editorial

A WIND OF PANIC has recently invaded Europeand, more particularly, the countriessurrounding the Mediterranean Sea. Firstthere�s the Greek economy that seems to be inunremitting decline as it struggles under theweight of the IMF�s healing measures. But it�snot only Greece, countries like Spain, Portugaland Italy have also seen their economiescollapse.When trying to counterbalance a budgetdeficit, the first solution always proposed by agovernment in a financial downturn is to applynew taxes. First on their list is anything andeverything considered a luxury and withintheir paranoia falls Business Aviation, thusamalgamating our business aircraft withyachts, jewelry and fine furs.For example, the Italian government recently

introduced new taxation, known as �SalvaItalia� (Save Italy), which aims at reducing theItalian deficit and balancing its budget.One of the measures adopted by the Montigovernment has been to tax so-called �luxurygoods�, including high caliber cars, yachts andprivate aircraft. Another tax enacted by theItalian parliament as part of their debtreducing efforts is the new �aero-taxi� tax thatwould apply to all air passengers in Italy. EvenGermany has introduced a new´Luftverkehrsteuer� aviation tax!Have we not suffered enough? The aviationindustry has been flat on its buttocks fornearly three years now. The major airframemanufacturers in general aviation are heavilyinto layoffs and production shutdowns asdeliveries have dropped a trifling 75 percentover the past four years. And this is theindustry that Europe and other nationalauthorities are trying to impose new taxes on!

Our segment of the aviation industry is alreadypaying more than its fair share: sales tax, usertax, excise tax�all applying to aircraftacquisitions and operations. It is simplyappalling to realize that these men are smartenough to be elected to run a nationalgovernment and yet have no perception ofBusiness Aviation. When a herd of businessjets flies into British airports for the Olympics,these politicians will only see a wealthy groupof executives exercising perks that must betaxed. The irony is that most of these jets arechartered or belong to such marqueecompanies as of Nike, Adidas, Wilson, BMX,Omega, Giro, Roxi and others � all of whosesport products are being put in front ofmillions of attendees and TV viewers. If RafaelNadal wins a tournament with a Babolatracket, the whole world knows thanks, in part,to Business Aviation.The search for new ways to tax is a never-ending quest, and our representatives� zeal inpursuing new, untapped sources of revenue isonly exceeded by the mounting ease withwhich they spend these revenues. I cannotremember how far back one must dig to findthe last year there was a balanced budget inour countries.The power to tax is nothing more than thepower to destroy, and it is past time we girdthose loins. If you agree, let your voice beheard. Write those cards and letters to yourMP or, if you�re on the other side of theAtlantic, to your congressman. Join andsupport your Associations. But don�t just sitthere, do something! If we do not maintainconstant vigilance against the slings andarrows from our politicians, we will soon findthat we are being taxed right into extinction.

THE POWERTO TAX

From the Editor

�No nation ever taxed itself into prosperity.�Rush Limbaugh

6 - BART: JULY - AUG - 2012

VECTOR AEROSPACE BUYS PT6A OVERHAUL SHOPVector Aerospace, a leading provider of aviationmaintenance, repair and overhaul (MRO) ser-vices has entered into an agreement to purchasefrom Pratt &Whitney Canada its P&WC (A’Asia)Pty Ltd’s Brisbane, Australia PT6A engine repairand overhaul facility.Brian Thompson, senior vice-president com-mercial, explains how this purchase aligns withVector’s strategic growth plan. “The acquisi-tion of the assets and facility associated withthe Pratt & Whitney Canada PT6A enginerepair and overhaul shop in Brisbane, Australiais another milestone in achieving strategicgrowth and enhancing business opportunitiesfor Vector within targeted international mar-kets.”

AGENDAFARNBOROUGH INT’LAIRSHOW 2012July 9-15Farnborough, UK

JETEXPO 2012September 27-29Moscow, Russia

NBAA 2012Oct. 30 Nov. 1Orlando FL, USA

MEBA 2012December 11-13Dubai, UAE

AERION EXPANDS NASA COLLABORATIONAerion Corporation announced that it is collaborating with NASA GlennResearch Center to mature NASA’s new SUPIN (SUPersonic INlet) comput-er code, which has been developed to perform aerodynamic design andanalysis on engine inlets for future high-speed aircraft, such as Aerion’splanned supersonic business jet (SBJ).Aerion and NASA will work together on inlet design and advanced boundarylayer control methods to achieve efficient and stable supersonic inlet opera-tion without boundary layer bleed. The use of bleed reduces efficiency, aswell as increases cost and complexity. Thus, a no-bleed inlet could benefitSBJ performance in anticipated real-world operating conditions.Collaboration with NASA on their SUPIN code began this month and isexpected to last approximately one year.“Our collaborative effort with NASA Glenn to mature the SUPIN supersonicinlet design code builds on our existing relationship with NASA Dryden andboth partnerships could pay dividends for years to come in the form of fasterand more efficient flight,” said Dr. Richard Tracy, Aerion’s chief technologyofficer.

HAWKER BEECHCRAFT SERVICESORDERS SIX G1000 UPGRADESHawker Beechcraft Services (HBS) announced it has taken orders for sixGarmin G1000® fully integrated flight deck installations for the BeechcraftKing Air 300/350. Garmin recently received the supplemental type certifi-cate from the Federal Aviation Administration for this upgrade(SA01535WI-D), enabling operators of King Air 300/350 aircraft to enjoythe benefits of integrated flight information systems on large, high-defini-tion displays.With this STC, the G1000 upgrade is now available at HBS facilities for awide range of models in the world’s best-selling line of turboprops: King AirC90, 200, B200, 300 and 350 models.“The G1000 is a very popular upgrade for operators of our King Air air-craft,” said Christi Tannahill, senior vice president, Global CustomerSupport. “We have seen considerable interest from customers and weexpect to see much more now that the STC for the King Air 300/350 isfinalized. Our HBS facilities have completed numerous King Air 90 and200 installations and we look forward to additional King Air 350 projects.”

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Challenger 605 image provided courtesy of Bombardier Inc.

8 - BART: JULY - AUG - 2012

HAWKER BEECHCRAFT SIGNS DEALS FOR 11 AIRCRAFT AT EBACEHawker Beechcraft Corporation (HBC) announced that it securedorders for 11 aircraft – including three of its flagship Hawker 4000super-midsize business jets, a Hawker 400XPR, six King Air 350i turbo-props and a King Air 250 – during the European Business AviationConvention and Exhibition (EBACE). The total sales amount to morethan $120 million.“EBACE 2012 has been an inspiring show for us, underscoring that thisregion of the world is important to the growth of Business Aviation and thatHawker Beechcraft has highly sought aircraft solutions to meet the trans-portation needs here,” said Shawn Vick, HBC executive vice president,Customers. “We are particularly proud that these orders are based on exist-ing relationships, an endorsement of the quality of our products and the cus-tomer support delivered by the Hawker Beechcraft team.”

JET AVIATIONADDS FBO FUEL SALES SERVICEJet Aviation has launched a new fuel sales service for itsentire chain of Fixed Based Operations in the EMEA andAsia regions.Using its global purchasing power to negotiate a better fuelprice with World Fuel Services, a leading jet fuels supplier,Jet Aviation has introduced the new fuel sales service topass significant cost savings on to FBO and MRO customersvisiting Jet Aviation FBO facilities in EMEA and Asia:London Biggin Hill; Dusseldorf; Riyadh; Dubai; Jeddah;Singapore; Zurich; and Geneva. It will be offered in tandemwith the company’s existing fuel program, which is exclu-sive to aircraft management clients.“The ability to meet all of our customers’ provisioning needsunder one roof is of great value to our global MRO and FBOnetwork,” said Frank Kusserow, Director FBO ServicesEMEA & Asia. “This offer is the result of our continuousefforts to improve efficiencies in order to maximize cus-tomer benefit.”

G280 FLIES PARIS TO NEW YORK IN LESS THAN EIGHT HOURSGulfstream Aerospace Corp.’s super mid-sizedGulfstream G280 recently set an unconfirmed city-pair speed record from Paris to White Plains, N.Y.,making the flight in 7 hours, 40 minutes. Officialrecognition of this city-pair speed record by theNational Aeronautic Association (NAA) is pending.The G280, which is nearing certification and entry-into-service later this year, took off from Paris LeBourget Airport on May 17 and flew nonstop toWestchester County Airport in White Plains, N.Y., atan average speed of Mach 0.80 against an average32-knot headwind.At maximum takeoff weight, the aircraft climbed to43,000 feet in 22 minutes. The aircraft landed with anexcess of NBAA IFR fuel reserves.

SECA / VECTOR AEROSPACEUNVEIL GLOBAL ENGINE MANAGEMENT SERVICESECA and Vector Aerospace have unveiled GEMS - a comprehensive

engine management program for the global operator market.“During EBACE 2012, we invited business and regional jet operators,Original Equipment Manufacturers and vendors to meet with SECA’sand Vector’s experienced team of Sales and Customer Support special-ists to discuss how we can support their specific engine maintenance,repair and overhaul requirements through the launch of our GEMS(Global Engine Management Service) program,” said Fabrice Dumas,president and chief executive officer of SECA.Jeff Poirier, president of Vector Aerospace Engine Services-Atlanticexplained the foundation of the GEMS (Global Engine ManagementService) program. “This new service, which is based on the com-bined expertise and experience offered by SECA, Vector AerospaceEngine Services-Atlantic and Vector Aerospace Engine Services-UK,offers a wide range of engine services; from basic off-wing mainte-nance and specific programs to complete fleet management forregional airline and business and general aviation operators aroundthe globe.”

DNA. It Matters.Examine each and every aspect of a Falcon and you’ll find genius at work.But what makes a Falcon a Falcon is in its genes. Lightweight strengthand maneuverability, battle-tested in Mirage and Rafale jet fighters.Unrivalled credentials for engineering excellence and technological innovation.And generation after generation of business aircraft that consistentlyprove best in class for performance and efficiency. And for pure genius.

Find out why. Scan the code.Or visit falconjet.com/dna

10 - BART: JULY - AUG - 2012

SNECMA STARTS ASSEMBLY OF FIRST SILVERCREST

Snecma (Safran group) announced at EBACE that it had passed a majormilestone for its new-generation Silvercrest business jet engine, startingassembly of the first complete engine, in preparation for the first groundtest.After kicking off full scale engine development in the third quarter of 2010,Snecma has now completed the design phase, in line with its developmentschedule. All parts for the first test engine (FETT) are now ready or in produc-tion. This first complete Silvercrest engine is being assembled and will startground tests this summer, followed by flight tests slated for the first half of2013.

CAE TRAINS MASTERJET, CESSNA, DASSAULTCAE announced at EBACE that it has signed a long-termagreement with Masterjet to train pilots exclusively atEmirates-CAE Flight Training in Dubai, UAE, as well as CAEtraining centres near London, United Kingdom; New YorkCity and Dallas for Cessna CJ3, Dassault Falcon 7X, 900 and900EX EASy aircraft types.Masterjet (Paris, France) offers private jet charter, aircrafttrading, aircraft management, auditing and consulting.“CAE meets the very high standards we have for Masterjetwith regard to meticulous safety and application of advancedtechnology to the training programme,” said Philip G.Queffelec, President of Masterjet. “The flight training our pilotsreceive will help us to continue to provide exceptional serviceto our clients.”

JSSI ADDS VALUE TO AVPLAN TRIP SUPPORTJet Support Services, Inc. (JSSI), the leading provider of hourly costmaintenance programs for the Business Aviation industry, and Avfuel’sflight planning company, Avplan Trip Support, have announced theyhave teamed up to offer clients additional resources to manage anyunexpected maintenance issues while traveling around the world.Through this unique alliance, Avplan customers will now have access toJSSI’s global team of experts. By simply contacting their Avplan agent,the Avplan customer facing a maintenance issue will be connected withthe JSSI Technical Advisor in the geographic area where the aircraft islocated. This special partnership is possible because of the expansivetechnical team that JSSI has deployed worldwide to support their ownhourly cost maintenance program clients.

JET AVIATION DUBAI RECEIVESBOMBARDIER AND AIRBUS APPROVALJet Aviation Dubai received approval from theFederal Aviation Authority (FAA) to perform baseand line maintenance on Bombardier Challenger604 and Airbus A318/A319/A320/A321 series air-craft.The FAA awarded Jet Aviation Dubai approval tosupport light scheduled maintenance (A checks) onAirbus A318/A319/320/321 series aircraft and basemaintenance on Bombardier Challenger 604 and605 aircraft.Jet Aviation Dubai director of maintenance AtaSaffari says, “These approvals validate the integrityof our workmanship and acknowledge our commit-ment to the highest quality standards.“Jet Aviation Dubai has steadily worked to expandour service offerings for the benefit of our cus-tomers, as well as our entire global MRO and FBOnetwork,” adds Michael Rucker, vice president andgeneral manager of Jet Aviation Dubai. “We arecommitted to meeting our customers’ maintenancerequirements to ensure their safety and security.”

12 - BART: JULY - AUG - 2012

ROCKWELL COLLINS OPENS BERLIN OFFICERockwell Collins has announced the grand opening of its Berlin Ascend™flight information solutions office, which will provide flight support servicesfor European business aircraft operators.“Europe’s airspace is growing more complex with increasing congestion andregulations,” said Steve Timm, vice president and general manager, FlightInformation Solutions for Rockwell Collins. “The expansion of our presencein Europe and new capabilities to support European operations will allow usto better serve flight departments that face these complexities and providethe most efficient and cost-effective routes possible for their flights.”BART International attended the event at the magnificent BerlinBrandenburg International Airport, where Rockwell Collin’s new office islocated.Specific enhancements to the Ascend flight planning tools have been intro-duced to support European operations. These enhancements include Euro-control Central Flow Management Unit (CFMU) routes and validation.

LEARJET 85 AIRCRAFT PRODUCTION IN FULL SWINGBombardier Aerospace shared significant progress details on its allnew Learjet 85 aircraft highlighting flight test aircraft production andprogram test milestones.Work on the two first flight test aircraft and the complete aircraftstatic test article is well underway, with the production of hundredsof composite components, including the unique 32-foot compositepressure fuselage. The joining of the nose fuselage to the main pres-sure fuselage, as well as the assembly of the aft fuselage, verticalstabilizer and tailcone fuselage sections, have all begun at theBombardier sites in Wichita, Kansas and Queretaro, Mexico.The first shipments of wing spars and skins, manufactured atBombardier’s site in Belfast, Northern Ireland, have arrived at theQueretaro site, where wing assembly has started. Additionally,major supplier components, such as the aircraft’s Pratt & WhitneyCanada PW307B engines, are now on site at the final assembly linein Wichita.

BLR COMPLETES ITS LARGEST WINGLET SALEEVER TO FAA

The U.S. Federal Aviation Administration (FAA) placed apurchase order with BLR Aerospace for 18 Winglet Systemsand will install the Winglet Systems on its King Air 300 fleet.The Winglets will include recently certified LED lighting sys-tems.The company recently delivered the FAA’s first two WingletSystems. Delivery of an additional 16 ship sets will be timedto support the FAA’s back-to-back installation schedule.“BLR could not be happier or more proud that the nation’saviation authority has chosen to fly with our product,” saidDave Marone, the company’s vice president of Sales andMarketing.Winglets enhance aerodynamics and safety for the King Airson which they are installed, and operators report a range ofhandling and operational benefits, including fuel savings.Fuel consumption can be reduced by 5 percent, an importantconsideration as the price of fuel continues to climb. Inaddition, Winglets deliver a 100 percent return on invest-ment, according to Carl Janssen of the Aircraft Bluebook-Price Digest.

GOODFLYING!PILATUS WISHES YOUAN EXCELLENT AIR SHOW!Come and visit us at the Static Display

www.pilatus-aircraft.com

14 - BART: JULY - AUG - 2012

HONEYWELL�S SYNTHETIC VISION SYSTEM NOW AVAILABLE FOR PILATUS PC-12 NGHoneywell’s SmartView Synthetic Vision System,an aircraft cockpit display technology, has beenchosen by Pilatus for its PC-12 NG aircraftequipped with the Primus Apex integrated flightdeck. The SmartView option is available now onnew PC-12 NG production aircraft and also will beretrofittable in the future.According to the Federal Aviation Administration,air traffic will more than double in the next 20years. Higher volumes of air traffic will necessitateincreased situational awareness for pilots to safelynavigate more crowded skies and airports and doso in a safe and timely manner. Likewise, address-ing increased air traffic volumes is central to airtraffic modernization programs being implementedin Europe and the U.S. that seek to make travelsafer and more predictable.SmartView will provide PC-12 NG pilots with a real-time view of the location of the aircraft relative tosurrounding terrain and a compelling 3-D virtualview outside the cockpit that is unencumbered byvisual impediments such as fog, bad weather ordarkness. SmartView is also a strategic tool, offer-ing guidance cues, terrain shading and other intu-itive prompts to aid pilots in critical decision-mak-ing — ultimately improving overall safety for PC-12NG pilots and passengers.

DASSAULT FALCON ADDS SPARES INVENTORY AND CUTS PRICESDassault Falcon is undertaking a broad initiative to expand inventories across the globe andreduce prices on more than 14,000 parts. These efforts expand the company’s ability to supporta growing global fleet of more than 1,900 aircraft while increasing dispatch reliability. In addi-tion, new parts packaging is reducing shipping costs for customers while cutting down on theuse of resources.“The increasing priority customers are placing on the quality and cost of spare parts service is astrong motivation for us to further improve and expand the worldwide spares support network,”

said Guillaume Landrivon, VicePresident of Worldwide Sparesfor Dassault Falcon.“Simultaneously, we are focus-ing on innovative ways to addvalue while setting the industrystandard for excellent servicelevels.”Parts inventory growth isfocused in particular on rapid-ly growing emerging markets.Dassault Falcon has increasedinventory at its Singapore,Shanghai, Sydney and SaoPaolo distribution centers by30% and two new parts distrib-ution centers in Moscow andin Beijing are planned.

AVTRAK ANNOUNCESNEW REPORTING FEATUREAvtrak, the industry’s highestranked maintenance tracking sys-tem provider, have announced anew reporting feature in theirGlobalNetTM MaintenanceTracking System, helping Mexicanoperators meet DGAC compliancerequirements.Operators who use the company’smaintenance tracking system nowhave the ability to automaticallygenerate the SB/AD reportrequired by the DGAC every sixmonths to maintain compliance.“With one simple click of a button,our customers have a report theycan send directly to the DGAC,”said Dennis Steinbeck, VicePresident of BusinessDevelopment for Avtrak. “This isjust another way Avtrak helps ourcustomers maximize availabilitywhile minimizing costs.”

BOMBARDIER LAUNCH LEARJET 70 AND 75Bombardier Aerospace launched the Learjet 70 and Learjet 75 aircraft atthe EBACE in Geneva.The new Learjet 70 and Learjet 75 aircraft build on legendary Learjetstrengths and successes while leveraging Learjet 85 aircraft technology.The jets will feature a new modern design interior, a next generation cabinmanagement system, the Vision Flight Deck with a state-of-the-art avionicssuite, superior aircraft performance and low operating costs. Entry-into-ser-vice is scheduled for the first half of 2013.

ROCKWELL COLLINS� ASCENDSTREAMLINE AIRCRAFT MAINTENANCERockwell Collins’ Ascend™ Aircraft InformationManager (AIM) available for Pro Line 4™, Pro Line21™ and Pro Line Fusion®-equipped aircraft, wasrecently certified for Bombardier Challenger300/604/605 and Hawker 750/800XP/850XP/900XPaircraft.“AIM is a huge time saver for flight operations, espe-cially for uploading critical flight databases that mustbe updated every few weeks,” said Steve Timm, vicepresident and general manager, Flight InformationSolutions for Rockwell Collins. “This is done swiftlythrough a robust and secure connection between theaircraft and our Ascend data center.”AIM uploads flight critical database updates, and down-loads maintenance information post-flight using avail-able Wi-Fi or cellular links that automatically transferinformation to and from the Ascend Data Center. FlightManagement System, Integrated Flight InformationSystem, Terrain Awareness Warning System andSurface Management System databases can beuploaded to the aircraft from anywhere.

Visit our global MRO locations:Meet the team who can do it all. Established in 2002, we offer scheduled and unscheduledmaintenance and refurbishment services, avionics, aircraft cleaning, hangarage and 24/7 AOGsupport. We provide airframe maintenance to Dassault Falcon 900/2000/7X, the Hawker 125 series,the Citation CJ1, CJ2, 550 & 560 series and the Bombardier Challenger series and are an authorizedservice center for Dassault’s Falcon 900 to 2000 series. Our London Biggin Hill team takes careof you here while you benefit from our global network everywhere else. Personalized to Perfection.

Jet Aviation London Biggin HillTel. +44 1959 579 600 | AOG 24/7 +41 58 158 4848jbqh@jetaviation.co.uk | www.jetaviation.com/london

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CESSNA ANNOUNCES LONG-RANGE CITATION BUSINESS JETCessna Aircraft Company has introducedits newest and longest-range business jet,the Citation Longitude at EBACE. Thislaunch follows on the heels of Cessna’sannouncement, just over six months ago,of the new Citation M2 and CitationLatitude.Boasting a 4,000-nautical-mile range and amaximum speed of Mach .86, the CitationLongitude will make a non-stop flight fromNew York to Paris, London to Dubai orBeijing to Moscow. At a price of $25.999million, Cessna believes that the CitationLongitude is the best value 4,000-nautical-mile super mid-size business jet available.Scott Ernest, Cessna president and CEOsaid: “The Citation Longitude sets itselfapart with the largest Citation cabin, inter-continental range and a price pointunmatched by other business jets withsimilar performance. This super mid-sizejet sets a new standard for cabin efficien-cy, connectivity and stylish comfort.”

The Citation Longitude will be powered by two Silvercrest engines, with 11,000 pounds of thrust, made by Snecma (Safrangroup). These engines lead the industry in fuel efficiency, weight and maintainability. The engines will be on an on-conditionmaintenance plan, which is expected to reduce the operating costs of the aircraft because maintenance intervals will be extend-ed significantly.

StandardAero COMPLETES 1000TH GE ENGINEStandardAero announced that it just delivered its 1000th GE engine; a CF34™-3 engine for Brit Air. The 162,000 sq. ft facility in Winnipeg,Canada supports the CF34 engine as well as the larger CFM56-7B engine used on Boeing’s fleet of 737 Next Generation aircraft.“This is a significant milestone and one that we are very proud to celebrate,” said Jeff Wood, Senior Vice President, Airlines & Fleets,StandardAero. “One thousand engines is a significant achievement and given the longstanding relationship we’ve had with Brit Air, it’sonly fitting that this milestone engine was theirs.Brit Air was our first CF34 customer outside NorthAmerica and our long term partnership with themhas strengthened our presence in the Europeanmarket, as well as extended our global MRO foot-print.”“We are pleased to receive StandardAero’s 1000thGE engine,” said Marc Lamidey, CEO, Brit Air.“StandardAero became our CF34 MRO supportprovider in 2007 and we have been very pleasedwith their work. Their flexibility and customerfocus are what makes them an attractive choice forus and we look forward to continuing our relation-ship with them.”In 2009, StandardAero entered the CFM56 marketto expand its current product portfolio and solidifyits market position as a comprehensive MROprovider in the commercial aircraft market. Todate, more than 60 CFM56-7B shop visits havebeen completed as the volume continues toincrease to include international customers.

16 - BART: JULY - AUG - 2012

Visit our global FBO locations:Meet the team who understands the needs of business travelers. Our prime location at Biggin Hillairport, just twenty kilometers (twelve miles) southeast of central London makes us the most convenientgateway for quick access to the city center. Our professional and courteous FBO staff providespassengers, crew and aircraft with outstanding and personalized services. This coming spring we willopen our new state-of-the-art Executive Terminal ready for the busy 2012 summer season. Our LondonBiggin Hill team delivers the best in local service; our global network assists you everywhere else.Personalized to Perfection.

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FLIGHTWORXLAUNCH iView.AeroFlightworx have launched theirmarket web based flight supportplatform : www.iview.aeroThe iView.aero program allowspilots on the move to interactwith their 24/7 FlightOperations function in real timeto obtain fast information ontheir f l ight bookings andprogress. They also have theability to get instant fuel pricesfrom a non-biased fuel shop-ping program for any locationworldwide.The portal can interact acrossthe spectrum of the flight opera-tion from pre, to inflight rightthrough to post activities andcan enhance any private or com-mercial flight operators programat the touch of a button.

PIPER SELLS MERIDIAN AT CANNES AIR SHOWBuilding on a robustfirst half of 2012 inEurope, Piper AircraftInc. and WintersAviation sold the tenthnew M-Class single-engine aircraft for deliv-ery into the continentthis year.The latest transaction,involving a M-ClassMeridian single-engineturboprop, was complet-ed this past week duringthe Salon de l’Aviation

Générale de Cannes at Cannes-Mandelieu Airport (LFMD). The new Meridian will begin servicewith a business owner in Spain later this year.The standard equipped list price for a Piper Meridian is $2,133,650. M-Class aircraft include theturboprop Meridian, pressurized piston-engine Mirage and unpressurized piston Matrix.“This is the first new Meridian sold into Spain in quite some time and is certainly the first 2012Meridian sold to a customer in Spain,” said Piper Director of Marketing and CommunicationsJackie Carlon, who represented Piper at the event. “Winters Aviation, our authorized new aircraftdealer in this part of the world, consummated the sale during the Cannes show.”

18 - BART: JULY - AUG - 2012

EMBRAER MARKS 1st INTERNATIONAL DELIVERY OF US-MADE AIRCRAFTEmbraer Executive Jets made its first international deliv-ery of a US-made Phenom 100 when CanadianBusinessman Tasso Kostelidis took delivery on March31.“Canada is a strong and growing market for Embraer,”said Vice President Sales-North America Bob Knebel ashe joined Kostelidis at the end of the three-day deliveryprocess. “This is a significant delivery when you consid-er this is only the third delivery from our Melbourneproduction line. This speaks well of the experience andmaturity of our team.”Kostelidis, who is an instrument-rated private pilot andwho joined his corporate pilot in receiving training fromEmbraer’s training partner, CAE in Dallas, will use thePhenom 100 to connect his far-flung network of distribu-tion centers in Canada. He currently has four warehous-es for his packaging and materials business which isbased in Montreal. Two additional warehouses are indevelopment and the Phenom 100 will also be used tocheck on construction progress.

StandardAero COMPLETES STCFOR FALCON AVIONICS UPGRADES

StandardAero has received FAA approval for aSupplemental Type Certificate (STC) for upgradingMark V EGPWS computers with Honeywell’s SmartRunway™ and SmartLanding™ Runway Safety Packagefor Falcon 50, F50EX, and Falcon 900, and Falcon900EX aircraft.StandardAero completed the STCs via its OrganizationDesignation Authorization (ODA) at the Springfield, Ill.facility and offers installation at any one of its four NorthAmerican service centers with additional locations inLos Angeles, Augusta, Ga. and Houston, Texas.Honeywell’s EGPWS, or Enhanced Ground ProximityWarning System, uses aircraft inputs including posi-tion, attitude, airspeed and glideslope, along with aninternal terrain / obstacle / runway database to predicta potential conflict between the aircraft’s flight pathand terrain or an obstacle.

NETJETS ORDERS UP TO 275 BOMBARDIER CHALLENGERSBombardier Aerospace has announced a firm order from NetJets for 100Challenger business jets with options for an additional 175 aircraft.Bombardier also announced a long-term aftermarket support agreementwith NetJets. The transaction for the firm aircraft order is valued at approxi-mately $2.6 billion US based on 2012 list prices. If all the options are exer-cised, the total value of the order is approximately $7.3 billion US, alsobased on 2012 list prices. The combined sale and aftermarket agreement arevalued at approximately $9.6 billion US if all options are exercised.“We are very proud that, once again, NetJets has selected Bombardier air-craft to grow and support the expansion of its fleet worldwide,” said SteveRidolfi, President, Bombardier Business Aircraft. “Our Challenger 300Series and Challenger 605 Series jets are worldwide leaders in their respec-tive segments. These aircraft are renowned for their reliability, performanceand wide cabin comfort. We are convinced that the Challenger jets will com-plement NetJets’ existing fleet perfectly. After selecting our Global aircraftlast year, this new order is a fantastic endorsement of Bombardier’s largecabin product portfolio.”

