158

158 - SEPT - OCT - 2015 OUR 27th YEAR

THE P E RF ECT BALANCE OF Engines Doing More with Less page 58

CO MFO RT AND E FF I CI E NCY

RUSSIA

BI-MONTHLY / SEPTEMBER - OCTOBER / POSTING OFFICE BE 1380 LASNE

BUSINESS AVIATION
PREMIER TRANSATLANTIC BUSINESS AVIATION MAGAZINE
FACING SANCTIONS
TRAINING page 48
GOING BACK A WANING APPETITE
TO SCHOOL FOR PRIVATE JETS
page 52 page 40

CITATION LATITUDE

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just cannot match.
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at Jet Expo 2015 page 30

 Benefit from our

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WHATS BEHIND A NAME?
IN THE BUSINESS OF MOVING PEOPLE
AROUND, quite a few names are on the
inventory. However we have to recognize that
some of these brands are predominant and you
have to admit that it's not that easy to become a
member of the club. Adding your name at the
list of celebrities is always a real warpath.
It would have taken uncanny planning to
predict that Soichiro Honda, a poorly educated
Japanese mechanic with a reputation for
youthful recklessness would be the first to turn
the trick. Even as a toddler, Honda had been
thrilled by motorcycles, fast cars and airplanes.
Even so that Soichiro once borrowed one of his
father's bicycles to see a demonstration of an
airplane made by pilot Art Smith, which
cemented his love for machinery and invention.
And this is how a British motorcycle
manufacturer incredulously described a
disassembled Honda motorcycle in the early
sixties: "It is made like a watch and it's not a
copy of anything." Employing more than 7,000
employees, the Honda manufacturing producing
a precision mechanism was setting the pace for
the motorcycle industry of the world. Boss-
man Honda, born in 1906 on the wrong side of
the rice paddy, attended school for only eight
years before quitting to become a mechanic. In
1964, Honda guzzled up 65 percent of the
motorcycle market in the United States and an
incredible 30 percent of the World market. As
president of the Honda Motor Company,
Soichiro Honda turned the company into a
billion-dollar multinational that produced the
"A brand for a company is like a reputation for a person. You earn reputation by trying to do hard
things well."
Jeff Bezos
Upfront
From the Editor
best-selling motorcycles in the world. Honda
remained president until his retirement in 1973,
where he stayed on as director and was
appointed "supreme advisor" in 1983. His status
was such that People magazine placed him on
their "25 Most Intriguing People of the Year"
list for 1980, dubbing him "the Japanese Henry
Ford."
It's in 1986 that Honda started research in Japan
on both small aircraft and Jet engines. Even so,
aircraft are not motorcycles and faraway from
the Sixties, disciplined to perfection,
Michimasa Fujino took the helm of the aircraft
activities, becoming the founding president and
CEO of the Honda Aircraft Company in August
2006. Like Soichiro Honda, Fujino was
fascinated by flight at an early age, but that's
where the resemblance ends. He joined Honda
R&D Co with a degree in aeronautical
engineering from Tokyo University and his
clean sheet design for an advanced light jet led
to the development of Key Honda technologies
and concept like the HondaJet Over-The-Wing
Engine mount. He also developed a new
natural laminar flow wing and fuselage nose as
well as new application concept in composite
structure contributing to a lighter airframe.
These three innovations combined induced an
atypical aircraft, something that we were
eagerly waiting for many years now.
With a provisional FAA type certification in his
pocket, Michimasa Fujino has just to gain the
acceptance of the operators. I believe it should
not be too difficult with the Honda heritage.
 Mark Huber SEPTEMBER - OCTOBER - 2015
Helicopter Editor Volume XXVII - No 4
Bernard Fitzsimons
BART No 158
MRO Editor WWW.BARTINTL.COM
PREMIER TRANSATLANTIC
BUSINESS AVIATION MAGAZINE Kirby J. Harrison
New-York Editor

CONTRIBUTING EDITORS

Fernand M. Francois
Fabio Gamba, Nick Klenske,
Louis Smyth, Giulia Mauri, SECTIONS
Derek A. Bloom,
Editor and Publisher 3
Guy Visel, Aoife O'Sullivan
Kathy Ann Francois EDITORIAL
Associate Publisher PRODUCTION
Tanguy Francois 6
Paul Walsh Production Manager POINTER
Managing Editor
ADVERTISING 8
Marc Grangier
Kathy Ann Francois FAST TRACK
Senior Editor
Advertising Director
Captain LeRoy Cook, kafrancois@bartintl.com 22
Michal Grninger TRANSATLANTIC UPDATE
Safety Editors MARKETING
Titi Kusumandari
Steve Nichols Marketing Manager 28
Avionics Editor tkusumandari@bartintl.com BUSINESS NEWS

CONTENTS
30 62
RESILIENCE IN RUSSIA
This years Jet Expo promises to showcase the WEATHER RADAR
resilience of the Russian market. The latest developments in weather radar can and
do save lives as Steve Nichols reports.
44 66
ROTOR REPORT
Mark Huber reports on the latest trends among PILOT DISCIPLINE
Russian rotorcraft buyers. Self discipline is the key to safe flying says LeRoy
Cook in his latest installment from the cockpit.
52 70
FLIGHT TRAINING
Flight Simulators have improved dramatically MAINTENANCE MATTERS
in recent years. Kirby Harrison reports Theres now a range of technology on offer for
on the latest technology. engine noise reduction. Bernard Fitzsimons looks
at the main players.
58 80
ECONOMIZING ENGINES
More power with less fuel: thats the key to a A NEW REGISTRY
successful engine to todays environment. Read our We visit Shannon, Ireland to learn about an exciting
special report on engines to find out more. new registry thats tailor made for business jets.
 OUR ADVERTISERS AND THEIR AGENCIES
19 Avfuel Corporation
27 Concorde Battery Corporation
9 CAE
13 Dassault Falcon (PUCK L'AGENCE)
Member 23 Duncan Aviation
69 EBACE 2016
2 FlightSafety International (GRETEMAN GROUP)
17 Garmin
51 GCS Safety Solution
41 Geneva Airpark SA
7 Gulfstream Aerospace Corporation
71 Hubbard Aviation Technologies
15 Jet Aviation
79 JetNetLLC
39 Jet Expo 2015
57 Jet Support Services Inc (JSSI)
25 NBAA 2015
43 Rockwell Collins ARINCDirect
11 Rolls-Royce
73 Textron Aviation Customer Support (Sullivan Higdon & Sink)
84 Textron Aviation Jet Sales (Sullivan Higdon & Sink)
83 Universal Avionics Systems, Corp.
37 Universal Weather and Aviation, Inc
29 West Star Aviation Inc.

OUR COVER HERITAGE

Seating from 8 in VIP version to 108 in regional Russia's proud aviation tradition is still a force to be
transport configuration, the "fly-by-wire" Sukhoi reckoned with. BE-200 Amphibian (pictured).
Superjet 100 is a sporadic example of the Russian
Business Aviation industry in action.

