beijing.

By the time Gulfstream Beijing is open for business, there will be around 16 to 20 Gulfstream-trained technicians in the facility and this number is set to grow to 40 or 50 by the end of 2013. All of the local technical staff speak English, hav-ing had English-language instruction at FlightSafety International. Gulfstream is hiring some additional bilingual staff to assist colleagues.

Over the coming months, Gulfstream will expand its inventory of parts held in Beijing. The importation task is made easier by the fact that the “freeport” trade zone at Beijing Capital International Air-port is adjacent to its hangar. o

作者：Charles Alcock

湾流航宇正计划在今年年底于北京首都国际机场设立其服务中心。该设施将是中国国内第一个由制造商所有的商用飞机服务中心，由湾流北京负责营运。湾流北京是美国飞机制造商湾流航宇和隶属海南航空集团的北京首都航空公司（金鹿公务航空有限公司）以及大中华航空技术公司共同成立的合资机构。

中国民航局有望于2012年第三季度发放针对该飞机养护中心的145号许可。湾流航宇正着手进行该中心高质量员工的配置工作，以应对第四季度的营运。

金鹿公务航空有限公司的参与有着重要的意义，该公司已经从湾流购买了26架飞机，成为中国最大的商用包机营运商。大中华航空技术公司进入飞机维护领域已有时日，其在北京首都机场的相关设施使其有能力提供相应的飞机库服务。

湾流北京的构成包括占地82000平方英尺（7618平方米）的机库、22000平方英尺（2044平方米）的办公室以及修理厂。湾流产品支持主管，同时也是该中心总经理Kay Ardalan将履行监督工作。湾流航宇及金鹿公务航空有限公司将各自派出员工入驻该中心。

为有效维护金鹿公司的多架飞机，湾流航宇已从2010年5月起在北京建立其维护团队。此次北京中心的设立将和由Metrojet营运的香港服务中心及由JetAviation营运的新加坡中心一道建立起湾流航宇服务其亚太客户的服务铁三角，三个中心各自拥有完备的零部件储备库。此外，湾流航宇还在日本仙台拥有其线路服务保修站Jamco Corp.。

在接受AIN采访时，湾流航宇产品支持总裁Mark Burns说：“我们已经针对这项计划（指湾流北京）用了一年时间做准备，中国的消费群体一直在扩大，我们也看到了其中的商业需求。我们最主要的目标是确保每天都有最大数量的在役湾流飞机。亚洲的飞机数量增长很快，目前的维护设施（指香港和新加坡服务中心）难以满足需求。”某些时候，中国客户不得不飞到美国进行相关的维护。

西方其他商用航空服务商在中国大陆开展服务的过程也并不是一帆风顺的。

不过对Burns来说，最大的不同在于湾流航宇作为维护中心投资者的同时也是该地区市场最大的客户。对中国航空当局来说，金鹿公司是知名公司，其对湾流飞机的维护工作轻车熟路，由此，湾流航宇希望相关的维护中心认证工作能够更快更顺利地进行。

经由中国当局批准设立了合资性质的维护中心后，湾流航宇目前正谨慎地按照中国民航局的要求进行认证程序。Burns说：“我们仍然需要进一步工作以满足中国民航局的相关要求，不过更重要的是，我们必须确保我们正在以正确的方式工作。拥有一个对各方面工作都较为专业的合资合作者是至关重要的。”湾流航宇在新公司拥有行政控制权，金鹿公司在董事会的席位与湾流航宇相同。

湾流北京起初将只支持G450和G550这两个在中国数量最多的型号，但之后其服务将覆盖所有型号，包括最新的G280及G650。除了以中国作为基地的营运商之外，该中心的服务对象还包括过境营运商。

作为中心起步阶段的措施之一，在过去的十个月中湾流航宇已经从美国派遣了七名员工，他们与金鹿公司的同事一起对过境营运商开展服务，这是一次绝佳的培训机会，Burns表示他在从美国往中国派遣员工方面没有遇到任何问题。

届时当湾流北京投入营运时，来自湾流的技师将在16到20人，这一数字将会不断增加，至2013年底将达到40到50人。在经过飞行安全国际的培训后，所有的本地技师都将以英语作为工作语言，除此之外，湾流还将雇用其他一些双语人员为团队提供语言支持。

在接下来的几个月，湾流会继续扩大其在北京的零件储备库，而由于中心机库毗邻北京国际机场的“自由港”贸易区，这一任务将变得更为简单。

Burns解释说：“湾流在全球拥有价值12亿美元的零部件储备库，这其中的相当部分已经被储备到亚洲，这对我们来说意义非凡。在相当长的一段时间内，我们一直在扩大香港的储备库，如今香港已经是萨凡纳（湾流航宇美国总部）以外最大的储备库。新加坡储备库的扩大工作也在进行，而北京将会成为第三个基地。香港将会成为这一地区的配销中心。”

与此同时，湾流也在与中国民航局进行协商，力图简化飞机进口的相关程序。湾流目前在大中华区运营的飞机有80架，整个亚洲越有175家，占全球总量的27%。在2011年第三季度，几乎所有的新订单都来自亚太地区，这其中包括在2011年10月与民生金融租赁签订的针对20余架飞机的租赁合同。

湾流北京-美国飞机制造商湾流航宇在中国

设立的维护中心，中心建于北京首都国际

机场机库，该址之前由大中华航空技术公

司营运，目前大中华航空技术。

湾流北京将于2012年底投入使用

Gulfstream Beijing–the U.S. aircraft maker’s new maintenance center in China–is based in a hangar at Beijing Capital International Airport that previously was operated by Grand China Aviation Technik.

