European Business Air News - July 2010

BUSINESS AIR NEWSE U R O P E A N

ISSUE 205 JULY 2010

Spanish charter operator Jet Ready reports a successful launch of what is billed as Europe’s first air taxi operation based on theEclipse 500. Ignacio Garcia, ceo, says the company plans a fleet of three by September. Full story page 5.

For details of how to enter, see page 3.For details of how to enter, see page 3.For details of how to enter, see page 3.For details of how to enter, see page 3.

Gerd Brandecker, founder and ownerof Cirrus Airlines and AviationInvestment GmbH, has acquiredshares in two Munich-basedhelicopter flight operators. Togetherwith his business partner Axel-GeorgAndré, owner of the cigar companyArnold André, the aviationentrepreneur now holds a 75 per centstake in HTM Helicopter TravelMunich GmbH. Hans Ostler is theother partner in the firm.

Brandecker, a helicopter pilot, had already bought up a 50 per cent stake in MHS HelicopterFlugservice GmbH in December2009. “This latest move sees MHSbecome a full subsidiary of HTM,”Brandecker explains.

He adds: “Against the backdrop ofthe current global economy, theimportance of helicopter services

which offer a high level of mobilityand flexibility is growing rapidly.Short notice charter flights, rescueflights, offshore hoist operations and

offshore passenger transportation areincreasingly sought after. This movetherefore represents an investment ina growing market which placesexacting demands on crew, materialand service quality. HTM and MHSare in an excellent position to fulfilthose demands.”

Brandecker, aged 54, has flownhelicopters for 15 years, is aninstrument rated flying instructorand holds a commercial pilot license,airline transport pilot license and acaptain’s license for Learjets and theGulfstream 550. In 1995 he foundedCirrus Airlines, a partner of Lufthansaand Swiss, which currently operates afleet of 15 aircraft on various routesaround Europe.

Brandecker says: “The acquisitionof stakes in helicopter flight operatorswill enable the further expansion and

coordination of a top class, service-oriented aviation portfolio. Thecompanies have already proved theycomplement each other: In the daysthat followed the volcanic eruption inIceland, Cirrus Airlines united withHTM to set up a helicopter shuttleroute from Munich.”

HTM holds IFR and offshorelicenses and runs its own flyingschool. Founded by Ostler in 1997, itoperates 13 helicopters including theA109, EC135 and 145, AS350 and EC120 operating from bases at Munich,Ottensoos near Nuremberg, Emdenand Salzburg.

Its 50-plus team includes 20 pilotsand offers charter services, offshorepassenger transport including hoistoperations on the open sea, cargoflights, external load flights, rescue

Cirrus Airlines founder to pilot newhelicopter business interests

For details of how to enter, see page 3.

Gerd Brandecker: adding helicoptercapability.

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The UK’s Capital Air Charter has wonthe contract to provide the Isle of Manair ambulance requirements after acompetitive tendering process whichbegan in September last year. As wellas currently operating over 1,000flights per year into and out ofRonaldsway airport, Capital AirCharter also provides the airambulance service for Jersey’s healthand social services department undera similar agreement.

Chief pilot and md Capt MalcolmHumphries says: “Capital officiallytook over the delivery of the Isle ofMan service from May this year. We arevery proud to have been chosen as thissector is very competitive with manyexcellent providers. Our selectionshows that Capital is clearly one of themarket leaders for air ambulanceprovision around the UK and Europe.”

He adds: “We are basing at leastone aircraft permanently in the Isle ofMan and have recruited and aretraining new personnel, also to bebased at Ronaldsway, and we’ve beenproviding an excellent service.”

The Isle of Man’s minister forhealth David Anderson says: “While Iappreciate change is always difficult,the new provider will offer the samehigh standards of services we havecome to expect.” Capital Air Charterhas also taken delivery of a third KingAir 200 which joins a fleet thatincludes six PA31 Chieftains.

“This new aircraft was ordered tosecure and maintain Capital’s positionas one of the leading air charteroperators in the UK,” Humphries says.

Capital AirCharter wins new

air ambulancecontract

UK businessman Barry Fehler isamong entrepreneurs who haveturned the fall in pre-owned aircraftprices to their advantage.

Fehler has acquired a Beechjet400A which he says cost him half of what he could have expected to pay before the occurrence globaleconomic downturn.

“That effectively means I canenjoy two years of ‘free’ flying,” saysFehler. “With a cruising speed of well over 500 mph, the Beechjet’sperformance compares well with acommercial B737 or Airbus 320which means I can have a morningbusiness meeting in the UK and stillmake it to my Malaga home by early afternoon.”

He adds: “The Beechjet cancomfortably accommodate sixpeople and with a range of nearly2,000 miles I can fly direct to prettymuch anywhere in Europe or North Africa.

“Having my own jet really worksfor me. For example, if I travel bycommercial airline the only businessclass seats available out of Londonairports are from Heathrow and thetimings are inconvenient. I oftenneed to do a day’s business inLondon but I can’t get an earlymorning business class departurefrom Malaga to any London airportand be back in the evening.”

The Beechjet 400A was acquiredthrough Atlantic Bridge Aviation(ABA) and is chartered through ABA'scharter service division WorldExecutive Airways.

ABA md Jonathan Gordon says:“Used jet prices have hit rock bottomfollowing a two year slump. Anyonemaking the right purchase will see their asset appreciate as theeconomy begins to recover.”

But Gordon advises those who aretempted to buy not to wait too long:“Once price guide indications showpre-owned values beginning to firm up, some owners will hang onbefore selling to ensure they get thebest price.”

The Beechjet 400A was found byABA in the US. Fehler says:“Purchasing the aircraft through ABAtook the stress and worry out of thedeal. I was kept informed each step ofthe way through sourcing, re-fittingand delivery and it has worked outvery well.”

Two years ‘free’ flights

from bargainBeech 400A

Jet Readypromises

to Eclipse rivals

Jet Readypromises

to Eclipse rivals

For details of how to enter, see page 3.For details of how to enter, see page 3.For details of how to enter, see page 3.For details of how to enter, see page 3.For details of how to enter, see page 3.

Wijet plans coordinated launchin France and Belgium page 3

GlobeAir builds successfulseven-strong Mustang fleet

page 4

Marshall Executive Aviationtakes over management ofChallenger 300 page 5

SPECIAL FOCUSES

Review of Belgium page 6

Reducing fuel costs page 10

Continued on page 5

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Wijet has brought two Mustangs into operation and plans to add twomore by the end of this year as itlaunches an air taxi service in Franceand Belgium.

Its director general AlexandreAzoulay says the Paris Le Bourgetheadquarters will be complementedby bases in the south of France andBrussels. “The Mustang was chosenbecause it is the most modern andeconomic aircraft for the popularflight distance of less than threehours that serve four passengersgenerally seeking to travel not morethan 1,100 nm,” Azoulay adds.

“We are targeting a month tomonth growth of 30 per cent as weestablish ourselves as a leading

charter airline.” Azoulay says that thecompany will focus on growing clientdemand for “efficiency andaffordable mobility.”

He adds: “We tend to recruitmilitary pilots and expect to fill thevacancies created by our fleet launchnot later than the end of 2010.”

JULY 2010 3EUROPEAN BUSINESS AIR NEWS

I mentioned in my last column thatpresentations at EBACE by the TealGroup and Eurocontrol forecast aprolonged, if initially erratic,recovery in the European market,with a return to 2007 activity levelsexpected by 2013.

Well, this seems to be being borneout by the latest traffic figures forMay, showing a 6.7 per cent rise inbusiness aviation traffic. The flatApril figures were misleadingbecause of the ash cloud, whichcaused a 35 per cent drop in businessaviation traffic during the worst partof the crisis that started on 15thApril. Incidentally, because of oursector’s ability to fly flexible routings,this was a much smaller drop thanthat suffered by the airlines whichsaw reductions of over 50 per cent.

While ash continued to reducetraffic on some days in May, theimpact was much less because of

the new airspace managementmethods agreed by all memberstates with Eurocontrol and theEuropean Commission.

So, with things looking up, thework we are doing with theCommission to retain fair access forbusiness aviation in the face ofgrowing pressure at the regionalairports from low cost carriersbecomes all the more important. Tothis end, we have been encouragedby their apparent willingness tobuild on last year’s resolution fromthe European Parliament that“business aviation complements….commercial airlines and providesspecific social and economicbenefits such as increasing themobility of citizens, the productivityof business and regionalcohesions….and is of growingeconomic benefit.”

Moreover, we seek no more than

to maintain the ‘status quo’ andretain slots for business aviation atairports where we have become wellestablished, but where continuedaccess is threatened by increasing

congestion through the activities ofthe low costs carriers. However, wewill undoubtedly face a struggle tohave our position politicallyaccepted at the European Parliamentand by some national ministries.