BART International Business Aviation Real Tool, Premier Transatlantic Business Aviation Magazine. ISSN 0776-7596. Printed in
Belgium and published by-monthly by Socit Anonyme Frankie&Lette 20 rue de lIndustrie at BE1400 Nivelles, Belgium.
Phone +326 788 3603; Fax +326 788 3623. Email info@bartintl.com. With offices in Texas and Arizona, BART International is
governed by the International copyright laws. Single copy USD12.00 our EUR12.00.
Annual Professional Subscription available at USD10.00 or EUR10,00.
Administration and Circulation Titi Kusumandari
Email: tkusumandari@bartintl.com
International Distribution ASENDIA. USPS 016707
Periodical postage paid. For details call IMS at 1 (800) 428 3003
Belgian Posting Office: BE1380 Lasne
Office Manager Paul Walsh
Responsible Publisher Fernand M. Francois
POINTER IN SEQUENCE
BRIEFING ROOM
Events North Atlantic Ops
Trial Implementation of Reduced
Lateral Separation Minimum
Evolution in aircraft avionics and air traffic flight data processing has driven an
initiative to reduce current lateral separation minima over the North Atlantic.
General Aviation (GA) operators have the opportunity to participate in a
Reduced Lateral Separation Minimum (RLatSM) trial program going into effect
November 12, 2015, on the North Atlantic Tracks (NATs). The goal is to
increase capacity on optimal flight routings over the North Atlantic. Long-term

Agenda
benefits include the potential to greatly expand the number of available NATs
and boost capacity on preferred routings/optimal Flight Levels (FLs).
Proposed changes
Lateral separation on the NATs is currently one degree, or 60 Nautical Miles
(NM). The RLatSM trial program reduces separation to half a degree. The ini-
tial phase of this was the Controller Pilot Data Link Communications reuire-
ments that were implemented earlier within the NATs. On CPDLC-designated
routes, specific onboard equipment is necessary in order to operate between
Jet Expo FL 360 and 390 on certain airways. Today, its still possible to operate outside
Sep 10-12 FL 360-390 CPDLC airways if an operator is not CPDLC-equipped. But, even-
Moscow, Russia tually, its anticipated that all operators may need to be CPDLC-equipped to fly
airways at all FLs within the NATs.
Participation in the trial
Operators do not need to apply to participate in Phase 1 of the RLatSM trial.
During the time theyre cleared for NAT operations, they may be offered rout-
ings with reduced lateral separation, based on PBN equipment listed in sec-
NBAA Convention tion 18 of their ICAO flight plans. Be mindful that flight communications, navi-
November 17-19 gation, and surveillance (CNS) systems must remain operational during flight
Las Vegas, USA and crew are required to report any failure or malfunction of GPS, ADS-C, or
CPDLC to ATC. To participate in Phase 1 of the trial, operators will be using
different equipment including CPDLC and FANs 1/A. When theres an issue
with this onboard reporting technology, operators must be ready and prepared
to go back to voice communications.

If you have any questions about this article or would like assistance with
Scheduler & Dispatcher Conference any flight planning needs, contact Mark Miller markmiller@univ-wea.com
Jan 19-22 - 2016 at Universal Weather & Aviation Inc.
Tampa Fl, USA

Follow us on Instagram @bart_intl

OUR EXPERT WHEN MAINTENANCE MATTERS

HAI HELI-EXPO
Bernard Fitzsimons has been writing about aerospace
Feb. 29-March 3
for more than 25 years, most of them covering
Louisville KY, USA commercial and business aircraft maintenance.
But the technology, the business, the processes and
the people remain endlessly fascinating. Theres
always something new to learn, he says. Despite all
the regulations and financial pressures, the pace of
innovation remains high, with everything from electric
and hybrid propulsion to supersonic business jets on
AERO Friedrichshafen the agenda for the next 10 years. I look forward to
April 20 23, 2016 seeing how they pan out and whatever else the
Friedrichshafen, Germany industry comes up with, he comments.

6 - BART: SEPTEMBER - OCTOBER - 2015

 Y TO S UP P O R CONFIDENCE IS E ARNED
TY
D
RE A

OU

For 13 consecutive years, aircraft owners have voted Gulfstream number one in
product support. It is an achievement that inspires our steadfast commitment
ANYTIME. ANYWHERE. and, more importantly, your confidence. When it comes to service experience,
Consider it Done choose the best. Gulfstream Product Support: Consider It Done.

To learn more, visit gulfstream.com/network.

To contact a Gulfstream representative in your area, for either sales or service, visit gulfstream.com/contacts.
Gulfstream was recently voted number one in Aviation International News annual product support survey for the 13th consecutive year.
 JET AVIATION ST. LOUIS LANDS THREE EMBRAER LINEAGES
Jet Aviation St. Louis is performing maintenance on three
Embraer Lineage business jets at the same time a first for
the aviation service center. All three Lineages are based in
North America, but represent different owners.
The arrival of the three narrow-body jets Embraers largest
business jet for maintenance over the last week marks the
first time Jet Aviation St. Louis has had three in its facility.
Jet Aviation St. Louis is the first and only Independent
Service Center for Lineages in North America, said Sales
Director Aaron Kreissler. We received the designation from
Embraer in 2013 and have performed a variety of inspections
and maintenance services on Lineages since then. Were
proud to have three Lineages here at the same time. It
demonstrates the depth of our capabilities on narrow-body
business jets.

FLIGHTSAFETYS GULFSTREAM G280 SIM RECEIVES FAA LEVEL D QUALIFICATION

FlightSafety International announces that its second Gulfstream G280 aircraft simula-
tor has been qualified to Level D by the United States Federal Aviation Administration.
Both simulators are located at FlightSafetys Learning Center in Dallas, Texas.
FlightSafety is pleased and proud to support the growing number of Gulfstream air-
craft owners and operators around the world, said David Davenport, Executive Vice
President. The Level D qualification by the FAA of the second Gulfstream G280 simu-
lator further enhances the benefits FlightSafety offers and reinforces our commitment
to provide the scheduling and training location flexibility our Customers expect and
deserve.
The FlightSafety FS1000 simulator built for the G280 is designed to enhance training
and maximize the effectiveness and efficiency of FlightSafetys latest innovations in
technology. They include the VITAL 1100 visual system, electric motion cueing, and
new Instructor Operating Station. The FS1000 features tightly integrated computer
hardware and software across subsystems which allow for more accurate and higher
fidelity simulation than found in other current and previous generation simulators.

DUNCAN AVIATION DROPS AOG FEES

Duncan Aviation has announced that the company will
no longer charge AOG fees for aircraft parts and
exchange orders, including parts shipped directly
from Rockwell Collins or Honeywell.
Our customers know they can contact Duncan
Aviation Parts and Rotables Sales and receive emer-
gency parts and exchange services 24 hours a day,
including after hours and on weekends, says Chris
Gress, Duncan Aviation Parts and Rotables Sales
Manager. Now they can get these parts without
added AOG fees.
After examining the current market and listening to
customer requests and needs, Gress says the decision
was made to drop the added AOG fees.
It eases the customer burden in an already stressful
situation, he says.
This change applies to all units shipped directly to the
customer from Duncan Aviation, Rockwell Collins and
Honeywell.

8 - BART: SEPTEMBER - OCTOBER - 2015

At CAE, we understand flight training can be challenging and demanding.
But we believe the rest of the experience shouldnt be. Thats why
we offer convenient and enjoyable locations, unsurpassed service,
and tailored programs and schedules that meet your needs. So
work with the people who work with you. CAE. Elevate your training.

TrainWithCAE.com

2015 CAE. All rights reserved.

 COMLUX AMERICA COMPLETES 9th VIP INTERIOR COMPLETION
Comlux America, the Completion and Services center of the
Comlux Group based in Indianapolis IN, has just completed their
9th VIP interior completion on an Airbus ACJ320 aircraft. The
Airbus Corporate Jet was completed for a private customer. This is
Comlux Americas 4th ACJ interior completion overall since
becoming an authorized service center for Airbus in 2010.
The VIP interior of the ACJ320 features a modern interior balanced
with a classic European flare. Comlux Creatives led the design
under the direction of Lauri Church and in partnership with Fiona
Riddle of In Flight Cabin Solutions, the customer design represen-
tative. Throughout the cabin, the style and colors are very elegant,
with various shades of white and cream that contrast beautifully
with the dark veneer. We worked closely with the customer and
his family to create a beautiful, modern interior that has a residen-
tial feel, stated Fiona Riddle. Each area has its own unique ele-
ments, while maintaining a muted color palate to allow the flow
between rooms to feel natural and relaxing. The interior was
designed to maintain comfort and has a family friendly environ-
ment.