JET AVIATION ZURICH RECEIVES REPAIR STATIONCERTIFICATE FROM THAILAND DCAJet Aviation Zurich recently received approval from the Thai Department ofCivil Aviation (DCA) to provide maintenance support to Thailand-regis-tered aircraft.With this authorization, the company is now approved to perform mainte-nance on Cessna 208/510/525/550/650/750 series and Hawker BeechcraftB200/B300/B350,400/400A/400XP,700/800 as well as750/800XP/850XP/900XP series aircraft registered in Thailand.This includes support for Williams International FJ44 series and Pratt&hhhhjjjj Whitney PT6A/JT15D/PW530 series engines mounted onThailand-registered aircraft. The approval, which is valid for three years,further permits Jet Aviation Zurich to perform off-site maintenance in AOGsituations, as well as radio, instrument and accessory repairs per its listedapprovals. “We are very pleased to offer these valued services to Thai-regis-tered aircraft owners and operators en-route in Europe,” says Jakob Straub,vice president and general manager of Jet Aviation Zurich.Jet Aviation Zurich consists of 5,000 square meters (53,820 square feet) ofhangar space and provides aircraft maintenance support to small and medi-um-sized business jets and turboprops. The facility is an EASA#CH.145.0202 and FAA #CR5Y789M authorized repair station offering air-frame and engine maintenance, completions, cabinetry and furniture refur-bishment, electrical systems installations, avionics installations and exteri-or painting services.

GULFSTREAM LAUNCHESMOBILE MAINTENANCE VEHICLEGulfstream Aerospace Corp. will soon supportGulfstream operators in northern California andColorado using a specially outfitted Field and AirborneSupport Team (FAST) mobile maintenance vehicle.From its base at San Jose International Airport, the vehi-cle will support customers’ Gulfstream aircraft located inand around San Jose, San Francisco and Oakland, as wellas Gulfstream aircraft in Sacramento, Fresno and as fareast as Reno, Nev. From December to early March, thevehicle will be based at Denver’s Centennial Airport toserve operators in Colorado during ski season.The custom-designed FAST vehicle supports techni-cians with providing a wide range of services, includingaircraft-on-ground (AOG) support, line maintenance,inspections and engine changes. It will be staffed bytechnicians from Gulfstream’s service center in LongBeach, Calif.“We have more than 60 operators based in northern andcentral California, and many operators who travel in andout of Colorado from December to March, so we believethere is a good business case for such a resource,” saidMark Burns, President, Gulfstream Product Support.

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20 - BART: JULY - AUG - 2012

AIRCELL ANNOUNCES FALCON SWIFTBROADBAND CERTIFICATIONAircell, a provider of in-flight connectivity for Business Aviation, have announced that JetAviation AG Basel, a member of the company’s global dealer network, has received a newSupplemental Type Certificate (STC) from the European Aviation Safety Agency (EASA) for theAVIATOR 200 system aboard the Falcon 2000LX.The AVIATOR 200 enables near-global email, light Internet and voice capabilities viaInmarsat’s satellite-based SwiftBroadband service. Passengers and crew can send and receivee-mail with attachments, surf the web, access a corporate VPN and more, using their own Wi-Fi-enabled laptops, tablets, electronic flight bags, and smartphones. They can also place andreceive voice calls using integrated cabin handsets. Customers can use the system’s voiceand data functions simultaneously. Aircell’s SwiftBroadband solutions are powered by Thrane& Thrane.A complete AVIATOR 200 equipment package costs approximately $60,000, plus installation.

HAWKER BEECHCRAFT SERVICE CENTERSRECEIVE FAA AWARDSHawker Beechcraft Global Customer Support (GCS) announcedits factory-owned service centers in the United States havereceived the coveted Diamond Award from the Federal AviationAdministration’s (FAA) Maintenance Technician Program. Theeight HBS maintenance centers including Little Rock, Ark.;Tampa, Fla.; Atlanta, Ga.; Indianapolis, Ind.; Wichita, Kan.;Houston, Texas; San Antonio, Texas; and Mesa, Ariz., met therequirements for the FAA’s highest distinction for excellence inaircraft maintenance training.“This recognition by the FAA is a testament to the continuedcommitment and investment we have made in available trainingfor our employees,” said Christi Tannahill, senior vice president,Global Customer Support. “Our employees take great pride in

the quality of their work and are dedicated to the ensuring our customers have a world-class aircraft ownership experience.”To achieve the prestigious Diamond Award, a facility must have 100 percent of its employees participating in the FAA’s MaintenanceTechnician Program. Individuals can receive a Bronze, Silver or Gold Award. The awards are based on the number of hours of FAA-approved aviation maintenance training received throughout the year.

JSSI ESTABLISHESSUMMIT SERIESPROGRAMJet Support Services, Inc. (JSSI)recently launched a series ofAviation Summits specifically cre-ated for aircraft Broker/Dealer,Management, Finance, Legal andConsulting Business Aviationprofessionals. These summits arebeing conducted around theglobe and are focused on inform-ing industry specialists about thebenefits of JSSI’s hourly costmaintenance programs to theircustomers and to their futuresuccess.“We have provided hourly costmaintenance programs to theBusiness Aviation industry formore than 20 years, but manyindustry professionals may notfully understand our programsor recognize the significant dif-ferences between us and ourcompetitors,” commented SusanMarr, Co-President and GeneralCounsel for JSSI. “So far, atten-dance at our summits has beenoutstanding and we look forwardto educating the marketthroughout the year,” addedMarr.

INNOTECH DELIVERS 26TH GLOBAL XRS COMPLETIONInnotech Aviation has delivered a Global XRS (S/N 9426) 11-place interior completion toBombardier Aerospace. This marks Innotech’s 26th interior completion of a Global series air-craft. Innotech is a Bombardier Preferred Completion Facility.Innotech vice-president and general manager, Rob Brooks, said, “We are very proud of ourMontreal team and the relationship we have built with Bombardier Aerospace. We continue to exer-cise our quality processes to deliver a first class product to Bombardier clients around the world.These processes also support our capabilities and expertise as an Authorized Service Facility (ASF)when working on major refurbishing and heavy-maintenance contracts.” Brooks added.

HAWKER PACIFIC ORDERS SIX BEECHCRAFT KING AIR 350Hawker Beechcraft Corporation (HBC) announced a new order for six Beechcraft King Air 350iturboprops from Hawker Pacific, a leading sales and product support company throughout theAsia Pacific region.The sale builds on Hawker Pacific’s long-standing relationship with HBC and will support itsgrowing commercial and special missions operations across Australia and Southeast Asia.

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BART: JULY - AUG - 2012 - 21

GULFSTREAM LAUNCHES MULTIMEDIA CENTERGulfstream Aerospace Corp. has opened a full-service multimedia center at its ProductSupport headquarters to enhance and increase communication with operators. The center,which includes a broadcast studio, control room and equipment room, allows Gulfstream toproduce live streamed webcasts, videos and recorded broadcasts.“As our fleet grows worldwide, we need to find new, more efficient ways to communicate withour customers,” said Mark Burns, president, Gulfstream Product Support. “By deploying thisWeb-based production channel, which we will call The Gulfstream Network, we can effective-ly disseminate information to our customers on safety, service and support, and technicaltraining.”Content produced in the multimedia center will be distributed mainly on myGulfstream.com,the company’s secure customer website, and will also appear on Gulfstream.com.

GAMA AVIATION AWARDED AIR AMBULANCE CONTRACTGama Aviation Limited (Gama)part of the global Gama Group,announced that the ScottishAmbulance Service has selectedGama to be its dedicated providerof Air Ambulance services for afurther 7 years (2013 - 2020)Gama’s long association with theScottish Ambulance Service andNHS Scotland which commencedin 1993 was furthered with theannouncement that it will continueto provide an integrated AirAmbulance Service to the peopleof Scotland into the next decade.

The new service incorporates a number of new features alongside the core aircraft provisionof two Beechcraft King Air 200C fixed wing turboprop aircraft based at Aberdeen andGlasgow airports respectively along with two dedicated Eurocopter EC135T2 helicoptersbased at Glasgow and Inverness. The EC135 Helicopters are to be replaced by two newmade-to-order EC145T2 helicopters when the new aircraft are available in 2014 allowing clini-cians more room to treat patients in flight whilst also giving improved range. In additionthese aircraft will be complemented where required by Eurocopter Super Puma helicoptersbased in both Shetland and Aberdeen.

EMBRAER RECEIVES PRODUCTION CERTIFICATE FOR MELBOURNEIn a ceremony at Embraer Executive Jets’ Melbourne Campus, the Federal AviationAdministration (FAA) presented Embraer its Production Certificate to assemblePhenom 100s in the United States. Previously, Phenom jets assembled in Melbournehave been certified under the FAA type certificate granted to those produced in Brazil.“This is a significant milestone for Embraer and is the culmination of a series ofachievements in the last year,” said Ernest Edwards, President, Embraer ExecutiveJets. “We opened this facility just over a year ago, delivered the first U.S.-producedPhenom 100 in December and the first U.S.-produced aircraft to go to an internationalcustomer in March.”The presentation caps four years of work by a dedicated team of professionals atEmbraer and the FAA at both its FAA Manufacturing Inspection District Office(MIDO) office in Orlando and its Small Aircraft Directorate in Kansas City thatinspects and certifies aircraft companies to manufacture products under an FAA-approved type design.

ARINC DIRECT UPDATES APPARINC Direct announced that it hasreleased a major upgrade to its iPad®flight planning application. Version 2.3introduces several new features thatmake it possible for flight planningsubscribers to implement a paperlesscockpit environment.Notably, Version 2.3 introduces anAnnotation feature that allows pilots toadd and edit flight notes directly intothe application. Inserted text is indicat-ed in blue and the font size matchesthe flight plan. Pilots can connect viaBluetooth to share note-taking respon-sibilities and annotated notes can be e-mailed for archival purposes. TheNotifications icon has been strategical-ly placed so that users can quickly rec-ognize when a new alert has arrived.Based on feedback from pilots anduser-interface specialists, the upgradedapplication offers a streamlined appear-ance and the return of filtering optionsfor individual flight legs. Pilots cansync their trips with their electroniccalendar via iCloud. For datalink-capa-ble aircraft, the new application allowsfor direct pre-departure clearancedelivery. The upgrade also includescrash, stability, and bug fixes.

22 - BART: JULY - AUG - 2012

PEOPLEAl Bateen Executive AirportAl Bateen Executive Airport, hasnamed Yousif Hassan AlHammadi as Acting GeneralManager, effective May 1st, 2012.Yousif will lead the day to dayrunning of Al Bateen ExecutiveAirport, dedicated to ensuringsafe and secure operations at theairport.

BlackhawkBlackhawk has appointed TalebZeitouny as chief engineer.Zeitouny will report to JonAdams, Blackhawk director ofEngineering, and help to guidethe company’s technology devel-opments as Blackhawk meetsgrowing demand for its aircraftupgrade programs.

CRS Jet SparesCRS Jet Spares, a leadingBusiness Aviation aftermarketparts supplier, has appointedJack Caloras Vice President ofSales and Business Develop-ment. Mr. Caloras has been withthe company for more than 10years as Vice President of Salesand Operations.

“The CRS Group has a focusedcommitment to internationalexpansion,” explains CRSFounder and CEO, ArmandoLeighton, Jr. “This position isintegral to our long-term strategyof increased international sales,additional parts depots and CRS

facilities around the world. Jack’sdiverse experience in the globalBusiness Aviation industrymakes his transition to this role avital step in our seeing successwith this new program.”The company has also increasedthe role of Viviane Castro withinthe CRS Jets Spares organization.Ms Castro’s previous role withCRS was as AdministrativeAssistant. As Director of FirstImpressions, her new role willnow include supporting CRS cus-tomers calling in to or visiting theCRS office.Dallas AirmotiveDallas Airmotive, a BBA AviationEngine Repair and OverhaulGroup (ERO) company, hasappointed Steve Griego aRegional Engine Manager for theNorthwestern United States.Griego will represent the compa-ny’s Pratt & Whitney Canadarepair and overhaul services forPT6A, JT15D, PW500, PW306Cpowered aircraft and relatedAPUs.

ager of its Phoenix RegionalTurbine Center (RTC). Bang willbe responsible for day-to-dayoperations at the RTC whichfocuses on PT6A, JT15D, M250™repair services and, with itsrecent appointment, theHTF7000.

EmbraerJosé Antonio Filippo has beennamed Chief Financial Officer ofEmbraer.An engineer by training, withextensive knowledge and experi-ence in the various disciplines offinancial management in largecompanies, Filippo worked forimportant Brazilian and multina-tional groups, with acknowledgedsuccess.“Filippo is a great addition to ourteam,” said Frederico FleuryCurado, Embraer President andCEO. “His expertise and experi-ence will be of real value to theprocess of growth and develop-ment of the company.

GulfstreamGulfstream has named JeffKreide vice president ofBusiness Solutions. He willreport to Pres Henne, seniorvice president, Programs,Engineering and Test,Gulfstream.In this new role, Kreide will beresponsible for developing andmanaging integrated businesssolutions to support all facets ofGulfstream, including ProductLifecycle Management (PLM)and Enterprise ResourcePlanning.

Jet Support Services, Inc.(JSSI)Jet Support Services, Inc. (JSSI),a provider of hourly cost mainte-nance programs for theBusiness Aviation industry, hasannounced the addition of Neil

W. Book as Co-President, andthe promotion of JSSI veteran,Susan K. Marr, to Co-President.The shared leadership roles ofMr. Book and Ms. Marr will bedelineated by the company’score areas of operations. Mr.Book will be responsible forSales, Marketing and TechnicalServices Operations, while Ms.Marr will lead the Legal, HumanResources,.Yankee PacificAerospace

(YPA) has appointed RickRichardson as Vice President,business development; HarveyTiclo has succeeded Richardsonas president of YPA division,Cabin Innovations. Eachappointment was effective inJanuary of this year.

Meanwhile Kevin Bang hasjoined Dallas Airmotive as man-

Yankee Pacific Aerospace

Jack Caloras.

Industry Marks the Passingof Avionics Pioneer Edward J. King, Jr.

Many in the BusinessAviation industry havemourned the passing ofindustry legend EdwardKing, Jr., who died June3 at the age of 90.In 1959 King foundedKing Radio Corporation,a company which wenton to develop and pro-

duce world-class navigation and communication equipment for alltypes of general aviation aircraft, from piston-powered airplanesto business jets.“Ed King was one of the most important figures in the develop-ment of modern avionics,” said NBAA President and CEO EdBolen.Ed King, Jr. is survived by his wife of 32 years, Carolyn G. King,his children and grandchildren.

Susan K. Marr. Rick Richardson.

UNITEDEBAA CEOFabio Gamba(top) and IBACDirector GeneralDon Sprustonare calling for aglobal alternativeto EU-ETS.

EUROPEAN UPDATE

BizAv AssociationsCalled Upon to Jointly Devise anEU ETS Global AlternativeOn the occasion of CBAA 2012, Canada’s leading event forBusiness Aviation, several prominent national BusinessAviation Associations and their international representativebody, IBAC, gathered to review their joint positions on theEuropean Emissions Trading System (EU ETS). FabioGamba, CEO of the European Business AviationAssociation (EBAA), set out the European perspective,emphasizing that he shared the audience’s frustration over

the scheme’s many flaws.These shortcomings include the discriminatory treatment

of Business Aviation, not only in the distinction made in theDirective between commercial and non-commercial opera-tors and how the de minimis rule is applied, but also in thesystem’s cost ineffectiveness and its focus on punishingCO2 emitters instead of encouraging their efforts dedicatedto improving the industry’s carbon footprint. As for thescheme itself, Gamba stressed that its timing couldn’t beworse and should have at least been coordinated with EUMember States – several of which continue to tax aviationalso for environmentally-based reasons.“There’s no denying that aviation emissions will grow over

time despite the sector’s constant technological and opera-tional improvements and its formal long-term commitmentto reducing the impact of aviation on the environment. Andalthough Business Aviation emits less than 2% of air trans-port emissions – and less than .04% of total man made emis-sions - we confirm our sector’s role in helping to combatglobal warming,” Gamba said. “Indeed we have alreadycalled for and recognised the role of interim global market-based measures to foster the fulfilment of our three long-term targets, namely 1) carbon-neutral growth by 2020, 2)improvement in fuel efficiency of an average 2%/year until2020, and 3) an absolute reduction of 50% (based on 2005)of our CO2 emissions. However, we believe the time has

now come to define what these mea-sures should be.”

Don Spruston, Director General ofIBAC, also cautioned that resistance tothe EU ETS could lead to retaliationwhich would harm all parties. “Weunderstand the frustration that unilater-alism and badly-crafted legislation cangenerate,” he added, “but we also note,importantly, that the EuropeanCommission has agreed to abandon itsscheme if and when a global agreementon an aviation climate change program issealed. This is an opportunity we want toseize.”

He therefore called upon the international BusinessAviation community to rally behind the worldwide aviationeffort to develop an alternate, global, market-based mea-sure to the EU ETS. Sam Barone, President & CEO ofCBAA, noted: “We need to devote our resources to findingan international agreement that has the full support of theindustry worldwide. Today various international bodies arealready reflecting on how best to achieve it. We commendtheir efforts, but we must take a more active role in theirwork.”EBAA and their colleague Business Aviation associations,

working with IBAC, are therefore calling for the develop-ment of such a global agreement under the leadership ofthe International Civil Aviation Organization (ICAO).Barone concluded that the EU ETS had triggered discus-sions at a global level which should provide a much neededpush to reach a global solution under ICAO. “We certainlydon’t support the EU ETS for all the reasons mentionedabove. And we will join our colleagues in pushing for a fair-er, international, market-based measure that helps accom-modate our ambitious environmental goals in the short- tomid-term. Indeed, we warmly welcome the constructivedebate generated at our 2012 Convention and are delightedto offer further facilitation from our offices in the homecountry of ICAO.”

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BART: JULY - AUG - 2012 - 23

Hawker Beechcraft has announced that ithas reached an agreement with a significantnumber of its senior secured lenders andsenior bondholders on the terms of a finan-cial restructuring plan that will strengthenthe company for the future and eliminateapproximately $2.5 billion in debt andapproximately $125 million of annual cashinterest expense.To implement the terms of the prearrangedrestructuring expeditiously, HawkerBeechcraft and certain of its subsidiariestoday filed voluntary petitions underChapter 11 of the United States BankruptcyCode in the U.S. Bankruptcy Court for theSouthern District of New York. The termsof the prearranged restructuring agreementwill take effect when the company’s reorga-nization plan is confirmed by the Court andthe Chapter 11 case is concluded.As part of the prearranged restructuring,Hawker Beechcraft obtained a commitmentfor $400 million in Debtor-in-Possession(DIP) financing, which will enable it to con-tinue paying employees, suppliers, vendorsand others in the normal course of business.Robert S. (Steve) Miller, CEO of HawkerBeechcraft, Inc., said, “We are pleased tohave reached an agreement with our largestlenders and bondholders on a solution tostabilize and improve our capital structure.In the last three years, the company hasmade aggressive transformational changesin all operational functions, and today’sannouncement represents the next step for-ward. Restructuring our balance sheet andrecapitalizing the company in partnershipwith our debtholders will dramaticallyimprove Hawker Beechcraft’s ability to com-pete in a rapidly changing environment.”Hawker Beechcraft continues to operate inthe normal course of business and serve itscustomers around the world. All orders foravailable products will be fulfilled and thecompany’s commitment to providing thebest products and service in the industryremains unchanged. Further, the companywill comply with all Department of Defense

acquisition and maintenance contracts, aswell as agreements with international airforces including, but not limited to, therecently announced sale of T-6C+ trainer air-craft to Mexico. Hawker Beechcraft is alsocommitted to moving forward with its bid toprovide the U.S. Air Force with the AT-6 insupport of the Light Air Support contract.

Reorganization PlanA prearranged Chapter 11 filing means thecompany has secured the support of amajority of its lenders and senior bondhold-ers for its proposed financial restructuringprior to the Chapter 11 filing with the Court.Financial institutions representing morethan two-thirds the company’s bank andsenior bond debt are parties to the agree-ment.Upon confirmation by the Court and con-summation of the plan, equity ownership inHawker Beechcraft will be transferred toholders of the company’s secured debt,bond debt and certain other unsecuredcreditors.

Business ContinuityHawker Beechcraft will continue its opera-tions without interruption and meet itsongoing commitments to customers duringthe restructuring process. Specifically,deposits and progress payments will besecure and all customer orders for availableproducts will be fulfilled. The companybelieves the size of the DIP financing com-mitment will be sufficient to maintain ade-quate and stable working capital and liquidi-ty positions. The company expects to meet

its obligations to its suppliers and employ-ees in the ordinary course during the recapi-talization process.Miller continued, “As we have worked todevelop this long-term plan to recapitalize thecompany and strongly position HawkerBeechcraft for the future, our employees havecontinued to build the best airplanes in theworld and provide our owners with the mostcomprehensive global customer support inthe industry. The protections provided by theU.S. Bankruptcy Code and the financing com-mitment we have obtained put HawkerBeechcraft in a great position to continue todo so throughout the restructuring process.”

FinancingThe agreement includes a commitmentfrom certain members of the senior lendergroup to provide $400 million in DIP financ-ing, which the company expects will ensuresufficient liquidity during the reorganizationprocess. Upon approval, this DIP facility willbe available to fund Hawker Beechcraft’soperations, pay its suppliers and vendorsand for other corporate purposes.

Background on Chapter 11Chapter 11 of the U.S. Bankruptcy Codeallows a company to continue operating itsbusiness and managing its assets in theordinary course of business. The U.S.Congress enacted Chapter 11 to encourageand enable a company to continue to oper-ate while restructuring its business, therebypreserving jobs and maximizing the recov-ery for all its stakeholders.

24 - BART: JULY - AUG - 2012

HAWKER BEECHCRAFTREACHES AGREEMENTWITH LENDERS

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BOMBARDIERANNOUNCES Q1 2012RESULTSBombardier has released its financial resultsfor the first quarter ended March 31, 2012.Revenues totaled $3.5 billion, compared to$4.7 billion last fiscal year. Earnings beforefinancing expense, financing income andincome taxes (EBIT) amounted to $215 mil-lion, compared to $312 million last fiscal year,representing an EBIT margin of 6.1%, com-pared to 6.7% for the corresponding periodlast fiscal year.Net income reached $190 million, comparedto $220 million for the corresponding periodlast fiscal year. Diluted earnings per share(EPS) was $0.10 for the three-month periodended March 31, 2012, compared to dilutedEPS of $0.12 for the corresponding period lastfiscal year. The overall backlog reached $55.2billion, compared to $53.9 billion as atDecember 31, 2011.Free cash flow usage (cash flows from operat-ing activities less net additions to property,plant and equipment (PP&E) and intangibleassets) totalled $712 million, compared to ausage of $409 million for the correspondingperiod last fiscal year. The cash position stoodat $3.2 billion as at March 31, 2012, comparedto $3.4 billion as at December 31, 2011.“As anticipated, we had lower revenues in thefirst quarter,” said Pierre Beaudoin, Presidentand Chief Executive Officer, Bombardier Inc.“At Aerospace, the entry into service of theVision Flight Deck on the Global 5000 andGlobal 6000 aircraft and the resulting transi-tion, as well as lower deliveries of commercialaircraft, had an impact on our revenues.Nevertheless, we were able to contain costsand maintain our profitability. We had a solidlevel of new orders in business jets and we’restarting to see momentum in commercial air-craft orders which led to an increased back-log of $23.3 billion.”During the first quarter of 2012, Bombardierissued $500 million of unsecured notes andentered into a new unsecured EUR500 million($668 million) revolving credit facility avail-able for Bombardier Transportation for cashdrawings. Both transactions were oversub-scribed, showing the markets’ confidence inthe Corporation’s business plan.Furthermore, in April 2012, the availabilityperiods of Bombardier Transportation andBombardier Aerospace’s letter of credit facili-ties were extended for an additional year toMay 2015 and June 2015 respectively. Also inApril, the maturity date for the $750 millionunsecured revolving credit facility wasextended by one year to June 2015.

Bombardier Aerospace

At Bombardier Aerospace, revenues totaled$1.5 billion, compared to $2.2 billion for thefirst quarter last fiscal year, while EBITreached $91 million, or 6.1% of revenues,compared to $141 million, or 6.4%, for thefirst quarter last fiscal year. Free cash flowusage of $572 million compared to a usageof $168 million for the corresponding periodlast year. Bombardier Aerospace delivered37 aircraft for the first quarter ended March31, 2012, compared to 61 for the corre-sponding period last fiscal year and received68 net orders, compared to 86 for the three-month period ended April 30, 2011. Its back-log increased to $23.3 billion as at March 31,2012, compared to $22 billion as atDecember 31, 2011.During the first quarter of 2012, the busi-ness aircraft division received net orders for40 aircraft, including a firm order for fiveGlobal 6000 jets from AVWest of Australia,for a value of $293 million, based on listprice. Following the certification from theEuropean Aviation Safety Agency (EASA)and the U.S. Federal AviationAdministration (FAA), the Vision FlightDeck entered into service on schedule inMarch 2012, on the Global 5000 and Global6000 aircraft.

JET AVIATIONREORGANIZES AT BASEL

In an effort to improve its competitiveness,Jet Aviation is reorganizing into two inde-pendently managed organizations for com-pletions and maintenance at its Basel loca-tion. Neil Boyle has been appointed vicepresident completions and Johannes Turzeras vice president maintenance at JetAviation Basel.

“Each organization will be streamlined formaximum effectiveness, establishingaccountability and operational control byline of business, which will help us to fur-ther improve our processes and reducecosts,” said Dan Clare, president of the JetAviation Group. “This initiative helps keepus competitive now and as we look to ourfuture.”Neil Boyle, who joined Jet Aviation Baselfrom Gulfstream Aerospace in July 2011 tolead the company’s production business,was appointed vice president of the newlyformed completions organization. Neil holdsan FAA Airframe and Power PlantCertificate (A&P), a certificate in aero-space/aviation safety, and a Bachelor’sdegree in Professional Aeronautics fromEmbry-Riddle Aeronautical University. He isalso Lean Six Sigma-certified.Johannes Turzer, who joined Jet Aviation in2000 as vice president and general managerof the company’s MRO and FBO operationin Dusseldorf, took over the Basel mainte-nance operation in July 2011. With hisappointment as vice president of the newlyestablished MRO organization, he is respon-sible for all maintenance-related activities atthe Basel site. Both, Boyle and Turzerreport directly to Dan Clare.The company’s initiative is driven largely bythe difficult economic environment, with anongoing industry-wide slowdown and otherunfavorable conditions, including the strongSwiss Franc. In addition, the death of a cus-tomer led to the unexpected cancellation ofthe Boeing 747-8 cabin interior VVIP com-pletions project which was due to arrive inBasel this spring.“We are currently in negotiations with anumber of prospects for new completionsbusiness and are optimistic that we will signa project agreement in the coming months,”Clare added.Despite the current cost-reduction initia-tives and efforts to generate new business,the company intends to reduce the numberof permanent jobs in management, produc-tion and non-production in completions andmaintenance by approximately 250 throughthe end of 2012. Jet Aviation Basel will entera consultation phase in accordance withSwiss Labor Law which will conclude onJune 13. The company will then communi-cate the outcome of the consultation phaseand the final headcount reduction on June22, 2012.Following these initiatives, Jet Aviationanticipates that the new completions andmaintenance organizations in Basel will con-tinue to employ approximately 1,000 work-ers.

BART: JULY - AUG - 2012 - 25

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By Fab io Gamba

IN ITS MAY-JUNE EDITION, BARTInternational released yet another veryinteresting series of articles entitled:“Sending the Right Message AboutBusiness Aviation, Are We BecomingSumptuous?” Beyond the interest ofthe articles themselves, the fact isnoteworthy as it corresponded withthe thrust of the address theAssociation delivered during theOpening General Session of the 12th

EBACE in Geneva: namely, the rea-sons why Business Aviation is oftenmisperceived and hence why it isunduly taxed; not considered in thecrafting of new legislation, and somuch more.