Meanwhile, as part of the ongoingreview of slot regulation, theCommission will soon appoint aconsultant to study the issues thatneed revision. Business aviationrelated matters will be only part of alarge and very contentious numberof other points that need resolution.However, we shall be fully involvedboth in the web-based consultation,which will take place during thesummer, and in the hearing that willfollow in October, where allstakeholders, including individualoperators, will be invited to assist infinding solutions. The consultant’sreport should be delivered to theCommission in January 2011,

leading to it proposing a revised draft regulation on slots by June2011. The adoption of this draft willtake place by the co-decision processinvolving both the EuropeanParliament and the Council ofMember States, and this could takeup to two years before it is publishedin the EU official journal.

Other measures that can help oursector include increasing flexibilityat regional and secondary airports toallow rules to be interpreted locallyso adapted mechanisms for thesector can be created. This alreadyhappens at some European airports.There is also a need to improve thecoordinators’ role to give them bettertools to manage our needs. So weshall be busy over the coming weeksin working sessions withCommission staff to explain all thetechnical points of our position andjointly develop these concepts.

Traffic figures support business recovery optimism

By Brian Humphries, presidentEuropean Business AviationAssociation (EBAA).

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Wijet plans for a coordinatedlaunch in France and Belgium

Wijet: focus on Mustang fleet.

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Athens-based GainJet Aviation iscelebrating strong charter demandfor the two latest additions to its fleet– a 48-seat B737-300 and a Phenom100. “The B737-300 has only just beenbrought into service but it hasgenerated extremely strong interestand demand among clients,” says ceoJames McBride. “The Phenom 100

has also been a success.”Client demand for large corporate

jets was identified by GainJetAviation’s management team in early2008 and the resulting search led tothe acquisition of the B737-300.

Company president Capt RamseyShaban says: “The refurbished galleyshave been designed to offer a service

which can be enjoyed by passengerswho vary from multi-nationalcorporate executives to heads ofstate. The aircraft has generated agreat deal of interest among clientswho are looking for a large executivejet with medium range and acomfortable cabin. Every seatonboard has at least 53" pitch.”

GainJet celebrates the arrival of the B737-300. Pictured are senior flight attendant Elizavet Cholidou; Capt James McBride; head ofcabin services Olga Beglopoulou; senior first officer Allan Fisher; Capt Chris Harris and flight attendant Despoina Leilemidou.

GainJet enjoys strong response to B737-300

Madjet to introduce King Air 350 in 2011

Madeira’s Madjet Executive Aviation plans to take delivery of a King Air 350early next year to complement the operation of its existing Hawker 900XP.Miguel Gomez, gm, says that the company initially planned to introduce it this year. “However, in the light of the global economic recession, we decided to postpone the addition to next year when we anticipate demand pickingup again.”

He says the base in Madeira strategically provides the company with acentral hub of operations for the target locations which include Madeira, theCanary Islands, the Azores, mainland Portugal and northwestern Africa.

The island of Madeira has positioned itself as an electronic business hub andideal location for companies in the field of telecommunications and e-businesswith low direct and indirect taxes.

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Cmo Mauro De Rosa, whose careerincludes marketing successfulexhibition centres in Europe, says:“We are offering special travelpackages. Examples includepartnerships with Baglioni Hotels,Luxury Hotels and Chateaux Relais inItaly, UK and France, where we offerbespoke packages for holidays orweekends including restaurants forclients who wish to discover newplaces to enjoy.”

Fragner adds: “We believe in co-marketing activities that share valueand high standard services toimprove customer satisfaction.”

GlobeAir, says communicationsmanager Ursula Brzoska, onlyemploys people who put the clientfirst and put in the necessary hours toachieve success because they enjoythe job. “It is not easy to find suchmotivated people. But 93 per cent ofthose who try our service bookanother flight with GlobeAir. We areplanning to be present also in themarkets developing in the east andwill work to build a good market sharein these in the next couple of years.”

GlobeAir, Fragner explains, hasbeen focused on operating ahomogeneous fleet fostering cohesivecrew training and composition,aircraft availability and reduced timeand costs in positioning.

He adds: “Depending ondevelopment of the business and theeconomic recovery in Europe, we arecommitted to expanding ourcompany and adding further aircraft.There are many desperate positionholders trying to reduce their loss ondeposits already paid for short termdeliveries, so there are opportunities.

“But GlobeAir will only expandwith aircraft that have the benefit offull warranty and we bear in mindthat there are legal benefits inworking through the OEM rather thanthrough the secondary market.”

Fragner says that experts andanalysts are now convinced that thedownturn has bottomed out and thathe believes the slight recovery in thefirst quarter of 2010 should continue.“Personally I am convinced that thisindustry will recover fully, reach the2008 peaks and grow even beyondthem. The big question is: ‘When?’GlobeAir started operations in thethird quarter of 2008 which was the worst time to start such abusiness but this was a huge benefitto our team.

“Our enthusiasm and willingnessto survive in this global economicsituation after such as intensivepreparation period contributed a lotto the refinement of procedures andmechanism in all fields.

“My team did a great job and afternearly two years of operations,GlobeAir is recognised as anestablished brand in Europe.”

Fragner says he never believed inthe viability of very large air taxiprojects. “Companies have toestablish themselves and base theirbusiness on the right team, the rightconfiguration and a smart businessmodel. It is not just about hugeinvestment and ordering aircraft.Clients need to gain confidence in anew company and enjoy a highstandard of service.”

GlobeAir AG is increasing its CitationMustang offering to seven aircraft.“The Mustangs offer security,efficiency, the latest technology and affordable price for clients andthe four passenger vip clubconfiguration is a popular format,”says ceo Bernhard Fragner. “That iswhy we have just added two more toour fleet.”

GlobeAir AG is also implementinga programme to open representativeoffices in all European countries.“Some of these offices will be owneddirectly by GlobeAir and some byloyal partners which the companyhas established around Europe,” says Fragner.

Coo Claudio Bruno, formerly alead engineer and project manager atPratt & Whitney Canada, explains:“We want to be in close proximity toour clients and satisfy their serviceexpectations. We are ready to fly inless than two hours, we provide a highquality service on board, our servicehotline is available 24/7 and we offera competitive price. The new twoMustangs will follow our mainstrategy which is to be where thecustomer needs them to be. We donot adopt any base strategy except forsome seasonal opportunities such asserved by our new summer base andoffice in Olbia at the Eccelsa GAT.”

GlobeAir Olbia opened on 15 June

providing two Mustangs serviced byfour crew. “The seasonal patternmeans that leisure demand tends todominate in the spring and summerand business in autumn and winter,”Fragner points out.

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GlobeAir has launched the ‘Fly forChildren’ programme designed tohelp children who need medicaltreatment abroad. “These childrenand their parents can use our emptylegs without charge for travel aroundEurope,” says communicationsmanager Ursula Brzoska. “They canget the details from our web site butthey will need a medical certificatefrom their family doctor or hospital

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Bernhard Fragner: Mustang efficiency.

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Marshall Executive Aviation (MEA) istaking over the management of aChallenger 300 which is being madeavailable for charter. The aircraft joins the UK operator’s own CitationBravo and XLS.

“It will significantly broaden thecompany’s capability to provideclients with spacious andcomfortable aircraft suited to thewidest range of business and privatetravel requirements,” says chief pilot Pete Stroud. “This is a significantmilestone for MEA as we build upon our experience of aircraftowning and operating, and move into

aircraft management. The Challengeris a superb aircraft which will alsoenable us to fly our passengers to awider range of destinations, and italso supports our position in thecharter industry as we are poised totake advantage of improvingeconomic conditions.”

He adds: “Having established anexcellent reputation with passengersand charter brokers during the last seven years, this expansion marksan important step for the future of MEA as the company moves intothe exciting area of aircraftmanagement with the potential of

taking on additional aircraft andtypes in the future.”

The Challenger 300 is based andhangared at London Luton Airportand MEA has employed additionaltype rated pilots for the aircraft whowill report back to the company’sCambridge headquarters.

Stroud says: “From London, its3,600 mile range gives non-stopaccess to destinations on fourcontinents – North America, Europe,Africa and Asia. Arranged in a doubleclub configuration, the aircraft canseat up to nine passengers plusstewardess and crew.”


MEA’s chief pilot Pete Stroud (centre) is pictured with new Challenger pilot Graham Fayres (left) and MEA’s first officer ChristianJorgensen at Luton.

MEA heralds Challenger 300 additionas first step into aircraft management

Spanish charter operator Jet Ready (seephoto on page 1) reports a successfullaunch of what is billed as Europe’sfirst air taxi operation based on theEclipse 500. Ignacio Garcia, ceo, says:“We just received our AOC on 7 Junebut the market response has been verygood. The company has alreadycarried out a number of successfulcommercial operations and isreceiving ongoing bookings.”

Jet Ready’s launch Eclipse 500 isbeing joined by a second that hascompleted an EASA-approvedupgrade at the manufacturer’s plant inAlbuquerque. “A third aircraft will jointhe fleet in September,” Garcia says.“Our clients are mostly businessmentravelling around Europe andnorthern Africa. We have our own FBOin Valencia and the opening of ourbase in Madrid will be followed byanother in Barcelona. After that we willstart opening bases outside Spain.”

Garcia says the operator will appeal to the time-pressed and cost-conscious executive by offeringcompetitive prices.