HONDA AIRCRAFT COMPANY TEXTRON AVIATION

RECEIVES MULTIPLE ORDERS AT LABACE BOLSTERS SUPPORT IN LATIN AMERICA
The HondaJet, the worlds most advanced light jet, made its first
public appearance in South America as part of LABACE 2015,
Latin Americas largest Business Aviation show, which ran from
Aug. 11 to 13 at the Conghonas Airport in So Paulo. The
HondaJet was met with an enthusiastic welcome from business
and private jet users with Honda Aircraft Company receiving mul-
tiple orders for the HondaJet after the first day.
We are extremely pleased with the early response to the
HondaJet by customers in South America, said Honda Aircraft
Company President and CEO Michimasa Fujino. In addition to
receiving multiple orders, many more individuals at LABACE
have expressed interest in the HondaJet, saying they are
impressed with its class-leading performance, comfort, fuel effi-
ciency and overall fit and finish.

Textron Aviation has announced at LABACE that it has

expanded its relationship with longtime channel partner TAM
Aviao Executive (TAM) with the approval of its Jundiai,
Brazil, facility as an authorized service facility for Beechcraft
King Air turboprops. The company expects to authorize addi-
tional TAM facilities for King Air support in the coming
months.
Through a relationship spanning more than 30 years, TAM is a
long trusted partner with a proven track record of providing qual-
ity maintenance and excellent service to our customers, said
Bob Gibbs, vice president, Sales, Latin America and Caribbean.
With King Airs being the largest population of business turbine
aircraft in the region and TAMs extensive footprint in Brazil, this
latest authorization provides this large customer base an even
greater level of convenience and support.

10 - BART: SEPTEMBER - OCTOBER - 2015

rolls-royce.com

CorporateCare-
a global liquid asset

Aircraft enrolled on CorporateCare have higher asset values and liquidity

as well as access to a truly global service network. So while you are enjoying
engine reliability, supported by the resources and engineering expertise of
the OEM, youll know you are helping to maximize your assets value and
liquidity for the future. For more on CorporateCare, contact Steve Friedrich,
Vice President Sales and Marketing, at +1 (703) 834-1700, or email
corporate.care@rolls-royce.com.

Trusted to deliver excellence.

 CESSNA CITATION M2 REACHES NEW HEIGHTS WITH HIGH-ELEVATION AIRPORT CERTIFICATION
Cessna announced at LABACE that the Cessna Citation M2
business jet has received certification to operate at airports
with an elevation up to 14,000 feet.
Further proving the Citation M2 is unmatched in its
class, it now holds high-elevation airport certification,
said Chris Hearne, vice president, Jets. This allows cus-
tomers operating out of high-elevation airports, like many
found throughout Latin America, to do more with their
aircraft
Within Latin America, for example, the Citation M2 can now
operate with non-stop reach from places such as La Paz,
Bolivia, to Quito, Ecuador; La Paz to Sao Paulo, Brazil; or La
Paz to Buenos Aires, Argentina.

StandardAero MOBILE SERVICE TEAMS SURPASS 5,000 CUSTOMER SERVICE DISPATCHES

StandardAero Business Aviation recently achieved a signifi-
cant milestone, surpassing 5,000 Mobile Service Team
(MST) customer dispatches to support operators with ser-
vices and repairs in the field. Since formally tracking MST
dispatches in late 2009, StandardAero is now averaging
between 800-1,000 field service events annually. Increased
volume in the last two years demonstrates the more recent
growth and demand for business aviation services and real-
time, on-site and in the field needs of todays operators.
StandardAeros mobile support and services also extend glob-
ally, explained Marc McGowan, President of StandardAero
Business Aviation. We have supported customers in the U.S.,
Canada, Mexico, Central and South America to include such
places as Guatemala, Colombia, Chile, Brazil and Uruguay.
We have also supported customers in exotic locations such as
French Polynesia as well as some very challenging places
like Iceland and Morocco.
StandardAeros strategically positioned MSTs provide customers with greater flexibility, while reducing costs and downtime.
Through the use of these teams, the company provides maintenance and repair capabilities to customers twenty-four hours a day,
seven days a week.

UAS INTERNATIONAL TRIP SUPPORT STRENGTHENS PRESENCE IN APAC

UAS International Trip Support continues to develop its reach and
footprint in the bustling business aviation market of Asia Pacific.
Three new strategic partnerships with FBOs and service providers in
Vietnam, Japan and Bali show UAS establishing a stronger foothold in
the region. Preparing for the significant growth the continents gener-
al aviation industry is forecasting over the next two decades, UAS has
moved to strategically strengthen its service levels in Asia-Pacific to
meet this demand. Further expanding its ground presence, UAS has
announced T&T Aviation as its preferred partner for commercial avia-
tion in Vietnam. The specialist in ground handling and other aviation
services has direct access to all airports in Vietnam. This partnership
also means UAS will have a dedicated onsite supervisor to serve
flights at all airports. Additionally, the result of this partnership will be
reduced costs for the client, improved quality control and a more reli-
able service all-round.

12 - BART: SEPTEMBER - OCTOBER - 2015

 TWO WAYS
TO CONQUER THE WORLD.

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

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

 HONEYWELL PREPARES DASSAULT SPLIT SCIMITAR WINGLETS
CUSTOMERS FOR UPCOMING MANDATES EASA APPROVED FOR BOEING BUSINESS JET
Honeywell Aerospace is making it easier for Dassault cus- Aviation Partners, Inc.
tomers to meet the Federal Aviation Administration's (API) announced that
upcoming safety mandates with a new Future Air the European Aviation
Navigation System (FANS) aftermarket certification. With Safety Agency
the certification, all Falcon 900 and 900B operators will be (EASA) recently
able to easily upgrade existing cockpit technologies with granted Supplemental
the communication and navigation system, enabling them Type Certificate
to fly more efficient routes and save fuel. (STC) approval for
This certification for the Falcon 900 series marks a mile- the Split Scimitar
stone for legacy aircraft as it becomes the first aftermarket- Winglet (SSW) retro-
certified FANS system for Honeywell legacy cockpits. fit on BBJ aircraft.
Operators will now be able to retrofit compliant technology The approval was
into existing hardware, instead of completely upgrading granted to Aviation
cockpit systems, which makes meeting the 2020 mandates Partners Boeing
deadline more cost-effective. The FANS system also equips (APB), a joint venture between API and The Boeing Company, on July
Falcon 900 and 900B pilots to take advantage of the North 28th, and comes on the heels of FAA STC approval which was announced
Atlantic Track System - the trans-Atlantic flight paths set at the EBACE Convention earlier this year. Boeing Business Jets also
every day based on wind conditions - to optimize flight time announced at EBACE that the SSWs are now standard on new 737NG-
and fuel savings, and help lower operational costs. based BBJ aircraft.
Using a newly patented API design, the SSW program completely redefines
the aerodynamics of the existing Blended Winglet. The retrofit to the
existing Blended Winglet consists of adding a new Scimitar-tipped large
Ventral Strake, beef up of internal winglet structure, and replacement of the
aluminum winglet tip caps with new aerodynamically shaped Scimitar tip
caps. The unique feature of the SSW is that it builds on the existing
Blended Winglet design to provide a dramatic performance improvement
without increasing the existing wing span. For long-range BBJ operations,
the SSW will provide a drag reduction, and corresponding range increase,
of two plus percent over the current Blended Winglet configuration.

SATCOM DIRECTS GLOBAL VTSM APP NOW AVAILABLE ON ANDROID

Powered by the Satcom Direct Router
(SDRTM), GlobalVT is the first app that
enables passengers to use their number on
their smartphone, in-flight, anywhere in the
world. Now, the GlobalVT mobile app is avail-
able for Android, delivering access to this revo-
lutionary service to more smartphones across
the globe.
Satcom Direct is continually delivering connec-
tivity enhancements that aircraft operators
want, particularly enabling use of smartphones
in-flight, just like on the ground, and expanding
this unique capability from iPhone to Android.
Powered by the proprietary GlobalVT service
and the exclusive SDR, passengers are connect-
ed to the appropriate network coverage, facili-
tating calls and SMS text messages during all
phases of flight from taxi, to takeoff, to landing.
The GlobalVT service provides crisp, clear con-
nections through its innovative voice codec
developed specifically for satcom calls.