The legitimate quest for more andbetter recognition is, in other words,jeopardized by the image the sectorsometimes gives to the outside world,or to the layman. We are undoubtedlytoday operating in challenging times.And in times like these, we expectsome comfort or perhaps even com-passion, from legislators to help easeour woes. Unfortunately the feeling isthat this sympathy is largely unfelt,perhaps because the image we reflectcan be one of abundance and opu-lence. On the contrary, we are battlingnational taxes, EU ETS, a slot recast,and more. And all are biting at whatcouldn’t appear to be a worse moment.

Is this the fault of European legisla-tors who still don’t understand enoughabout Business Aviation, despite allthe good work by EBAA over the lastdecade? Is it a shortcoming of nationalCAAs, who are more interested intheir areas of greatest exposure - theairlines? Whatever the cause, whilstwe continue to enjoy some successes,too many important pieces of legisla-tion fail properly to take into consider-ation all the specificities of theBusiness Aviation sector.

Today, we represent around 1/10 ofall IFR movements in Europe. We area reality and a force to be reckoned

with. We simply cannot be dismissed.Any initiative taken without the con-sideration of Business Aviation ishence fundamentally and inevitablyflawed, as it would not be representa-tive of the entire air transport sys-tem.

But is it that legislators refuse tohear us? Or could it be that our mes-sage isn’t clear or complete? Our levelof responsibility has increased withour maturity. To demonstrate who weare as a sector and what we are trulycapable of, we must also have betterself-awareness. What is our scope andwhat is our value to the regions and toEurope Plc? Of course, we each haveour own views on that question.

An industry comprising 4,500 air-craft, 700,000 movements a year and100,000 city-pairs does not exist bychance. It corresponds to a need. Atthe same time, we could do better inquantifying this importance. We had aserious shot at doing so with aPriceWaterhouseCoopers study wecommissioned four years ago.Eurocontrol has also provided vitalreports that demonstrate the utilityand value of our sector, and of courseour efforts with the EC produced thepaper “A Sustainable Future forGeneral and Business Aviation”. Butwe need to know more about who weare today and the value we deliver.

And that is why EBAA has commis-sioned an important study fromOxford Economics, to help us capturethis information and demonstrate ourindustry’s key role as an engine ofgrowth for the regional economy.

We have also launched several otherinitiatives better to understand thebasic performance of EuropeanBusiness Aviation, but the fragmenta-tion of the sector doesn’t make thattask easy. Fragmentation and lack oftransparency – take illegal flights as anexample – very often prevent legisla-tors and the public from appreciatingthe true value that our industry pro-vides.

And as we have seen in the past, thishas significant political consequences.Clarifying who we truly are is there-fore one of the most important chal-lenges our industry faces right now.That is why EBAA holds regular meet-ings with legislators in Brussels andacross national capitals. But we needour members to help us provide themwith something substantial that theycan, and will, use – for our benefit andthat of the entire airspace system. Weneed an active, proactive and powerfulBusiness Aviation community, as wellas legislative bodies that clearly under-stand that things cannot go on the waythey have.

That’s why we were so adamant dur-ing the OGS to be able to count onpeople of the caliber of MessrsBaldwin, of the EuropeanCommission, Sciacchitano of theECAC and Marinescu of the EuropeanParliament who, despite their differentbackgrounds, spoke with one voice inbasically acknowledging that BusinessAviation remained under-representedin law despite its importance. Music toour ears obviously, but also concernsthat behind the frills and the occasion-al bows and scrapes, that sounded likean admission of impotence. Yet onecould sense the genuine will to reachout a hand to a sector which, despitethe economic gloom, was still able toorganize a formidable event such asthe last EBACE, attract an unheard of(almost) number of visitors (12,700 forthe record) and exhibitors (491 inthree Halls for a total of 25,500m2), thusshowing an enviable resilience in theface of a protracted recession, a god-send for any politician.

So, accusing the decision makers ofall the industry’s evils simply on theground they don’t understand us willnot help our cause. The reality is moresubtle. And it requires that we under-stand the language the decision-mak-ers speak, a language made of invest-ments, jobs, contribution to the econo-my, a language, in other words, forwhich we have developed a lot ofwords. They just need to be translatedif we are to build on our past success-es and take political understanding ofour sector to an altogether higherlevel.

26 - BART: JULY - AUG - 2012

LOST IN TRANSLATION?C E O � s C O R N E R

ÿ

S lated for July 9 – 15, FarnboroughInternational Airshow is one ofthe world’s most iconic aviation

events. As always, the first five days ofthe show are dedicated ‘trade days’,followed by a weekend where theshow opens up to the public. For 2012,one can expect more of the same asthe last edition, which too lost some ofits thunder to the global economic cri-sis. And with the Euro continuing tokeep investors fidgety, nobody reallyknows what to expect this year.

Yet, there are bright spots within thiscloudy backdrop. After all, despite theglobal recession, the 2010 show sawUS$47 billion worth of ordersannounced, 120,000 trade visitorsattend and 1,816 journalists coveringthe show. 2012 looks to continue thistrend, with already over 70 delegationsfrom over 44 countries signed up, inexcess of 100,000 sqm of exhibition

28 - BART: JULY - AUG - 2012

OLYMPIANAside from theusual displays,

there will beplenty of

Olympic spirit atFarnborough.

GETTING TO BUSINESSAT FARNBOROUGH

EBACE has just wrapped up and already theEuropean Business Aviation scene is turning itssights towards the UK. It�s an even numbered year,which means one thing to aviation enthusiasts:time for the 62nd edition of the FarnboroughAirshow. Nick Klenske reports.

BART: JULY - AUG - 2012 - 29

space booked and over 150 aircraft setto land in the static display.

However, unlike EBACE and NBAA,Farnborough is a full aviation show –covering all sectors of the industry.Coming on the heels of a busy BizAvshow schedule, the question is alwaysraised: what place does BusinessAviation have at Farnborough?

To find out, BART Internationalchecked in with some of our sector’skey players…

Back by Popular Demand:the Business Aircraft Park

In order to ensure that the uniqueneeds of the Business Aviation sectorare sheltered from the commercialand defense sectors, once again showorganizers are bringing back theBusiness Aircraft Park. And not onlyare they bringing it back, they’re alsofurther developing it in order toincrease standing space for clients.The result will be a greater opportuni-ty for both static displays and demon-stration flights, along with variousinfrastructure changes aimed at mak-ing the visitor experience more com-fortable.

“The Farnborough InternationalAirshow Business Aircraft Park hasestablished itself as an exceptionalplace in which to network, achievesales and facilitate business deals,”says Amanda Stainer, Events andExhibitions Director, FarnboroughInternational Limited. “This three day‘show-within-a-show’ has proved sucha success that it is consistently gener-ating business sales in the hundredsof millions of dollars.”

In particular, the Business AircraftPark (BAP) is devoted exclusively tobusiness aircraft manufacturers, their

products and services. Located withinthe main display area for static air-craft, the BAP is easily accessible fromthe center of the main exhibition andwill continue to accommodaterequests for demonstration flights topotential and existing customers. TheBAP will be open from July 9 – 11.

This effort to cater to the BusinessAviation crowd seems to be working,as the show continues to remain popu-lar with the OEMs, despite an increas-ingly busy Business Aviation specificshow schedule. “Granted,Farnborough is not a BusinessAviation show and it never intends toposition itself as being so,” said aspokesperson from the BritishBusiness and General AviationAssociation. “But the fact that it islocated at one of the leading BusinessAviation airports guarantees thatFarnborough will always remain onthe Business Aviation radar.”

The matter of its location is a keyadvantage of Farnborough, as the air-

ports designation as a popularBusiness Aviation destination meansthere’s already a ‘BizAv’ culture at theshow. “Farnborough provides a conve-nient and efficient location to meet anddeal with these clients, especiallythose with governmental connec-tions,” continued the BBGAspokesperson. “Business AviationOEM’s with military operations likeHBC and Embraer will capitalize onthe exposure Farnborough bringsfrom military top brass around theworld.”

The Line-UpSo what can the Business Aviation

sector expect at Farnborough 2012?Talking to some of the industry’s mainplayers, one can expect a healthy –albeit trimmed down – presence.

Embraer has Farnborough markedas a stop on its Legacy 650 tour withits new interior, which was launchedat a recent NBAA Regional Forum inVan Nuys, California. The touring

HERITAGEOriginating in theRAF Hendonshow, theFarnboroughAirshow hasbeen at itscurrent locationsince 1948.

P R E V I E W F A R N B O R O U G H A I R S H O W

30 - BART: JULY - AUG - 2012

Legacy 650 is sporting its new, state-of-the-art improvements to passengercomfort and productivity as well asadvanced cockpit technology that isnow standard on the large-class execu-tive aircraft.

“The 2012 Legacy 650 interior signifi-cantly raises the bar for the large exec-utive aircraft class,” said ErnestEdwards, President, EmbraerExecutive Jets. “We offer a new cabinmanagement system, reduced noiselevels and avionics advances thatequip the aircraft for the future air traf-fic control system. It also includes newfinishing materials for cabin, galleysand lavatories. With this new interiorcustomers will have a more advancedand comfortable environment in whichto relax or to maintain their productivi-ty.”The aircraft lands in Farnborough aspart of its year-long tour, whichincludes stops at EBACE, LABACE,NBAA and MEBA.

The new cabin management system(CMS), Honeywell’s Ovation Select, isthe same as that offered on Embraer’sin-development programs, the Legacy450 and Legacy 500. The all-digital sys-tem features high definition monitorsand audio. The media unit featuresiPod and iPhone docking systems, a 3-D moving map and blu-ray player. Italso includes USB, HDMI, VGA andComposite video ports.

The interior includes an 8.9-inchtouchscreen CMS controller in the gal-ley as well as individual, in-seat touch-screen units that control video, audio,lighting and temperature. A 17.5-inchLCD monitor comes standard, but cus-tomers can choose from a number ofmonitor options including up to a 32-inch credenza version, a 24-inch, aft-bulkhead configuration or individualseat monitors. The entire system canbe complemented by crisp, two-zonesurround sound.

With the Olympics arriving inLondon shortly after the show, many

OEMs – including Dassault – arefocusing on their service support forthe games. As many of the area’s air-ports and roads are bracing forheavy traffic, operators are lookingtowards London City Airport and itsideal position in the heart of thegames.

Dassault will be at Farnborough pro-moting its ‘London City’ friendly lineup of aircraft. All of the company’s air-craft currently in production are autho-rized to land at LCY, a unique achieve-ment for a business aircraft manufac-turer.

The OEM has received approvalfrom the FAA for steep approacheson all Falcon 900 EASy (900EXEASy/DX/LX ) and Falcon 2000EASy (2000EX EASy/DX/LX) seriesmodels. Both model series hadalready received steep approach cer-tification from the European Aviation

Safety Agency (EASA). With themost recent approvals, the entirecurrent production Falcon fleet isnow certified for steep approaches,which permits aircraft to operate atrestricted airports with approachangles of up to six degrees.“With the abil i ty to make steepapproaches into challenging airports,while complying with noise abate-ment procedures, Falcons continueto be the most flexible and capable ofbusiness aircraft ,” said JohnRosanvallon, President and CEO ofDassault Falcon. “Dassault Falcon is

OPTIONOperators are

looking towardsLondon City andits ideal position

an occasion forDassault topromote its

London Cityfriendly line up of

aircraft.

P R E V I E W F A R N B O R O U G H A I R S H O W

in the heart ofthe games (top),

BART: JULY - AUG - 2012 - 31

the only business aircraft manufac-turer to have both EASA and FAAsteep approach approval for all of itsin-production models.”

Of course, with flights to the Londonarea expected to increase by over3,000 during the Olympics, there willbe a significant need for service andsupport.

Bombardier is set to highlight itsOlympic spirit by focusing on its com-mitment to service during the games.As part of its commitment to bring itsteam closer to customers, BombardierCustomer Services will be bolsteringits local presence for business aircraftcustomers traveling through Londonduring the Olympics. BombardierCustomer Services will deploy its addi-tional support between July 23 andAugust 17 to ensure efficient operationfor all business aircraft operators trav-eling to the area.

To date, Bombardier’s plan includesfive Field Service Representatives on-site in the London area and a MobileResponse Team in close proximity toLondon airports. Qualified technicianswill also be on standby at the compa-ny’s nearby wholly owned SchipholService Center in Amsterdam, as wellas at two of its Authorized ServicesFacilities in the London area - TagAviation Farnborough and Ocean SkyJet Center Luton.

GE Aviation is also set to provideOlympic-sized support, and will behighlighting its service-focusedarrangement with Ocean Sky JetCenter at Farnborough.

“GE Aviation wants its customers tobe worry-free when it comes to theservice and support of their enginesduring the Olympics,” said BradMottier, Vice President and GeneralManager of GE Aviation’s Businessand General Aviation organization.“Our arrangement with Ocean Sky JetCenter will allow us to best serve ourcustomers so they can enjoy thegames.”

Dedicated GE Aviation field servicerepresentation will be on-site at OceanSky Jet Center through the Olympics.GE’s mobile repair team will be avail-able for any line maintenance needs.GE Aviation will also strategically posi-tion new and exchange materials inthe region for easy access.

On the static Pilatus will be arrivingwith its PC-12 NG, PC-6 and PC-21.“We look forward to presenting our

products and our company to cus-tomers, prospects and business part-ners,” says Cornelia Ineichen,Marketing and Events, PC-12. Thegoal for us at the show, as always, is topromote the Pilatus brand, establishnew contacts with interested partiesand to further deepen existing andlong-lasting customer relations.”

“The scope of utilization of the PC-12NG and PC-6 is far wider than onlyBusiness Aviation,” continuesIneichen. “Therefore, it is very impor-tant for us to showcase these aircraftat multi-sector shows likeFarnborough, where visitors comefrom all over the world. For us, our air-craft are multi-sector so it just makesgood business sense to be atFarnborough.”

Hawker Beechcraft is set to build offof the momentum it created atEBACE, where it broke through theclouds of its Chapter 11 Bankruptcyfiling with the sale of 11 new jets.

“HBC is coming off a strong EBACEand, all things considered, we’re veryexcited about Farnborough,” saysSean McGeough, President, HawkerBeechcraft EMEA. “AlthoughFarnborough is essentially a militaryshow, the organizers have done anexcellent job with the Business Parkand creating an ideal space forBusiness Aviation that is separatefrom the clutter of the rest of theshow.”

McGeough says that HBC plans totake advantage of the show to meetwith specific customers who come toFarnborough for the atmosphere,along with to hold follow up meetingson conversations started duringEBACE.

“We see Farnborough as a localshow,” says McGeough. “We’re aBritish company and this year marksthe 50th anniversary of the Hawkername and the 80th anniversary of theBeechcraft brand, so this is an excit-ing opportunity for us.”

McGeough further notes that theBritish market is also quite attractivein and of itself – making Farnborougheven more interesting for HBC. “With672 planes, the UK has the secondbiggest business aircraft fleet inEurope, representing 14.7 percent ofthe European total,” he notes.

“HBC is the market leader in its com-petitive segments within the UK, witha market share of 26 percent – or 54

percent for turboprops and 17 percentfor jets.”

To ensure this trend continues, HBCwill be bringing its King Air 350 iERand B200, along with the Hawker4000, to the static display.

At press time, however, severalOEMs have yet to sign up – bothCessna and Gulfstream were yet toregister an official presence at theshow. In line with their 2010 strategy,both companies will maintain a smallpresence on the ground. “In crowdedgeneral shows, we see little, if any,new clients or prospects that we don’tsee in the sector specific shows likeEBACE,” says Heidi Fedak, SeniorManager, Social Media and ExternalCommunications, Gulfstream. “Thisallows us to focus on other, moreindustry-specific shows.”

Ready or NotIt’s going to be a busy summer in

London, and it all kicks off with theFarnborough Airshow. But how muchof this busy-ness will be business relat-ed is yet to be seen. And as alwayswith Farnborough, how muchBusiness Aviation will be happening atthis popular airshow won’t be knownuntil the trade portion closes.

HECTICIt�s going to be abusy summer inLondon and thefun kicks off atFarnborough.ÿ

By Jack Carro l l

The official name is BombardierAerospace Belfast (BAC), whichtrades as Short Brothers plc; theshort version being �Shorts� asour readers may havesurmised. Call it what you will,the company is a keyBombardier subsidiary that hassteadily grown its product line,revenues and overallcapabilities since its acquisitionand subsequent turnaround in1989. Today BombardierAerospace is the largestinvestor and manufacturingfirm in Northern Ireland,employing over 5,200 people.

T hat in addition several hundredoutside contractors and whatBombardier Aerospace Belfast

calls a “complementary labor force” tosupport permanent employees asrequired. Its investment program todate amounts to over $2.8 billion USDand keeps the company a “Center ofExcellence” within the Bombardierorganization as well as in a wide rangeof aerospace technologies; mostimportant being its proven compositesexpertise and creative innovation. Onemight say it’s been somewhat a“strong, silent type” in the past, butone well-deserving to step into thespotlight on occasion, such as this

story.A bit of history: Short Brothers plc

dates back to 1908 when it was estab-lished in Battersea, London andbecame the world’s first aircraft manu-facturer when it was contracted tobuild six Wright Flyers in 1909. Thecompany built its first facility in Belfastin 1946 at Queen’s Island, located onthe shoreline of Belfast Lough. A goodchoice, as Shorts Brothers hadbecome specialists in seaplanes. Justroll them down the ramp and into theLough.

Today, Queen’s Island is still themain facility, actually a building com-plex which includes assembly, engi-neering, administrative headquarters

and the new composite wing factorycovering 650,000 square feet, which istasked to design and manufacturecomposite wings for the new C Seriesaircraft. At peak production by 2017,the factory should employ over 800skilled workers. The new facility rep-resents the single largest investmentever made in Northern Ireland: $815million USD.

There are three other facilities, all ina 10-mile radius of Belfast City.Dunmurry and Newtown Abbey, forcomposite fabrication and assembly,and Hawlmark, Newtownards forsheet metal component fabrication.According to Colin Elliott, VPEngineering, Business and ProductDevelopment, the latter facility hasproduced up to 30,000 small parts,such as brackets and fasteners, in agiven week, without resorting to out-side contractors. Says Elliott, “Ourproduction lines have become so effi-cient and cost-effective, we’ve had noneed to off-load any jobs to outsidecompanies.”

Prior to its acquisition byBombardier, Shorts aircraft designand manufacturing programs includedthe SD330 and 360; the box-shapedcommuter turboprops, the “Skyvan”for hauling freight and a special varia-tion for the U.S. Air Force dubbed theC23B “Sherpa,” which mainly movedaircraft engines between USAF bases.But Shorts really hit the jackpot

32 - BART: JULY - AUG - 2012

TAKING SHORTSOUT OF THE SHADOWS

HISTORYFrom the SD330(top) to the Short

Belfast (center)Short Brothersplc takes credit

for someimpressive

aviationmilestones.

UK REGIONAL REPORT B O M B A R D I E R A E R O S P A C E B E L F A S T

BART: JULY - AUG - 2012 - 33

when it was contracted to providewingsets for the Fokker 70 and 100airliners. Says Elliott: “There wereover a thousand Fokkers placed in ser-vice, with American Airlines alone tak-ing 300. At the program’s peak wewere producing a complete wingsetper week. At the time that was our big‘cash cow,’ as they say.” He notes thata considerable number of SD series

aircraft and about 40 Sherpas are inservice worldwide and Shorts still pro-vides spares support, even though pro-duction ceased in 1991. Shorts alsoproduced the Brazilian “Tucano” sin-gle-engine trainer under license forthe RAF. After a profitable run, pro-duction ended in 1993.

Belfast�s RoleIn Bombardier Aircraft Programs

Bombardier Aerospace Belfast hassignificant roles in the detailed designand manufacture of all Bombardierbusiness and commercial aircraft fami-lies. The current programs include:ÿ Learjet 70/75: Complete fuselages.ÿ Learjet 85: Composite wing skinpanels and spar components.ÿ Challenger 300: Center fuselage.ÿ Challenger 605: Center fuselage,nacelles.ÿ Challenger 850: Fuselage panels,wing components and nacelles.ÿ Global 5000/6000: Forward fuse-lage, nacelles, horizontal stabilizer,tailcone, wing-to-fuselage fairings,wing slats and other composite com-ponents.ÿ Global 7000/8000: Composite hori-zontal stabilizer and other compo-nents.

In the commercial area, current pro-grams include:ÿ CRJ700 NextGen 70-seat regionaljet, CRJ900 NextGen 88-seat regionaljet,and CRJ1000 100-seat regional jet:

Complete center fuselage, nacellesand wing components.ÿ Q400 NextGen regional turboprop:Mid fuselage and wing-mounted flightcomponents.ÿ CSeries aircraft, 100-149 seats:Design and manufacture of advancedcomposite wings, which will includesingle-piece, front spar, rear spar,upper skin, lower skin and metal ribs.

Customer Service AndSupport A Prime Growth Area

As Belfast Customer Services activi-ties move closer to the half-centurymark, it now has a global customerbase, serving more that 20 businessand commercial aircraft types. Thegroup’s activities as an OEM includeafter-market support for aircraft oper-ators with Belfast-built engine nacellesand assorted other components. Inaddition, it can support nacelles andassociated components for other man-ufacturers.

Capabilities of the CustomerServices group include engineering,spares supply and component repairsfor Bombardier, Airbus and BoeingAircraft. In addition, it produces tech-nical publications and conducts techni-cal training for engineers and pilots.For AOG situations in Europe, thecompany fields a Mobile ResponseTeam composed of EASA-licensedtechnical and maintenance personnel,who operate under BombardierBelfast’s maintenance supervision andapproval. Service is available on a 24/7basis for Bombadier’s Global,Challenger and Learjet families.

Asked about future growth opportu-nities, Elliott emphasized that thecompany is sharpening its focus onthe customer service and aftermarketareas. “In 2009, our initial step in theexpansion program was to open a facil-

ity close to the Dallas-Fort WorthAirport in the U.S. to concentrate onour engine nacelle repair, mainte-nance and overhaul for Bombardier’sgrowing fleet of regional jets.”

“In 2011, we extended our mainte-nance, repair and overhaul capabilities(MRO) to Hong Kong, covering theAsia-Pacific region. Primarily we’llconcentrate on the inlet cowl for the

Trent 700 engine, for which we are theOEM; that in addition to Belfast andDallas, of course. To accomplish this,we have a strategic service agreementwith the Hong Kong AircraftEngineering Company (HAECO),allowing us to make MRO servicesservices available at HAECO’s equip-ment overhaul center in Tseung KwanO, about 30 miles from Hong KongInternational Airport.”

Adds Stephen Addis, GeneralManager, Nacelle ProductDevelopment and Customer Service,Belfast, “We’re now offering localrepair solutions at very competitiveprices to our growing Asia-Pacific cus-tomer base. The Hong Kong expan-sion is the latest in the development ofour MRO business, which now has astrong presence in Europe, theAmericas and Asia-Pacific.”

Bombardier Aerospace Belfast:The AuthorityIn Advanced Composites

With more than 40 years in thedemanding, bedeviling compositesbusiness, Bombardier AerospaceBelfast is the recognized authority inthe field; designing, manufacturingand certifying advanced compositecomponents. These cover all classes ofaircraft as well as all structure cate-gories, including primary structures.

The advantages of today’s advancedcomposites structures are fairly well

PRODUCTIONShort Brothersmanufacturesthe completefuselage andcenter fuselagefor some ofBombardier�sleading businessaircraft.

34 - BART: JULY - AUG - 2012

known, but we’ll repeat them for therecord. They include light weight, yetstronger than aluminum, leading toreduced fuel burn, and have corrosion-free properties, resulting in greatlyreduced maintenance and inspectionintervals. Clearly, Shorts has been atrue believer in composites from thevery start, with the aforementionedLearfan project, well beforeBombardier’s acquisition.

In 1970, Shorts developed and pro-duced interior panels for its own com-muter aircraft and increased R&D and

materials evaluation and manufactur-ing development from that point on.As might be expected, the companyhas a dedicated R&D core team whichcontinues to expand and develop thecompany’s composite materials levelof expertise. It can even call on localuniversities, which have compositeR&D programs in place, designed andstructured for higher learning in aero-space applications.

Bombardier Aerospace Belfast hasan impressive portfolio of more than30 components and growing. Theseinclude nacelles, landing gear doorsand flight control surfaces, viz. flaps,ailerons, elevators and rudders, wingskins and spar components; thosespecifically designed for the Learjet85, now in production, and the forth-coming Learjet 70 and 75, recentlyannounced at EBACE.

In the case of the Learjet 85, thecomposite wing skins and spar compo-

nents are shipped to Bombardier’sfacility in Querataro, Mexico, wherethe Learjet 85’s composite fuselagewas constructed.

Do we sense intermural competi-tion here? “Not at all,” says Elliott,”they are our colleagues and we inter-act on a regular basis and are alwaysstanding by to lend a hand or act asadvisors in their manufacturingprocess.”

Bombardier’s patented ResinTransfer Infusion (RTI) was developedfor the CSeries aircraft’s one-piecewing skins and structural spars andthe process was adapted for use on theLearjet 85.

We trust that the foregoing shedssome light on the high-level workbeing done at Bombardier AerospaceBelfast and as we noted earlier, it isindeed well deserved.

ADVANCEAs Colin Elliot,

VP Engineeringpoints out,

Bombardier is anindustry ahead in

compositemanufacturing;

compositefuselage (top

right) andcomposite wing

skin panel(center right).

UK REGIONAL REPORT

þ

Bombardier Aerospace Belfast: Composites

Shorts takes aback seat to nomanufacturerwhen it comes tothe design, devel-opment and con-struction of com-posite aircraftstructures. Themany benefits ofcarbon fiber con-struction over tra-ditional aluminiuminclude faultlesslysmooth surfacesfor reduced dragand improved per-formance, an impressive strength-to-weight ratio,greatly reduced maintenance and maximum cabinspace, since there are no design-intrusive ribs.And of course carbon fiber resists corrosion.Take the Learjet 85, now in production. Its mainstructures, including the wing, fuselage andempennage are mostly made from composites,with Bombardier Belfast providing wing skin panelsand spar components. Composites allow designersa virtually unlimited number of options, such ascreating complex curves, when compared to thelimitations of metal. The Learjet 85's wing parts arebeing built using Shorts� own patented ResinTransfer Infusion (RTI) technology.�It�s an extremely accurate process and a truebreakthrough in composite construction, allowingmuch greater levels of design complexity and per-formance,� says Elliott. As he explains, the processinvolves using dry fabrics to create the structure.Resin is injected into the fabric after it has beenplaced in the autoclave; basically a �cooker.� TheRTI technology results in significant cost and per-formance over conventional composites manufac-turing processes.

B O M B A R D I E R A E R O S P A C E B E L F A S T

By Pau l Walsh

T alk to any of the technicians atHawker Beechcraft’s Chesterfacility and they’ll be quick to

remind you of the many famous air-craft made at that very location.There’s the Hawker Hunter, a fighterdeveloped in the 1950’s and still inactive service in some countries today.Or the Hawker Siddeley HS.125 – oneof the world’s most famous businessjets which first flew in 1962, backwhen it was known as the DH.125 JetDragon.

Hawker Beechcraft’s direct involve-ment with Chester can be traced backto August 1993 when RaytheonCompany acquired British AerospaceCorporate Jets (producers of the mid-sized British Aerospace BAe 125 line)from British Aerospace, renaming thecompany Raytheon Corporate Jets.

In mid-September 1994, BeechAircraft Corporation and RaytheonCorporate Jets were merged to form

Raytheon Aircraft, which used theHawker name for some of its products.

Then in 2007 Onex partners and GSCapital Partners bought RaytheonAircraft and renamed it HawkerBeechcraft – a company clearly proudof its formidable aviation heritage.

During a visit to HawkerBeechcraft ’s plant in Chester,President for EMEA and AsiaPacific, Sean Mc Geough told BARTabout the importance of the Hawkerlegacy.

“The business jets that we maketoday come from the same durabilityand the same efficiencies of all thosefamous aircraft built on this site.There’s still plenty of Hawker pride atthis facility.”

Right now, HBC Chester - in collabo-ration with Airbus UK - manufacturersthe fuselage sections, wings and con-trol surfaces of a number of HawkerBeechcraft models. The aircraft com-ponents are partially fitted out withcontrol surfacing before being shippedto HBC’s other manufacturing plantsfor final assembly fitting out and test-ing.