The Eclipse 500 has a range of 1,125 nm and a maximum cruisingspeed of 370 knots. “The interior isconfigured as a sedan with three offsetseats,” says Garcia.

Eclipse Aviation spent more thanUS$1 billion in development andproduction of 260 EA500s but had to cease production and operationthrough shortage of funding.However, Mason Holland and MichaelPress, who were both EA500customers, revived the company asEclipse Aerospace.

Jet Readypromises toEclipse rivals

on price

Cirrus Airlines founder to pilotnew helicopter business interests

Continued from page 1

flights, vip charters, film-relatedservices and event-based flights.

The package also includes HTM’ssubsidiaries which operate numerousjet aircraft, provide services includinginternational hoist training and alsorun a successful maintenance firm.

MHS Helicopter FlugserviceMünchen was founded in 1973 and isset to become a subsidiary of HTM. Its A109, Bell 206 and Bell 407are used for passenger transport, vip flights, film-related services,photography flights and the transportof cargo.

Cirrus Airlines, founded in 1995,carried more than 400,000 passengersin 2009. It is part of AviationInvestment GmbH which alsoconsists of Cirrus Maintenance,Cirrus Service and Nana Tours.

Two Dauphinsfor Bond

Bond Offshore Helicopters hasbrought two AS365 N3s into serviceon behalf of new client Perenco (UK) Ltd, in the UK sector of thesouthern North Sea servicing a five-year contract with three one-yearoptions to extend.

One is based on the East Lemangas platform, the other at Norwichairport where hangar facilities andoffices are located.


The big charter operators in Belgiumare taking what steps they can toencourage regulators and theindustry to tackle the challengingissue of unfair competition. Abelagand FlyingGroup both report buoyantdemand for aircraft managementservices along with hopeful signs thatthe worst effects of the globalrecession on the private chartermarket are beginning to recede.

Both companies have benefitedfrom diversification and continuedinvestment in high standards ofsafety and service and are expandingtheir services internationally.However, competition from operatorsflying under the regulation radar isspoiling the operators’ anticipation of

improved trading conditions in 2011and 2012.

Operators in Belgium, like theircounterparts in other Europeancountries, are concerned that therewill be an incident that reflects badlyon private aviation because of theadvent of operators who can offer low prices because they cut cornerson safety.

Hervé Laitat, Abelag’s Brussels-based gm, says: “We appreciate thedifficulties faced by regulators asthere are a great number of aircraftflying in and out of differentEuropean airports. It is difficult topatrol the sales and marketing ofempty legs. There are obviouslyjurisdictions that are more lax in their

regulation than others and thesecountries are known to operators. Weare working with the EuropeanBusiness Aviation Association tobring our concerns to the attention ofthe European regulatory authorities.Investment in safety is our firstconcern and we are proud of oursafety record. However thatinvestment has a cost and that costdictates the prices we can offer theclients. If the standards are not beingenforced elsewhere then companiesare avoiding a large integral cost andtrading unfairly. It is an issue thatmust be addressed urgently.”

At EBACE, Abelag received a safetyaward from the EBAA marking 40years of safe flight operation.

Rising demand, falling pricesBen Paindavin, marketing directorFlyingGroup, says: “The market isrecovering but prices are still goingdown. This time last year there was abig fall in clients seeking charter butnow demand is rising. This situationis due to unfair competition byoperators who do not observeregulations. FlyingGroup employssafety managers and qualitymanagers and they do an extremelygood job. However, there must be away to police unscrupulous operatorswho ignore these obligationsotherwise there is a real risk of anaccident that will reflect badly andunfairly on the private aviationindustry in Europe.”

Paindavin says that there are manyethical and well-financed brokerswho do their job properly. “However,there is a concern that anybody canset up as a ‘broker’ with a telephoneand fax. These types of operationssimply try to win business andcommission on price and do not havethe interests of the industry at heart.”

Both FlyingGroup and Abelagbelieve that the industry, includingintermediaries such as charterbrokers, need to stress that there ismuch more to chartering aircraftthan price. There is a suggestion thata comprehensive list of unscrupulouscompanies should be drawn up sothat it is clear which should beavoided. FlyingGroup also believesthat a young fleet can contribute toreliability. “There is obviously a greatdeal of difference between a new CJ3and an old Bravo although the sevenor eight passenger capacity might be

Operators battle unfair competition afterfighting their way out of recession

Owners are seeking all-round service not just competitive charter contracts.

Overall demand for helicoptercharter in Belgium has suffered inthe past two years but companiesreport that demand for some nicheand support activities is strong.

Gilbert Pieters, md Antwerp Heli,says that the downturn caused by theglobal economic recession has notaffected the motorists' appetite forinformation needed to avoid trafficjams. “We carry out trafficobservation for radio and there is agood demand for this monitoringservice,” Pieters says. “The motoristswant regular news bulletins.”

Antwerp Heli, whose fleetincludes a Schweizer 300, reportsthat demand for private charter

services is down but other areas suchas training are faring better.

Piet de Backer, ceo of Heli-Shuttlesays the company's decision acouple of years ago not to provideprivate charter has paid off. “There isa constant demand for training andsimulation and that is what weconcentrate on,” he says. “Everyhelicopter organisation needs theseservices. The demand comes from allsectors but includes EMS, offshoreand police service. I would say thatdemand is growing.”

Noordzee Helikopters Vlaanderen,established in May 1997 at Kortrijk, is an example of a well-establishedcompany that has diversified into

a number of sectors. “The companyspecialises in all kinds of helicoptertransport and helicopter work inBelgium and surroundingcountries,” the company says.Activities range from hoist tooffshore and from medical supportto pollution control.

Belgium is a comparatively smallmarket for manufacturers althoughAgusta Westland, for instance, hashad a number of A109s operating inthe country over the years. Thecompany says: “Our support centre atLiege supplies spares and carries outmaintenance and modificationservices on both commercial andmilitary helicopters.”

HELICOPTERS

BELGIUMREGIONALREVIEW

Teams of 20 will on 8 August attemptto pull London Stansted-based TitanAirway’s 30,000 kg Boeing 737-300(pictured) a distance of 50 metres,with the proceeds raised beingdonated to the Motor NeuroneDisease Association and theFerndown-based John ThorntonYoung Achievers Foundation.

The aircraft, based atBournemouth for the last four years,regularly undertakes private charter.Richard Griffin, one of the eventorganisers, says: “The inaugural event in 2009 raised more than £7,000for charity.”

ABS Jets may expand its fleet in thenear future. Radomir Sanák,commercial director, confirms: “Weare in discussions to increase thenumber of managed aircraft.” ThePrague-based charter operator andbroker, whose fleet includes fiveLegacy 600s, a Learjet 60XR and aCitation Bravo, also offers executivehandling, maintenance, flight

planning, consulting and aircraftsales. “We have built a reputation as aone-stop-shop,” Sanák adds. “Inaddition to our own fleet we serviceand maintain 15 other Legacies. Weare also increasing handling inPrague and Bratislavia.” Sanák saysthe number of charter hours haveincreased in 2010. Jan Králík, head ofoperations, Sanák and sales managerJirí Hrna are pictured with DorinIvascu, president of RomanianAirport Services, and two co-workers.

Aramco takes delivery of AW139s

Saudi Aramco has taken delivery ofthree more AW139 medium twins tosupport oil and gas operations inSaudi Arabia.

Aramco says that the ergonomiccockpit, excellent handlingcharacteristics and low vibrationlevels that significantly reduce pilotfatigue and enhance comfort werefactors in its choice.

ABS Jets in talksto expand fleet

Second Titanicpull for charity

scheduled

Demand for vip helicopter transport is down but niche activities prosper


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the same,” says Paindavin.Neither Abelag nor

FlyingGroup believe that theeconomic upturn can betaken for granted but bothcompanies are investing inthe future.

Abelag’s Laitat points outthat the company has not hadto retrench despite areduction in turnover due tothe recession. “Of coursethere has been a reduction inhours flown but the diversityof the company’s activities hasstood it in good stead,” hereports. “Business hasrecovered this year comparedto the low in 2009 but 2010must be regarded as a year oftransition that is hopefully theforerunner of a steadyrecovery from 2011 onwards.”

One of the positives hasbeen what Laitat describes asa buoyant demand for aircraftmanagement which has seenAbelag’s managed fleetincrease by five aircraft – threeXLS, a CJ3 and a Challenger600. Abelag now operates 22aircraft, all available forcharter except the Challenger600. “All these additionalaircraft were bought throughus,” says Laitat. “There are anumber of reasons whyclients took the opportunityto enter the market orupgrade their aircraft but oneconcerns currency gain. Therewas a favourable exchangerate for the euro against thedollar. This coincided with theavailability of good aircraft atcompetitive prices, some-times up to a third less thanthe 2008 new price of aircraft.”