14 - BART: SEPTEMBER - OCTOBER - 2015

SAFETY FIRST
Jet Aviation Maintenance and Refurbishment Services
You can count on Jet Aviations 50-plus years of industry experience whether you need a routine inspection, heavy
maintenance and repair, refurbishment, or the technical expertise of our round-the-clock AOG team. Strategically
located around the world, our repair stations are staffed by technicians trained in all major airframes. Keeping
your aircraft safe and operational is our No.1 priority at every Jet Aviation facility. You can count on us.

Visit our global MRO locations:

Basel, Boston/Bedford, Dubai, Geneva
Hong Kong, Jeddah, Moscow Vnukovo
Singapore, St. Louis, Teterboro, Vienna
www.jetaviation.com/maintenance
 DASSAULT SYSTEMES
PARTNERS WITH NATIONAL INSTITUTE FOR AVIATION RESEARCH
Wichita State Universitys National Institute for Aviation Research and Dassault
Systemes will partner on an advanced manufacturing center on the Innovation
Campus.
The 3DExperience Center, which will be located within the Experiential Engineering
Building, will focus on enabling advanced product development and manufacturing of
next generation manufacturing materials and technologies. The center is expected to
open in the fourth quarter of 2016.
The center will employ students and up to eight staff from Dassault Systemes, a global
company serving 190,000 customers in 12 industries and 140 countries. The center will
be available to industry and for university research and coursework.

BLACKHAWK MODIFICATIONS, P&WC COMMEMORATE 1,000TH PT6A DELIVERY

Senior executives from Blackhawk
Modifications, Inc., and Pratt & Whitney Canada
has commemorated their 16-year collaboration
and 1,000th engine at EAA AirVenture Oshkosh.
P&WC leaders noted that Blackhawk has
earned a rock-solid reputation for providing
value-added conversion solutions to its cus-
tomers. Because our PT6A engine has played
such an important role in Blackhawks remark-
able success, we are particularly pleased that
the 1,000th engine will be used to support an
evolving business venture of selling converted
aircraft.
A King Air C90 with the milestone engine
installed was offered for sale and was one of
the aircraft on display in the Blackhawk exhibit
(307) at AirVenture Oshkosh.

BLR AEROSPACE TAG AVIATION ASIA ADVANCES TO IS-BAO STAGE 3

ANNOUNCES MULTIPLE SALES TAG Aviation Asia has
demonstrated its com-
BLR Aerospace has announced the mitment to safety by
first sales of its new Whisper Prop successfully achieving
propeller system. Seven propeller International Standard -
systems have been ordered, and the Business Aircraft
first, for a King Air 90 GTi, was deliv- Operations (IS-BAO)
ered in May. Stage 3 certification, the
All of the U.S.- and European-based highest recognised stan-
corporate and private use operators dard from the International Business Aviation Council (IBAC). The Hong Kong-based oper-
who purchased Whisper Prop are ating centre also renewed its accreditation to the Wingman Wyvern safety program earlier
already flying with BLR Winglets. in this year
When used together, Winglets and As a global aviation business operator, TAG Aviation Asia has demonstrated its compliance
Whisper Prop maximize a range of to the performance based IS-BAO code of best practice by meeting base line requirements,
performance gains while also deliver- with on-site third party audits that verify its crew members and staff are actively participat-
ing significant noise reductions. The ing in the safety documentation and that the processes required in planning and conducting
systems may also be installed inde- its operations are maintained. This achievement makes TAG Aviation Asia the first business
pendently. jet operator to become Stage 3 accredited in the greater China region.

16 - BART: SEPTEMBER - OCTOBER - 2015

 How to fire up your panel when
your gauges have run out of steam.

With the Garmin G950/G1000 integrated flight deck upgrade, youll breathe new life into your Beech 1900D,
Twin Commander, Twin Otter, Piper Meridian, Metroliner or Cessna 501 and 525. Besides solving avionics
obsolescence issues and improving your dispatch reliability, youll ensure your aircraft is equipped for the future,
with moving maps, electronic charts, WAAS/LPV approach capability, integrated FMS, ADS-B, traffic and weather
links, plus available SVT 3-D synthetic vision displays. And youll gain increased utility and tangible cost benefits
at a fraction of the cost of traditional flight deck retrofits.

For more information, contact Scott Frye, Garmin Integrated Flight Deck Sales Manager at
Scott.Frye@garmin.com or 913-440-2412. Or visit Garmin.com/aviation. G1000/G950 Upgrade
2015 Garmin Ltd. or its subsidiaries
*ADS-B is not available with Citation 525 installations
 GCS STRENGTHENS AFRICAN PRESENCE AS IT BEGINS CONTRACT IN FIFTH AFRICAN COUNTRY
Great Circle Services, GCS, the Switzerland-based aviation safety consulting compa-
ny is continuing to strengthen its African presence following the commencement of
a consulting role in a fifth African country. The latest contract will see the consultan-
cy providing advice and training to support the undisclosed customers preparation
for the IATA Operational Safety Audit (IOSA) which will assess the airlines opera-
tional management and control systems. The airline is scheduled to undertake the
audit in 2016 and will work with GCS to ensure all the required systems are functioning safely and efficiently
This is the fifth African country where GCS has worked in just under four years. It undertook its first contract in Africa in 2011 when
based in Kinshasa, the capital of the Democratic Republic of the Congo; it audited three airlines for safety on behalf of a major interna-
tional humanitarian organization. Subsequent consultancy roles have included training an Egyptian airlines management across all mat-
ters of safety, and working with a Moroccan flight department to improve safety and compliance.

PRO LINE FUSION-EQUIPPED BEECHCRAFT KING AIR 250 AWARDED TYPE CERTIFICATE
Beechcraft Corporation has announced that it has
received type certification from the Federal Aviation
Administration (FAA) for the latest version of its new pro-
duction Beechcraft King Air 250 turboprop, allowing
deliveries to commence this quarter. The upgraded King
Air is equipped with the Pro Line Fusionavionics system
and new cabin enhancements. The aircraft is making its
North American debut at the EAA Airventure in
Oshkosh, Wisconsin.
We are pleased to put the upgraded King Air 250 in
the hands of our customers so quickly after announce-
ment two months ago, said Christi Tannahill, senior
vice president, Turboprop Aircraft and Interior Design.
This aircraft brings the latest technology to the cock-
pit and cabin allowing pilots and passengers alike to
experience the Beechcraft King Air in a whole new
way. EAA Airventure is a great venue for attendees to
experience firsthand the investments we are making in
this proven platform.

CMDS AML STC PAVES WAY FOR ADS-B AIRCRAFT INSTALLATIONS

CMD Flight Solutions recent FAA approval for an Automatic Dependent Surveillance-Broadcast (ADS-B) Out Approved Model List (AML)
Supplemental Type Certificate (STC) provides aircraft operators with an expanded certification path. The solution includes the installation of
Universal Avionics SBAS-Flight Management System (FMS) and Rockwell Collins TDR-94(D) Mode S Transponders. This comes at an
opportune time to allow operators to take advantage of Universal Avionics and Rockwell Collins ADS-B Out Incentive Package Program.
The companies recently joined forces to bring an affordable, integrated ADS-B Out solution, allowing operators to add the Rockwell
Collins TDR-94(D) Mode S Transponders to their Universal Avionics SBAS-FMS installation. In addition to meeting the ADS-B Out
mandate, these operators are also able to provision for Controller-Pilot Data Link Communications (CPDLC) and Localizer
Performance with Vertical Guidance (LPV), unlike other stand-alone ADS-B Out solutions. Operators should note that this is a limit-
ed-time incentive program.
We are excited to be a part of CMDs AML STC package that will
allow operators an affordable upgrade to ADS-B Out, said Robert
Clare, Universal Avionics Director of Sales. The CMD AML STC,
along with the Universal Avionics and Rockwell Collins Incentive
Program, provides a relatively low cost solution that allows opera-
tors an effortless path to ADS-B Out equipage, he added. The
Universal Avionics SBAS-FMS also delivers a solution for other
NextGen benefits such as LPV, CPDLC and Performance-Based
Navigation (PBN).