And as Hawker Beechcraft focusesmore on non-US markets, HBCChester has become an indispensiblesales hub. Indeed, you could say that ithas allowed Hawker Beechcraft tosolidify its position as a European mar-ket leader.

Mc Geough points out that Europewill always be the backbone to theEMEA - “that’s why we’ve got ourheadquarters here. It allows us to be

uniquely positioned as a company. Wehave products that will operate verywell throughout the EMEA – robustproducts that can land on dirt, graveland unimproved strips – getting intoairports that competitor aircraft simplycan’t access.

36 - BART: JULY - AUG - 2012

CONTINUING THEHAWKER HERITAGE

FOCUSA leading center

for avionicsretrofits, HBC

Chester is alsoan indispensible

sales focal point.

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BART: JULY - AUG - 2012 - 37

EXTENSIVEMaintenance,repair, AOGsupport,painting orrefurbishmentsare all availableat HawkerBeechcraftChester.

Take the King Air 250. Here wewent out to the international marketplace and found new ways to open upmore airports. We put winglets on theairplane, improved the propellers,improved the power of the engine. Itsshort field take off and landing dis-tance have improved dramatically.

And thanks to our comprehensiveengineering center at Chester, engi-neers can work here to certify aircraftlike the King Air 250, with the EASA,Middle Eastern and African authori-ties.”

Mc Geough is also upbeat about theEuropean market. “Economies may bedoing poorly, but companies are doingwell. If you’re looking at corporateprofits in many parts of Europe, thereare reasons to be optimistic and thechairmen that I’ve been speaking tostill want to go do their business.”

Customer Service at ChesterBut Chester isn’t just about sales and

manufacturing – there’s a whole lot ofmaintenance and conversion activitygoing on too. At Hawker BeechcraftServices (HBS) Chester –HBC’s facto-ry-owned service center - you’ll findmaintenance and repair, modifications,interior and exterior refurbishment,avionics upgrades, engine overhauland AOG Support.

The facility boasts one of the largestparts inventories in Europe and accessto factory engineering and support.There’s also a paint facility with twobays providing full paint services and

an in-house paint design center toaccommodate any factory or custompaint request for Hawker customers.

Last year HBS Chester was certifiedto perform services on King Air 200and 300 series aircraft, includinginspections, maintenance, alterationsand upgrades. In addition, HBSChester provides design, engineering,certification and fabrication capabili-ties, and has experience in complexstructural repairs.

“Now, King Air customers through-out Europe can experience the indus-try-leading service that Hawker opera-tors have enjoyed for years at ourChester facility,” said ChristiTannahill, Hawker Beechcraft seniorvice president, GCS. “The King Airmodels continue to be solid competi-tors in the European marketplace, andwe are pleased to offer our turbopropcustomers in the region the conve-nience and confidence that factory-approved services offer.”

It’s also interesting to note that thefacility is authorized as an EASAContinuing AirworthinessManagement Organization (CAMO)under Part M Subpart G with Subpart Iprivileges.

This gives customers access to acomprehensive aircraft maintenanceprogram including forecasting, plan-ning and scheduling maintenance tominimize aircraft downtime, and man-agement of technical records and log-books. Customers get safe storage,management of all Airworthiness

Directives and other mandatoryrequirements, service life-limited com-ponents tracking and control, importand export of the aircraft and utiliza-tion of CAMP systems on behalf of theowner.

Conversions in ChesterIn conversions, HBS Chester recently

delivered its first modified medicalevacuation (Medevac) conversionHawker 900XP midsize jet, whichallows the aircraft to quickly switchbetween business and medical supportflights.

Technicians came up with a systemthat allows the 900XP to undergo a rolechange from VIP to Medevac in lessthan an hour. The conversion was suc-cessfully completed in just two monthsreceiving full approval from theEuropean Aviation Safety Authority.

“This was a very demanding requestand our team in Chester respondedsuccessfully with the design and imple-mentation of a highly-integrated systemthat fully met the customer’s require-ments,” said Christi Tannahill. “Withour center of technical excellence inChester, we expect to be deliveringmany similar conversions in the regionover the coming years.”

And really, it’s no wonder that theChester facility has been chosen forthese conversions – the facility hasbeen modifying Hawker 900, 800 and700 series aircraft for nearly 50 years.

ÿ

Britain�s BBGA tends to goquietly about its business,working with other associationstoward the same goals:Ensuring that business andgeneral aviation operators arenot unduly burdened withcomplex rules, tax practicesand restrictions that subvert theconcept that Business Aviationis an important business tool forbuilding companies andcontributing to the country�soverall economy.

T hat said, how do all the variousgeneral aviation organizationswork together for a common

goal? It seems there might be a bit ofcompetition in some cases. We askedBBGA’s CEO, Marc Bailey, to castsome light on the situation.

Says Bailey, “In practice, becauseof our location in Europe, we tend tospend more time working with ourEuropean partners. But in the UK,we represent the interests of a broadspectrum of activities within ourindustry. As one would expect, ourmembership now includes majorbusiness aircraft operators, OEMs,MROs–holding multiple approvals–major and secondary airports, train-ing organizations and many supportservices; legal and financial , forexample.”

In Europe, as Bailey explains, it workslike this: Two channels are used, withthe EBAA being the central voice inEurope on behalf of operators in all EUcountries, working closely with BBGAto ensure that any operational issuesare clearly represented in a consistentmanner across Europe. The secondchannel is covered by the EuropeanCouncil of General Aviation Support(ECOGAS), which provides a focalpoint for all other issues, such as opera-tors’ maintenance and flight training,which are not covered by EBAA.

BBGA�s Raison d� Etre.So, you may be thinking, where does

this BBGA come from and why was itestablished? Bailey explains, “It’s fairto say that the need for BBGAemerged in response to the fact that in

terms of legislation and governmentagencies, within the UK specificallyand throughout the EU countries, it isfocused on the world of the scheduledairlines. It’s easy to see why this is so,in terms of pure numbers; more air-lines, more flights, more destinations,more passengers and more revenues.”In short, more presence and power. Sobasically the need to form associationslike the BBGA was the need to devel-op self protection movements to fendoff or modify legislation that would inany way limit the rights of general avi-ation aircraft. Our position is thatthere is room for everyone, but let’s befair about it.”

General AviationCompeting With the Airlines?

Well then, are the business and gen-eral aviation sectors waging a silentbattle with the airlines, fundamentallyfor “air rights?” Bailey jumps right intothe debate. “That confrontation stillexists today, but in a modern world itsimply isn’t necessary. If you startedwith the proverbial “clean sheet,” onewould see there is little, if any, directcompetition with the airlines and inpractice we serve complementary mar-kets.”

In fact, the various associations’members pay many millions of PoundsSterling and Euros to purchase airlinetickets, mainly to destinations that arewell served–London to Manchester,for example–where flying on a busi-ness jet would be not be worth theminimal time saved or perhaps notime saving at all. In this case it wouldbe wasting money to fly on a businessaircraft versus an airline. Commonsense should rule, after all.

Nonetheless, in the media especially,the usually uninformed focus now ison Business Aviation versus the majorairlines and low-cost carriers, such asRyanair and easyJet. According toBailey, this is a classic example of thefact that there really is no competition.“Airlines sell seats to specific destina-tions; fixed airport pairs, on a pub-lished schedule. On the other hand weall know that the whole point ofBusiness Aviation is to save time andprovide flexibility—or transportationon demand–wherein the operator flieson his own schedule, without airlinerestrictions.”

38 - BART: JULY - AUG - 2012

BBGA FIGHTSNEW BATTLE OF BRITAIN

WATCHProtecting

Business andGeneral Aviation

from harmfullegislation is the

BBGA�s goal.CEO Marc

Bailey (top).London

ExecutiveAviation�s

Citation Mustang(center).

UK REGIONAL REPORT B B G A

By Jack Carro l l

BART: JULY - AUG - 2012 - 39

PROMOTECan associationssell the magic ofaviation to thenext generation?A fleet of Pipertrainers is onhand at OxfordAviationTraining.

Not to mention the fact that businessaircraft can land at many airports notavailable to scheduled airlines, thatmay be closer to the operator’s truedestination. And on a multi-stop trip, abusiness aircraft can turn a two-daytrip into a one-day trip, as opposed tothe limitations scheduled airlines.They fly when they want to, usuallynot when you want to.

Persistence Breaks DownLegislative Barriers

It’s fair to say that the BBGA and itscohorts have logged a number of victo-ries recently. For example, Baileypoints to the work done by BBGA,EBAA and the BHA (BritishHelicopter Association) on the matterof the Airport Passenger Duty (APD)tax proposed for general aviation oper-ators. “Following an excellent consul-tancy process with the UK Treasuryand HMRC, we were able to agree ona simple and appropriate solutionwhich should be implemented in April2013, if all goes well,” he asserts.

BBGA Member Support.Asked what support BBGA gives to

its members, Bailey replies that, “Oursupport activities range from our annu-al conference targeting key industrythemes and events such as our bi-annual House of Lords gathering tomeet with MPs and lobbyists. At theworking level, we have a number ofcouncils that meet on a regular basis,where we look to advance progress ineach sector of our membership. (E.g.OEMs and MROs) In addition when aspecial need arises, we hold specificseminars. A good example of this isour “Olympics 2012 Planning” lastyear, which brought together all thevarious agencies and some 80 mem-bers of these to discuss details associ-ated with operational planning for thismajor event.”

BBGA Combats Business AviationMisconceptions; Illegal Charters

First, addressing misconceptions inthe popular press, from the Times totabloids, Bailey says, “One always getsthe impression that most business jetsare only used by high net worth indi-viduals for their personal pleasure. Butthat’s far removed from reality. A thor-ough study by Price Waterhouse

Coopers revealed that, not surpris-ingly, nearly all of the flying undertak-

en in business aircraft is done in orderto support the generation of additionalbusiness and revenues for their firms,as well as maintaining existing busi-ness and other company activities. Onthe few occasions when these aircraftare used for personal and private use,those operations should be declaredas such for tax purposes.” However, itthe real world, one would think it’sentirely possible that there could besome instances of chicanery anddeceit when it comes to giving InlandRevenue its just due.

Aha, but here’s the rub, as they say.What about those operators whochoose to use their aircraft not in a pri-vate capacity, as intended, but for com-mercial activity. Says Bailey, withsome annoyance, “This is plain andsimply ‘Illegal Chartering,’ which istotally opposed by BBGA and its mem-bers. This is quite a significant prob-lem for our industry and we believethis activity could be as large as sevenpercent of European air traffic, withaircraft operating privately and opera-tors receiving compensation for theirservices. Potential passengers need torealize that if they fly an illegal chartertrip they are not insured and if any-thing should happen, they and theirfamilies would not be covered. And itcould be that they could also figure inany legal action by third parties.

And then on the matter of VAT: SaysBailey, with frustration, “The way VAThas been treated in the UK sinceJanuary 2011 has greatly damaged ourindustry. For instance, prior to that

some 60 aircraft were due to beimported into the UK. Following thechange by HMRC, the number of air-craft imported has been reduced sig-nificantly. This is clearly a battleBBGA is fighting and we were pleasedto see a ruling from the AdvocateGeneral of the European Commissionmake recommendations which couldsupport our position.

Expanded Training Programs:Key to the Industry�s Future

Bailey notes that on the question oftraining, the development of ‘path-ways’ in three key disciplines are vital.“These are Flight Operations,Maintenance and Ground Operations.The pathways, in the educationalsense, would include vocational train-ing, apprenticeships and gaining pro-fessional qualifications, which mayinclude graduate and post-graduatecertification. We are also very close toestablishing a pilot’s apprenticeshipprogram which will benefit the entireaviation spectrum; not just BusinessAviation. However, this initiative wasdriven by the pilot training communitywithin the Business Aviation sector ofour industry. The big issue we face isattracting young people into the indus-try and to do that we need to createclear career pathways to offer them.Once we have those pathways, it is upto associations like ours to sell the‘magic of aviation’ to the next genera-tion.”

ÿ

PLANThe Olympics

are looming, butBritish BizAv

airports are ingood shape for

the summerahead.

All that training is coming tofruition this summer as Londonopens its skies to thousands ofextra visitors. Liz Moscropreports from the field.

J ust like the athletes themselves,Britain’s preparations for London2012 began well in advance. The

year is a significant one for the UK’sBusiness Aviation community.Demand is expected to reach recordlevels this summer with the OlympicGames, Paralympics, FarnboroughInternational Airshow and the Queen’sDiamond Jubilee all taking place.

July 27, the day of the Olympic open-ing ceremony, is shaping up to be thebusiest on record for the sector,according to Paul Nickson of theLondon Olympics organizing commit-tee. The Civil Aviation Authority(CAA) is setting up a dedicated hub inthe UK capital’s Canary Wharf build-ing (near the main Olympic site)specifically to manage aviation opera-tions during the event.

All research indicates that the great-est peak periods of traffic will be 25th,26th & 27th July (Opening Ceremony),followed by 12th August (ClosingCeremony) & 13th August 2012.

40 - BART: JULY - AUG - 2012

UK REGIONAL REPORT A C C E S S T O L O N D O N O L Y M P I C S

GAME ON

BART: JULY - AUG - 2012 - 41

“The main government objectivesare for high standards of safety andsecurity,” Nickson says. “We want tooffer a positive visitor experience andlimit disruption to business as muchas possible. Aircraft parking and run-way constraints are likely to be thebiggest problems.”

Over the period from 14th Julythrough to 15th August 2012 inclusive,most airports within the South East ofthe United Kingdom will become slotco-ordinated - some 40 aerodromes.Slots may be reserved via the individ-ual airports concerned.

The London 2012 Olympics will pro-vide quite a challenge for the BritishNational Air Traffic Services (NATS).The organization says, “Before, duringand after the games, we can expect700 additional commercial flights with-in London airspace, 3,000 additionalBusiness Aviation flights, many extrahelicopter movements per day, andthe arrival and departure of 150 headsof state.”

Phew, that’s a marathon in itself,which requires meticulous planning.NATS continues, “We are committedto a successful Olympics for our cus-tomers and for the UK. For us, thismeans ensuring flights pass throughthe UK air traffic system safely and asefficiently as possible.”

In order to cope, there are specialairspace, procedures in place, plusoperational radar positions, andMinistry of Defence security airspacemeasures. These have all been wellcommunicated to the entire aviationcommunity.

Risks of delay and disruption duringthe Games could come from securityincidents, runway over capacity or badweather (e.g. thunder storms). NATSadds, “We continue to work closelywith the wider industry and with theCivil Aviation Authority (CAA) andgovernment to find the right mecha-nisms and responses to these issues.”

London and the Southeast will besubject to Temporary ControlledAirspace [CAS(T)] that will allowincreased traffic flows without impact-ing the security restrictions. In addi-tion to creating capacity at major air-fields, the CAS(T) accommodated theextra aircraft flying into secondary air-fields.

More than 40 of these airfields in theSouth East of England require extracapacity for Olympic flights – mainlyof a Business Aviation type. Private air-

craft taking passengers to theOlympics will only be allowed into UKairspace if they have got an airspaceslot-allocation reference and added itto their flight plan. Two fully armedRAF Typhoon fighters may well inter-cept aircraft without clearance.

If their destination is in the CAS(T)zone, they must also depart from anairport that has approved securityarrangements. Although flight plansare filed as normal, slot allocation hasto be obtained in advance through thedestination airport, and numbers arelimited.

Airport Coordination (ACL) will man-age slots, however slot applicationsshould be made through the intendeddestination airport. Southeastern UKairports have been given a slot alloca-tion based on anticipated demand:London Oxford (Kidlington), forexample, has been allocated six perhour from 14 July to 15 August.

The CAA estimates there will beabout 150 private flights carryingheads of state, the CAA estimates, butthe Foreign and CommonwealthOffice has advised that because theGames is not a state occasion, theirflight movements will receive no privi-leges. All GA arrivals at Heathrow

have been banned. Aircraft parkingspace at some popular business avia-tion destination airfields may also besaturated.

London’s Business Aviation airportswill be maxed out. Biggin Hill reportsit will be extremely busy, with peakperiods for operations slated to be 25-29 July and 10-14 August. Aircraftinbound to Biggin Hill using theinstrument approach procedure torunway 21 may transit the prohibitedzone provided that they are in contactwith NATS Terminal Control orThames Radar and meet all require-ments to enter the Restricted Zone.

The airport has been allocated 21slots per hour during the Olympic andParalympic period. The field reportsthat a notable feature is multiple book-ings from Australia. The airport’sthree FBO’s: Biggin Hill ExecutiveHandling, Jet Aviation, and Rizonjetsay that they will work together.Hangarage is available up to BBJ size,plus there will be ground transporta-tion, helicopter charter, local hotelarrangements, and aircraft cleaningand catering.

According to TAG FarnboroughAirport’s CEO, Brandon O’Reilly, theairport is well prepared and has

CAPACITY

London�sBusinessAviation airportswill be at fullcapacity duringthe event.London CityAirport.

Mostly quiet,

42 - BART: JULY - AUG - 2012

already received a high number ofadvanced bookings. He says, “Thanksto our proximity to London and solefocus on Business Aviation needs, weare an ideal facility for customers trav-eling to these events.”

Over the past 10 years, TAGFarnborough Airport has investedmore than £100 million in state-of-the-art facilities and infrastructure. Theairport now features an award-winningmain terminal, control tower, on-siteradar and two wave shaped hangarsthat offer 240,000 sq ft of hangaragespace.

A year ago, Stansted Airport set up“Team Stansted,” an initiative to getal l a irport staf f involved in thepreparations for the huge influx ofcompeting teams, spectators, media,VIPS, sponsors and Heads of State,

anticipated to travel through itsdoors during Olympics andParalympics.

The airport says it also expects tohandle tons of unusual baggage,which will be transported through theairport during Games time, includingsports kit of all shapes and sizes andtons of equipment for the world’smedia. Julia Gregory, Olympics co-ordinator, says, “The 2012 Games willbe a fantastic opportunity to showcaseStansted, especially as we are the near-

est major international airport to theOlympic village.”

London Luton will be available onlyas a drop-off destination because ofparking and hangar capacity prob-lems. This is largely due to the factthat the airlines are anticipating brin-ing an additional 500,000 visitors toBritain, so main airports will be flatout.

London Oxford, meanwhile, wants itsallocation of six slots an hour doubledto 12. Given that it normally handles

an average of 20 business aircraftmovements a day, this gives a sense ofthe extra anticipated volume of traffic.

According to business developmentmanager James Dillon-Godfray, air-ports like Oxford, Cambridge andCranford will reap rich pickings afterthe applications for Farnborough,Luton and Biggin Hill slots areexhausted. Luton may be a goodchoice for the larger head-of-state air-craft thanks to its long runway, howev-er, it has no spare parking space.

STATUSRecently bought

by Oxfordowners,

London�sHeliport will be

free from slotconstraintsduring the

games (top).Oxford expects a

three-foldincrease in

BusinessAviation traffic.

UK REGIONAL REPORT A C C E S S T O L O N D O N O L Y M P I C S

BART: JULY - AUG - 2012 - 43

Cambridge is one of the few regionalairports in the UK with clearance tooperate 24/7.

Oxford expects to see a three-foldincrease in Business Aviation trafficduring the peak period of the Games(i.e 30 business jets a day) and man-agement will resource and equip asrequired. Dillon-Godfray says, “Theadvantage we have is that being situat-ed outside the London 2012‘Restricted Zone’, there will be noflight plan constraints here. The air-port is also outside the LondonTerminal Maneuvering Area (LTMA)which will be even busier than usualduring the Olympics.” The airport hasthe option of extending the openinghours to midnight during the peakOlympic period, if required. The air-port also offers full-time, on-sitePolice/Special Branch support forassistance with VVIP, Head-of-State,close protection and all other securitynecessities.

The London Heliport, whichOxford’s owners bought in lateFebruary, will not be slot constrainedduring the Games. It is also exemptedfrom the no-fly zone during theOlympics, meaning a large number ofdignitaries and other VIPs will be ableto use it as an easy access route.However, any helicopter departure forTLH that connects from an arrivingbusiness jet will need to get a slotbooked in advance at their BusinessAviation airport.

Just outside the capital, London LyddAirport says it “hopes to extend a verywarm welcome to general aviation dur-ing the Olympics period.” The airporthas set out special procedures toensure compliance with nationalOlympics arrangements, as well asenhance the efficiency its own opera-tion. For example its operational hoursthroughout the Olympic Period will be06:00 - 22:00 local for corporate andcommercial traffic (an extension feewill apply to movements before 0830local and after 1900 local).

In order to allocate slots LyddAirport has been given access to thecomputerized slot allocation system,which is linked to both NATS andEurocontrol, allowing all parties tomonitor the slots applied for and slotsapproved to ensure that the system isnot being abused. If this is found outto be the case, penalties may beimposed onto the operator. All slotswill be matched with the ATC FlightPlan on the day of operation and allATC plans will need to contain aunique confirmation number that isgenerated with each approved slot.The registration or flight number onthe ATC flight plan MUST match thatused for the approved slot or the flightplan will be rejected.

If an aircraft’s requested times arenot available, the airport will offer theclosest time. neighboring LondonSouthend Airport will introduce abooking fee per IFR slot. Any amend-

ments required to slots post bookingmay be subject to administration fees.Full payment of all charges will berequired by 1st June 2012. The airportwill handle all flights of aircraft under2.5T.

To discourage speculative slotreservation and block booking, heairport also advises that there arepotentially heavy sanctions for failureto cancel unused slots or for lack ofpunctuality under the UK SanctionScheme.

The British GA community has beenplanning how to work through theOlympics for years. The Games domi-nated the agenda at the BritishBusiness and General AviationAssociation’s (BBGA) annual confer-ence earlier this year, with the group’spatron, Prince Michael of Kent,reminding members that this is anopportunity for the industry to shine.While the high-security event posesplenty of challenges, it should providea welcome boost to a largely service-based industry that generates almost$3.2 billion for the UK economy eachyear.

Lee Campbell from AirportCoordination, the airline-controlledcompany that manages slot allocationfor the main airports points out thatbetween July 21 and August 15 no IFRarrivals or departures into or out ofLondon’s terminal maneuvering areas(TMAs) will be permitted without abooked slot. The zone covers 40 air-

24/7CambridgeAirport is one ofthe few regionalairports in theUK withclearance tooperate 24/7.

44 - BART: JULY - AUG - 2012

ports and will affect large areas of con-trolled airspace over southeastEngland.

NATS’ Brendan Kelly explains thediversion recommendations for theOlympic period. “We want to avoid thesituation where Business Aviationflights going to Farnborough, forexample, come close to the HeathrowTMA,” he says.

Catering could prove to be problem-atic. However, with sufficient notice,UK-based in-flight caterers can sourcejust about any food request needed forflights. Local in-flight caterers areboosting capacity and deployingassorted ‘forward operating bases’ tohandle anticipated spikes in demand.According to flight planners UniversalWeather and Aviation, the busiest timewill likely be following closing cere-monies, when aircraft will be trying toexit the country en masse over a 24-36hour period.

Many in-flight caterers will operate24/7 over this period with additionalstocks of cabin supplies and cateringingredients on reserve. Temporarycatering staging outlets are being putin place close to London area aircraftrepositioning airports to improve deliv-ery times, enhance short notice capa-bilities and provide higher levels ofservice.

Universal suggests, “Consider hav-ing catering delivered prior to reposi-tioning to pick up passengers whenparked at alternate airports. For exam-ple, having catering delivered to alocation such as Northampton, whereyou may have parked the aircraft, willsave time and money on the groundwhen picking up passengers at Lutonor Stansted.”

With so much advance training, itseems like British Business Aviationairports are in good shape for the sum-mer to come.

For further details on arrivals anddepartures see: www.olympics.air-spacesafety.com and CAA Olympics2012 Homepage.

Airport Coordination Limited (ACL)is responsible for slot allocation. Visittheir Olympics slot information pageon http://www.acl-uk.org/.

The AIS Olympics Airspace websiteis a one stop information shop forGeneral Aviation and BusinessAviation. Full details on Olympic peri-od lower airspace radar, SSR codes,temporary controlled airspace, ATSroutes, holds, STARS, and airport SlotCoordination procedures, can befound on the AIS website linkhttp://www.nats-uk.ead-it.com.

BUSYAirports will be

busier during theOlympics�

closingceremonies say

UniversalWeather and

Aviation.

UK REGIONAL REPORT A C C E S S T O L O N D O N O L Y M P I C S

ÿ

SPORTING SPIRITTwo of the UK�s most prestigious airshows haveworked together to reschedule their previously pub-lished show dates for 2012 in order to operate har-moniously alongside the Olympic Games in London.The airshows in question, the Royal InternationalAir Tattoo (RIAT) and Farnborough InternationalAirshow (FIA) have a history of supporting oneanother and working together. In 2008, FIA orga-nizers Farnborough International Ltd (FIL) extend-ed the hand of friendship to RIAT customers whenits show was unavoidably called off due to extremeweather conditions, by opening the doors ofFarnborough�s public airshow to members ofFriends of RIAT who had been disappointed by thecancellation of the event which is held yearly atRAF Fairford.This time, it is RIAT who are helping to accommo-date Farnborough ahead of the 2012 OlympicGames in London. FIL had originally planned to holdits biennial airshow in the week of 16-22 July 2012,however as the Olympic Games will take placebetween 27 July and 12 August in London, organiz-ers were aware that this could potentially cause diffi-culty for exhibitors and visitors in sourcing accom-modation and other vital services for the show.Traditionally RIAT is held on the weekend prior toFIA in order to enable military chiefs and senioraerospace figures to attend both. A joint decisionwas therefore made between FIL and RIAT, tomove forward the dates of both shows by oneweek, thus keeping with tradition and ensuring thatFarnborough�s exhibitors and visitors can benefitfrom fully available resources. FarnboroughInternational Airshow 2012 will now take place 9-15 July 2012, preceded by the Royal InternationalAir Tattoo on 7-8 July 2012.

F or operators still considering atrip to this summer’s LondonOlympics, the good news is that

it’s still not too late to plan a trip. Theoptions, however, are becoming morelimited every day.

Parking going fast

Both parking and slots are availableon a first-come, first-serve basis atLondon-area airports during theOlympics, and while slots are stillavailable at some airports, parking ismuch harder to come by, said JasonHayward, General Manager, UniversalAviation UK – Stansted.

“While we’ve seen many operatorsplanning a trip arrange their plans asfar back as last summer, there are stillnew trips being booked daily,” saidHayward. “It’s definitely not too late,but parking is becoming scarce. Eventhough the London-area airports havebeen fully prepared for the massiveinflux of traffic, there is only so muchconcrete available on certain runways.Some ground handlers are keepingsome stands free (with four-hour park-ing limits) to allow operators to droppassengers and reposition to outlyingairports when parking is unavailable.For us, we’re lucky in that Stanstedhas more parking than most of theother airports but even our space islimited.”

Another consideration regardingparking is non-refundable feescharged by some airports and groundhandlers.

“Some airports in the London areaare charging non-refundable, or 50percent non-refundable, deposits foraircraft parking and ground handlingduring the Olympics period,” saidHayward. “You should be able tomake revisions and not get charged,but it’s best to check with your FBOon its cancellation and/or revision pol-icy. In most cases, you’ll be able tochange schedule without penalty, butyour deposit will likely become non-refundable if reservations are can-celled.”

Slots �Don�t try to �hedge� your bet

All London airports as well as region-al airports as far as 95 miles away willhave to use the Airport CoordinatedLimited (ACL) runway slot system.Flight plans and runway slots will belinked and monitored and if the airwayslot does not match the runway slot,then the airway slot may be automati-cally cancelled.

“Your slot will not be issued untilyour aircraft parking has been con-firmed,” said Hayward. “We’ve alsorun into instances where operatorstried to ‘hedge’ their bets so to speakby requesting and booking handling

with several airports with the sameschedules. This is considered anabuse of the airport slot system andis not allowed. This is being closelymonitored by ACL, the slot coordina-tion team, who upon spotting multi-ple bookings are canceling all slotsheld at all airports. You may makeaircraft-parking requests at as manyairports as you like, but only one air-port slot approval is permitted at onetime. It’s best practice for operatorsto commit to a location and avoidschedule revisions. For any changesto the schedule, we recommend youconsult your ground handler or 3rd-party provider for availability of run-way and airway slots prior to makingchanges. No deviations are availablefor runway slots. Everyone mustadhere to the slots that have beenapproved for their flights in order toavoid lengthy delays. Slots for RONs(remain overnights) will only be con-firmed if parking is available.”