Laitat says Abelag iscommitted to investment andexpansion which it believeswill pay off in rising clientbusiness, especially once aneconomic upturn is underway. It has invested in apresence at Paris Le Bourgetwhich has already gainedAbelag the managed aircraftbusiness of a French clientwho owns the CJ3. “We believethere is good potential in theFrench market and we willincrease our presence there ifjustified,” says Laitat. Thismight take the form of basinganother aircraft at Le Bourget.“Luxembourg is anothercountry that has attractionsand perhaps Holland downfurther the line,” Laitat adds.

Aircraft varietyAbelag has attracted a varietyof types of aircraft to its

managed fleet. There are twoFalcon 2000EX EASys, aChallenger 600, three Learjet45s, five Citation XL, XLS and XLS+, four CJ2s and twoCJ3s, three Beech 200s and aBeech 90.

“This reflects our majorfocus on aircraft that suit theindividual client’s needs but,at the same time, we havebuilt as much uniformity intoour fleet as practical becausethat brings cost savings thatbenefit the owners,” Laitatsays. “However, it must firstand foremost be a goodaircraft at a competitive pricethat does what the ownerwants it to do.”

The further internation-alisation of the company isbeing complemented byimprovements to the homefacilities in Brussels. Facilitiesfor clients and crews are beingdoubled in size with a 500 sq m addition expandinglounge and communicationfacilities. “There is a fantasticairside view,” says Laitat. “Weare very pleased with progressat a time when tradingconditions have beenparticularly difficult and thereare signs that things aregetting better, with charterslightly increasing althoughstill a bit weaker than wewould like.

“It is significant that fiveaircraft owners have decidedto add their aircraft to ourfleet. Owners are finding,through our network ofcontacts, that there are verygood opportunities at Abelagand it is significant that ourteam is processing furtherenquiries. We will be adding aPhenom 100 in July and we areexcited about our expansionin Paris Le Bourget. Not onlydo we have an aircraft basedthere but we have tasked twocommercial executives todevelop the market.”

Laitat points out that theaircraft will be available forcharter from Belgium andwithout extra cost from Le

Bourget. “This is great valuefor clients living betweenBelgium and Paris. Theaircraft has a comfortableinterior and will enable clientsto cover most of Europe.”

Abelag also reports a goodresponse to its private jet card.“The single year, 25 flyinghours pre-paid card has threeversions – silver, gold andplatinum – according to thepreferred aircraft type,turboprop, light and midsizejets,” says Laitat. “However,each card gives the clientaccess to the entire fleetenabling them to reach morethan 3,000 airports in Europein aircraft that carry six to nine passengers.”

Laitat says: “There is nodoubt that our strength indepth is an asset that hasparticularly proved itself inthe past couple of years. Ournew base in Paris Le Bourgetwill add to the variety ofservices provided fromBrussels, Kortrijk, Antwerp inBelgium and Lille in northernFrance. Abelag provides fullground handling supportfrom its own facilities inBrussels and Kortrijk. Theseare approved by the BelgiumCivil Aeronautics Admin-istration to perform line andbase maintenance on severalbusiness aircraft types.”Abelag light aviation, based inAntwerp, is the approvedCessna dealer for the Benelux.

Developing businessSize, diversity and highstandards have servedBelgium’s FlyingGroupparticularly well in the pastfew years. Internationalexpansion is a high priorityand is cementing a welcomeexpansion in the company’smanaged fleet of aircraft.“FlyingGroup has more than20 aircraft under managementand that is obviously anextremely strong businessbase,” says Ben Paindavin.

There is a strong focus ondeveloping business innorthern France butFlyingGroup is alsodeveloping contacts inBucharest and is operating aFalcon 900 from Moscow. “Wewill continue to developactivities on Dutch soil byincreasing operations out ofRotterdam and Schiphol,”Paindavin says. “FlyingGrouphas established itself as a keyplayer in private aviation in

Abelag gm Hervé Laitat, ceo Barth Foucart and EBAA president and ceo Brian Humphries celebrate a safetymilestone.

FlyingGroup is expandingmaintenance services.

Continued on page 8


the Benelux. We already significantlystrengthened our European networkwith the launch of operations in theNetherlands. From Rotterdam andAmsterdam more than 2,000destinations can be reached withinEurope and further afield. We havebased three types of private jets in theNetherlands – the Mustang, theChallenger 604 and the Falcon 50EX.”

Two four-seat Mustangs operatefrom bases in Rotterdam, Antwerpand Luxembourg while a Falcon 50configured for eight passengers isbased at Schiphol. “The Challenger604 services Holland, offers aspacious and luxurious cabin and is configured for 12 passengers,”he adds.

FlyingGroup is particularlypleased with the increase in demand.Commercial director Jurgen VanCampenhout says: “It is very pleasingto receive recommendations andenquiries and to have built amanagement fleet of more than 20aircraft, most of them fully availablefor charter. There has of course beena period of depressed aircraft pricesand a favourable exchange rate but,though this has providedopportunities, we are benefiting froma more significant underlying trend.Owners have come to realise thatthere are drawbacks in selectingmanagement companies solely orlargely on the criteria of price orspecial offers.

“When the recession bit they weretempted by ‘guarantees’ of specialrates from smaller managementcompanies. These companies,

however, were unable to maintainsuch low rates. Effectively this left theowners with the alternative ofaccepting revised and less favourableterms or moving their business.”

This kind of experience, VanCampenhout says, led many ownersto change to larger operators thatcould offer stable arrangements aswell as economies of scale. “However,it is not just dependability of priceand arrangements that appeals to theowners. FlyingGroup offers its clientsa great deal of flexibility in day-to-dayoperations as well as bespoke generalagreements. For instance, ownersmight prefer to use their own pilots,those provided by us, or acombination. Such flexibility might

not be possible where smalleroperators are concerned.”

(These and other issues will behighlighted in EBAN’s August issuefocus entitled ‘Under newmanagement.)

Van Campenhout says clients alsobenefit from FlyingGroup’s goodreputation and international contactsand enquiries where charters areconcerned. “Small is not alwaysbeautiful where aircraft managementis concerned,” he adds. “Largeroperators have systems, facilities andpersonnel in place. They can alsooffer a choice of bases andcomplementary services at cost-effective prices. This is not always thecase with newer or smaller

companies. Owners have rightlybecome wary of acceptingunsustainable offers from firms whocannot provide a proper service.”

Van Campenhout says thatdemand for aircraft management isnot confined to the Benelux homemarket but encompasses EasternEurope, the Ukraine and the formerCIS countries that were previously apart of Russia.

Owners, Van Campenhout pointsout, are much less inclined to dealwith different companies to ensure avariety of essential needs are met.FlyingGroup benefits from havingother strengths, especially at timeswhen the market is depressed, thatappeal to potential clients.

MAINTENANCE FOCUS

FlyingGroup already provides lightmaintenance on Falcons. “A majorpriority for next year is to providemaintenance support for DassaultFalcons at the same level that weprovide now for Cessna Citations,”says Paindavin. “It makes sense inview of the addition of Falcons to our fleet that we should be able tomeet client requirements on heavier aircraft.”

Handling services for FlyingGroupclients are free of charge duringmaintenance visits and the companyalso offers an in-house deep cleaningand toilet cleaning service. Paindavinadds: “There is no need to requestslots at the Antwerp airport. Clientsenjoy full flexibility for arrival ordeparture times within theoperational hours of the airport.”

Paindavin says: “Our operations inAntwerp, Paris, Cannes and Luxem-bourg also enable us to welcomeclients in French, Dutch or English,avoiding language difficulties.”

The recession has benefitedprivate charter operators who canoffer one-stop-shop arrangementswhich give scope for cross-fertilisation of business and theability to offer incentives in one areato clinch business in another.

Van Campenhout says: “It pays tooffer maintenance, handling andcharter all under one roof. It is veryattractive for the client to deal withone entity that has all the relevantteams in place and can solve anyissues quickly and efficiently becauseresources and personnel arededicated to one objective. That’swhy the increase in our services toFalcon owners is such an importantfurther step. We want to be able tooffer all our owners the samestandard of complete supportwhatever their needs.

“The economic downturn and the

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accompanying unsustainable price-cutting have caused problems for the private aviation industry.However, owners and charter clientshave come to realise that seeminglywonderful deals do have a downsideand that is a positive which is drivingthe demand for good long termaircraft management.”

The recession has posed searchingquestions for operators in Belgiumbut rising business enquiries and newmanagement contracts bode well forthe medium and long term. Themajor issue now is how to enforce thenecessary high safety standardsacross the board which has given the

term fly-by-night operators a wholenew meaning in the past few years.

SERVICE SUPPLIERS

Dirk Vervacke of Gryphon Cleaningsays the company offers full cleaningand polishing services and has seenan increase in demand where largerbusiness aircraft are concerned.

The economic downturn,Vervacke says, has forced operators ofsmaller business aircraft to cut costsand cleaning is often one of the firstsectors to suffer. “But for some reasonwe see that the demand for cleaningfrom larger business aircraft is rising.

The Italian coastguard has takendelivery of its first AW139 mediumtwin. “It will perform a range ofmissions including maritime patrol,SAR and emergency medicalservices,” the coastguard says. “Threemore AW139s will be delivered in thecoming months. The helicopter hasoutstanding capabilities and weexpect the effectiveness of ourpatrols will be greatly enhanced.”