The former GCAT hangar can accommodate jetliner-size business aircraft and will serve as the heart of Gulfstream’s service facility.

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Charter alliance forged by Sino Jet and TWCby Matt Thurber

Hong Kong-based Sino Jet Management and TWC Avi-ation have formed a strategic alliance to operate U.S.-regis-tered jets in charter operations in Asia. The alliance marries Sino Jet’s marketing exper-tise and local knowledge and capabilities with TWC Avia-tion’s operational experience and U.S. Federal Aviation Administration Part 135 char-ter certificate.

Under the agreement, TWC Aviation, which is headquar-tered in California, will fly charters in Asia using air-craft managed by Sino Jet but operated under TWC’s char-ter certificate and maintained and flown by TWC Aviation personnel. The first jet to be

operated under this agree-ment is a Bombardier Global Express based in Hong Kong.

“By capitalizing on our nur-tured network and clientele in Asia and TWC’s operational and maintenance oversight, we are able to offer something truly unique and valuable in the Asia Pacific region,” said Sino Jet chief operating officer Jackie Wu.

“Sino Jet realized there was a lot of opportunity to assist local clients with aircraft man-agement,” said Andrew Rich-mond, CEO of TWC Aviation. When it came to offering Chi-nese aircraft owners the oppor-tunity to charter their aircraft, he added, “they had a need for N-registered aircraft operating

under FAA regulations. That created the opportunity for the two of us to get together.” TWC Aviation has experience operating N-registered (U.S.-registered) aircraft in Asia, from a previous relationship with TAG Asia, and one of the people who worked on that program is now working with the Sino Jet/TWC alliance.

For TWC Aviation to expand into Asia, Richmond explained,

“we have to have a physical pres-ence.” This means placing per-sonnel in China. But more important, for potential char-ter customers who are Chi-nese, they have a strong desire to book their trips by speaking in Chinese with someone who understands their culture. Yet, he added, “they have a greater comfort level with the FAA pro-viding oversight.”

Sino Jet will market the TWC Aviation charters in the Asia region, and the Global Express is available almost exclusively for charters. “The owner has tasked Sino Jet and TWC with providing a sub-stantial amount of charter for this aircraft,” said Scott Cut-shall, TWC vice president of marketing.

The Global Express will charter for about $10,000 (HK$77,580) per hour, about 20 percent higher than U.S. rates, but the Hong Kong price includes catering. “Having air-craft based throughout the region will allow us to better serve our U.S. and European clients who travel to Asia via commercial airlines,” Cutshall explained, “but would like to use business aviation to conduct their business trips in China, India, Singapore, Tokyo, Seoul and other major business cen-ters. Honk Kong is a wonderful starting point.”

Sino Jet also has a fleet of aircraft that it manages for local clients, and its services include aircraft acquisition, financing, flight dispatch and support, consulting, aircraft delivery, refurbishing and modification, crew training and placement, concierge ser-vices and aircraft-on-ground (AOG) maintenance.

Operating U.S-registered air-craft on a U.S. Part 135 char-ter certificate in China is not an issue, Richmond said. “[China] has been using [aircraft on] other registries for quite a while. The alliance helps, he added, because Sino Jet has the required

permits for operating in China.More jets will be added

to the Sino Jet/TWC alliance (Booth H502), and some are already in the works, according to Richmond. “It’s a growth market, and we see a lot of new airplanes going there. Being one of the companies estab-lishing this alliance early will attract more Chinese nationals who want airplanes and want to do charter on them. I think they’ll want to use N-registered aircraft and do Part 135 for some period of time.”

TWC is currently hiring pilots and maintenance tech-nicians for the Global Express operation and to prepare for the addition of more aircraft to the Sino Jet/TWC alliance operation. Crew will be based in Hong Kong.

The Global Express is out-fitted with a 13-passenger inte-rior and a Calvin Klein satin couch that converts to a dou-ble bed, leather paneling, handmade silk carpets and club seats covered with pearl-finished sheep leather.

TWC Aviation operates more than 50 aircraft and, in addition to charter, offers maintenance in its FAA-approved Part 145 main-tenance facility, aircraft sales and acquisitions and aircraft manage-ment services. TWC is audited under standards set by IS-BAO, Air Charter Safety Foundation, Wyvern and Argus. o


Through an agreement with Hong Kong-based Sino Jet Management,San Jose, California-based TWC Aviation is going to provide U.S.-registered aircraft for Chinese charter clients.

Left to right: Greg Johnson, v-p of business development, TWC Aviation; Jackie Wu, COO, Sino Jet Management Ltd.; and Scott Cutshall, v-p of marketing, TWC Aviation.

TWC Aviation’s Hong Kong-based Bombardier Global Express will carry up to 13 passengers and includes a couch that converts into a double bed, handmade silk carpets, leather paneling and leather covered seats. Its charter rate is HK$77,580 (US$10,000) per hour.

AIN ABACE Show NewsTrim Size: 10.812 in x 13.875 in

Bleed: 0.125

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Documents

AIN ABACE Convention News 3-27-12 Issue