18 - BART: SEPTEMBER - OCTOBER - 2015

Fuel. And so much more.

 DUNCAN AVIATION JOINS THE ROBOTIC SKIES NETWORK
Duncan Aviation, Inc., and Robotic Skies have announced that
Duncan Aviation has joined the Robotic Skies network of ser-
vice centers that are optimized to provide certification, main-
tenance and repair for the emerging commercial unmanned
aircraft fleet. Duncan Aviation adds 17 new locations through-
out North America to the Robotic Skies network, raising the
global footprint to more than 80 Robotic Skies service center
locations around the world.
"Duncan Aviation is considered an industry leader in the manned
aviation maintenance world. The company is an authorized facto-
ry service center for nearly every major brand of business air-
craft, avionics, and engine on the market today. Now, through
our service network, Duncan Aviation will bring that same capa-
bility and professionalism that has made them so successful to
the unmanned aircraft world," said Brad Hayden, President and
CEO of Robotic Skies.

BELL HELICOPTER'S AERONAUTICAL ACCESSORIES BRAND ADDS NEW PRODUCT OFFERINGS

Bell Helicopter, announced its Aeronautical Accessories brand is now a distrib-
utor of several new offerings, including the new Bell 407GX Electronic Standby
Attitude Indicator Installation kit, a Rappel Mount and Cargo Deployment kit
and a newly developed Bell 429 Baggage Door Hold Open kit.
Additionally, the Federal Aviation Administration (FAA) issued a parts manu-
facturer approval (PMA) for the manufacturing of the Bell 429 Crew Bubble
Window. The crew bubble window provides enhanced viewing capability and
vertical reference. The windows are fabricated from state-of-the-art manufac-
turing processes from high-quality acrylic.
"We continue to expand the Aeronautical Accessories product lineup and
certifications to serve our customers around the world," said Jennifer
Lunceford, manager of Sales for Aeronautical Accessories. "The new acces-
sories offer operators convenient and safe mission solutions to enhance their
performance capabilities."
The FAA-approved Bell 407GX Electronic Standby Attitude Indicator
Installation kit provides attitude, altitude, airspeed, slip indication and
rechargeable Li-ion battery backup (min. one hour).

WEST STAR AVIATION NOW FITTING HONEYWELL PRIMUS EPIC CDS/R FULL COLOR
The new installation will satisfy all of the existing mandates and increase the value of the aircraft.
This LCD glass upgrade provides many benefits to the operator, increasing situational awareness, enhanced features, and information
management Improved system reliability and maintainability, reduced weight, electrical power consumption, and future upgrade capabil-
ity will be recognized by the flight department.
The installation includes: Four new LCD displays, Dual
Advance File Graphics Servers (AFGS) and XM graphical
weather.
The system is equipped with NZ-2000 FMS 6.1 software
WAAS/LPV and TCAS 7.1
All current mandates will be incorporated into the system and
most existing line replaceable units (LRUs) are retained, such
as radar, air data computers, autopilot, radios and inertial refer-
ence systems. Other upgrade options available include radio
tuning units, Honeywell Smart Runway/Smart Landing, the L-3
Avionics GH-3900 SIS, ASD-B Out, and CPDLC.

20 - BART: SEPTEMBER - OCTOBER - 2015

PEOPLE
Baker Aviation, a full service
aircraft maintenance, manage-
ment and charter company in
North Texas, announced that
Tim Bowman has joined Baker
Aviation as Director of Quality
Assurance.
As a skilled aviation manager
with more than 30 years of
industry experience, Tim
Bowman began his career work-
ing for the Department of
Defense in Oklahoma City at
Tinker Air Force base, as a civil-
ian aircraft mechanic. Working
his way to up to supervising and
managing maintenance teams,
Tims career excelled with Part
135 conformity responsibilities
with companies such as AMR
Combs/Jet Solutions, Raytheon
Aircraft Charter & ble for all charter activities in
Management, and later with
Sentient Jet where he was
National Director of Operations
and Maintenance Programs.
Meridian, the award-winning
private aviation company based
at Teterboro Airport in
Teterboro, NJ, is pleased to
announce that Chris Battaglia
has been named Director of
Charter Sales. Mr. Battaglia is a
seasoned business aviation vet-
eran with thirteen years of char-
ter sales experience, six years of
financial management experi-
ence, and is a graduate of
Embry-Riddle Aeronautical
University.
Chris Battaglia
Mr. Battaglia will be responsible
for executing the long-term
sales strategy of Meridian Air
Charter, managing the daily
operations of charter sales, and
developing the West Coast char-
ter business, which will be
based at Hayward Executive
Airport (HWD) in Hayward, CA,
once the FBO and hangar facili-
ties are completed in 2016.
Chris began his aviation career
in 2002 with TAG Aviation start-
ing as a Charter Services
Representative. Over the years,
he was promoted to roles of
increasing responsibility, until
he left the company as Director
of Charter Services. In 2009, he
continued his aviation career at
TWC Aviation, where he was
eventually promoted to VP of
Charter Sales. He was responsi-
both the wholesale and retail
sales areas, while managing a
large team of charter sales
directors and representatives.
Dennis OConnell, President of
Meridian Air Charter, had this
to say, Chris brings a wealth of
charter experience and knowl-
edge to our company. He is join-
ing us during an exciting period
of growth as we continue to
expand our fleet and build our
operation in California. We are
looking forward to him helping
us get to the next level, and we
are very happy to have him on
our team.
Donaldson Aerospace &
Defense, a division of
Donaldson Company, Inc. has
named veteran Donaldson exec-
utive Matt Fortuna as its new
General Manager for Global
Aerospace & Defense.
Fortuna, who assumed the key
role July 20, is responsible for
developing and executing the
companys global 2021 vision
and strategy plans while leading
Donaldsons growing aerospace
and defense business activities.
Fortuna reports to Tom Scalf,
Senior Vice President, Engine
Products.
Fortuna, who leads an experi-
enced Donaldson team based
primarily in Minneapolis, had
served as Director of Defense
in Donaldson Aerospace &
Defense since April 2014, lead-
ing his team in building and
executing a Defense Ground
action plan for the company.
His planning helped take
advantage of strong sales and
profitability in the past fiscal
year as the market began its
recovery.
328 is pleased to announce the
appointment of Mr. Andreas
Buli? as its new chief financial
officer reporting to CEO, Dave
Jackson. Andreas will be respon-
sible for 328 group financing
and information technology
activities.
Andreas brings more than 20
years of accounting, finance
and IT experience to the
Oberphaffenofen, near Munich
based aviation services compa-
ny. Prior to joining 328 he
worked for more than 10 years
as CFO for CAE Inc, a promi-
nent Canadian company with
subsidiaries in Europe, and a
global leader in modelling,
simulation and training for
civil aviation and defense.
FlightSafety International
announces that M i c h a e l
Burger has been promoted to
Assistant Manager of the com-
panys Learning Center in
Teterboro, New Jersey.
Michael Burger
BART: SEPTEMBER - OCTOBER - 2015 - 21
We are pleased that Michael
has joined the Teterboro Center
management team, said Daniel
MacLellan, Vice President,
Operations. Our Teterboro
Center Customers and
Teammates will benefits from
Michaels experience and in
depth understanding of aviation
training and regulatory require-
ments in Europe and the United
States.
Michael joined FlightSafety in
2004 as an instructor at the
Farnborough Learning Center
in the United Kingdom. He
then served as an examiner for
Hawker HS125 series aircraft
and as coordinator of the
Centers Quality Management
System. Michael was most
recently Director of Training.
Prior to joining FlightSafety
Michael held a number of posi-
tions with Swiss International
Airlines and Crossair AG.
During his eight years with the
airline he was as an instructor,
first officer, pilot in command,
and Deputy VP Head of
Training and chief ground
instructor at the Swiss Aviation
Academy. Michael also worked
as a flight instructor at Mazzei
Flying Service School of
Aeronautics, in California.
He received a Master of
Business Administration from
Basel Business College and
studied aviation management at
the European Aeronautical
University. Michael holds a
Joint Aviation Requirements
Flight Crew License with Class
Rating Instructor and
Instrument Rating Instructor
qualifications. He also earned an
FAA Airline Transport Pilot cer-
tificate and is a Certified Flight
Instructor. Michael has over
4,600 flight hours and is type
rated in the Saab 2000 and
Hawker 800XP aircraft.
The Teterboro Learning Center
offers a wide variety of pilot and
maintenance technician training
programs for aircraft manufac-
tured by Dassault Falcon.
 TRANSATLANTIC
EUROPE ON OUR RADAR THIS MONTH
REPUTATION MATTERS