The coastguard says that factors inits decision included the AW139’sequipment with a wide range of SARequipment including an externalrescue hoist, cargo hook, wire strikeprotection system, search/weatherradar, FLIR/LLTV system, NVGcompatible cockpit, night sun

searchlight, external loudspeakersystem, emergency flotation systemand external life rafts.

It adds: “The design incorporatesa large spacious cabin accessed bytwo sliding doors, powerful enginesand good performance and safety.Excellent one engine inoperativecapability ensures the aircraft cansafely accomplish the mostdemanding rescue missions. Thecockpit features the latest technologyincluding a Honeywell Primus Epicfully integrated avionics system, afour-axis digital automatic flightcontrol system and large flat panelcolour displays. These reduce pilotworkload and enable the crew toconcentrate on rescue.”

Italian coastguard expectsAW139 to enhance patrols

The AW139: boosting Italian coastguard operations.

Abelag is stressing the need for stronger enforcement of standards in fairness to thoseoperators who obey the letter and spirit of regulations.

The 2010/11 EBAN Handbook ofBusiness Aviation in Europe is outnow, and gives details of many moreBelgian charter operators. It alsolists business aviation facilities andservices including airports, FBOsand maintenance centres.

The details can be accessed onlinethrough a search of aircraft operatedor the airport bases. For moreinformation please visitwww.handbook.aero

Comprehensive Belgian dataonline free-of-charge

Based upon requests from themarket, we are looking intoexpanding in regions such asnorthern Africa. We are also makingpreparations to put a GryphonCleaning operation in South America.The plan should be ready by the firstquarter of 2011.” Sometimes, he says,maintenance companies will includecleaning and polishing when they bidfor contracts. Vervacke adds:“Sometimes such a company willturn to us and outsource the cleaning,but often they do this in-house.”

“The company offers ‘off the shelf’packages or bespoke arrangementsdepending on the client’s operationsand requirements. We also receivenumerous requests from othercountries to help FBOs or facilityservices set up their own internalcleaning operation.”

Jochen Rosseel is operations andsales manager of Aero-Sense whichproduces a range of aviationchemicals for fixed-wing andhelicopter owners and operators.“Our main products for businessaircraft and helicopter owners areKerosene anti-icing additive ICE-5,certified cleaning products andrunway de-icers,” he says. “We areplanning to offer a new service for thede-icing of aircraft. Starting from thiswinter we will have a rental service formobile de-icing units. This meansprivate owners or small airports willnot have to invest in an expensive de-icing machine because they can rentit. We deliver them already filled withType I fluid and do the full machinemaintenance. When the winter is overwe take the machines back to ourwarehouse and prepare them for thenext winter.”


Service suppliers are working tocoordinate all the informationnecessary for private aircraft ownersand operators to organise the bestfuel prices at the start of a trip and to cope with changing scenarios and emergencies.

Air Routing is coordinating flightsupport services and fuel planning;Avfuel is rolling out Avplan, a flightplanning and ground handlingservice; and Universal Weather and Aviation is combining taxminimisation services with flightplanning and trip pricing options.

Universal says it has introducedtwo new services, tax minimisationand online fuel tankering analysis. Itrecently opened UVair EuropeanFuelling Services Limited inShannon, Ireland, to help clientscalculate VAT on their European fuelpurchases, headed by generalmanager Steve Woods.

Woods says the new operationprovides a VAT compliant andexempt invoicing service. “We areworking with accountancy firms toobtain advice on how our clients canqualify for exemption from thesetaxes and enjoy the resultant fuelprice benefits,” he adds. “The servicewas launched with a detailedexamination of the tax laws of nineEuropean countries and has beenexpanded from there.”

The service enables charterowners and qualifying aircraft tobenefit from fuel savings that couldbe in the region of 20 per cent. It iscurrently available in Austria,Belgium, France, Germany, Ireland,Italy, Spain, Switzerland and the UKwith further countries to be addedlater this year. Woods says: “Wegather the necessary information,make the arrangements and receivethe invoice on behalf of the owner oroperator, at the same time providingadvice on whether VAT is due or not.The owners and operators simplyprovide us with the requesteddocumentation to start the process.”

Tax efficiency is an importantaspect but day-to-day fuel operationefficiency is based on fuel analysis,ordering and flight planning.

Similarly, UVflightplanner.com,Universal’s online flight planningsystem for business aviation, wasrecently enhanced to help operatorsreduce fuel costs through its new integrated fuel tankeringcalculations, according to productmanager Marcus Walker.

Different percentagesThe system now enables operators todecide the best times and places to replenish tanks. “The systemhandles both of these tasks in oneapplication in addition to the runwayanalysis and weight and balancecalculations,” he says. “The operatorcan finish the job by ordering fuelonline through the web site. Thesystem gives the cost and differentpercentages of savings possiblebased on the maximum fuel upliftpossible at the locations specified.

The user can compare the financialloss or gain on fuel in each locationand see which outlets provide the optimum overall cost for the trip. The system takes prevailingwinds into account which increasesthe accuracy.”

Randy Stephens, senior directorspecialty products, says: “Theoperator can calculate whether touplift a greater amount of fuel whereit is less expensive or whether theextra weight carried would nullifythat gain. The system uses theoptimum flight path rather than thegreat circle routes and the feedback isthat clients are very happy not tohave to number crunch separatecalculations in spreadsheets.”

Air Routing points out thatfluctuations in global fuel prices domore than press pilots and corporateflight planners into searching for themost economic routes. “They alsofind they must juggle the otherlogistics involved in coordinatingoften time-sensitive and importantbusiness travel,” says Scott Fowler,manager of fuel support. “Only acouple of companies in the businesssell fuel and trip support services,” headds. “We’ve brought to the tablemore – trip support, tools foreconomic decisions and a sizeablefootprint on fuel. Because we haveaccess to a worldwide marketplace,we are in a situation where we canmarket fuel prices.”

He says Fuel Stop Analyzer assistsa flight department in identifyingwhere the most economic fuel stopscan be found along a given route. “Italerts users of the possible requiredfuel stops and highlights the airports

through geographically displayed en-route options,” he adds. “The toolcompares the fuel prices at eachlocation and tracks airports andlocations they utilised in the past. Itquickly evaluates a selected aircraft’sperformance by automaticallycomparing and calculating themanufacturer fuel endurance andtrip leg distance. The result providesan estimate of range limitations andgeographical fuel stop locations.”

Fowler says the company uses afuel price comparison web site to ensure its pricing remainscompetitive. Clients are alsoencouraged to use the site on theirown to map out future trips. Fowleradds: “The company’s servicesfunction as an extension of a flightdepartment, with the ability tohandle all aspects of a corporateflight trip, including weather, over-flight permits, visas and passports,hotel arrangements and fuel.”

Marketplace feedback indicates

that private aircraft owners andoperators increasingly wantsimplicity and coordination wherefuel, flight planning and relatedservices are concerned. Avfuelpresident Craig Simcock points outthat the company has traditionally, in addition to supplying fuel services, assisted clients with tripplanning using third partyspecialists. But this year thecompany acquired the California-headquartered Pacific CoastForecasting and added in-houseprofessional trip planning expertise.

Fuel savingHe says Avplan, the company’s newflight planning and ground handlingservice, is a logical extension andstreamlining of services. “For morethan 35 years we have supplied fuelto the aviation industry,” Simcocksays, “but our services have alwaysoffered more than that. The companyhas built up a network of more than600 branded FBOs as well as morethan 1,000 contract fuel locationsaround the world. Additional servicesprovided by Avfuel subsidiariesinclude fuel storage systems and fueltrucks, insurance and assembly ofrefuellers and tanks.”

Avfuel says pilots require asophisticated approach when itcomes to fuel saving and there is agreat deal of interest in contractprogrammes. “There is no doubt thata coordinated approach to fuel, flightplanning and related services helpsbring down the cost of operating anaircraft,” it adds.

The focus of companies such asAir Routing, Avfuel and Universal

reflects the fact that operators knowthat the best fuel prices can make thedifference between a welcome profitand a debilitating loss.

Malcolm Hawkins, president ofColt International, says standard tipsinclude negotiating a good home-based fuel rate, tankering, and takingadvantage of fuel discountprogrammes. But he adds: “I thinkmost modern operators are on top ofthese issues. However, there are threeoften overlooked issues where flight


Planning ahead pays dividends for aircraft owners andoperators on routine flights and in emergencies

SPECIAL FOCUS – REDUCING FUEL COSTS

Versitec’s Tim Gill: strategic alliances.

Private aircraft operators andowners may have to suffer the costconsequences of rises in crude oilprices but, with reasonableplanning, fuel costs can beanticipated and minimised.