Charter considerationsOperators planning to attend the

Games via Charter (non-scheduledcommercial) have additional require-ments, said Hayward.

“Charter operators must apply toU.K. Department of Transport (DFT)for a landing permit with lead time offive working days preferred (andminimum of 48 working hours’notice),” he said. “Once permits areapproved, schedule changes can usu-ally be accommodated. If the request-ed schedule change exceeds 24hours of the approved arrival ordeparture time, a permit revision isrequired and can usually be accom-plished the same day during busi-ness hours. Passenger changes(additions or deletions) requireresubmission of a charter landingpermit request due to cabotagerestrictions. Charter (non-scheduledcommercial) operators traveling toLondon must provide evidence to theU.K. DFT that they have confirmedairport slots and aircraft parking forthe Olympics along with all the otherrequired documentation for the land-ing permit.”

46 - BART: JULY - AUG - 2012

PLANNING FOR THE BIG GAMES

SCARCETrip options are

getting limited forthe London

Olympics, sohurry up and

make yourbooking.

T R I P P L A N N I N G L O N D O N O L Y M P I C S

BART: JULY - AUG - 2012 - 47

Auxiliary services

Services such as hotels, security,ground transportation, and catering willbe in high demand during the Olympics,so it is vital that operators review theiritinerary thoroughly before bookingthese services, which may be nonre-fundable during the Games.

“Operators really need to look at whatspecific events they will be attendingand then formulate their plan fromthere,” said Hayward. “Choose the bestlocation and appropriate ground handlerfor your operation. Keep in mind thatOlympic venues are in different loca-tions within the London area andthroughout the U.K. That’s critical in notonly airport selection, but also selectionof suppliers for additional services.”

One often overlooked but critical detailin planning is the strategy behind in-flight catering, said Neil Pope,Operations Director, Air Culinaire-London.

“With all the steps that go into pre-planning an operation for the 2012Olympic Games, such as slot reserva-tions, parking, and booking hotels, it’seasy to overlook the importance of pre-planning in-flight catering,” said Pope.“For example, for flights parked at outly-ing stations picking up passengers inLondon, it may be more efficient to havecatering delivered to the crew beforeleaving to get the passengers. That wayit will be available when the passengersare picked up. Or have the cateringdelivered directly to the passengers’departure airport.”

Because of the heavy demand for ser-vices, particularly during the closing cer-emonies, Pope advised operators to givetheir caterer at least 24-hours’ notice.

“The key is providing a high level ofdetail on the specific requirements need-ed, such as any allergy restrictions, thetype of on-board reheating devices onthe aircraft, unique packaging needs, orspecialty items that could be difficult tosource,” said Pope. “The busiest timewill likely be following closing cere-monies, when aircraft will be trying toexit the country en masse over a 24-36hour period.”

Article provided by Universal Weatherand Aviation. For more informationand urgent operational updates, opera-tors can visit www.univ-wea.com/oper-ationalupdates/ or contact Universal’sGlobal Regulatory Services team at713-378-2734.

SERVICESAirports, groundtransport andcatering not tomention hotelsand security willall be in highdemand duringthe games.

ÿ

By Steve N icho ls

G lass cockpits, long proven oncommercial aircraft, are bringingadded functionality and reduced

pilot workload to business aircraft aswell.

But Brian Wilson, Director of Avionicsat Banyan Air Service, in Ft. Lauderdale,USA, says that a cockpit upgrade needsto be carefully considered.

“You need to look at the age of the air-craft and how long you are likely to keepit,” Brian said. “And can you get financ-ing and are there any tax incentives?

“Also find out how many of the sys-tems are flying on your particular air-craft,” he said.

Brian said that you are looking atspending $450,000 – $650,000 for a high-end four-screen system on a larger air-frame. “And that can rise to $750,000 –$800,000 if you include options like syn-thetic vision,” he said.

He added that the recession has bothhelped and hindered the upgrade mar-ket. For example, if your Gulfstream G-IV cost $18 million in 2006, but is nowworth only $10m, that is not a big incen-tive to spend even more money on the

aircraft, if you could get the financing inthe first place.

“But if you have just bought the air-craft for $10m, and can get financing,it might make sense to perform anupgrade,” Brian said.

Bi l l Stone, Garmin’s Avionics ’Product Manager, had a similar viewof the market as Brian, but added:“At the moment it can make moresense to upgrade your existing air-craft rather than buy a new one, andoften the increase in value is greaterthan the cost of the upgrade.”

Robert Clare, Universal Avionics’Director of Sales, said: “ForUniversal as a whole, we are seeingan increase in WAAS installationsfor performance-based navigationand precision approaches. ADS-Bhas also been a big factor too, butwe are also seeing an increase in thenumber of ful l glass-cockpitupgrades.”

So what are the main contenders inthe battle for that cockpit upgrade?

Pro Line 21 is Rockwell Collins’ inte-grated flight deck system, which isscalable for fitting from twin-engineturboprop aircraft through to long-range business jets.

48 - BART: JULY - AUG - 2012

ADDING FUNCTIONALITY ANDREDUCING PILOT WORKLOAD

PIONEERAvidyne Entegrabrings affordable

WAAScompatible

displays to theflight-deck (top).

Rockwell Collin�sPro Line fusion

includessynthetic and

enhanced vision(below).

R E P O R T F L A T P A N E L U P G R A D E S

Rockwell Collins� Pro Line 21

BART: JULY - AUG - 2012 - 49

Using AMLCD displays, RockwellCollins is able to bring integratedflight information systems, electroniccharting and real-time data link weath-er graphics to the cockpit.

The system also brings advancedfeatures like synthetic vision and anIntegrated Flight Information System,which includes geographical bound-aries/ water features, electronic chart-ing and real-time data link weathergraphics.

A typical system consists ofRockwell Collins’ Integrated AvionicsProcessing System (IAPS), ElectronicFlight Information System (EFIS),Engine Indication and Crew AlertingSystem (EICAS) and Integrated FlightInformation System (IFIS, consistingof electronic charts, enhanced maps,and graphical weather).

Buyers can also specify FlightControl System (FCS), FlightManagement System (FMS),Maintenance Diagnostics System(MDS), communication system (VHF,HF, Satcom) and full navigation sys-tems (GPS, VOR, MKR, ILS, LPV,RNP 0.3 (non-AR), DME and ADF).

Other sensors include Air Data andAHRS, plus surveillance sensors(TCAS, weather radar and an inter-face to Terrain Avoidance WarningSystem (TAWS).

Pro Line 21 also features the compa-ny’s Head-up Guidance System(HGS). This provides data which issimilar to the Primary Flight Displayon the head-down instrument panel.

Pro Line 21 has an impressive cus-tomer list including CommercialAircraft Corporation of China(ARJ21), Bell-Agusta (BA609),Bombardier (Learjet 60XR,Challenger 300 and 605), CessnaCitation (CJ1+, CJ2+, CJ3, CJ4,Encore+, XLS+), Gulfstream (G150),Hawker Beechcraft(C90Gti/B200GT/350, Premier IA/II,450XP, 800XP/850XP/750/900XP),Piaggio (Avanti II) and Xian AircraftCompany (MA-600).

Rockwell Collins� Pro Line FusionPro Line Fusion is Rockwell Collins’

latest integrated flight deck for thebizjet market and is a development ofits original Pro Line 21 system.

Announced in 2007, Pro Line Fusionwas designed from the outset to behighly intuitive and flexible, andincludes the latest situational aware-ness tools such as synthetic and

enhanced vision, Rockwell Collins’MultiScan™ weather radar, plus head-up and head-down displays.

The main LCD displays can beordered in 15-inch configurations,with point-and-click access to flightplanning, aircraft performance moni-toring and hazard avoidance.

Announced by Rockwell Collins lastyear, its latest configuration of ProLine Fusion now includes the indus-try’s first touch-screen primary flightdisplays that promote a head-up, eyesforward method of flying.

Pro Line Fusion’s information man-agement capabilities include a com-prehensive aircraft maintenance sys-tem, aircraft database managementcapabilities, wireless connectivity,and access to aircraft manuals anddocuments on the main displays.

Rockwell Coll ins’ Head-UpGuidance System (HGS), coupledwith EVS (Enhanced Vision System)and SVS (Synthetic Vision System)greatly improves situational aware-ness in low-visibil i ty conditions,while the integrated FMS user inter-face organises its data by phase offlight, using interactive maps with“point-and-click” entry directly ontothe electronic display.

Recently, Pro Line Fusion enteredinto service on Bombardier Global5000 and Global 6000 aircraft.

Development of other Pro LineFusion-equipped business jets andregional airl iners, including theBombardier Global 7000 and Global8000; Learjet 85; Embraer Legacy 450and 500; and Gulfstream G280, aswell as the Bombardier C Series andMitsubishi MRJ regional jets, isongoing.

Rockwell Collins also recentlyannounced a Pro Line 21 to Pro LineFusion upgrade program that will firstbe available for King Airs by the endof 2013.

Honeywell Primus EliteThe Honeywell Primus Elite flight

deck is available for retrofit and for-ward-fit platforms and enables Jeppesenelectronic charts and maps, video dis-play capability and optional XM® graph-ical weather through a cursor controlinterface.

It is ideal for operators looking tomove to a glass cockpit solution and is asignificant update to Primus1000/2000/XP, SPZ-8400/8500 andsome SPZ-8000 avionics systems.

In terms of retrofit, Primus Elite con-verts the existing Cathode Ray Tube(CRT) displays to more reliable andcapable LCDs. The LCD displays alsoincorporate internal computing powerto allow operators to incorporate tech-nology previously only available tonewer aircraft.

Functionality includes XM graphicalweather, Jeppesen electronic charts andmaps, and video displays through a cur-sor-driven, on-screen interface.

Primus Elite System upgrades arenow available for installation on theBombardier Global Express (Primus2000XP/retrofit), Dassault F-900EX/C(Primus 2000/retrofit) and CessnaCitation X (Primus 2000/forward-fit andretrofit).

Additional Primus Elite certificationsare in-work including: Gulfstream GV(SPZ-8500/retrofit); Embraer Legacy600 (Primus 1000/retrofit); GulfstreamGIV & GIVsp (SPZ-8000 and SPZ-8400/retrofit).

UPGRADEHoneywell�sPrimus Eliteflight deck is apopularupgradingoption.

50 - BART: JULY - AUG - 2012

Honeywell�s Primus Epic

Primus Epic is Honeywell’s service-proven, integrated flight deck for busi-ness and regional aircraft, firstunveiled at the National BusinessAviation Association (NBAA) conven-tion in 1996.

It is the only Business Aviation flightdeck available today certified withHoneywell’s award-winningSmartView™ synthetic vision system.

Primus Epic is based on anIntegrated Modular Avionics (IMA)architecture with Modular AvionicsUnits (MAUs), which means operators

can take advantage of future systemupdates like future Communication,Navigation, and Surveillance/AirTraffic Management (CNS/ATM)products via easy upgrades to the soft-ware and system.

Up to six 8”x10” or four 10”x13”LCDs can be specified allowing vari-ous window displays to be sized foreasier viewing along with aircraft sys-tem synoptic windows.

Primus Epic is currently available forEmbraer 170/175/190/195 regionaljets, the GulfstreamG350/450/500/550/650, CessnaCitation Sovereign, Dassault Falcon900EX/900DX/200

Garmin G600/G1000Garmin has been wooing the world

with its G5000 integrated avionicssuite for Part 25, larger business jetsand commercial aircraft.

The company’s G3000, unveiled atthe NBAA Convention in 2009, wasalso the first touchscreen glass inte-

grated avionics system designed forlight turbine aircraft.

At the moment both systems areonly available for forward fit, but asBill Stone, Garmin’s Avionics ProductManager explained there will be retro-fit opportunities available in the futureand Garmin intends to pursue them.

So in terms of current retrofit prod-ucts the Garmin G600 and G1000 arethe ones to look out for.

The Garmin G600 is a retrofit inte-grated cockpit solution for smaller GAaircraft or larger Class 3 aircraft (pis-ton or turbine aircraft between 6,000lbs. and 12,500 lbs. MTOW).

The G600 brings “glass cockpit”capabilities featuring dual-screens withboth a primary flight display (PFD)and a multi-function (MFD) display ina single 10-inch wide bezel.

A scaled version of Garmin’s SVT(Synthetic Vision Technology) comespre-installed on the G600 as standard.This uses sophisticated graphics mod-eling to create a 3-D topographic land-

scape from the G600’s terrain alertingdatabase, providing a “virtual reality”perspective view of ground and waterfeatures, obstacles and optional traffic– all shown in relative proximity toyour aircraft.

In addition to the graphical terrainand obstacle alerting information pro-vided by SVT, you can also augmentthe G600 with optional Class-B TAWS(Terrain Awareness and WarningSystem) and radar altimeter (ARINC429 interface support allows readoutson the PFD) for an extra margin ofsafety in the air.

The G600 uses Garmin’s GRS 77Attitude and Heading ReferenceSystem (AHRS).

It can also be combined with a vari-ety of optional sensors and data links.For example, digital on-board weatherradar functionality for the US can beadded with Garmin’s GWX 68 or otherARINC 708 radar systems.

Garmin’s G1000 all-glass avionicssuite is also making its mark on thegeneral aviation and biz jet market.

In its standard form the G1000 com-prises two LCD displays, one acting asthe primary flight display (PFD) andthe other as a multi-function display.These are available in a choice of 10-or 12 inch flat-panel LCDs, with 15-inch available as an option.

An integrated communications panelfits between the two displays. On larg-er aircraft this can be enhanced with athird display unit, acting as a co-pilotPFD, an alphanumeric keyboard andan integrated flight director/autopilot.

The primary flight display shows thebasic flight instruments, such as air-speed indicator, altimeter, headingindicator, and course deviation indica-

CUSTOMARYHoneywell�sPrimus Epic

(top)remains

prevalent amongEmbrear,

Gulfstream,Cessna and

Falconoperators.

Garmin�s G1000avionics suite ismaking its mark

on the biz-jetmarket (below).

R E P O R T F L A T P A N E L U P G R A D E S

BART: JULY - AUG - 2012 - 51

tor, while a small inset map can beenabled in the corner.

The multi-function display can showa moving map on the right side, andengine instrumentation on the left,plus you get Garmin’s GRS77 Attitudeand Heading Reference System(AHRS).

The G1000 integrates with built-interrain and navigation databases,including products from Jeppesen,including ChartView and JeppView.Color coding is used for graphical ter-rain alerts, along with an optionalClass-B Terrain Awareness andWarning System (TAWS).

The G1000 is certified for use as aforward fit application on new generalaviation aircraft, including Beechcraft,Cessna, Diamond, Cirrus Design,Mooney, Piper and Tiger.

It is also available in retrofit applica-tions on the Beechcraft King Air C90,300, 350, B200 and Cessna Citation525 . It debuted on a jet platform in2007 as the avionics system for theCessna Citation Mustang Very LightJet.

Universal AvionicsUniversal Avionics Systems

Corporation offers a range of cockpitequipment to convert a whole host ofbusiness aircraft to glass panel specifi-cation.

Its EFI-890R 8.9-inch displays aredesigned for retrofit applications, suchas the Challenger 600/601, mirroringmuch of the functionality of the newChallenger 605 equipment in a 12lbpackage.

The EFI-890R supports an array ofinformation and display capabilities

including a VGA video input forUniversal’s TAWS (Terrain Awarenessand Warning System), Vision-1Synthetic Vision (SVS), and EnhancedVision Systems (EVS).

The product line also includes theUNS-1Lw and UNS-1Fw FMS, whichconsists of a 4- or 5-inch FPCDU and aremotely-mounted two-MCU-sizedLine Replaceable Unit (LRU) naviga-tion computer. The UNS1Ew FMS ispackaged as an all-in-box with integrat-ed 5” CDU. All Universal AvionicsFMSs feature an integral GPS/WAASreceiver to enable SBAS operationsincluding GPS (RNAV) LPV approach-es.

Its Vision-1 Synthetic Vision System(SVS) with “Egocentric” and“Exocentric” 3-D view was the first toreceived STC (Supplemental TypeCertificate) and TSO approval fromthe FAA for Part 25 in 2005. TheEgocentric view provides a 3-D pilot’sview with respect to surrounding ter-rain.

The system maintains the standardforeground symbology with traditionalflight director cues and replaces theblue/brown background with imagerydepicting the terrain view in real timefor the direction the aircraft is head-ing, complete with pitch and roll.

AvidyneThere is also Avidyne Entegra,

which brings an affordable, WAAS-compatible integrated display capabili-ty to the business and general aviationflight deck.

The Vantage Premier, offeredthrough Eclipse Aerospace as the AvioIFMS, is an upgrade for the earlier

Eclipse 500 model, bringing it up tothe same cockpit specification as the550.

So having made your choice, howlong does a typical installation take?

“Historically, an upgrade on a larg-er business aircraft could take six,eight or even 10 weeks. Operatorswere not keen on having an aircraftdown that long.” said Banyan’s BrianWilson.

“Now, manufacturers like RockwellCollins and Honeywell have listened todealers and have made it much easier.The use of interface boxes that allowyou to plug in the new equipment toexisting wiring harnesses and equip-ment has made it a lot faster.

“I see some installations now takingas little as 10 working days. Price anddowntime are an issue for clients soany way they can be brought downmakes a big difference,” Brian said.

There is an added incentive to beconsidered if your cockpit display stillhas CRTs (cathode ray tubes).

Banyan’s Brian Wilson said: “I knowfor a fact that the big manufacturershave been given their last orders forCRTs. They are likely to becomeincreasingly hard to get hold of asmanufacturers stop making them with-in the next year or so.

REPUTABLEAmong the widerange of glasspanel upgradesolutions offeredby UniversalAvionicsSystems, theEFI-890Rdisplays aredesigned forretrofit, such asthe Challenger600/601 aircraft(top). AvidyneEntegra (center).ÿ

By Steve N icho ls

While there were satelliteconnectivity providers at thisyear�s EBACE, breaking newswas a little thin on the ground.While connectivity is a muchtalked about add-on forbusiness aircraft at themoment, mostannouncements were of anevolutionary rather thanrevolutionary nature.

F irst off ARINC Direct was promot-ing its connectivity options forbusiness aircraft. Its passenger

communications solutions coverInmarsat Classic Aero, Mini-M,Swift64 and SwiftBroadband voice anddata, plus high-speed Ku-band servicevia Yonder and Iridium voice and data.

It offers a fully-managed service solu-tion with no minimum contracts, com-petitive rates, simplified billing, and24x7x365 tech support.

Its iPad cockpit app for pilots, whichfeatures on the Apple iTunes webstore, also gives pilots access to theirflight plans, weather, NOTAMS andcharts on their ARINC account.

Updates while airborne can beuploaded via Inmarsat’s Swift-

Broadband satcomms service.The applets pilots update flight plans usingtheir iPad’s touchscreen, which canthen be emailed back using “sign andsend” technology.

The latest version of the softwareallows pilots to update certain docu-ments during a flight and automatical-ly send PDF versions to the operationscenter or other locations upon landing.

One piece of news was that Thraneand Thrane is to introduce the newInmarsat Multi-Voice service across itsentire AVIATOR L-bandSwiftBroadband range.

As part of the service upgrade, AVIA-TOR systems will support severalsimultaneous voice calls. With Multi-Voice, each handset can benefit fromhaving its own number, making itstraightforward to dial into a specifichandset from the ground to the air-craft.

SwiftBroadband Multi-Voice isenabled with a firmware upgrade, sono new internal hardware is required.It will be available on all new systeminstallations from Q3 2012, and exist-ing AVIATOR users can take advan-tage of an upgrade.

Thrane also debuted its flagship AVI-ATOR 700D, which provides bothInmarsat Classic and SwiftBroadbandservices in one complete package. Thesystem supports a wide range of com-munications applications in both thecockpit and cabin including in-flight

52 - BART: JULY - AUG - 2012

COMPETITION HOTS UP INBIZJET CONNECTIVITY

APPThanks to a

popular iPadapp, ARINCDirect gives

pilots access totheir flight plans,

weather,NOTAMS and

charts.

R O U N D U P S A T E L L I T E C O N N E C T I V I T Y

BART: JULY - AUG - 2012 - 53

Wi-Fi and voice calling and is also fullyFANS 1/A and CPDLC compliant.Aircell also announced that Jet

Aviation AG Basel, a member of thecompany’s global dealer network, hasreceived a new Supplemental TypeCertificate (STC) from the EuropeanAviation Safety Agency (EASA) forThrane’s AVIATOR 200 system aboardthe Falcon 2000LX.

The AVIATOR 200 enables near-global email, light internet and voicecapabilities via Inmarsat’s Swift-Broadband service. Passengers andcrew can send and receive e-mail withattachments, surf the web, or access acorporate VPN using their own Wi-Fi-enabled laptops, tablets, electronicflight bags, and smartphones.

Jet Aviation is making the new STCavailable to other service facilities for anominal fee, enabling more affordablefollow-on installations for other Falcon2000 operators seeking connectivityservices for their aircraft.Satcom Direct announced that it is

opening new offices at TAGFarnborough Airport in the UK. Thefacility will include an advanced avion-ics testing lab, training facility andsupport services for pilots, flight oper-ations and maintenance staff that usethe company’s suite of satellite voice,fax, data link and Internet communica-tions services. The company expectsto open the office June 21.

“With the continuing demand for air-borne connectivity, Satcom Directknows it is critical to answer our cus-tomers’ communications needs andsupport requirements with European-based operations,” said Jim Jensen,founder and owner of Satcom Direct.“We are pleased to partner with TAGAviation as they expand their facili-ties.”

Satcom Direct is an Inmarsat distrib-ution partner, Iridium service partnerand ViaSat Yonder’s preferredreseller.

It recently launched a number ofApple-compatible mobile “apps” tohelp pilots, flight crew, and passen-gers get connected and receive real-time data.

These include AeroV, an in-flightsoftphone using VoIP, and SkyTicket,which allows individual passengers toconnect and pay for the data they usein-flight.Satcom1 were also exhibiting at

EBACE. The company provides air-

time services for all satellite systems,including Inmarsat, Iridium, Ku-Bandand Thuraya. Its on-board servicesinclude voice, GSM, fax, e-mail andinternet depending on your specificsatcom terminal.Aircell offers the Business Aviation

community the largest selection ofnetwork services, including IridiumSatellite, Inmarsat SwiftBroadbandand Gogo Biz.

Gogo Biz enables passengers andflight crews to enjoy high-speed inter-net access above 10,000 feet in thecontinental U.S. and portions ofAlaska, using their own Wi-Fi-enabledlaptops, tablets, EFBs, smartphonesand other mobile devices.

But of more interest to Europeanoperators was the news released justafter EBACE that Gogo is to partnerwith satellite equipment providerAeroSat to bring a Ku-satellite solutionto commercial aircraft.

A Ku-satellite solution will allowGogo to offer connectivity servicesthat extend beyond the United States,including transoceanic routes. Thiswill serve the needs of some of its air-lines partners in the near-term untilInmarsat’s Global Xpress Ka-satelliteservice becomes available.

Whether these services will beoffered to larger business operators aswell remains to be seen.Inmarsat SwiftBroadband has

seen a number of enhancementsrecently and more are in the pipeline,although there was no breaking newsat EBACE.

Last autumn the company made upto four channels of SwiftBroadbandper aircraft available. And in 2013Inmarsat will also introduce new“waveforms” that will offer fasterstreaming speeds and also better func-tionality from on-board helicopters.The new longer duration waveformswill be less likely to be affected by therotors.

Soon to come are multi-voice capabil-ities using VoIP – news of which wasbroken by Thrane and Thrane, whichis offering the service as a firmwareupgrade on its AVIATOR terminals.EMS Aviation was acquired by

Honeywell last year and was exhibit-ing under the Honeywell brand. Thecompany is one of the main providersfor Inmarsat, Iridium, Ku-band and air-to-ground connectivity systems.

Its Aspire product line offers bothIridium and Inmarsat communicationsystems for small- to mid-sized air-craft, such as the Cessna Sovereign,Citation X, Citation XLS/XLS+,Hawker 4000, Hawker 800/850/900Series, Bombardier Challenger 300,Gulfstream GII and GIII, andDassault Falcon 2000.OnAir said at EBACE that it is

keen to attract new business aircraftcustomers. This sector now accountsfor about 10 per cent of OnAir’s 45aviation customers, although not allhave deployed the connectivity ser-vice yet.

It showcased Mobile OnAir, whichallows business aircraft passengers touse mobile phones and smartphones(e.g. BlackBerry, Apple iPhone,HTC) for voice calls, e-mail and textmessaging during a flight.

Its Internet OnAir service alsoallows passengers to work on theirlaptop or tablet computers using awired or WiFi internet connection.Both of these services are deliveredvia Inmarsat’s L-band SwiftBroadbandservice.

OnAir has also partnered with anumber of Business Aviation part-ners, including Jet Aviation, with 20airport facilities throughout Europe,the Middle East, Asia and North andSouth America.TrueNorth was promoting its

Simphone (pronounced Symphony)OpenCabin system provides Wi-Fi,high-speed data integration, fax, HDVoice, corded and cordless handsetswith credit card readers.

It works with Iridium, Inmarsat, andhigh-speed Ku Satcom on aircrafttypes ranging from the BoeingBusiness Jet (BBJ) and AirbusCorporate Jetliner (ACJ) toBombardier, Dassault, Embraer andGulfstream aircraft types.

It says the network already offerscomprehensive coverage and thegaps (notably in the far east) will befilled in the near future.

Overall then, we can expect the biz-jet connectivity wars to hot up overthe next two years as Inmarsatlaunches its Ka-band Global Xpressservice. In the meantime we canexpect Ku-band operators to do allthey can to land contracts before thecompetition hots up. It should be aninteresting time.

ÿ

By Jack Carro l l

Mason Holland, CEO andChairman of the company hecreated in 2009, EclipseAerospace, is a successfulentrepreneur by vocation anda commercial-rated pilot byavocation. He is also Co-Founder and Chairman ofBenefitfocus.com, the country�slargest provider of onlinebenefits enrollment software inthe country, serving some700+ insurance companiesand over 20 million consumers.With all he had, he alwayswanted to fly a jet. The originalEclipse and all it promisedseemed to fill the bill.

I n fact, he admits he loved that littleplane. But, as has been told manytimes the original company, Eclipse

Aviation, stumbling along on increas-ingly shaky financial legs, finally brokedown to bankruptcy during the eco-nomic credit crisis of late 2008. He,with all other depositors would be lefthigh and dry.

But Holland was not about to give upand take a financial beating in the bar-gain. So he started planning to dosomething about the situation. Herecently took a break from his hurried,often hassled working day and updat-ed Senior Writer, Jack Carroll, on theremarkable progress of EclipseAerospace (the new emerging Eclipsecompany) and the surprising resurrec-tion of the Eclipse program, flyinghigh now on the wings of the compa-ny’s new production Eclipse 550.

BART: As you well know, the EclipseAviation story has been told countlessand times and there are countless ver-sions. I’d like you to give our readers abrief summary from your own per-spective.Holland: Well, the Eclipse Jet itselfwas dreamed up by Vern Raburn, BurtRutan and Sam Williams in the late90s, their idea being to create a twinengine jet aircraft that would be farmore economical than anything on themarket. At less than 6,000 pounds, itwas deemed the first Very Light Jet, orVLJ. I think the Eclipse 550 we’reabout to produce is the VLJ for thefuture; able to fly up to 41,000 feet,travel at 375 knots, and still burn lessthan 60 gallons of fuel an hour with an

incredible avionics package suited forsingle pilot operations.

Now as to Eclipse Aviation itself, Ithink the company did a phenomenaljob with a clean-sheet design for anamazing aircraft. Not only did theydesign it, they engineered it, had itFAA certified and built a manufactur-ing process from scratch to buildsome 260 of these aircraft in just 16months. It’s absolutely incredible whatthat group did and I have total respectfor their work. Unfortunately thoughwith its own financial problems build-ing, the economic credit crisis in early2008 came at the worst possible timefor the company. They were simplynot able to get the job done financially.