IN OUR INDUSTRY, PERCEPTION comes up

often in conversation, and more specifically
negative perception. In fact, it comes up
so often, that at EBACE this year we
devoted an entire panel session to the
topic, with keen participation from industry
figureheads including Mark Wilson from
NetJets and Brandon OReilly of TAG
Aviation. Despite the varying views of what
the industry must do to improve its image,
no one disputed the fact that we suffer the

From the Desk of

symptoms of negative perception.
When we are talking about the market and
its health pre- and post-financial crisis,

Fabio Gamba CEO EBAA

when we are talking about top-end
services in an economic landscape defined
by austerity measures, when we are
talking about political and regulatory
decisions that affect Bizav operations, even
when we are talking in an informal context
about the industry we work in; theres no
ignoring the elephant in the room.
Business Aviation is misperceived or
negatively perceived in one way or another
in many situations.
If it were all just rumour, and there were
no real consequences, then we could just
say oh well and move on, but
unfortunately the negative effects can be
seen in the media (not enough good news),
in the market (depressed growth, user
reticence) and in our operational
environment (ill-fitting regulations that
hamper growth). Were living in a more
complex landscape that ever before.
Political, regulatory, and operational
factors add pressure to an already
repressed market. Perhaps for the first
time since business aviation came into
existence, it is now vital that our industry
develops collective strategies to ensure
that it is viewed in a realistic light by its
stakeholders.
EBAA Launches First
European BizAv Perception Audit
In this vein, the EBAA has just kicked off a
perception audit for the European industry,
in partnership with a global public affairs
consultancy. The audit will gather deeper
insights into how two key decision-maker
groups (political and business) view
business aviation. It will help us define
appropriate corrective actions, test and
align our messages with our target
audiences, and lay more solid ground for
the industrys communication strategies
moving forward.
This is the Associations first extensive
strategic communications exercise, and it
will demonstrate our industrys willingness
to listen to its stakeholders, and show
commitment to creating positive change
for our industry, users, and society as a
whole. It will allow us to better understand
external expectations, so that we can build
trust and improve our reputation.
Polishing the Tools in the Toolbox
The results of the perception audit will
offer deeper strategic insight from the
beginning of 2016, but meanwhile were
busy developing some initial tools for the
industry to ramp up advocation and
communication efforts at company level.
This toolkit will be ready for use by the end
of the year, offering key messages and
guidelines for communicating the value of
business aviation, facts and figures, case
studies, and downloadable campaign tools.
This initiative is a result of demand from
EBAA members, who felt that they needed
guidance and best practices for getting
consistent and positive messages flowing
from within the sector. Getting the whole
industry singing from the same song sheet
was an issue outlined by EBAA members,
so facilitating communication and lifting
the collective reputation has become a
priority for the Association.

22 - BART: SEPTEMBER- OCTOBER - 2015

 /EUROPE
TRANSATLANTIC
Working on our Image
They say that perception is reality. But most people
would agree that there are true and false perceptions
those that match reality and those that do not.
Misperceptions are formed when there is insufficient
or imbalanced information available to an audience; Who works to ensure you receive
and perception-forming information can come from
any manner of sources including from industry and
your aircraft faster, for a smaller
companies. Our industry knows what its value is to investment and with stellar quality?
the customer and to the market; we are experienced
in promoting our core benefits. But these benefits
need to be consistently communicated through
positive messages, backed up by proof points, and
reinforced through actions that fulfil our promises.
Our messages need to become a constant drum beat
from a variety of instruments and numerous sources.
The EBAAs job and one we are enthusiastic about
is to facilitate the music and keep the momentum
going so that our collective voice is not only heard,
but leaves an impression on our stakeholders. But a
lasting shift in perception will depend on the whole
industry pulling together to enhance its collective
reputation.

EUROCONTROL AND ICAO

FORMALIZE LANGUAGE
PROFICIENCY TESTING
EUROCONTROL, the European Organisation for the
Safety of Air Navigation and the International Civil
Aviation Organization (ICAO) have signed a new
collaboration agreement supporting the more
effective implementation of Language Proficiency One way to cut costs without sacrificing quality is
Requirements. improving efficiency through processes and tools.
As part of this collaboration, EUROCONTROL will
assist I-HELPP (ICAO Home of English Language It seems like an obvious solution, but for six years,
Proficiency Programme) by supporting its work to Continuous Improvement and Business Process
increase awareness of Language Proficiency Manager Ted Roethlisberger has been assisting Duncan
Requirements and, in particular, by making Aviation team members across departments and
EUROCONTROLs English Language Proficiency for locations as they create more productive workplaces.
Aeronautical Communication (ELPAC) test available
to all ICAO Member States.
Our customers come to Duncan Aviation because
In view of the global nature of aviation, clear
aeronautical communications are vitally important our employees are experts. We recognize that,
to safeguard flight safety and ICAO provisions and were asking those same experts to help us
therefore require flight crews, air traffic controllers through continuous improvement, says Ted.
and aeronautical station operators to demonstrate a
measurable aviation-related proficiency in English, For the rest of the story visit
stressed ICAO Secretary General Raymond www.DuncanAviation.aero/experience/ted.php.
Benjamin. ICAO is refocusing itself today, under
our No Country Left Behind initiative, on improving
local and regional capacities and assistance so that
ICAO SARPs are effectively adopted and all States
may benefit from the presence of safe and reliable
international operations.

Experience. Unlike any other.

+1 402.475.2611 | 800.228.4277
 TRANSATLANTIC
U.S.A. ON OUR RADAR THIS MONTH
NBAA WORKING TO ENSURE
UNDERSTANDING OF EU
TEMPORARY ADMISSIONS PROCEDURES
From the Desk of
Ed Bolen NBAA
President and CEO
Ensuring the fair and unencumbered
travel of Business Aviation users
around the globe is a key priority for
the National Business Aviation
Association (NBAA). Our association
has been working with our
counterparts across the European
Union (EU) to ensure customs officials
are familiar with key aspects of a
policy statement issued last year that
clarified the definitions of private and
commercial use of business aircraft, as
that applies to customs and
facilitation purposes involving
temporary admission of aircraft.
Qualifying aircraft arriving in the EU
and all of its customs territories are
automatically granted temporary
admission status. This makes the
aircraft eligible for conditional relief
from value added tax (VAT) and
customs duties, so long as three
conditions are met.
The aircraft must not remain in the EU
for more than six months in a 12-
month period, and the aircraft must
be owned outside of the EU and not
made available for use within its
boundaries by EU residents, subject to
certain allowances outlined below.
Lastly, the aircraft must only be flown
for private - not commercial - use.
24 - BART: SEPTEMBER - OCTOBER - 2015
In general, temporary admission is
only available to aircraft in private use
within the EU. Many business aircraft
operators, including NBAA Members,
had been uncertain whether they
were eligible for temporary admission
or could be subjected to VAT and
customs duties when flying within the
EU.
To resolve this confusion, the
International Business Aviation Council
(IBAC) requested clarification of
temporary admissions criteria from
the World Customs Organization
(WCO) and the European Commission
(EC). In response to these queries, the
EC published the working paper last
November clarifying terms related to
the temporary admission of aircraft,
and provided official guidance to
customs officials in the 28 member
states of the EU.
The paper made clear that many
typical Business Aviation flights
involving third country-owned aircraft
are eligible for temporary admission
when flying within the EU. For
example, the working paper described
a scenario where a non-EU registered
aircraft flies to multiple destinations
within the EU with non-EU residents
on board. The aircraft also picks up an
 BUSINESS AVIATION
CONVENTION & EXHIBITION
NOVEMBER 17, 18, 19 | LAS VEGAS