• Monitor market intelligence andcompile and update contacts andinformation ranging from newweb sites and online systems tocompetition-enhancing newsuppliers at airports

• Systematically record andupdate this fuel cost savinginformation with a par ticularemphasis on routes anddestinations favoured by clients

• Analyse the potential benefits ofcollective purchase schemesand fuel cards

• Investigate the most tax efficientway to order fuel to minimise oreliminate sales tax liabilities

• Check and enhance the provisionof onboard fuel savingarrangements such as integralsoftware at the time of aircraftpurchase

• Examine the potential benefits offuel saving upgrades

• Work on administration andresearch and accountingefficiency, not only to compareprices but to ensure that volumediscounts are incorporated incharges and that overbilling iseliminated

• Be familiar with fuel savingthrough sympathetic mainten-ance checks and procedures

• Try and avoid congested airportsin favour of less busyalternatives

• Be wary of middlemen masquer-ading as direct suppliers

• Avoid suppliers whose overbillingcauses losses and lengthyadministration time spent inachieving corrections

• Build productive relationshipswith a few good suppliers ratherthan waste time unproductivelyattempting to keep up with thewhole marketplace

Steps thatsystematicallycut spending

Universal: tax efficiency as well as streamlined service is an important factor in cutting costs.


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departments are losing timeand money as well as severaltechniques that can achievegreater value by plugginggaps.”

Hawkins warns:1. Many flight

departments destroy thesavings they obtain byspending too much valuabletime trying to find the lowestprice. Saving €80 on an upliftis irrelevant if it takes fourhours to shop and arrangethe fuel.

2. Many flight depart-ments have been convincedthat sensible fuel shopping isnow so time consuming thatit must be outsourced at greatexpense. Some operatorswaste thousands of dollarsoutsourcing a process thatshouldn’t be so complicated.

3. Many flight depart-ments do not properly audittheir invoices to ensure theyare ultimately billed thequoted price. Fuel over-billings are shockinglyrampant in the industry. Even if operators catch theoverbiller, valuable hours are then wasted correctingthe invoice.

Flight departments,Hawkins says, can savemoney and time by re-evaluating the entire fuel-purchasing process. “Forinstance, many havediscovered that there is noneed to shop nine differentfuel suppliers. Prices justdon’t vary drastically betweenmost reputable suppliers.We’re seeing a strong trendfrom our most cost-conscious customers toactually pare down thenumber of vendors they seekfuel quotes from. Our ownresearch shows that flightdepartments that shop eightor more fuel suppliersultimately only use the sametwo or three companies formore than 97 per cent of theirfuel. For most, saving a fewcents on the other three percent isn’t worth the timewasted on dealing with non-preferred suppliers.

“Efficient operators arekeeping control of their fuelbuying process in-house andworking only with their twoor three most dependablesuppliers in an effort tostreamline the process whilestill maximising savings. Thekey is for a flight departmentto choose those preferredvendors wisely.”

Operators who have beenin business for any length oftime have undoubtedly seendozens of fuel suppliers comeand go, Hawkins adds.“Even though many flightdepartments have wised upto the tricks that somesuppliers engage in whileattempting to win marketshare, operators are stillwasting valuable resourceson mismanaged invoices andunreliable fuel quotes.”

Flight departmentsneeding to optimise fuel andtime savings should demandhonest quotes. Hawkinsadvises: “Don’t work withsuppliers that providemisleading quotes throughthe manipulation of expir-ation dates or the with-holding of tax information.Reputable contract fuelsuppliers not only quotecompetitive prices at amultitude of locations, but

will also always do itaccurately, ensuring that the flight departmentunderstands all potentialvolume price breaks andapplicable taxes.”

Reputable suppliers, hesays, will also have full taxdepartments that not onlystay on top of regulatoryissues, but also haveexperience in exempting andrecovering taxes on theoperator’s behalf.

“Choose suppliers withwhom personal relationshipscan be built. Advancedtechnology has not replacedthe effectiveness of a con-versation about creative waysto customise solutions for anindividual operator. Buildingquality relationships offersmany advantages that ulti-mately save time and money.”

Hawkins advises: “Ensurethat invoices are deliveredquickly and that they matchthe quote. We’ve audited past invoices for flightdepartments who werestunned at the amount ofmoney they had wasted onoverbillings that failed tomatch a given quote.Valuable time is wasted wheninaccurate invoices mustundergo correction andresolution. Be wary ofmiddlemen masquerading asdirect suppliers. Make certainthat preferred contract fuelvendors are not simplyrepackaging and marking upanother reseller’s fuel.”

He warns that so-called“fuel management com-panies” can claim to representall fuel brokers and resellersbut in reality do not havedirect relationships with mostmajor fuel companies oreven the other major fuelbrokers.

Craig Scolding, fuelmanager Flightworx, says:“Gone are the days of a pilotturning up at an FBO andasking them which supplieror card they should use.Crews are increasinglyinvestigating fuel pricesbefore they set off on a trip.Many aspects influence whatthe crew will take butprimarily it does seem to beprice. However, availabilityand speed of fuelling can playa huge part: there is no pointpaying the cheapest price onthe field if you have to waithours for the fuel.”

Scolding warns: “Taxesand fees play a huge part inEurope and on manyoccasions can more thandouble the actual fuel bill.Fuel strategies need to besound to avoid large uplifts insome countries. We can offeradvice on how to legally avoidthe taxes. At Flightworx we

offer a fuel shopping servicewhere we look at all theaccounts that clients haveand advise them who to useat which location. We canthen set up the fuelarrangements on theirbehalf. The advantages areakin to the operator havingits own fuel department butfor a fraction of the cost.

“Completely independentfrom the shopping service we offer a fuel resellingsystem for our existing andany new clients that wish totake advantage of ourimpartial prices.”

As Global Fuel’s Iceland-based ceo GuofinnaSævarsdóttir says, saving onfuel outlay has becomeincreasingly importantespecially in the last two yearsas the international economicdownturn focused the mindsof the owners and theoperators on cost-cutting.

“During boom times it wasnot the first priority to studyfuel prices, especially whenthe passengers needed to getfrom A to B as quickly aspossible at very short notice,”Sævarsdóttir adds. “There isplenty of work to planeverything else, such as slots,flight plans, over flightpermits and crew.”

But priorities havechanged. Global Fuel,Sævarsdóttir points out, wasfounded in 2006 whenoperators were experiencinggrowing frustration at payinghigh fuel prices. “There was ademand in the market for acompany that concentratedsolely on the fuel.”

Global Fuel says itapproaches all the fuelsuppliers and the fuelresellers to guarantee thebest price.

“This is however notalways so straightforward,”says Sævarsdóttir. “Eachcountry is different and eachairport is different. You needto know who are the suppliersat each airport to know who toapproach and what contractsto have. There might be onlyone supplier and there mightbe many with a pricedifference of up to 100 percent or more! You need totrain and inform your crewwell so they don’t makeexpensive mistakes byordering the wrong truck orpresenting the wrong card.”Global Fuel, Sævarsdóttirsays, has devised a systemwhere each operator regularlygets a list of which fuellingmethod is recommended foreach airport.

Sævarsdóttir adds: “Thenthere are tax issues. Thesehave become very

Global Fuel’s operations manager Valur Blomsterberg (left) and ceoGudfinna Saevarsdottir say the industry is increasingly focused oncutting fuel costs.

Continued on page 12


complicated, especially in Europe.The basic rule is that AOC holders areexempt from most of these taxes andprivate operated aircraft are not.There are more complications as atsome places it depends on who youbuy from and where the aircraft isregistered: some countries issue a taxexempt document for privatelyoperated aircraft if it is commerciallyoperated by the owner for his ownbusiness. Even the size of the aircraftcan be a factor. Global Fuel hasexperts to minimise the cost for itscustomers.”

Valur Blomsterberg, operationsmanager of Global Fuel, warns:“With these factors taken intoaccount the seemingly ‘cheapestprice’ is in fact not always thecheapest as there are many factorsthat influence where it is best to fueleach time. These factors include thestudy of a pool of prices from manysuppliers, the tax implications andthe type of operation the aircraft isbeing used for.”

Arinc Direct’s James Hardieconfirms that the basic strategy tosave on fuel must include steps toensure the operator gets the flight plan right and keeps it up-to-date. “Fuel planning is absolutelycritical: owners and operators arewell aware that the cost of carryingmore fuel than needed for the flightcan be counter-productive orabsolutely essential depending onthe circumstances.”

Hardie adds: “Arinc Direct’semphasis is on providing accessibleand vital information during theplanning process that allowsoperational decisions to be madequickly and easily with a high degreeof confidence to meet the needs ofthe mission at hand.”

A flight plan is really a fuel planand questions the operator shouldask should cover airports, routing,slots and continuous planning andcommunications.

Airports: What are the alternativesfor arrival at a city and what are thecosts for fuel and other services atthose alternates? How does runwayanalysis affect the trip’s MTOW and subsequent legs? Will you nowneed to make another fuel stop enroute or can you plan around that?Opening times and slot frequency forbusiness jets are all importantconsiderations that may affect fuelplanning and weight.

Routing: What is the optimisedrouting for forecast winds, availableflight levels and STARS and how canthis information be used to save

time and fuel? How can RVSMmaximise the number of flight levelsclose to or at the optimum availablefor the aircraft?