The company had to be reorganizedand its ownership changed as a result.I, along with my partner Mike Press,put together a small group and with alittle bit of good luck we were able topurchase the assets of Eclipse Aviationfor under $50 million and then createdEclipse Aerospace Incorporated orEAI. When we bought the company in2009, we were sitting here with anFAA certified jet, all the tooling a smallcore group of experienced engineerson staff ready to advance the aircraft,and there were around 260 Eclipsesflying around the country. We also hada small service organization ready toprovide ongoing support for a prettynice-sized aircraft fleet of 260.

BART:What was your first order ofbusiness then; your plan of action?Holland: We set out with three corpo-rate goals: First and foremost to getservice and support back up to speed,as over the course of 18 months or soit had dwindled down to practicallynothing and our supply chain was basi-cally broken. Well, we’ve done that.We’ve re-sourced 100 percent of theparts and supplies for this aircraft, re-certified every single part and each isavailable to keep this aircraft operatingfor the long term. The supply chainhas been fully restored and I have tosay we’re all very proud of the highlevel of service and support we’veestablished for the Eclipse.

Our second goal was to upgrade andcomplete the existing fleet of 260 sothe aircraft had all the necessaryequipment needed to operate it at itsfull capability. For example, when the

54 - BART: JULY - AUG - 2012

ECLIPSE AEROSPACEREVIVES A DREAM

REVIVALEclipse

Chairman andCEO MasonHolland (left)Mike Press,

Executive VP,(center)

and Ken Ross,Service DivisionPresident (right)

have revived adream with the

new Eclipseprogram.

R E P O R T E C L I P S E A E R O S P A C E

BART: JULY - AUG - 2012 - 55

original Eclipses were delivered, theydidn’t even have GPS and couldn’t flyinto known icing conditions. We man-aged to finish the engineering and setthings right with the result that wenow have more than 60 percent of thefleet flying as fully-equipped, state-of-the-art aircraft. We hope to have theother 40 percent completed sometimenext year.

Our third goal was to return theEclipse to production as our newEclipse 550 and expect to start deliver-ies in 2013. We’re nearly there, as wereceived our FAA ProductionCertificate for the Eclipse 550 in April.With the majority of the aircraftalready flight certified as it’s based onthe original Eclipse 500, we have verylittle production risk.

BART:What is the company doing atthis point?Holland: We’re in the process of com-pleting the production details for auto-throttles, which means that theEclipse 550 will be the first generalaviation aircraft below the Challengerseries to be equipped with auto-throt-

tles. Our existing flight managementsystem will become a dual, totallyredundant system. And we’ll beadding things like Enhanced andSynthetic Vision systems, ADS-B Outand a number of passenger comfortitems, such as an iPad-based entertain-ment system and a satellite phonecapability.

BART:How many to you expect toproduce initially?Holland: We will produce aircraft in2013, which will be a ramp-up yearfor us. As we move into the 2014 to2015 time frame and beyond, wehave a baseline model of producing aminimum of 50 aircraft a year. Butwe can throttle that up, dependingon demand, up to 120 per year. But

for now, 50 aircraft is a good, steadystate to be in and we’ll be profitableat that number. Incidentally, the rea-son for the 120-unit cap is that wewon’t have to expand facilities or addtooling to produce at that level, butof course we can create more facili-ties as the future demand might war-rant.

BART:The way the company is mov-ing, you can’t be blamed for being sooptimistic. It seems like everything isgoing right. What about that?Holland: A big reason for our opti-mism is the fact that when you getright down to it people just love thisaircraft. We’re doing demo flights allover the place and I assure you, noone–after flying it for the first

time–gets out of this plane wearing apoker face. Besides being a pleasureto fly, it is economical beyond belief.As I mentioned earlier, it burns only59 gallons an hour at cruise; that’sboth sides total. And when you consid-er the ever-escalating cost of fuel inthe world, I think the fuel economy isgoing to be a very big factor for peo-ple. And it still cruises at 360 plusknots–375 max–and can still fly up inthe 37,000 to 41,000 foot area all daylong, which make for very comfortableflying. What also surprises first-timeflyers is that the aircraft is extremelyquiet and in fact has the lowest decibelrating of any aircraft in its class, insideand outside.

BART:Let’s get back to the outrightaffection you’re saying that peoplehave for this aircraft; aside from yourown experience, how do you know?Holland: Look, we know our existingowners are basically infatuated withthe airplane and fly it as often as theycan. Here’s a significant indicator: Inthe secondary market, only abouteight percent of our fleet are up forsale. That is extremely low. You’dthink that number would be closer to15 percent on average, compared toother manufacturers. To me, that

PRODUCTIONThe Eclipse550�s majorcomponents willbe manufacturedin Poland andthen shipped forfinal assembly toEclipse�s factoryin New Mexico(center right).First Eclipsefuselageassembly (left).

56 - BART: JULY - AUG - 2012

shows that the owners love theseplanes and simply don’t want to letthem go.

BART:As industry seers seemed to besaying over and over as the first of theVLJs were about to enter on the mar-ketplace, they would “darken theskies.”

Which would have included the so-called “Air Taxis.” But those schemesnever came to pass nor was there anydarkening of the skies. Do you thinkthe air taxi concept will come back;might it have a chance with the rightaircraft?Holland: I can’t say that the air taxi isfamous or infamous. I don’t think anair taxis system was ever put in placelong enough to prove itself out. It’sstill worth exploring though.Especially when we consider thatabout 70 percent of private jet tripsmade in the United States are 750 nau-tical miles or less and on average theaircraft carry three passengers or less.

Our Eclipse 550 fills that 3 or lesspassengers, sub-750 nautical mileflight profile perfectly. In fact, theEclipse has an NBAA IFR range of1,125 nautical miles with 4 occupants.An owner with a larger aircraft withmore range wouldn’t have to standaround thinking about all the emptyseats per trip that are costing him afortune. Similar flight profiles are alsofound in Europe, where they make a

lot of relatively short flights and cur-rently fuel is even more expensive. Isee the Eclipse, with a single pilot infront and two or three executives sit-ting in back on plush leather seats, assort of a flying limousine, rather thanan air taxi service. You might saywe’re just extending the range of a lim-ousine, but ours just happens to fly.

BART:Besides the United States,where else is the Eclipse certified?Holland: We’re certified in quite afew other areas and would expand ourmarket footprint initially into thoseplaces. Off the top of my head, theseinclude virtually all of the Europeancountries as well as India, Australia,Brazil, Pakistan, U.A.E., Saudi Arabia,Latin America and the Caribbean, toname a few. We’re always in theprocess of building relationships inthose regions and don’t be surprised ifyou see Eclipse distributors and ser-vice centers popping up in many ofthese countries in the very near future.

BART:Besides having a quality prod-uct, what kind of financial stability didthe Eclipse Aviation purchase bring tothe table, or was there any?Holland: We look at it this way. Webought a company that had investedaround $1.4 billion to bring this jet tomarket, including immense R&Dcosts, designing advanced manufactur-

ing processes, such as friction stirwelding for stronger and lighter air-frame structures, and product develop-ment all the way through flight testingand the FAA certification process. Yousee, we invested less than $50 millionto own all of the results of theseefforts. What that means is we don’thave to build into the selling cost ofthe Eclipse 550 any developmentalexpenses that preceded the establish-ment of Eclipse Aerospace. That is ahuge competitive advantage and we’vebeen very fortunate in that regard.

BART:Why was Sikorsky brought inas a partner at this point?Holland: Basically we partnered withthem to give us support in the produc-tion area and they are leading the wayin getting our manufacturing process-es into place and to assist us inimproving the production process uti-lized by the prior company. In fact, wejust signed a contract with PZL-Mielec, a Sikorsky Aircraft Company,to produce major components for theEclipse 550 in Poland, including fuse-lage, empennage and wings, then shipthem to our factory in Albuquerque,New Mexico for final assembly. Ishould mention that PZL-Mielec alsoproduces major components, includ-ing the cabin, for the S70i“Blackhawk” helicopter, so with PZL-Mielec aboard, we’re working with aworld-class manufacturer.

THRILLED�A pleasure to flyand economical

beyond belief�says Holland.

R E P O R T E C L I P S E A E R O S P A C E

BART: JULY - AUG - 2012 - 57

BART:In addition to offeringupgrades for existing Eclipse 500 own-ers, EAI also markets a version knownas the “Total Eclipse” for new cus-tomers. Please enlighten our readers abit a bit about this program.Holland: The “Total Eclipse” is whata completed aircraft should have beenas it was originally designed. Aircraftowners new to Eclipse want a fullycompleted aircraft including warrantyand industry-leading support. Our“Total Eclipse” is a totally refurbishedpre-owned, factory certified aircraftthat sold directly to our customers.

For a $2.15 million price we provide aTotal Eclipse that includes new avion-ics, interior, paint, new engine pro-grams and a ‘Tip-To-Tail’ factory war-ranty; it’s a like-new aircraft. In addi-tion, we also have upgrade packagesfor existing Eclipse 500 owners whocan get the same functionality as theTotal Eclipse, but they are buyingupgrades a la carte, so to speak, andthat program doesn’t include suchitems as a new interior, new paint, oran EAI factory warranty. With thosetwo interim programs, before the new550s start rolling out, I’d estimate thatover 70 percent of the fleet is nowupdated, which includes new “TotalEclipse” owners, of course.

BART:Mason, there seem to be noth-ing stopping your team at this point.Just what is EAI’s secret strategy?Holland: You know, if you were tolook at the histories of great compa-nies, their success is always based onquality products. Well, that’s our casetoday.

We appreciate what our predeces-sors did and are pleased to be custodi-ans of this fine product, which we’ll beable to market so economically. Whatwe’re doing is furthering their earlierefforts to bring this plane to the mar-ketplace, especially since a new ownerof the Eclipse 550 will be getting acomplete aircraft in all respects.

This airplane has so many applica-tions and so much potential aroundthe world, we’re really getting moreexcited every day. But we have to tem-per that with the realities of the mar-ketplace. The Business Aviation mar-ket has taken much longer thanexpected to make a comeback. Butdue to our smaller size, economies ofproduction and stable financial base,we can take our time and be verymethodical–and hopefully accurate—in our marketing efforts for theEclipse 550.

BART:You gave us the price point forthe refurbished “Total Eclipse” at avery reasonable $2.15 million USD.What about the forthcoming 550?

Holland: The price for the new pro-duction Eclipse 550 Jet is $2.695 mil-lion in 2011 dollars. This makes theEclipse 550 the only twin-engine jet inthe world selling at under $3 million.And I think will be the last ever at thatprice point. Actually, we’re a good$500,000 below our closest competitor,so anyway you look at it the 550 is abargain. And I should mention thatthere are a few incentives for earlydepositors.

BART:Thank you for updating ourreaders on the Eclipse 550 program.

In this writer’s opinion, EAI has beenproceeding carefully, with equal mea-sures of creativity, competence andconfidence in its product. Withoutresorting to incredulous claims orimpossible pricing. As the sayinggoes, “There’s no such thing as a surething.” Which is generally true, but inMason Holland and EAI’s case, I’d beton there being an exception. Let’shave a toast: “Cheers to the Eclipse550!”

UPGRADESNew avionics,interior, paintand engineprograms arethe Total Eclipseofferings on the500.ÿ

By Marc Grang ier

M ost manufacturers present atEBACE were relatively opti-mistic about the future, and as

Claudio Camelier, Vice President ofMarket and Product Strategy atEmbraer, told BART: “2012 is a pivotalyear to recover market growth.”

This is a feeling shared by HawkerBeechcraft Corporation, which in spiteof its financial difficulties, was comfort-ed by the fact that during the show itsecured orders for 11 aircraft – includ-ing three of its flagship Hawker 4000super-midsize jets.

Gulfstream’s President Larry Flynnalso noted that business was comingback strong: “We are aggressivelyadding people, parts and buildings allover the world to make sure we fulfillour commitment to customers.”

And although Charles Edelstenne,Dassault CEO, was less exuberant andadmitted that he was still ‘cautiouslyoptimistic’ about the future, Cessna’sCEO Scott Ernest declared he wasundeniably “off to the race’s” and get-ting ready for the taking off of the mar-ket.

58 - BART: JULY - AUG - 2012

SUCCESSWith 12,638

attendees,EBACE12

concluded asone of the

800XPR onstatic at Geneva

(bottom).

R E P O R T E B A C E 2 0 1 2

BUSINESS AVIATIONIN A PIVOTAL YEAR

The 12th Annual European Business Aviation Convention& Exhibition (EBACE 2012), which took place last May in Geneva,concluded as one of the strongest EBACE shows yet. Even amidsta very challenging European economy, 12,638 attendeesparticipated from over 99 countries. Additionally, 491 exhibitorswere on hand, occupying a record-breaking 2,280 boothspaces. Furthermore, EBACE 2012 featured 60 aircraft on thestatic display, with a 10-percent increase in ramp space �making it the largest-ever EBACE static display.

strongest editionsyet. Hawker

BART: JULY - AUG - 2012 - 59

Cessna and Silvercrest� a Perfect Match

After attending many shows with nonews, the work has finally paid off forSnecma Safran’s Silvercrest turbofan,which was selected to power the newCessna Longitude. In fact, at the showthe company announced it had alreadystarted assembly of the first completeengine. This first Silvercrest will startground tests this summer, followed byflight tests in the first half of 2013.

“The new Silvercrest engine featureshighly innovative technologies drawnfrom Snecma’s advanced research pro-grams,” noted Laurence Finet, GeneralManager, Silvercrest Program. “TheSilvercrest engine family covers athrust range from 9,500 to 12,000pounds. Its ambitious objectivesinclude a 15 percent reduction in fuelconsumption and CO2 emissions, NOxemissions 50 percent under the currentCAEP/6 standard and a 50 percentreduction in the noise footprint.”

This decision is in line with Cessna’scommitment to investment. “If youdon’t invest, you are dead”, Cessna’sErnest told BART. So believe us,Cessna is not about to die.

After unveiling its Citation M2 andLatitude bizjets last October, it stolethe show at EBACE with the introduc-tion of a new long-range CitationLongitude.

Boasting a 4,000-nautical-mile rangeand a maximum speed of Mach .86,the Longitude will be sold $25.999 mil-lion, a price Ernest says is unmatchedby other business jets with similar per-formance. As the longest-rangeCitation, the Longitude will featureGarmin G5000 avionics with touch-screen controls and all of the capabili-ties required to comply with emergingoperating requirements for interconti-nental aircraft.

With space for a crew of two and upto eight passengers plus one optionaladditional crew seat, the Longitudewill have a stand-up, six-foot (1.8meter) high, 31-foot (9.4 meters) flatfloor passenger cabin. Entry into ser-vice is expected in 2017.

But why stop there? After the Latitudeand the Longitude, maybe Cessna’snext unveiling will be an ‘Amplitude’aimed at coping with industry forecaststhat show large-cabin jets will dominatethe market over the next ten years? Oris the Longitude already marked as thesuccessor to the short-lived Columbusprogram…?

The Legacy of theLearjet Continues

Stealing some of Cessna’s spotlight,Bombardier made a splash of its own,announcing two new light jets: theLearjet 70 and Learjet 75, both ofwhich will leverage Learjet 85 technol-ogy. The Learjet 70, priced at US$11.1M, will achieve a range greaterthan 2,000 NM at a cruise speed ofMach 0.75, with two crew membersand six passengers. With the sameperformances as the 70, the Learjet 75,priced at US$ 13.5M, will have a rangeof nearly 1,950 NM with eight passen-gers.

Entry-into-service is scheduled forthe first half of 2013 and the companysays they already have firm orders, let-ter of intent and other commitmentsfor more than 50 aircraft.

Bombardier also gave details on itsLearjet 85 program. Work on the twofirst flight test aircraft and the com-plete aircraft static test article is wellunderway. The joining of the nosefuselage to the main pressure fuse-lage, as well as the assembly of the aftfuselage, vertical stabilizer and tailcone fuselage sections, have all begun

at the Bombardier sites in Wichita,Kansas and Querétaro, Mexico.

The first shipments of wing sparsand skins, manufactured atBombardier’s site in Belfast, NorthernIreland, have arrived at the Querétarosite, where wing assembly has started.Additionally, major components, suchas the Pratt & Whitney CanadaPW307B engines, are now on site atthe final assembly line in Wichita.First deliveries should start in 2013.

As to Avionics, Bombardierannounced that its Vision Flight Deckentered service on schedule on aGlobal 5000 jet. The aircraft was deliv-ered to Formula 1 champion NikiLauda. “The Vision Flight Deck is therealization of many years of effortswith Rockwell Collins and an industryfirst, featuring the implementation andcertification of Synthetic Visionimagery on a head-up display (HUD),”said Steve Ridolfi, President,Bombardier Business Aircraft.

Bombardier and Rockwell Collins arethe first to certify synthetic visionimagery on a HUD as part of the ProLine Fusion avionics system on theVision Flight Deck.

UNVEILINGSCessna CEO,Scott Ernestlaunching theCitation

Business AircraftPresident, SteveRidolfi givingthumbs up toBombardier�snew Learjet 70and 75 (below).

Longitude (top).Bombardier

60 - BART: JULY - AUG - 2012

Speaking of Niki Lauda, Jet SupportServices, Inc. (JSSI) announced thatLauda has also enrolled his Global5000 onto the JSSI Platinum Engineand APU Hourly Cost MaintenancePrograms.

“JSSI provides me with a predictablemaintenance budget and makes surewe get back in the air as quickly aspossible whenever there is an engineor APU maintenance issue,” he said.

Down but not OutCessna and Bombardier weren’t the

only company boasting on its way outof Geneva. Perhaps more than anyother OEM, Hawker Beechcraftshould be the one doing the mostboasting.

Just two weeks prior to EBACE, thecompany filed for US Chapter 11 bank-ruptcy protection, meaning HBC willcontinue to operate in the ordinarycourse of business during its reorgani-zation process.

And Continue to Operate it did!During the show the company

demonstrated that it was here for thelong-haul by securing orders for 11 air-craft – including three of its flagshipHawker 4000 super-midsize businessjets, a Hawker 400XPR, six King Air350i turboprops and a King Air 250.The total sales amount to more than$120 million – a number that shouldkeep investors happy.

Likewise, while acknowledging theeconomic reality, Pilatus remainsupbeat. Oscar J. Schwenk, Pilatuschairman and CEO, noted he expectsthe company’s 2012 results to be lowerthan in the past, but nonethelessremains upbeat.

“We shall tighten our belts, and stepforward confidently, with our eyesfirmly on the future,” he said.“Development work continues apaceon the PC-24 and I am sure that thisproject will see us lift off again to writeyet another milestone in Pilatus’robust history.”

However, Pilatus representatives toldBART that no news concerning thenew PC-24 would be given before nextyear, though persistent rumors nowindicate that it will be a twin-engineaircraft. In 2011 Pilatus delivered 44PC-12 NGs, a figure that, accordingSchwenk, still represents a good saleseffort – especially given the very diffi-cult market situation.

During the show BART had theopportunity to fly right seat on a PC-12NG demo flight to experienceHoneywell’s SmartView SyntheticVision System which has been chosenby Pilatus for its PC-12 NG aircraftequipped with the Primus Apex inte-grated flight deck.

As BART experienced, SmartViewgives pilots a real-time view of the loca-

tion of the aircraft relative to surround-ing terrain and a compelling 3-D virtu-al view outside the cockpit that isunencumbered by visual impedimentssuch as fog, bad weather or darkness.The SmartView option is available nowon new PC-12 NG production aircraftand also will be retrofittable in thefuture.

Flexing for the FutureEBACE wasn’t just about new prod-

ucts and sales; it was also aboutdemonstrating the future of the indus-try with sneak peeks into the pipeline.

Gulfstream’s super mid-sizedGulfstream G280 flew in on the eve ofthe show. The aircraft, which is cur-rently undergoing flight test and certi-fication in preparation for entry-into-service later this year, set two uncon-firmed city-pair records on its way toSwitzerland: one from Dallas toWashington, D.C., and another fromWashington, D.C., to Geneva.

The G280 arrived in Geneva thesame day as its big brother – the ultra-large-cabin, ultra-long-rangeGulfstream G650, which made its firsttrip over the Atlantic. The aircraft flew3,780 NM (7,000 km) squawk-free andnonstop in just six hours and 55 min-utes.

On the European OEM side,Dassault was tight-lipped about itsSMS program, saying only that “devel-opment was continuing.” During thecompany’s press briefing, CEOEdelstenne did indicate that the com-pany’s newest aircraft, the twin-engineFalcon 2000S, had completed its firstyear of flight testing. The test aircrafthas now accumulated 300 flight hours

ORDERSHawker

Beechcraftsecured orders

for 11 aircraft atthe show;

including sixKing Air 350�s

(top).Pilatus�s PC-12

NGs (center) arenow available

with HoneywellSmartView

synthetic VisionSystem.

R E P O R T E B A C E 2 0 1 2

BART: JULY - AUG - 2012 - 61

in more than 100 flights, demonstrat-ing performance figures substantiallyhigher than targeted, including up to10 percent for landing distances.

The Falcon 2000S will now undergotrials to allow it to be certified forsteep approaches into such airports asLondon City. Certification is anticipat-ed by the end of the fourth quarter of2012.

Concerning the Brazilian manufac-turer, Embraer’s family of executivejets recently marked new milestones,culminating with the delivery of the300th Phenom less than four years afterthe first Phenom 100 delivery.

As far as the Legacy 500 is con-cerned, ground vibration tests were

successfully completed on Prototype1, and the aircraft is moving toward itsfirst flight in the third quarter of thisyear. Prototype 2 is expected to rollout in May, followed by the HoneywellHTF-7500E engine run and start ofground tests. Prototype 3’s fuselagehas been completed and work is pro-gressing toward final assembly. Theaircraft is scheduled to enter service inthe fourth quarter of 2013.

Meanwhile, Daher-Socata came toGeneva with the latest evolution of itsTBM-850, the Elite. In a forward-facingarrangement configured for four pas-sengers, the TBM 850 Elite’s two rearseats are removed to create an obsta-cle-free access to the luggage area.Two new avionics options are alsooffered: a long-range KHF 1050 HFradio and Garmin’s full-featured GSR56 Iridium satellite transceiver.

And let’s not forget the HondaJet,which is advancing toward certifica-tion on schedule. The companyannounced the first flight of its fourthconforming flight test aircraft andreviewed progress in structural testing

and system testing. The company alsoindicated that manufacturing beganfor the first full motion, Level DHondaJet flight simulator atFlightSafety International’s productionfacility near Tulsa, Oklahoma. Thisfirst simulator will be based at HondaAircraft headquarters in Greensboro,North Carolina in the first half of 2013.Orders for more than 100 aircraft havealready been signed.

Of course within all the static ofthese product updates was the peren-nial whisper of the dawn of the super-sonic age. Brian B. Barents, ViceChairman at Aerion, gave BART someclarity to these rumors, saying that thecompany was preparing for upcomingNASA F-15B supersonic flight tests.The last round of tests, held duringthe summer of 2010, reached Mach2.0 and used an instrumented flat plateto map the high-speed flow field underthe F-15B and validate computer mod-eling.

After analyzing the resulting data,aerodynamic design work for thenew test article began in late 2010,

followed by mechanical design inmid-2011. Fabrication of the 40-inchvertical span by 80-inch chord devicewas to be completed by the end ofMay. A series of ground checks willbe followed by one-hour supersonictests flights in June and/or July,pending aircraft availability. The newtest article will be more representa-tive of the Aerion wing, needed toevaluate supersonic boundary layertransition properties as they relate tomanufacturing standards for surfacequality and assembly tolerances –both crucial for future production ofthe SBJ.

Power, Service,Technology and Training

Of course the key to powering ourindustry forward is more efficientengines, better service, ground break-ing technology and state-of-the-arttraining solutions – which is exactlywhy the engine manufacturers, MROs,avionic companies and trainingproviders came to EBACE with lots totalk about.

GE Aviation announced it has final-ized the architectural design of itsPassport engine for the BombardierGlobal 7000 and 8000. Assembly of thefirst full engine should start by year-end, with the first engine scheduled tobegin testing in 2013.

For Brad Mottier, vice-president andgeneral manager of GE Aviation’sBusiness and General Aviation organi-zation, “The Passport engine will pro-vide eight percent lower specific fuelconsumption than engines in its class,margin to emissions and noise regula-tions.”

SURPRISEThe GulfstreamG650 was thespecial guest atthe show (top).Embraercelebrated thedelivery of its300th Phenom(below).

62 - BART: JULY - AUG - 2012

The Passport engine for the Global7000 and 8000 jets will produce 16,500pounds of thrust.

Pratt &Whitney Canada announcedits PW210 engine has been selected byEurocopter to power its next-genera-tion X4 helicopter. The PW210-pow-ered X4 is expected to enter into ser-vice by 2017. By the time the X4enters service in 2017, the PW210 fam-ily will have accumulated well overhalf a million flying hours across thethree platforms. The X4 marks thethird application for the PW210 familyof engines, joining the PW210S certi-fied in 2011 and the PW210A, which isslated for certification in 2013.

On the service side, Jet Aviationannounced it received a new EASASTC for the Aircell AVIATOR 200 sys-tem aboard the Falcon 2000LX. Thissystem enables near-global email, lightInternet and voice capabilities viaInmarsat’s satellite-basedSwiftBroadband service. Jet Aviationalso indicated that in order to mini-mize downtime during AOGs, it hassigned agreements with Embraer andBombardier to boost spare parts avail-ability at its Moscow’s Vnukovo facili-ty.

The company further announced thatits Hong Kong facility has expandedits service offerings to include interiorservices. Located in Kowloon, the new483.10 sq. m. (5,200 sq. ft.) shop isfully outfitted with state-of-the-artequipment throughout four equallydivided work bays, adding comprehen-sive interior refurbishment capabilitiesto the company’s maintenance facility.Jet Aviation Hong Kong is the compa-ny’s closest base to mainland Chinawhere maintenance, refurbishmentand overhaul services can be per-formed.

Focusing on the local scene, RUAGunveiled its new Geneva FBO, billedas the most private FBO at Geneva air-port. One of the longest establishedFBOs in Switzerland (historicallysince 1958), RUAG’s full service facili-ty currently handles more than 6,000movements per year.

During the FBO’s inauguration cere-mony, RUAG and ExecuJet announcedthe signing of a partnership agree-ment, giving ExecuJet a presence inGeneva and RUAG access to

ExecuJet’s well-established FBO net-work.

SECA and Vector Aerospace EngineServices – Atlantic launched theirGEMS (Global Engine ManagementService) program. For Fabrice Dumas,SECA president and CEO, this newprogram offers a wide range of engineservices, from basic off-wing mainte-nance and specific programs to com-plete fleet.

A combined comprehensive serviceportfolio from SECA and VectorAerospace includes turboprop enginessuch as P&WC PT6 series, P&WCPW100 series and Rolls-RoyceT56/501D; along with turbofanengines: P&WC PW300 series, P&WCJT15D, Honeywell TFE731 and ALF502/ LF507.

Universal Aviation has expanded itsservice network, officially opening afourth office in Italy at Venice’s MarcoPolo Airport (LIPZ). UniversalAviation Italy also has offices at RomeCiampino Airport (LIRA), MilanoMalpensa Airport (LIMC) and MilanLinate (LIML).

Turning towards technology,Honeywell and Inmarsat announcedthey signed an exclusive agreement toprovide global in-flight connectivityservices. Under the terms of theagreement, Honeywell will develop,produce, and distribute the onboardhardware that will enable users to con-nect to Inmarsat’s Global Xpress net-work. By combining Honeywell’s satel-lite communication capabilities withInmarsat’s Global Xpress connectivity,passengers will have fast, reliable in-flight connectivity for their iPads,smartphones, tablet devices, and lap-tops while crossing both oceans andpoles.

Global Xpress is scheduled for launchin 2013, with service available in 2014.

Rockwell Collins announced thatDassault recently completed the firstinstallation of a new cabin managementand high definition (HD) entertainmentsystem designed by Rockwell Collinsfor the Falcon 7X and Falcon 900. Thesystem, which Dassault will market asFalconCabin HD+, brings industry-lead-ing capabilities to these aircraft cabins,including audio video on demand(AVOD) and an interactive 3D movingmap solution.