Join 25,000 industry professionals for the most important three days of business aviation,
with over 1,000 exhibitors, 100 business aircraft on static display, and dozens of
education sessions. Visit the NBAA2015 website to learn more and register today.

www.nbaa.org/2015/bart

EU-resident employee of the company and flies that
person (along with the other passengers) within the
EU.
Once these flights are completed, the aircraft
departs the EU. Finally, the aircraft also carried
company materials/brochures and IBAC asked if this
would be deemed "industrial or commercial
transport of goods." The EC responded that this
scenario would be considered private use for
customs purposes since no remuneration is
involved.
Assuming the conditions described above are met,
temporary admission would be available for this
operator. Regarding the transportation of company
materials/brochures, the EC responded that since
transportation of these materials is not the main
purpose of the flight, this is not considered as the
commercial transport of goods and is private use.
In addition to EU residents that are carried on board
for a business purpose, it is possible to carry EU
residents for non-business purposes. Again, the
aircraft owner must prepare a letter stating that the
EU residents are authorized to be on board. If the
transportation of EU residents meets the conditions
described above, operators are still generally
permitted to use the temporary admission process.
With this guidance now in place, NBAA and its
counterparts with the European Business Aviation
Association (EBAA) are closely monitoring the
response by customs officials to operators using the
temporary admissions regime while meeting this
established criteria for private use.
Our respective organizations are also working with
regulatory bodies across the EU to ensure that these
principles are understood and practiced, so that
Business Aviation operators around the world may
continue to receive appropriate customs treatment
throughout the EU and its customs territories.
26 - BART: SEPTEMBER - OCTOBER - 2015
/U.S.A.
TRANSATLANTIC
NBAA'S NEW GUIDELINES
HELP OPERATORS FLY QUIETLY
The National Business Aviation Association (NBAA) today released its much-
anticipated and updated Noise Abatement Program (NAP), which provides business
aviation operators, as well as airport authorities, with recommended guidelines for
reducing aircraft noise impacts to communities surrounding the nations airports.
The safe, standardized and straightforward operating procedures were developed
for todays business jet aircraft, which are quieter, climb faster and often operate at
airports that are far more congested than when the NAP was first launched in 1967.
NBAA is proud to offer the business aviation community and the many airports
across the country which have recommended use of our NAP over the years a
completely updated program that is the result of several years of hard work,
technical studies and vetting by NBAA staff and committee members and our
partner consultant, HMMH, said Ed Bolen, NBAA president and CEO. Even though
the U.S. has the quietest jet aircraft fleet in the world, NBAA believes that it is of
paramount importance for business aviation operators to do everything possible to
minimize noise impact whenever and wherever feasible.
Information on the updated NAP was presented today at NBAAs Regional Forum in
Teterboro, NJ by Gabriel Andino, NBAA Access Committee chairman and noise
expert with AvPORTS at Teterboro Airport (TEB). The revised guidelines help
reduce overall noise levels to communities surrounding airports, while still meeting
new ATC requirements, said Andino.
Andino added that the NBAA procedures should be used in the absence of
recommended noise abatement procedures from the aircrafts manufacturer.
NBAA CONCERNED ABOUT
EPA'S PLANS FOR
AIRCRAFT-EMISSION REGULATIONS
The National Business Aviation
Association (NBAA) is closely evaluating an
announcement, unveiled today by the
Environmental Protection Agency (EPA),
that the agency intends to consider new
regulations for carbon emissions from
aircraft, based on an a view by agency
officials that such emissions may pose a
human-health concern because they
contribute to global warming.
When the EPA's intention was announced
today, NBAA was quick to raise concerns of its own, pointing out that aviation
emissions account for a mere two percent of all transportation emissions globally,
and emissions from general aviation aircraft account for only a tiny portion of all
aviation emissions.
The agency's announcement detailed in an advanced notice of proposed
rulemaking (ANPRM) is based on an "endangerment finding," focused on aircraft
emissions. The endangerment finding could prompt the EPA to propose any new
aircraft-emissions regulations under the Clean Air Act of 1970.
The EPA's ANPRM is not an actual proposed rule, but simply a notice that the
agency may move ahead in proposing aircraft-emissions regulations. NBAA is
thoroughly reviewing the ANPRM to determine what specific implications the EPA's
plans might have for business aviation. NBAA President and CEO Ed Bolen said the
Association will file comments on the ANPRM following a review of the document,
which NBAA will undertake in collaboration with its Member Companies and the
broader aviation community.
NBAA has continually worked with a coalition of other industry stakeholders
regarding aircraft emissions. The Association has representation on national and
international working groups represented by general aviation, the airlines,
manufacturers and others that is focused on emission policies.
 W W W . C O N C O R D E B A T T E R Y . C O M

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BUSINESS AVIATION
SEES GRADUAL RECOVERY IN Q2 2015
Jet Support Services, Inc. (JSSI), the
worlds leading provider of maintenance
support and financial services to the
Business Aviation industry, has released
its Q2 2015 Business Aviation Index,
which tracks flight hours for business
aircraft by region, industry and cabin
type. According to JSSIs Q2 2015
Business Aviation Index, global flight
hours grew 4.9% Quarter-over-Quarter
(QoQ). By percentage of peak usage
JSSI concluded Business Aviation is oper-
ating at 83% of the sectors 2008 peak lev-
elsa 4% increase from the previous
quarter.
Q2 2015s flight activity is demonstrative of
improving economic conditions in key
Business Aviation markets around the
world, said Neil W. Book, JSSIs President
and Chief Executive Officer. Additionally,
the strong growth in more cost-efficient,
small cabin planes speaks to how operators
are using mission appropriate aircraft to
run their businesses.
JSSI INDEX: BY REGION
Region Africa Asia-Pacific Central America
QoQ Change -5.3% 3.8%
YoY Change -12.1% -2.6%
28 - BART: SEPTEMBER - OCTOBER - 2015
JSSI Index: By Peak Usage
Q1 2008 marked this decades highest
recorded activity rate, and, as of Q2 2015,
JSSI determined monthly usage to be 27.75
hours per aircraft or 83% of the Q1 2008
peak of 33.45 hours.
Globally, Business Aviation continues to
draw closer to pre-crisis levels. Utilizing a
business jet allows business leaders to
reach markets that are not reachable with
the airlines, at a pace the airlines cant fath-
om. While we havent hit 2008 levels, 2015
is shaping up to be a very strong flight hour
year and we expect to see this trend contin-
ue for the rest of 2015 and into 2016,
remarked Book.
JSSI Index: By Aircraft Type
Segmenting flight hour data by aircraft type
provides direct insights into the spending
trends of Business Aviation users.
Helicopters and small cabin aircraft contin-
ue to be growth areas, as both experienced
moderate QoQ increases in flight hours.
Europe Middle East
1.7% 16.6% 20.4%
-2.4% 2.5% -13.1%
During the last quarter we saw a notable
increase in flight hours across the board.
And while year-over-year weve seen some
diminution in the use of helicopters and
larger business jets, the medium and small
cabin aircraft more than made up for the
slide. As we saw in the first quarter of 2015,
corporate flight departments leveraged
smaller aircraft, indicating more regional
business and, in the same vein, lower fuel
costs likely encouraged more price sensitive
operators to fly more, continued Mr. Book.
JSSI Index: By Region
When looking at index data by region, from Q1
2014 to Q2 2015 Business Aviation grew in all
but two markets Africa and South America.
Surging back from a rough first quarter, the
Middle East experienced the highest regional
growth with an expansion of 20.4%.
JSSI Index: By Industry
By industry, Business Services (13.3%) and
Manufacturing (12.1%) were top performers
with double digit growth in the last quarter.
Conversely, Manufacturing (-19.1%) and
Consumer Goods (-15.3%) shrank signifi-
cantly from Q2 2014.
North America South America
2.4% -11.9%
0.3% -11.1%
Book concluded, The last quarter saw a
dramatic turnaround for flight hours in the
manufacturing sector while, year-over-year,
the construction sector experienced strong
gains. With positive growth on all fronts,
business services also ramped up use of this
vital business tool.
$
 BEYOND EXPERIENCE
Theres Skill, Intellect & Passion.
TEXTRON REPORTS
SECOND QUARTER 2015 INCOME
Textron Inc has reported second quarter 2015 income
from continuing operations of $0.60 per share, up 17.6 per-
cent from $0.51 per share in the second quarter of 2014.
Revenues in the quarter were $3.2 billion, down 7.4 per-
cent compared to $3.5 billion in the second quarter of
2014. Textron segment profit in the quarter was $306 mil-
lion, up $2 million from the second quarter of 2014.
Second quarter manufacturing cash flow before pension
contributions was $106 million compared to $271 million
during last years second quarter.
Revenues were down in the quarter, as expected, but the
company remains on track for growth in the second half of
the year, said Textron Chairman and CEO Scott C.
Donnelly. Furthermore, good margin results at Textron
Aviation, Bell and Industrial contributed to solid overall
financial performance in the quarter, despite the decrease You Need All Of Them For
in revenues.