Slots: Is there access to EDCT orCTOT information that can helpensure the aircraft is started at anappropriate time and may allow foralternate route plans to avoid enroute ATC delays? What is the cost ofaccepting an extended routing andhow will delays impact on the flight?

Continuous planning andcommunications: What is the bestuse of Datalink to provide a means of point to point communication?This can be critical in ensuring theflight plan is still valid. Access toDATIS and other information in-flight can enable an early moneysaving decision.

While the client makes the finaldecision on the destination anddeparture airports, the astuteoperator will know alternatives tocongested airports and difficult entrypoints and avoid them whereverpossible. It can take several hours forEuropean and Middle Easternoperators to obtain clearance atsome of the larger US airports.

It is often the smaller airports thatare hungry for business which might,instead, ensure procedures arecarried out quickly by, for instance,conducting the formalities on boardthe aircraft so that passengers are notrequired to disembark.

Broader choicePrivate aircraft operators, andbrokers who refer business to them,tend to dislike having to deal with fuelsuppliers that have a monopoly atparticular locations. However, theintroduction of new providers tendsto be welcomed even at airportswhere there is an existing choice

because additional competitiontends to be good for the end user.

For example, Shell Aviation hassigned a concession agreement tooperate as a fuel supplier atDenmark’s Roskilde Airport whichshould result in increasedcompetition in 2011. Sjoerd Post, vpShell Aviation, says: “The agreementwill increase supply security andcompetitiveness at the airport.”

He adds: “We aim to target notonly the business segment but alsosmall aircraft customers requiringAvgas. This is an exciting time to bejoining forces with the airport and webelieve our entry will enhance RKE’srefuelling capabilities by providingmore competitive fuel prices.”

Shell Aviation aims to completeconstruction works and be supplyingfuel from Roskilde by the end of the year.

Software and onlinedevelopments

Fuel is a big unavoidable cost andconcern and aircraft owners andoperators tend to be busy peoplewith a finite amount of time toexamine all the alternatives on themarket but there are web sites andsoftware that can help. There isincreasing collaboration betweendifferent specialists. Versitec 2000Ltd, the company behind SkynetOnline Handling, a web-hosted tripquote and management service, hasteamed up with CrimsonSkyConsultancy Ltd which focuses onaviation procurement and supplychain management. Skynet isproviding a platform for CrimsonSkyto extend its fuel service Jet-a-One.com to general aviation.

Kevin Stovey, md CrimsonSky,says: “This service brings togetherthe fuel volumes of club participants

to give each member buying powerthat it cannot achieve on its own.FBOs, operators, smaller airlines,regional airports and flight supportbusinesses will be able to competeon more preferential terms via thesupport of a collective buyingscheme and benefit from moredynamic pricing.”

Tim Gill, md Versitec, says: “Theplan is to introduce a jet fuel card and multi-leg fuel profiling system as well.”

Some companies appeal to theenvironmentally-conscious. TheNavtech Flight Plan, which isdesigned to appeal to operators whowant to minimise fuel burn, cites theNFP algorithm which is combinedwith route optimisation and analways current wind forecast.Product director for flight planningBill Macey says: “Our flight planhelps our clients leave a greenerfootprint. We make parametersavailable for least cost, least time andleast fuel.” Calculations are extensiveand even factor in the aircraft type.“There is a great sense of fulfillmentin helping our customers maximiseefficiency and reduce costs andenabling them to manage the fuelprice for their departure anddestination airports. Optimumtankering needs to be based on themost efficient amount of fuel tocarry, the cost, route, winds and flightlevel for a given flight,” Macey adds.

It is certainly true that pilots,dispatchers and flight schedulers canget more detailed information onairport fuel prices than ever before.Max-Trax, a fuel-route-mappingapplication powered byGlobalAir.com, has enlarged its list ofthe “most affordable” fuel locationsat airports in the United States – animportant long haul market for

European and Middle Easternprivate charter operators – throughan agreement with LandmarkAviation. Jeff Carrithers, president,says: “Aviators will now get moredetailed information on FBOs fromRhode Island to California. Some2,200 FBOs are listed. Theapplication details, within a mileagerange set by the user, which FBOs areoffering the least expensive fuel ratesfor the chosen route.”

Richard Hayden of AFIRS says itsautomated flight informationreporting system enables an operatorto adopt and continuously monitorflying and aircraft handlingtechniques that reduce fuel burn andemissions. He adds: “The system hasbeen certified on numerous aircrafttypes, including the Hawker 800XPseries, and we have very successfultrials ongoing with a large Europeanbusiness aviation fleet operator.Additional certifications are underway for Falcon and Embraer types.”

FuelerLinx says it is committed toincreasing both 91 and 135 operatorsavings on jet fuel. “The fuelmanagement software allows thecomparison of contract fuel pricesand direct FBO prices at any quantity,at any airport worldwide andautomatically shows the lowestpriced fuel at each destination. It alsodispatches a fuel release, tracksfuelling and reconciles fuel billing toensure the price quoted matches theinvoice,” the company says.

Longer haul operators in Europeand the Middle East can, FuelerLinxsays, make substantial savings in theimportant US market. “According toNBAA, one should compare at leastsix contract fuel vendors since thedelta between fuel vendors averages40 cents at the same FBO.”

The company adds: “Generallyspeaking 20 per cent of all fuel bills are billed incorrectly. Ownersand operators need a system thatflags overcharging. Sometimesoperators take on more fuel thaninitially requested and need to knowwhether this brings an entitlement tovolume discount.”

Design and fuel savingupgrades

Aircraft owners and operators notonly need to ensure at purchase thattheir chosen aircraft is designed tomaximise fuel efficiency but also

Fuel farms, like those at Duluth airport in the US, can help on-site fuelling efficiency. Photo Chris Sorensen.

Kevin Stovey: buying power.

Arinc Direct’s James Hardie: flight andfuel plans must dovetail.



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make it a priority to keep up-to-datewith upgrades. The key is to be ableto ascertain whether the investmentin an upgrade will bring sufficientbenefits and financial returns. Suchbenefits include reducing stopoversby extending range and lowering fuelburn. Upgrades might also facilitatemore accurate approaches.

Hawker Beechcraft Services (HBS)says it has had a good response to itsWide Area Augmentation System(WAAS) upgrades on the RockwellCollins Pro Line 21-equipped KingAir 200/300. HBS says that the effectsare similar to the previous C90GTiWAAS installation.

“The WAAS upgrade offersoperational flexibility and costsavings associated with direct andcurved area navigation (RNAV )routes: it enables improved access to special use airspace, high trafficand airports with difficult terrains,”HBS says.

The upgrade uses WAAS enabledlocalised performance with verticalguidance (LPV) approaches. “Thereare currently more than 1,900 LPVapproaches certified and in usetoday. WAAS LPV approaches providedecision heights as low as 200 feetwith one half mile visibility. Theresult is improved safety and costsavings associated with the reductionof missed approaches and flights toalternate airports.”

WAAS upgrades for the Premier IAand Hawker 400XP and Beechjet400A are expected to be available bythe third quarter of this year.

Dave Marone of BLR AerospaceLLC says few twin turboprops canmatch the King Air. But he adds:“Because King Airs are usuallypowered by two fuel-thirsty Pratt and Whitney PT6A turboprop

engines today’s cost-consciousoperators are actively seeking ways totrim fuel expense.”

Marone adds: “Winglet systemsdeveloped by BLR Aerospace aredelivering an array of importantbenefits to King Air operators,including significant fuel savings.Depending on flight profile, thesesavings can range from five to 15 percent in climb and two to four per centin cruise for composite savings ofthree to five per cent.”

BLR manufactures and distributeswinglet systems for King Air 90s,200s, and 300s. “In addition, BLRwinglets are now standard on allnewly manufactured King Air 90 GTxmodels,” Marone says. “Winglet-equipped King Airs experiencereduced drag that translates intomeasurably better fuel economy, aswell as other performanceimprovements such as increasedclimb and cruise speeds, moreresponsive aerodynamic perfor-mance and stability, and safer low-speed handling qualities, especiallyduring takeoffs and landings in shortfield operations.”

Marshall airport upgrades runwayMarshall Airport Cambridge hascompleted significant maintenancework to its main runway. “This wasclosed to all traffic for nine days forthe routine resurfacing of thefriction surface, together with theupgrade of the ground lighting fixedinstallations,” says John Watkins, the UK airport’s director. “It isnecessary for all airfields tomaintain their runways in perfectcondition in order to enable aircraftto land and take off safely in allweather conditions.”

The picture shows Marshall’s owncharter aircraft parked on the newlyresurfaced runway.

Preclearance is extendedShannon Airport, Ireland, hasfurther extended its US preclearanceprogramme for business jet flights. Itnow includes non-scheduledcommercial operations, allowingcrew and passengers to fly directlyto their final US destination afterpreclearing at Shannon. Hours ofoperation have also been extendedfrom 0700 to 1900 local except onSaturday which is from 0700 to 1500.