Rockwell Collins also announced thelatest enhancements to its Ascendflight information solutions offering.These features include new capabilitiesfor Ascend Flight Manager’s iPad appli-cation, as well as higher levels of inte-gration between the Ascend FlightOperations System (FOS) schedulingand dispatch software and AscendFlight Manager web portal.

Signaling an increased interestamong European operators for air-borne data link systems that willaccommodate upcoming mandates,the first installation and EASA STCapproval for Universal Avionics’ newUniLink UL-800/801 CommunicationsManagement system is now under-way. The aircraft, a BombardierChallenger CL-601 based inSwitzerland, operates worldwide withfrequent flights to the US across theNorth Atlantic Tracks where theFuture Air Navigation System (FANS)is being implemented.

Operators approved for FANS benefitfrom an exception clause in theImplemented Rule underEUROCONTROL’s Link2000+ Programthat allows aircraft with an initial indi-vidual airworthiness certificate issued

TALKSNicolas

Chabbert, DaherSocata SVP and

Chairman ofEGAMA (left)speaking with

Fabrice Dumas,SECA Presidentand CEO aboutthe launch of a

new GlobalEngine

ManagementService program

with VectorAerospace.

R E P O R T E B A C E 2 0 1 2

BART: JULY - AUG - 2012 - 63

before January 1, 2014 and approvedfor FANS to be exempted from the pro-visions of that mandate.

In terms of training, FlightSafetyInternational announced that their newfull flight simulator for the BombardierChallenger 605 aircraft is in place at thecompany’s London FarnboroughLearning Center.

“The Challenger 605 simulatorarrived at FlightSafety’s LondonFarnborough Learning Center in April,2012. Installation of the simulator iscomplete and preparation for EASA andFAA qualification is proceeding accord-ing to schedule,” said Eric Hinson,Executive Vice President. “We look for-ward to welcoming Challenger 605operators from Europe and around theworld to the Farnborough Center forChallenger 605 training this summer.”

FlightSafety International alsoannounced that the design and manu-facture of the first full flight simulatorfor the HondaJet is underway. Trainingusing the first HondaJet full flight simu-lator will be available at Honda AircraftCompany’s facility in Greensboro,North Carolina. Other locations to beadded according to Customer require-ments.

“The design and manufacture of thenew HondaJet full flight simulator isunderway,” said Bruce Whitman,President & CEO, FlightSafetyInternational. “We appreciate and valueour close working relationship withHonda and together look forward toproviding training in conjunction withaircraft deliveries.”

Meanwhile CAE will begin trainingGulfstream G450 and 550 pilots andmaintenance technicians at itsShanghai Eastern Flight TrainingCenter (SEFTC) this summer.Shanghai is CAE’s first BusinessAviation training location in Asia andthe eighth in its global network. CAErecently opened a new training centrein Toluca, Mexico and will launch itsninth and 10th Business Aviation train-ing locations later this year in SãoPaulo, Brazil and Melbourne, Australia.

CAE previously announced it willoffer training in Asia for theBombardier Global 5000, GlobalExpress and Global Express XRS inearly 2013 at a location to be deter-mined, and training for the DassaultFalcon 7X aircraft at a date to be pre-scribed by market conditions.

ÿ

During an awards luncheon onMay 14 at EBACE, David McMillan,Director General of Eurocontrol,and Don Spruston, DirectorGeneral of the Internat ionalBusiness Aviation Council (IBAC),were announced as the recipientsof the 2012 European BusinessAviation Awards.McMillan and Spruston both werehonored for their outstanding ser-vice to the Business Aviat ionindustry.In presenting the first award, EBAAChairman Rodolfo Baviera statedthat McMillan �has been a truefriend to Business Aviation for anumber of years.�Since McMillan became its DirectorGeneral in January 2008,Eurocontrol has produced a num-ber of studies pointing to the indus-try�s value. As just one example, a2009 report highlighted the factthat with Business Aviation, manycities have a lifeline for commercethat they would not otherwisehave.The second award recipient, DonSpruston, is an esteemed BusinessAviat ion leader who has beenresponsible for shaping many ofthe advances in today�s Business

Aviation industry � from best prac-tices in safety to international flightoperations � as the director gener-al of the International BusinessAviation Council from 1999 to thepresent.Under Spruston�s leadership, IBAChas effectively advocated for theinterests and concerns of BusinessAviation before the InternationalCivil Aviation Organization (ICAO),the global standard-setting bodyfor civil aviation around the world.For example, one key milestone inthe history of IBAC was the devel-opment of new safety standards forAnnex 6, Part 2 of the ChicagoConvention governed by ICAO.That annex addresses the modern-ization of operational rules andsafety for general aviation world-wide, and its development owesmuch to Spruston�s leadership.In his presentation to Spruston dur-ing the awards luncheon, NBAAPresident and CEO Ed Bolen said,�Simply put, the global BusinessAviation community would not bethe same without people like DonSpruston. He has been a tremen-dous advocate and leader in pro-moting the industry�s agenda andfurthering its cause.�

Don Spruston Receives 2012 Business AviationAward From NBAA President and CEO Ed Bolen

After silencing the critics with ano-nonsense Business Aviationevent last year, Jet Expo islooking to replicate its success in2012, with an event that runsSeptember 27-29 at Vnukovo 3.And already the OEMs have puttheir support firmly behind thisyear�s show.

OEMsBoost Their Russian Presence

Take Dassault, which has maintaineda Russian presence since the early1990s and today boasts a sales office inMoscow, as well as a Satellite ServiceStation to support operators in thearea.“Dassault Falcon has a positive out-look for the Business Aviation indus-

try in Russia. As companies continueto invest and expand, particularly out-side of Russia, they will continue todemand the most efficient methods oftravel,” says Gilles Gautier, seniorVice President, Falcon Sales for theEastern Hemisphere. “Russia is a verylarge country with tremendous energyresources and a rapidly expandingeconomy. We’re finding that Russianentrepreneurs and business ownersare quick to adapt to Business Aviationbecause of the great advantages itoffers in access and time manage-ment,” he added.

Meanwhile, Gulfstream recognizesthe need to grow its Russian presence- so it will be out in force at Jet Expo2012. “The number of Gulfstream air-craft in Russia has grown considerablyover the past several years,” said LarryFlynn, President. “Since 2007, theGulfstream fleet in the country morethan quadrupled and all of our aircraft,from the G150 to G550, are well-repre-sented.”

Indeed Flynn argues thatGulfstream aircraft are ideally suitedto the diverse needs of the Russianmarket. “The G150, for example, canfly 5,500 km at Mach 0.75, meaningyou can fly into London City fromMoscow in the morning, conduct busi-ness in the city and be home for din-ner that night. The aircraft’s nonstoprange and flexibility make it anabsolute best-in-class.”

Another OEM keen to expand mar-ket share in Russia is Embraer. And

64 - BART: JULY - AUG - 2012

JETEXPOON A ROLL IN RUSSIA

LEADINGGazprom

Dassault Falcon900EX (top).

GulfstreamPresident Larry

Flynn (right)emphasizes thesuitability of the

G150 (left) forthe Russian

market.

PREVIEW J E T E X P O

Know More.

800.553.8638 +1.315.797.4420 jetnet.com

Worldwide leader in aviation market intelligence.

Global Marketplace Intelligence • Online, On-Demand 24/7 Service • Custom Aircraft and Market ProfilesUnmatched Research • Expert Customer Support

Know More“We became a top-performing aircraft brokerage by building strong relationships and providing our clients the most complete, real-

time market information available. We get them this critical intelligence accurately and immediately—as it happens. They counton us and they know we always keep our promises. We have that same trusting relationship with JETNET. They promise, and theydeliver. With JETNET, we know the market and put that knowledge to work for our clients. Knowing more gets us in the door andbuilds lasting partnerships.”

Bryan Comstock Founding Partner, Managing Director West Coast, Jeteffect, Inc. Client since 2000

66 - BART: JULY - AUG - 2012

Colin Steven, Vice President,Marketing and Sales maintains thatthe Brazilian manufacturer has plentyto offer to the Russian buyer. “OurLegacy 650 is the most valuable largeaircraft for the Russian market, withits long-range capability, the comfortof its three distinct cabin zones, andthe large baggage compartment. Ourmarket share continues to grow inRussia, and that’s good testimony ofthe acceptance of the Legacy 600.”

Then there’s Bombardier - which lastyear came to Jet Expo with a Learjet60XR, a Challenger 850 and a Global5000 and predicted that the Russianfleet will grow to 1,765 aircraft by2030.

Finally, recently reorganized HawkerBeechcraft has growing Russian ambi-tions. “Russia is a particularly attrac-tive market for us as it offers greatpotential for the private aviation sec-tor,” said Sean McGeough, HBC presi-dent, Europe, Middle East and Africa.“Not only are there a growing numberof ultra-high net worth individuals inthe region, but given the country’slarge land mass, the economic benefitsof flying privately is greater than manyother countries.”

Growing CustomerSupport Capabilities

As individuals are flying more, com-panies need to do more to supportthose aircraft.

So it’s reassuring that just lastmonth, Jet Aviation Moscow Vnukovosigned an agreement with Bombardierto develop an inventory of criticalspare parts at Jet Aviation’s line main-tenance and AOG facility in Moscow.

Under the agreement, Bombardier willship replacement parts upon request,with Jet Aviation arranging customsclearance and transportation.“This agreement underscores ourcommitment to providing our cus-tomers the best possible service,” saysIan Ludlow, general director at JetAviation Moscow Vnukovo. “Ensuringimmediate access to the most com-monly used parts can significantlyreduce aircraft downtime, particularlyduring AOG situations.”

Meanwhile Embraer have alsosigned an agreement with Jet Aviationto reinforce the level of service offeredto Russian Legacy 600/650 customersat Moscow Vnukovo. Thanks to theagreement Jet Aviation mechanics arenow ready to provide support toLegacy 600/650 customers in Russia.A spares depot, with more than 400part numbers, worth $US1.6 million,will be fully stocked by mid June.

Sales Promise and Potential

But it’s not only in the area of cus-tomer support that Russia is starting toshow promise. In sales there are alsobright spots on the horizon. Recentlyat EBACE, Cessna announced thatRussian-based, GosudarstvennayaTransportnaya LizingovayaKompaniya (GTLK) had made anorder for 15 Grand Caravans.

Pana Poulios, Cessna’s Europeansales director for propeller aircraft,said: “We’re delighted to have GTLKas a customer. Grand Caravans areideal for Russia – reliable, fast, versa-

tile and very economical, with lowmaintenance requirements. Thisorder is a very important step for-ward for the Grand Caravan inRussia.”

“We are seeing a large, and growing,demand for Caravans across theCommonwealth of Independent States(CIS). We have delivered three GrandCaravans to the region and are in theprocess of delivering three to Siberia,plus one to Kazakhstan. Inquiries arepicking up on a daily basis throughoutthe CIS. Some operators are looking toexpand while other operators need toreplace an aging fleet. Economically,the situation in the CIS is improvingall the time.”

So don’t be in doubt - Russia has a lotto offer on the global BusinessAviation stage. And if you’re still look-ing for proof – Jet Expo Moscow isthe best place to start.

SUCCESSEmbraer�s

market sharecontinues to

grow in Russia.Legacy 650 is

becoming a bighit on the

Russian market,while Cessna

recently receivedan order for 15

Grand Caravansfrom a Russian

buyer.

PREVIEW J E T E X P O

ÿ

2012 INTERNATIONAL BUSINESSAVIATION EXHIBITION

+7 495 748 88 87www.jetexpo.ru27-29

Jet Expo 2012 welcomes you at Vnukovo-3 airport

SEPTEMBER

Despite recent setbacks in thepopulation of business jets, theassociated need for trainedmaintainers, continues to grow.Most airframe and engineOEMs have forged partnershipswith one of the major trainingspecialists to offer type-specifictraining on their aircraft.Bernard Fitzsimons reports.

F lightSafety International is thetraining provider for several busi-ness jet manufacturers. In Wichita

the company runs both the CessnaMX Advantage and HawkerBeechcraft MXPro programs, while itsSavannah learning center offers main-tenance training in conjunction withGulfstream under the Total TechnicalTraining (TTT) program.

The purpose-built HawkerBeechcraft maintenance learning cen-ter in Wichita offers a comprehensiverange of courses on all current mod-els. Located at the northeast end ofthe runway that serves the OEM’smanufacturing facility, it includes ahangar to provide access to aircraft fortraining purposes and combinesadvanced technology classrooms withhands-on aircraft component trainingareas. MXPro, developed byFlightSafety and Hawker Beechcraftinitially for the Hawker 4000 and900XP, uses real aircraft, mock-ups andpart-task trainers for hands-on learningalong with traditional classroominstruction. Five- and 10-day practicaltraining courses are structured to meetdiffering regulatory requirements.

The maintenance initial course typi-cally lasts 10 days. There are five-day

courses covering maintenance updates,operational maintenance proceduresand avionics, with an eight day coursefor the Rockwell Collins ProLine 21flight deck on the Hawker 750, 800XP,850XP and 900XP. Practical training isgiven in one-week non-regulatory ortwo-week regulatory courses. HawkerBeechcraft technician training is alsooffered at FlightSafety’s center inWilmington, Pennsylvania.

The Cessna MX Advantage programuses a similar combination of class-room instruction with hands-on prac-tice using aircraft, mock-ups and parttask trainers. Problem-solving scenar-ios are based on issues drawn fromreal-world field experience and trainingdevices built with genuine Cessna com-ponents means the same tools are usedin the training hangar and in operators’shops.

FlightSafety has built a new 6,000-sqm maintenance training center, includ-ing a hangar big enough to accommo-date four aircraft, to deliver the train-ing. The course involves two weeks ofclassroom training followed by twoweeks of supervised hands-on train-ing. Other MX Advantage courses

68 - BART: JULY - AUG - 2012

BEST IN CLASSMAINTENANCE TRAINING

BALANCEFlightSafety'smaintenance

training strikesthe right balance

betweenclassroom

instruction andhands-on

training.

T R A I N I N G

MAINTENANCEMATTERS

BART: JULY - AUG - 2012 - 69

include a 10 day Cessna 550/560avionics course, and there are othercourses covering such aspects asengine run and taxi, troubleshootingand avionics.

Gulfstream courses vary in lengthaccording to the size and complexityof the aircraft. There are five-daycourse covering cabin communica-tions for the GIV, G300, G400 and GVor cabin management system for theG350, G450, G500 and G550. The ten-day avionics and electrical course forthe current models and the eight dayPlaneview avionics courses are notEASA-certified.

Falcon Maintenance TrainingSince January 2011 FlightSafety has

offered Dassault Falcon 7X mainte-nance training at its DFW center. The20-day theory maintenance initialcourse is available both at DFW and atLe Bourget. Intended for technicianswith limited experience on the Falcon7X aircraft, it covers component loca-tion, function, normal system opera-tion, routine servicing, minor trou-bleshooting and the repair of aircraftsystems.

CAE is the main maintenance train-ing provider for the various Falconmodels, and since the beginning of2010 it has trained more than 200 tech-nicians to maintain the 7X, 900EXEASy and 2000EX EASy in Bordeaux.The four or five week course usesCAE Simfinity simulation-based class-rooms, 360-degree virtual tours of thecockpit, aircraft cabin and servicebays, a Simfinity integrated proce-dures trainer and visits to the Dassault

factory to visualize aircraft duringearly production stages and near finalcertification.

Scheduled to coordinate with theCAE training schedule, DassaultAviation itself offers a two-week follow-on EASA-approved practical trainingcourse leading to a type-rating mainte-nance certification.

The certified practical training pro-gram was introduced in 2007 to sup-port service entry of the Falcon 7X andhas been extended since to includethe 900 and 2000. Certified underEASA Part 66, the technical training

program is designed to complementthe theoretical training provided byCAE and FlightSafety.

Trainees work on a green aircraft,whose lack of interior fittings makesfor easier access to interior compo-nents, either at Dassault ’s f inalassembly line in Bordeaux or thecompany flight test center at Istres.Each session has both a mechanicand an avionics specialist as instruc-tors and trainees use real productionaircraft and work cards to make theworking conditions realistic. Thefinal two days of the ten-day programare spent on aircraft run-up andengine testing.

This year CAE started training main-tenance technicians at Sherwood,Arkansas, near Dassault Falcon’s

extensive facilities in Little Rock.Courses for the Falcon 7X, 900EXEASy and 2000EX EASy includemodel-specific Falcon initial and avion-ics initial type training developed toEASA standards as well as mainte-nance recurrent and avionics linemaintenance courses.

The new training center in Arkansasalso has training programs for select-ed Honeywell products, includingavionics, APU and the TFE731 engine,and offers courses for the HawkerBeechcraft Hawker 800XP, 800XPi and850.

COLLABORATEEmbraer CAETraining Servicesprovides technicaltraining for thePhenom 100and 300.

70 - BART: JULY - AUG - 2012

In addition to the Arkansas center,CAE is opening new facilities fortechnical training that reflect theinternational spread of BusinessAviation to new regions. This fall itplans to start training maintenancetechnicians for the Gulfstream G450and G550 using standard CAEcourseware in Mandarin as well asEnglish at the Shanghai EasternFlight Training Center (SEFTC),located in Shanghai PudongWaigaoqiao Free Trade Zone.Training for Asian operators isplanned to expand steadily, addingthe Bombardier Global series earlynext year and the Dassault Falcon 7Xsoon after, though precisely whenwill be dictated by market conditions.

The Civil Aviation Administration ofChina has already granted CAEapproved training organizationapproval for Dassault Falcon mainte-nance training under the country’sCCAR-147 regulation. CAE says theapproval, which covers all in-produc-tion Dassault Falcon aircraft, is part ofthe CAAC’s policy to accelerate thedevelopment of civil aviation mainte-nance mechanics.

Other new CAE training centers arein Toluca, Mexico, Sao Paulo andMelbourne. Learjet 40/45 training hasalready started at Toluca and training

for the Phenom 100 and 300 is due tobe available at Sao Paulo later thisyear.

Phenom MaintenanceEmbraer CAE Training Services

(ECTS), a joint venture with theBrazilian manufacturer, provides tech-nical training for the Phenom 100 and300. The offering includes initial,update/refresher, avionics line mainte-nance, avionics maintenance, familiari-sation and engine run proficiencytraining.

The training, at either Burgess Hillin the UK or Dallas in the US, followsa multi-phase learning approach. Theinitial maintenance course, which isintended to provide the technicalknowledge needed to maintain the air-craft both safely and cost-effectively,includes a detailed description of air-craft systems’ operations, componentlocations and maintenance and trou-bleshooting. The update/refreshercourse, a system update for those whohave completed maintenance initialtraining in type, focuses on real main-tenance issues affecting the fleet andincludes a review of aircraft and sys-tems information from the OEM, fieldservice advisories, service bulletinsand airworthiness directives applicableto the aircraft.

Avionics maintenance trainingequips technicians with a practicalworking knowledge of Phenom avion-ics and addresses basic principles ofoperation. It also reviews aircraft sub-system operation, functional testing,fault analysis and current avionicschanges. ECTS says technicians whohave completed the course are able toperform routine functional checks,system troubleshooting and faultanalysis to the line replaceable unit(LRU) level. Familiarisation trainingaddresses basic principles of operationand gives trainees an overview of allaircraft systems and their operation.

Engine run proficiency training iscovered in both initial andupdate/refresher courses. The initialcourse is designed for experienced air-craft maintenance technicians — initialtraining in type is a prerequisite —and trains them to operate thePhenom for maintenance purposes. Itincludes in-depth classroom instruc-tion on aircraft safety and airport oper-ations as well as specific aircraft oper-ating procedures. Normal and emer-gency procedures are discussed indetail and then demonstrated in thefull-flight simulator.

The engine run proficiencyupdate/refresher course, for techni-cians who already have initial training,

HANDS-ONCAE promises

that itsmaintenance

training ispractical and

relevant to theday to day needs

of operators..

T R A I N I N G

MAINTENANCEMATTERS

BART: JULY - AUG - 2012 - 71

includes a classroom review of aircraftsystems and airport operations as wellas a full-flight simulator session duringwhich the technician must demon-strate the ability to operate the aircraftsafely in an active airport environment.

OEM training from BombardierThe only business jet OEM to con-

duct its own pilot and maintenancetraining, Bombardier offers technicalcourses covering its diverse range ofbusiness jets. They are intended forlicensed maintainers or those with atleast one year’s maintenance experi-ence.

For the Learjet 40/40XR/45/45XR, atwo-week initial type course is designedto give experienced techniciansenough information to carry out themaintenance, repair and overhaul need-ed to certify continued airworthiness ofthe aircraft. The practical trainingincludes hand-on applications with realaircraft parts. Optional engine traininginvolves two hours in the full flight sim-ulator, while taxi training includes aone-hour briefing and two hours ofpractical training in the simulator.

A five-day avionics course coveringthe communication, navigation andautomatic flight control systems equipsthe technician with adequate informa-tion to take part in troubleshooting atline maintenance level. An interactivefive-day refresher/update course cover-ing updates, improvements, modifica-tions and applicable service bulletinsprovides a forum for discussion of cus-tomers’ real-life discrepancies. There isalso a three-day familiarisation course.

There are similar lists of courses forthe Learjet 60 and 60XR and initialtype, refresher/update and engine runand test courses for the Learjet 31A.All Learjet courses, plus those for theChallenger 300, are held atBombardier’s Dallas/Fort Worth train-ing center. For the bigger Challengermodels, some courses are longer.Initial training on the 300 takes 13days, including 13 hours on a Level 5flight training device. There are alsofive-day avionics and refresher andthree-day familiarisation courses.

Montreal is the location for courseson the OEM’s other models. Initialtraining on the Challenger 600/601-1A-3A/R and the 604/605 takes 15 days,and there are several other courses.There is an advanced engine runcourse lasting two days and five- and

nine-day avionics course, an eight-dayelectrical interface course, courses onthe differences between the 600/601 orthe 604 and the 60s lasting seven andfive days respectively, and a seven-daycourse in system differences betweenthe 604 and Challenger 850.

The initial type courses for the 850and 870/890 jets last four weeks andthe avionics courses three. Globalseries initial training also lasts 20 days,while the avionics course takes 10. Afive-day electrical troubleshootingcourse covers use of the electricalmanagement system control and dis-play unit.

Engine MaintenanceSince the beginning of last year

FlightSafety has conducted technicaltraining on Pratt & Whitney Canadaengines. Initial locations included theMontreal, Dallas/Fort Worth, WichitaCessna Maintenance, Wichita HawkerBeechcraft Maintenance, Toronto,West Palm Beach, and Paris-LeBourget learning centers.

The Honeywell-CAE TrainingAlliance provides training inHoneywell engines, avionics, auxiliarypower units and mechanical systemsat the Honeywell Aerospace Academyin Phoenix, Arizona, CAE training cen-

ters and other locations. In Europethey include CFE738 and TFE731 atDassault Falcon Services in LeBourget. Line maintenance for PrimusEpic and Gulfstream Planeview avion-ics is taught at Emirates-CAE FlightTraining in Dubai, the CAE/ChinaSouthern Zhuhai Flight TrainingCenter in China and the CAE TrainingCentre in Kuala Lumpur. The last twolocations also offer courses on theTFE731 engine and the 36-150 APU.

GE has a five-day CF34-3A1/3B busi-ness jet line maintenance course,while Rolls-Royce courses for theBR710 and BR715 cover familiarisa-tion, line maintenance and borescopeinspection. The two-day familiarisationcourses, intended for management,planning engineers and peripheralengine support personnel, cover theoperation and configuration of engine,LRUs and systems. The eight day linemaintenance courses are for qualifiedengineers with experience in aircraftmaintenance. They cover servicingand non-routine maintenance; LRUremoval and installation; inspection,checking, troubleshooting and systemtests; and use of the on-board mainte-nance system.

ENGINESFlightSafetyconductstechnical trainingincludingCFE738 andTFE731 atDassault FalconService in leBourget.ÿ

By LeRoy Cook

As I flared the aircraft intolanding attitude, I wasanticipating my usual smoothtouchdown, followed by a well-earned beverage in the crewlounge. Instead, I noted thelengthy float and adisheartening number flashingpast on the distance-to-goboards. It was obvious therewasn�t going to be enoughrunway to get this beaststopped! It was time to goaround, and not a momenttoo soon.

A s I rotated to the initial pitchangle, the engines were provid-ing the welcome push we needed

to get out of “the hole” and back to asafe height. What had happened? Mylanding anticipation had over-ruled theneed for a final wind check, and per-haps my Vref-plus was a bit overdone.Upon reflection, it turned out thatthunderstorms in the area had causeda rather strong wind shift, so myapproach was directly downwind,opposite to the winds shown in earlierMETAR reports. Extra speed and a fol-lowing wind ate up my runway margin;had I not gone around, the touchdownwould have been taking place overhalfway down the airstrip.

Larger, heavier aircraft, particularlythose without propellers, requiremuch more stopping room than small-er ones, and their kinetic energyresulting from added groundspeed isharder to dissipate than with a lightgeneral aviation airplane. For this rea-son, a go-around maneuver must beinitiated in the correct sequence, andthe decision to go must be made in atimely manner. Many over-run acci-dents have occurred because the pilotcouldn’t make up his mind soonenough, ruminating over the matteruntil there was no alternative but to tryto get stopped on the insufficient run-way.

Going AroundToo many pilots confuse going

around with a touch-and-go maneuver.A touch-and-go is a planned maneuver,a landing followed by an immediatetakeoff. A go-around, on the otherhand, is typically unplanned and usual-ly doesn’t involve a touchdown. Unlikea touch-and-go, when going around,flaps should be left in their landingposition until power has been pushedup, to avoid loss of lift. Spoilers, ofcourse, should be stowed immediate-ly. As acceleration begins, flaps arereset to takeoff or climb. Establishingand maintaining the correct pitch atti-tude for the go-around, throughoutconfiguration changes, is vital to suc-cess. The flight director’s guidance, ifa go-around mode is selectable, can bea great help.

The go around maneuver, alsoknown as a balked landing, aborting,waving off or rejecting, begins at anunspecified point, therefore it is sub-ject to modification as needed to meetthe conditions. It may simply be amissed approach, starting at the bot-tom of an IAP, initiated at the mini-mum descent altitude. Or, it can com-mence at the last stage of finalapproach, due to an obstruction seenon the runway. Or, as in the abovecase, going around may be necessaryjust prior to landing, when altitude isalmost non-existent and airspeed hasalready dwindled.

It’s entirely possible that a late-begungo-around can turn into a touch-and-go,so care must be taken to maintain run-way alignment and minimize sink rate,until the aircraft can gather itself for thetransition into a positive climb. Flapsretraction may be done relatively quick-ly if airspeed was still at Vref or abovewhen power was applied, but only to thepoint of reducing drag. A maximum-liftflaps setting should be preserved untilthe initial climb segment has passedand obstructions are cleared.

Another frequently-seen flaw in tech-nique during an unplanned go-aroundis excessive speed build-up. Respectlimits for landing gear retraction andflaps-extended, as well as speedrestrictions for the airspace. Theseexcursions are often the result of inat-tention to pitch attitude while handlingother matters.

The Stop/Go DecisionJust as the first action to be taken

during a rejected takeoff is to applyfull braking, the first response in a go-around should be to move the powerlevers to takeoff setting, or at the veryleast, climb power. Upon achieving therecommended balked landing transi-tion speed, select climb flaps and flyan after-takeoff climb profile.Retracting flaps before power is addedwill likely increase the sink rate, some-thing we really don’t want to takeplace. The go-around sequence ispower up, then flaps up, then gear upafter a positive rate of climb isobserved.

The decision to go, rather than land,needs to be made as early as possiblein the landing, when speed and heightstill provide a buffer of safety.

72 - BART: JULY - AUG - 2012

THE GO-AROUND DECISION

METHODLanding is the

expectedoutcome from

every approach.

FROM THE COCKPIT G O A R O U N D

BART: JULY - AUG - 2012 - 73

DECISIONIn poor visibilityor during anunstable

around may bethe only option.

Delaying the go-around, until the air-craft’s energy state needed for flightbecomes critical, increases the risk ofa touchdown that may not be wanted.Do not place the aircraft in an extremeattitude in an attempt to prevent touch-ing down, however. Maintain controland attempt to fly a normal takeoff pro-file, even if the tires momentarilybrush the pavement.

Reasons To Go AroundWhy would one initiate a go-around?