Elite to feature on Citation XsCessna is to fit the HoneywellPrimus Elite avionics platform aswell as an upgraded cabinmanagement system on newCitation X business jets beginning in2011. Honeywell’s Primus Elite willalso be available as an optionalservice bulletin upgrade through theCessna Citation Service Centernetwork for in-service Citation Xs.

Sikorsky selects Universal recorderUniversal Avionics Systems’ cockpitvoice/flight data recorder (CVFDR)has been selected by Sikorsky as aforward-fit option on the S-76C++and standard on S-76 helicopters.

Sky Services adds VeniceSky Services is to offer handlingservices at Venice airport. Locatedinside the GA terminal it will offer arange of facilities including vip andcrew lounges.

Gulfstream installs infraredvision on GIVGulfstream has successfullyinstalled the Kollsman GeneralAviation Vision System (GAViS) on aGulfstream GIV aircraft. The deviceis now available for GV, GIV and GIIIaircraft. The infrared camera systemprovides pilots with improvedsituational awareness at night andin low visibility conditions.

Astronomical success forHunt & PalmerWhen the first ever asteroid samplereturned to earth made its entry viaparachute capsule in Woomera,southern Australia, charter brokerHunt & Palmer were on hand todeliver it onwards to the JapaneseAerospace Exploration Agency. AGlobal Express aircraft waschartered, with a vast array oflicensing approvals required tocarry an unknown cargo, for aseven-day period in case the probedid not land inside the pre-determined area.

Autobraking approved forFalcon 2000 EASyDassault has been granted approvalby EASA and the FAA for anautobrake on the Falcon 2000EXEASy series. This reduces landingdistances by as much as 150 feet onnormal approaches and 300 feet onsteep approaches.

“The system is transparent to thepilot,” says Dassault’s chief test pilot,Philippe Deleume. “It is like landingwith the brake pedals pushedforward. Pilots activate theautobrake function during approachby engaging a button located nearthe landing gear controls. Brakingbegins as soon as the main landinggear touches down while the nosegear is still off the ground, which is 1to 1.2 seconds earlier than with thenormal procedure.

“As soon as the pilot pushes thepedals on the ground, the autobrakedisengages and the pilot brakesnormally. Passengers will feel thesame deceleration (0.4g) as in aconventional high performancelanding.”

For a pilot already type-rated in

the 2000EX EASy, the trainingrequirement is a 10-minute groundcourse, an approach and a goaround in a simulator. Theautobrake will be included instandard production aircraft andwill be available as a retrofit for all2000EX model series at any DassaultAircraft Services facility.

Bell 407 reaches grand totalBell Helicopter’s 407 has passed anhistoric milestone with the deliveryof the 1,000th production aircraft. Itwent to Shin-Nihon Helicopter Corpof Japan and will perform power-line patrols, transportation ofmaterials and equipment forconstruction, comprehensive aerialsurvey and photographing services,and transportation and filming andimage analysis.

ASB extends Basel servicesAir Service Basel has recently beengranted certification as an FAArepair station at Euroairport Basel.The authorisation includes line andbase maintenance on Hawker 700 to1000 series, Learjets, and CessnaCitation 525s, 550s and 560s. Thecompany has also established amobile avionics team of certifiedtechnicians to provide periodicavionics checks (FAR tests) forcustomers throughout Europe. Inaddition, Air Service Basel hasincreased services offering full VIPhandling and FBO services in itsnew facilities, including private VIPpassenger lounge, pilots briefingroom, customer and crew transport,fuel on request, customs clearance,and aircraft parking hangars.

Goldair to open in BulgariaGreek handling company Goldairhas been granted a license toprovide full passenger and rampground handling services at SofiaInternational Airport, Bulgaria.

Fourth G650 fliesA fourth aircraft is now part of theGulfstream G650 flight-testprogramme. The newest test aircraftflew for the first time on June 6 andwill be the first to be fitted with acomplete interior.

I N D U S T R Y N E W S . . .

Shell is marketing services to owners of small aircraft and to business aviation.Pictured are Roskilde airport operations manager Palle Wulff Larsen, gm aviationEurope, Shell Petra Koselka and Roskilde airport manager Lars Lipp.

ExecuJet Schönefeld says it provides anexample of a competitive fuellinglocation.

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Essential reading wherever you are

Continued on page 14

and length of trip.”He adds: “General maintenance

items on an aircraft can also savefuel. For instance it is important toensure that there are no small bleedair or pressurisation leaks. Controland flap rigging are also important.With little extra time and care manygallons of fuel can be saved.”

Autothrottles, he says, should beordered whenever available: “They

enhance safety, reduce pilot fatigueand save fuel. Fuel savings can befrom one to two per cent.”

“With a small investment in someaircraft modification and crewtraining an operator can easily saveabout 10 per cent of their annual fuelbudget,” Klugman concludes.

Andre D Sterchi of Aster Jet Fuelwarns that the lowest fuel prices donot always give the cheapest net

price as VAT, Mineral Oil Tax andother fees have to be factored in. Headvises: “Always request fuel pricesfor each flight. Suppliers will notnecessarily change their price forindividual flights but resellers will –depending on the aircraft, locationand route.”

Questions to ask include: What isthe administration cost per fuelinvoice? How long does it take toverify price and other details? If theinvoice is wrong, how long does ittake for a reaction and correction?Are invoices detailed or just ‘oneliners’? Do resellers/suppliers offeraviation credit cards and how is cardrecognition carried out?

Reducing overheadsTo achieve fuel efficiency aircraftowners and operators must keep up-to-date with a host of developmentsranging from web sites to aircraftupgrades. The question for eachoperator is how best to contain andreduce an overhead that cannot beavoided. Larger operators might electto employ their own flight planningdepartment but for smaller operatorsthe key is likely to be delegation or afocus on ensuring major rather thanminor savings.

All operators, however, will want toemploy a system which keeps abreastof developments and incorporatesany new cost-saving methods andideas. Market intelligence may be thekey to keeping fuel costs down to alevel where profitable business ispossible. An operator’s cost-cuttingstrategy will only ever be as good asits research and the expertise it cancall upon.

He says winglets deliver a 100 percent return on investment, accordingto data published in the Aircraft Blue Book.

Marone says: “The system utilisesan aluminum wing tip manufacturedto accept a carbon fibre wingletcontaining built-in position,recognition and strobe lighting. Thesystem increases wingspan by threefeet five inches as well as wing aspectratio, lowering induced drag.Reduced drag makes for faster flyingand less fuel consumption. Wingletsalso act as a physical pressure barrier,which conserves valuable lift at theoutboard extremities of the wing.”

Blackhawk Modifications saysthat a coming upgrade of the CessnaCaravan with the Pratt & WhitneyPT6-42A, which is going through thefinal approval processes, will result ina number of fuel and operationalefficiencies. The company believesthe upgrade will result in benefitsincluding significant decreases intake-off distance and fuel burn butan increase in payload capability.

Acceptable limitsCapt Ivan Klugman of IntegralAviation Solutions Inc points outthat fuel is now costing corporateoperators more than six dollars agallon rather than the 50 cents thatthey once enjoyed. “We are takingextreme measures to conserve everydrop. Fuel conservation can savemoney, our jobs and theenvironment.”

He says Integral AviationSolutions spends a great deal of timeworking on vip aircraft interiors andaircraft conversions for airframemanufacturers, corporations,royalty, heads of state “and even acelebrity billionaire.”

Klugman says: “Obviously weightis an important item in fuel savings.There needs to be a survey of theweight and balance data of possibleacquisitions to check if it is withinacceptable limits. Some conversionscan be completed in such a way thatthe useful load is unacceptable.”

The positioning of facilities andthe materials used, he points out, arecritical. “One of the most dramaticfuel savings can be achieved by theinstallation of blended winglets. Fuelsaving can be between six and eightper cent depending on aircraft type


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

The same applies to your advertising - you need to have confidence that your media partner will deliver the message accurately to your target audience.

One way to achieve this is to advertise in publications whose circulation is audited - and European Business Air News is one such publication.

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ers and operators of every business aircraft in Europe and the Middle East. We are the only publication to have such an audit.

Ask the question - ‘Can you prove that you reach all of those people you claim to?’ We at EBAN are proud to say ‘Yes we can’

Please ask to see our latest circulation state-ment.

When you are buying an aircraft,

you need to have confidence in the

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mission requirements.

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– you need to have confidence that your

media partner will deliver the message

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Navtech Flight Plan is designed to appeal to operators who want to minimise fuel burn.



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S-76C+2001, Sale or lease. 5/8-place VIP deluxeexecutive ‘Cocoon’ Iiterior. EGPWS/TCAS1/CVR/FDR/Mode S/UNS-1D, Blaupunktcabin entertainment system. Emergencyfloats/Arnav 100 ELT. Optional rear facingdivan. Single pilot IFR equipped. No damagehistory, TTSN – 1295.4. Aircraft available forimmediate delivery. Contact: Steve Ayling,Lynton Aviation Aircraft Sales. Tel: +44 1276855 340. Web: www.lyntonaviation.com.Email: [email protected]

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Documents

European Business Air News - July 2010