Losing sight of the runway environ-ment due to visibility restrictions obvi-ously calls for abandoning the attemptat landing, and sighting a hazard on therunway or in the approach path certain-ly demands a go-around. Most com-monly, a go-around is needed when theapproach is unstabilized; airspeed is toofast or is deteriorating rapidly, or thesink rate is excessive, perhaps becausewind shear has entered the picture.Adding an extra 10 knots to the normalreference speed increases the landingroll by a huge margin. It’s no mark ofskillful airmanship to be able to turn afast, long landing into a smoking-brakes turnoff at the departure end ofthe runway. Good piloting means deter-mining that the approach is not fallingwithin normal parameters and shouldbe re-done.

Air traffic control may require you toperform a go-around, even after land-ing clearance has been received, mosttypically because of an anticipated lossof required separation. Preceding traf-fic might not have cleared the runwayas quickly as expected, or dissimilarspeeds were a greater factor than thecontroller foresaw. Even the best ofairspace managers have to move an

airplane out of the string once in awhile. Remember, radar separation ofthree miles in trail is an “at least”requirement; your actual mileage willhave to be greater, to give a cushionfor contingencies. If ordered to go-around for a clearly visible reason,move to comply instantly and acknowl-edge as you do so.

If you institute your own go-around,make sure to tell ATC what you’redoing. An off-site control facilityassumes you are conducting a landing,particularly in VMC, and your returnto the vacated airspace must beaccommodated. Therefore, an immedi-ate check-in is needed. Hopefully, youhave retained the last-used frequencyafter switching to the local communi-cation link, so you can return to it at atouch. Remember, you are now roguetraffic, popping up into the stream ofother aircraft. State your intentions,whether it’s to return for anotherattempt, fly the missed approach andhold, or go elsewhere.

If in uncontrolled airspace, make anadvisory call and conform to the cir-cuit if returning for another landingattempt in visual conditions. I oftensee hurried traffic patterns after awave-off, when a too-eager pilot climbsonly a few hundred feet and tries toget back into the queue like he’s lay-ing down suppression fire. Safety firstis the rule, with minimizing noiseimpact a close second. Pulling up to1,500 feet above field level to avoidlow-and-slow traffic is wisest.

Common wisdom is to conduct thego-around to one side of the runway,so that the pilot flying has a clear viewof any traffic on the runway below. Donot make an extreme deviation to do

this; climbing out on the runway head-ing until assigned otherwise is theexpected procedure. Once completingthe balked landing checklist, yourimmediate task is to remain clear ofobstructions, both laterally and verti-cally. Remain spatially oriented, payattention to the terrain warnings andverify that ATC’s vectors are in a safedirection.

The time and fuel invested in anotherlanding attempt should not be wastedby doing the same exact thing—expecting, somehow, to achieve differ-ent results. If a go-around was needed,change whatever was its cause, so thatthe outcome will be different. Thatmay require switching to another run-way, an earlier flap extension, andmost probably a wider visualapproach. Learn from the previousexperience and don’t repeat the mis-takes. Call for the “before landing”checklist and adhere to it with dili-gence; this is a perfect time to over-look something important while rush-ing to finish the now-extended flight.

The important point is to make adecision, early rather than late. Theexpected outcome from everyapproach is to land. But always beready to accept the alternative, goingaround if the aircraft is not in a goodposition to touch down on target andstop within the confines of the runway.Sitting there passively while pavementis burning up, runway lights streakingpast you, is not piloting; at that point,you’ve become a passenger, hopingthe airplane will stop. Go aroundinstead of forcing the airplane to landlate, and don’t ignore the signs of dan-ger.

approach, a go

ÿ

By LeRoy Cook

T here is an on-going contentionamong pilots in general, andinstructor pilots in particular,

about the correct technique to be usedfor managing an airplane’s indicatedairspeed. The old pitch-versus-powerdebate is one of those no-win conteststhat I prefer to observe from the side-lines, so dogmatic are the adherentson both sides.

Perhaps what we need to do is tostep back and take an entirely differ-ent view of the circumstance underdiscussion. Energy management iswhat we’re really talking about; an air-speed indication is simply the result ofour success or failure in handling thisvital task.

Decreasing speed and/or decliningaltitude are signs of a lessening of theamount of energy stored in the air-plane. Steady airspeed and altitudereflect a stable energy level, and anincrease in either indication evinces anaccumulation of energy.

When it comes to managing the levelof energy held by an airplane, thetrend of the speed indication, frequent-ly shown as a predictive arc or bandon an EFIS PDF tape when speed ischanging, is as important as any givenfigure.

Our flying procedures tend to specifya target speed number for each situa-tion. We might be moving through thespeed band, but if we’re on track toengage the supposedly correct refer-ence speed, we assume that all isright. In reality, there’s seldom onespeed to be used all the time. Vref forthe landing approach changesmarkedly with aircraft weight, andclimb speeds vary with the day’srequirement.

We’re always looking for ways tosimplify our life as much as possible,

by using the same number each andevery time, not always to our benefit.Sophisticated airplanes can be flown inwide variances of weight, temperatureand turbulence. We need to addresssuch permutations with specific targetspeeds, and yet it’s simpler to just usean average speed that works most ofthe time. When we fly different air-planes in the course of a day, the prob-lem is compounded. Instead of dig-ging out the manual, presuming wecan even find it, we just use somethingcomfortable.

Which Number To Use?Getting back to the old conundrum

of whether it’s best to yank the throt-tles or push on the stick, we have toremember that it takes BOTH pitchand power to manage energy.Ultimately, we need some source ofthrust to get the speed we need, be itgravity or engine power, and if wehave excess thrust available we canuse it to generate additional speed orconvert it into altitude. Conversely, allthe thrust in the world won’t do whatwe want if we don’t position the wing’sangle of attack, through pitch manage-ment, where it’s needed.

If you’re climbing out with the throt-tles set for climb power, and younotice that you’re slightly under yourdesired climb speed, will you push the

74 - BART: JULY - AUG - 2012

WHEN THERE�S A NEED FOR SPEED

FORCEDecreasingspeed and

declining altitudeare signs of thelessening of the

amount ofenergy stored in

the airplane.

FROM THE COCKPIT S P E E D

Keep yourfleet in the air.At the world’s largest online marketplace for air charter professionals, we’veput it all together. Trip pricing, aircraft availability and thousands of empty legs.Seamlessly linked with safety data and leading fleet management systems.We’ve also got easy-to-use charter booking solutions for your own website.All in one place. Start at avinode.com

76 - BART: JULY - AUG - 2012

throttles harder? No, in most casesyou’re already using as much power asthe engines are capable of delivering,so you lower the nose a bit. During acruise letdown, if the rate of descentnumber isn’t as big as you’d like, areyou going to just shove the nosedown? No, this time you’re probablyright up against a speed number thatyou don’t want to exceed, so you’ll pulloff a little power or trigger spoilers toenhance the descent.

The point is, energy managementuses both pitch and power variationsto place the aircraft at its optimum bal-ance. It’s generally quicker to get aslight speed change by using a pitchadjustment, and it’s important to makelong-term altitude modifications byusing more or less power. That doesn’tmean I can’t bring my altitude up ordown 100 feet by pushing or pulling onthe yoke, nor will I hesitate to shoveup the throttles if I’m low and slow. Ittakes both to do the job, and the jobbeing done determines how much ofeach.

The ILS approach is frequently quot-ed as a reverse-command argument, inthat speed is managed by the powersetting and small pitch adjustmentsare used to bring the glideslope point-er up or down. But we do this onlyafter making the initial energy-man-agement settings of the throttle andpitch bar. Each day’s wind component,weight and ATC demands are differ-ent, requiring some finesse to thebaseline setup.

So, the ILS isn’t being flown any dif-ferently than any other maneuver, butit does require pilot inputs to stay on a

precise track and energy managementis what it’s all about. Excess power isremoved to place the airplane in a sta-ble descent along a three-degreeslope, at a speed roughly 1.3 times thestall speed for the configuration. Ifextra drag is expected from extendinglanding flaps or lowering the landinggear, power reduction may be mini-mal. Once we’re on the slope, we’lladjust as needed.

Zoom, Zoom

The hoary old chandelle maneuver,encompassing a 180-degree turn in azoom climb, teaches energy manage-ment perfectly. Climb power is estab-lished at the outset, usually at thebeginning of the pull-up, and is notchanged thereafter, because it’salready doing its job of making extraenergy available for the maneuver.The nose is raised to a pitch targetthat will convert the airspeed at entry(excess energy) into altitude, by slow-ing indicated speed while the aircraftmakes the 180-degree turn. Ideally,the 180-degree point is reached just asthe speed bleeds off to a 1.1-times-stallfigure, the wings are leveled and thenose is lowered gently to accelerateinto level flight, using climb power torebuild the aircraft’s energy state.

Even though we’re pulling back onthe yoke to enhance the climb duringa chandelle, it’s the engine thrust thatmade the stored energy in the firstplace. The pitch changes are made tocontrol airspeed, first by reducing thespeed during the turn and then byregaining it in the recovery.

If we accidentally nudge the airplaneinto a stall, in an overly-enthusiasticeffort to gain altitude, we’ll likely addsome power while lowering the pitchattitude to reduce the wing’s angle ofattack. This added power reduces theamount of altitude lost in our recovery,and we vow to try that chandelle again,but with a little less pitch-up.

Jet stall recovery usually calls forshoving the power levers forward andholding the nose attitude level whilethe aircraft accelerates out of the stall.Power makes speed, right? Yes, but...italso effectively lowers the angle ofattack as it incrementally pushes thewing against the air in faster and fasterlevel flight. Jet airplanes aren’t usuallytaken into aggressive full stalls at highdeck angles, but if we were to getthere, you can bet that I would get thenose down below the horizon whilethe engines are spooling up. Pitch andpower are both elements of energymanagement.

Trim changes frequently mask thesolution to a control problem. As air-speed builds in a descent, the nose willrise to seek an original trim speed,even though the pilot really wants toincrease speed in the letdown. Addingor taking away power can alter therelationship between the thrust lineand the airflow, altering the trim. Flapsextension or retraction frequently hasa pitch coupling effect, requiring trimadjustment.

Nothing really changes the basicrules of energy management, but thepitch targets and forces will be altered.The key is to trim in anticipation ofthese effects. If you know powerreduction is going to make the air-plane noseheavy, add trim as the throt-tles come back.

And so, the pitch-power argumentisn’t really an argument at all, merelytwo ways of looking at the same prob-lem. Use the input that works best forthe situation, or both at the same time.If you find yourself in need of bothspeed and altitude, add power in largeramounts, push and trim to the appro-priate attitude, and fly out of trouble. Ittakes both power and pitch to fly anairplane or, more correctly, to managethe airplane’s energy.

ATTITUDEA pitch

adjustment isgenerally quicker

to get a slightspeed change.

FROM THE COCKPIT S P E E D

ÿ

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ÿ Jets

ÿ Turboprops

ÿ Turbine Helicopters

By Michae l R . Grün ingerand Car l C . Norgren

of Great C irc le Serv ices AG (GCS)

IMCNON-PRECISION APPROACHAFTER A LONG FLYING DAY

On 12 January 2011, during an NDB-DME Approach for runway 15 atBirmingham in IMC with weatherclose to minima the pilot of a TBM850, N-850TV, landed without landingclearance and flew over a DHC-8-402(Q400) which the tower had cleared toenter the runway and instructed towait. This time nobody was injured.But it was a close call. (AAIB Bulletin:10/2011)

How did this happen? At 8 NM fromthe threshold ATC cleared theTBM850 to “descend with the proce-dure”. The pilot acknowledged. At 7NM ATC instructed the pilot to con-tact the tower on 118.3 MHz. The pilotacknowledged the frequency changeand switched frequencies on COM 1.He called the tower, but did notreceive any response. He waited andattempted to call the tower a secondtime 30 seconds later. But again therewas no response. He concluded thathis radio had failed and continued thenon-precision approach in IMC focus-ing on lateral tracking and on his verti-cal profile.

He had missed the final descentpoint at 6.7 NM and had starteddescent late at 4.7 NM from the

threshold. Since he was 700 ft high atthis point he reduced power andselected a vertical speed of 1,400 fpm.Airspeed remained high during thedescent and even increased to 177 Kts.

The tower controller cleared theQ400 to line up on runway 15 ahead ofthe approaching TBM 850. The towercontroller repeatedly tried to contactthe TBM 850 during the finalapproach. He informed the ApproachRadar and Director controllers who inturn also tried to reach the TBM 850and transmitted blind go-aroundinstructions. Unable to reach the TBM850, and without knowing its inten-tions, the tower controller had no bet-ter options than to leave the Q400 onthe runway extension.

The pilot of the TBM 850 was in IMCand broke cloud around 1.3 NM fromthe threshold at a height above thresh-old of 600 ft. He was visual with therunway at this point and proceeded toconfigure the aircraft for landing. TheTBM 850 did not see the Q400 andflew over it before touching downwithin the touch-down zone 270 mfrom the displaced threshold. Thepilot, most probably, would have seenthe Q400 waiting on the runway, hadthe approach been stabilized. Onvacating the runway he contactedGround on COM 1 without difficulty.

It later turned out that the reason forthe loss of communication was thatthe pilot had inadvertently not select-ed the assigned frequency on COM 1.Instead of 118.300 MHz the pilot of the

TBM 850 had tuned COM 1 to 118.03MHz, as the AAIB report states.

There were no injuries or fatalities inthis incident and from the pilot’s per-spective he had acted correctly andsafely. The occurrence had the poten-tial for a very serious accident. Loss ofcommunication in high density trafficenvironments can quickly lead to aloss of separation and the risk of colli-sion on the ground or in mid-air.

The TBM 850 is a single-engine tur-bine powered aircraft certified for sin-gle pilot operation. The pilot haddeparted on a private flight fromVoghera, Italy, at 08:43 hrs. En routehe had stopped at Angers, France, andAntwerp, Belgium. The approach inBirmingham took place at 1535 hrs onthe third leg of the day. InBirmingham the ILS for runway 15was out of service due to plannedmaintenance and the NDB-DMEapproach for runway 15 was in use.This was published by NOTAM. Priorto the flight the pilot had not reviewedthe NOTAMs for his intended route.

The approach was flown in IMC athigh speed with a single crew mem-ber. Due to the loss of communicationthe TBM pilot was never cleared toland. Should he have executed amissed approach?

Once the pilot believed he had lostcommunications during the approach,he continued in line with ICAO Doc4444 Procedures. Faced with a non-precision approach in IMC he followedthe basic airmanship priorities: Aviate– Navigate – Communicate. Hefocused his attention on flying the air-craft and on finding the runway. Andthis he achieved successfully.

However he endangered both him-self and others. The tower realized theloss of communication too late to stopthe Q400 entering the active runwayand had no time to prepare for a No-Radio (NORDO) aircraft landing.

Evaluating AlternativesThe alternative course of action

would have been for the TBM850 pilotto execute a missed approach. Giventhe late initiation of a decent, the lackof configuration, the high descent rateand the high airspeed, the approachwas not stabilized and this aloneshould have led to a go-around.Coupled with a loss of communication

78 - BART: JULY - AUG - 2012

DIFFERING EXPECTATIONS

CLOSE-CALLA TBM 850

landed withoutlanding

clearance atBirmingham UK,

flying over anairplane on hold.

S A F E T Y S E N S E R U L E S A N D R E G U L A T I O N S

BART: JULY - AUG - 2012 - 79

the pilot was saturated and had nospare capacity to manage the safety ofthe flight effectively by evaluatingalternative courses of actions andchoosing the option with least risk.

Executing a missed approach wouldhave given the pilot of the TBM 850time: time to troubleshoot his COM 1failure and time for ATC to understandthe situation and prepare for aNORDO arrival.

After the go-around, the pilot wouldhave had time to select his transpon-der to 7600, to troubleshoot his COM1 failure including reviewing the fre-quency selected, attempting to estab-lish contact on the previous frequencyand performing the same on COM 2.He could also have attempted to estab-lish contact emergency frequency121.50.

Failure with PotentiallySerious Consequences

IFR traffic relies on communicationwith air traffic controllers to achievesafe separation from other aircraft.When the communication breaksdown, safe separation is no longerassured. Hence both airborne andground-based radio stations have anoperational spare unit to cover isolatedequipment failures. Despite this redun-dancy, loss of communication is not aninfrequent occurrence. Although mostloss of communication occurrences canbe resolved quickly, instances of pro-longed loss of communication (PLOC)still pose a hazard to flight safety. Arecent Eurocontrol study of PLOCoccurrences concluded that there arenumerous reasons for PLOC. Humanfactors are the most common contribu-tor to PLOC: roughly a fifth of PLOCoccurrences are due to controller error,and almost half of them are due to crewerror. Technical failures or abnormali-

ties accounted for less than a third of allPLOC occurrences.

Dealing with Lossof Communications

Suffering a loss of communication inIMC on an instrument flight plan is avery unpleasant event, at best - evenmore so when the aircraft is onapproach or on a high flight workload,as there will be very little time to trou-ble shoot. Gaining time by abandoningthe approach and following the pub-lished missed approach procedure isworth considering. In the case ofBirmingham, a dedicated missedapproach procedure for aircraft withlost communication was available.

Communication failure might occurin any of the various flight phases. Inany of them the way out depends onthe quality of preparation. Exceptwhen an escape into VMC is possible,all remedial procedures rely on accu-rate flight planning data, includingcommunication failure missedapproach procedures where available.Flight crews can help ensure safe andreliable radio communications by:ÿ Considering and correcting ownhandling errors before assuming atechnical failureÿ Following standard operating proce-dures when operating the radiosÿ Always maintaining a listeningwatch on the emergency frequency121.5 MHz on COM 2ÿ Periodically checking their radiosduring long times of radio silenceÿ Reviewing and following radio com-munication failure procedures at thedestination aerodromeÿ Considering the consequences ofone’s own decisions on other stake-holders of the total aviation system

Michael R. Grüninger is ManagingDirector and Carl C. Norgren is Headof Business Development of Great CircleServices (GCS) Safety Solutions. GCSassists in the whole range of planningand management issues, offering cus-tomized solutions to strengthen the posi-tion of a business in the aviation mar-ket. Its services include training andauditing (IS-BAO, IOSA), consultancy,manual development

DANGERWhen ATCcommunicationbreaks down,safe separationbetween aircraftis no longerassured.þ

By Pau l Walsh

IN 2007, BRAD MOTTIER, GE’s VPfor Business and General Aviation,received a challenging brief: set upGE’s Business and General Aviationdivision and establish GE as an indus-try leader in business aircraft engines.

Of course Mottier had plenty of her-itage and expertise to rely on. Sincethe launch of the first airplane engine‘booster’ in 1917, GE has led the fieldin engine and engine related technolo-gy – notching up some impressivemilestones along the way. In 1942GE’s engineers successfully ran theirI-A engine – the first jet engine tooperate in the US – and during the1950’s and 60’s GE produced the J93,the first engine to operate at Mach 3.

Nonetheless, GE’s Business andGeneral Aviation offerings have alwaysbeen on the slim side. The experts willremind you that the company madethe CF700 for the Falcon 20 - not tomention the CF34-3 for the Challenger601, 604, 605 and 850. However,Mottier notes that at the time theseengines were developed, GE wasworking without a dedicated BusinessAviation focus: “We always thoughtour commercial technology wouldwork on a business aircraft, but we

lacked a clear strategy and focus forthe segment.”

Indeed, it wasn't until 2004 that GE'sBusiness Aviation ambitions reallystarted to take shape. Via a joint ven-ture with Honda Motors, GE broughtits expertise on board for the GEHonda Aero's HF120 engine. Thatengine - boasting high-flow, widechord fan blades and high tempera-ture materials - was so highly specifiedthat GE quickly saw an opportunity touse what they were learning to build atrue, Business Aviation-dedicatedengineering sector.

An important point on GE’s path toBizAv prominence was their 2008acquisition of Czech- based WalterEngines, with a view to turningWalter’s much-loved M601 engine intoa leaner, more efficient and more pow-erful machine.

And with the advent of the H80,that’s exactly what GE did.

"We initially focused on upgradingthe engine's core with 3-D aerody-namics and advanced materials,which resulted in over 25% increase inthermodynamic power with better fueleconomy, and longer life," saysMottier. "And while we introducedadvanced GE technologies and materi-als, we were very careful to retain thearchitecture of the M601 engine,which results in no hot-section inspec-tions and lower maintenance and over-haul costs."

And by just adding the H80 to theThrush 510G (a 510-gallon cropduster), the engine's popularity is

80 - BART: JULY - AUG - 2012

POWERING THE FUTUREOF BUSINESS AVIATION

growing. "Once it is on the Thrush510G people will see how easy it is to

AMBITIONBrad Mottier,GE�s VP for

Business andGeneral

Aviation, isturning GE into

an industryleader for

business aircraftengines.

GE�s WhittleType turbopropengine (center),

H80 (bottom).

P R O F I L E G E A V I A T I O N

BART: JULY - AUG - 2012 - 81

operate," says Mottier. "Its auto-startmeans that with just a touch of a but-ton, the engine will spool-up to a sta-ble idle, while being automaticallycontrolled within ITT temperature,core speed, and torque limits. In otherwords, you don't have to monitor cock-pit gauges, for anomalies and reactaccordingly - it all happens automati-cally - which is a big improvement."

Big AmbitionsIt goes without saying that GE’s

Business Aviation ambitions go farbeyond the arena of agricultural air-craft. Their most noteworthy achieve-ment to date has been the develop-ment of the Passport, a BusinessAviation powerhouse already chosenfor Bombardier’s Global 7,000 and8,000 models.

Since launching the engine in 2010,GE has conducted validation tests on

the fan blisk design and other compo-nents with positive results. Testingwas completed on two eCore demon-strators, which accumulated 150hours.

And although the Passport boastssome impressive technology,Mottier always wanted to make sureGE didn’t over-spec the engine.“There’s no point in producing aki l ler machine that no one canafford,” he notes. “Coming from acommercia l background bringsrisks as the technical requirementsare so different for Business andGeneral Aviation.”

For example, Mottier noted thatBusiness Aviation doesn’t fly the num-

ber of hours of cycles that commercialaviation does. “More so, depending onthe mission, you may not be able torecover the investment in fuel burn,”he says. “So it’s vital you use the righttechnology while maintaining a focuson cost.”

With the Passport, GE may havegotten the balance right , andMottier notes the engine has nooperability limits and offers the bestcabin environment on the market.He also adds that its fuel burn iseight percent better than the bestengine in its class today: “Peoplewill have to make a change, theycannot achieve the type of efficien-c ies that we achieve with thisengine – and certainly you won’t beable to achieve them through aero-dynamic tweaks alone.”

Already GE is into the detaileddesign phase of the engine.

Component fabrication will beginsoon, leading to the start of assemblyof the first full engine by year end. Thefirst engine is scheduled to begin test-ing in 2013.

“With the engine architecture inplace, the team is now focused onmoving the Passport engine from CADdrawings to development assembly,”says Mottier.

On the Global 7000 and Global 8000the Passport will produce 16,500pounds of thrust and incorporate aninnovative front composite fan casethat will reduce weight and lowercabin noise and vibration. Further,technologies taken from GE’s eCoresuite reduce its emissions and

improve fuel efficiency. The Passport’sintegrated propulsion system fromNexcelle, a joint venture with Safran,will provide aerodynamic advantagesand feature an outward openingclamshell and upper and lower cowldoors for easy maintenance accessand high dispatch availability.

Finally, Mottier is keen to point outthat the Passport isn’t just one engine,it’s a family of engines. “To flourish inthis segment, you need to be thinkingabout derivatives from the very start.It’s not like the commercial world,where one big aircraft model isenough to support the development ofone engine. We always have a familyplan in mind so that our engines canfit on different sized airframes.Without that you won’t be successfulin Business Aviation.”

POWERHOUSEGE�s Passportwill produce16,500 pounds ofthrust andincorporate aunique 52� fancase, reducingcabin noise andvibration. It willpower the Global7000 and 8000(above).ÿ

Welcome to the Family

The HondaJet has come along way since MichimasaFujino produced the aircraft�sinitial design sketches in 1997.With the third test aircraftalready flying, excitement isbuilding for the aircraft�s entryinto service in the second halfof 2013. At EBACE, BART satdown with Mr. Fujino to get thelatest updates.

BART: The HondaJet’s most distinc-tive feature is its wing-mountedengine. What does this do for the air-craft’s efficiency?Fujino: There are three advantages –with an engine like this we can maxi-mize the cabin volume so that it is 20%larger than other business jets in thisclass.Then there’s noise reduction. With afuselage-mounted engine, noise trans-mits directly though the fuselage as ifit were a speaker. By mounting theengine on the wing we reduce cabinnoise significantly. I’ve flown in it afew times and I’ve been reallyimpressed by how quiet the engine isfrom inside the aircraft.The third advantage is that we canreduce drag and increase speed.That’s the reason why HondaJet’s fuelefficiency is 15 to 20 percent betterthan other business jets in its class.

BART: Can you elaborate a bit moreon your increased cabin size? Howdoes this influence passenger com-fort?Fujino: For one thing you can be surethat your feet won’t cross the feet ofthe person sitting in front of you.And we’ve always been keen to ensurethat we produce a distinctive product, -that doesn’t only go for how the air-craft looks from the outside - on theinside the aircraft is very distinctivetoo.Many business jets are fitted out in thestyle of an old American classic livingroom –needless to say this approachmakes for an unsophisticated

ergonomic design. However it’s impor-tant to focus not only on aesthetics butalso on functionality and feeling. Andwhen you sit inside the HondaJetyou’ll be sure that you’re not in a livingroom – you’re in a finely tuned indus-trial machine.

BART: So how important has Honda’sautomotive heritage in the design anddevelopment of the HondaJet?Fujino: As I indicated, Ergonomics isvery important in automobile designand so is the man/machine interface.When we designed the HondaJet Ispent a lot of time studying human fac-tors. For instance, I wanted to makesure that the avionics system would beas simple as possible – I didn’t wantpeople to have to remember complexoperational features. And when itcame to the cabin it wasn’t just thesize that was important but also theinterface - we used many techniquesto ensure that the perception of thespace was right in the cabin.It’s an approach that really appeals tothe owner/operator market. Withautomobiles, the driver is also the pas-senger: the driver needs to feel com-fortable when driving and we knowthat they can be very finicky about thefeeling and the handling of the car. Iwanted to bring the same philosophyto aviation and I have paid a great dealof attention not only the functionalityof the aircraft but also to the feeling offlying the aircraft.

BART: Recently you have made sig-nificant investments at your

Greensborough facility in NorthCarolina. Can you tell me a little aboutthese?Fujino: Frankly speaking when peo-ple come to our new facility atGreensborough they realize for thefirst time how sophisticated it is. Wehave a large R and D center equippedwith structural testing facilities as wellas a design studio.

BART: Given that this is your firstairplane, will it be difficult for you toput the right support facilities inplace?Fujino: It goes without saying thatone of the most important aspects ofmaking an airplane is the after sup-port services. There is no point inproducing a product if you can’t sup-port it and I’ve never underestimatedthe need to prepare for this. We areinvesting now in our HondaJet ser-vice center, it’s a $20 million invest-ment at Greensborough, NorthCarolina.The MRO facility will provide servicesfor HondaJet owners that complementthe services they receive at facilitiesacross its HondaJet dealer network inNorth America and Europe. At thefacility we will offer heavy mainte-nance services, as well as extensiverepair or overhaul work.

BART: Right now you’re set for certi-fication in the second half of 2013.You’ve followed a long road to get tothis stage, can you just tell me howyou feel about how far you have come?Fujino: Finally I am starting to seesome light in a long tunnel.Sometimes, you know, I didn’t see thelight and that was very challenging.But now we are approaching the finalleg of journey.And you have to remember too thatthe project isn’t only about creatingthe HondaJet, it was about establish-ing the infrastructure and establishinga team. And that was a huge achieve-ment for me too.

82 - BART: JULY - AUG - 2012

HONDAJET FLIES WITH DISTINCTION

BUOYANTWith the

HondaJet�s entryinto service due

for 2013,Michimasa

Fujino now seesthe light at theend of a long

tunnel.

I N S I G H T W I T H M I C H I M A S A F U J I N O P R E S I D E N T A N D C E O H O N D A A I R C R A F T C O M P A N Y

ÿ