Outlook Exceptional
SERVICE.
Textron confirmed its 2015 earnings per share from con-
tinuing operations guidance of $2.30 to $2.50 and its expec-
tation for cash flow from continuing operations of the man-
ufacturing group before pension contributions of $550 to
$650 million with planned pension contributions of about
$80 million.
MAINTENANCE AVIONICS PAINT INTERIOR
Textron Aviation
Revenues at Textron Aviation were down $59 million, pri-
marily reflecting a change in the mix of jets delivered in the
quarter. Textron Aviation delivered 36 new Citation jets and
30 King Air turboprops in the quarter, compared to 36
Citations and 34 King Airs in last years second quarter.
Textron Aviation recorded a segment profit of $88 million
in the second quarter compared to $28 million a year ago.
The increase is primarily due to improved performance,
reflecting a $27 million lower fair value step-up adjustment
and the benefit of the integrated cost structure of
Beechcraft and Cessna.
Textron Aviation backlog at the end of the second quarter
was $1.4 billion, up $145 million from the end of the first
quarter.
At West Star we value the importance of experience and
Bell understand its duality. Specifically, how our experience directly
Bell revenues decreased $269 million, primarily the result impacts yours as the customer. But theres more to it than just
of lower aircraft deliveries and a $41 million impact from claims of hands-on, day-to-day experience.
the settlement of the SDD phase of the ARH program in
last years second quarter. Beyond experience, theres skill, intellect and passion. These are
Bell delivered 6 V-22s and 6 H-1s in the quarter, compared some of the characteristics that make experience truly valuable
to 10 V-22s and 8 H-1s in last years second quarter and 39 to our customers. These are the characteristics that allow our
commercial helicopters, compared to 46 units last year. experience to exceed your every expectation and provide truly
Segment profit decreased $40 million primarily due to the exceptional maintenance, avionics, paint & interior services.
lower aircraft deliveries and a $16 million favorable impact
in 2014 related to the ARH program, partially offset by Contact West Star to see just how valuable real experience can be.
favorable performance.
Bell backlog at the end of the second quarter was $4.8 bil- Where Experience Shines

lion, down $477 million from the end of the first quarter.

$ Falcon l Citation l Gulfstream l Learjet

Hawker l Challenger l Global Express
Embraer l King Air l Conquest l Piaggio
www.weststaraviation.com
 PREVIEW JET EXPO

DEMAND CONTINUES A nd for this years show, which

takes place from September 10-
12, it seems that we can expect

AT JET EXPO MOSCOW

more of the same.
One company with a growing pres-
ence in Russia is Textron Aviation,
and it will be hoping to expand that
presence at Jet Expo in September.
Russia has long been a strong
market for Beechcraft, Cessna and
Hawker products, says Tom Perry,
vice president of Sales, Europe.
With these industry-leading brands
now operating together under
Textron Aviation, we offer an ideal
aircraft portfolio to support the
expansion of business aviation in
Russia. Our range of aircraft pis-
tons, turboprops and jets and the
product support network across
Europe are unrivaled.
According to Textron, aircraft that
are doing well on the Russian market
include the Citation Sovereign+, which
features winglets and the new Pratt &

By Paul Walsh

Whats the best response to the

political tensions between
Russia and Western
governments? For many
executives, its simply to get on
EXHIBIT
with doing business. That was
Cessnas certainly the case at Jet Expo
Citation last year; as the Ukrainian crisis
Soveriegn+ is dominated headlines, business
one of the many was steady at the show, with
aircraft on the Russian demand for
display at this western-made business jets
years Jet Expo. showing no signs of abating.
Whitney Canada PW306D engines
providing 5907 pounds of thrust. It
provides customers non-stop access
from Moscow to Dubai, and all
European city pairs.
Meanwhile, the Citation XLS+, the
worlds most sought-after business
jet, is also well sought after in Russia.
The aircraft provides customers non-
stop access from Moscow to all
European cities including London,
Nice and Madrid. Inside is the
largest cabin in its class with nearly
19 feet of length, a dropped aisle that
provides 68 inches of height the
entire length of the cabin and seating
for up to 12 passengers.

30 - BART: SEPTEMBER- OCTOBER - 2015

 And as the Russian market matures,
there is also a growing demand for
Turboprops to do short trips between
industrial locations. Here the
Beechcraft King Air 350i is an interest-
ing choice; its the segments greenest
aircraft, but it can also take more pas-
sengers farther on less fuel meaning
consistent savings for Russian opera-
tors.
Dassault is also continuing to grow
in the region, on the back of excellent
sales figures last year for its 5X model.
The manufacturers adds that sales and
deliveries have also been boosted by
the popular Falcon 7X, more than 20 of
which are currently flying with
Russian operators.
The flexibility, robustness and oper-
ating economy of the six models in our
Falcon line have enabled Dassault to
capture 40 percent of the Russian
large cabin market, said Dassault
Aviation Chairman/CEO Eric
Trappier. The Falcon 5X and Falcon
8X will permit the company to consoli-
date and strengthen this leadership
position in the coming years.
The 7X can land at 95 % of its
Maximum Take Off Weight, which
allows it to make a short hop from
Moscow to Nizhniy Novgorod, for
example, before continuing on to a far-
off destination in Asia without having
to refuel. And like other Falcons, it can
operate from challenging airports
such as La Mole/ Saint-Tropez,
France, Gstaad, Switzerland and
London City Airport that other big
business jets cannot access. The 7X is
also allowed to operate at highly noise
sensitive airports like Cannes, France
that are typically off limits to big jets.
The 8X, which will enter service in
the second half of 2016, will add still
more range, permitting operators to
fly non-stop from Moscow to Los
Angeles, for example, while building
on the performance and technical
innovations offered by the 7X. The
8X will also afford additional cabin
space and offer more different cabin
configurations than any comparable
jet.
The 5X, due to begin deliveries in the
second half of 2017, will feature the
largest and tallest cabin cross-section of
any executive aircraft. Together with
the long range Falcon 900LX and the
Falcon 2000S and 2000LXS, certified in
early 2013, the new jets allow Dassault
to offer a wide selection of high-end
business jets featuring the most
advanced technology and operating
efficiency in the industry, said Gilles
Gautier, Vice President, Falcon Sales
for Dassault Aviation.
Gulfstream will also be present at
the show, with one executive noting
that business is going well inspite of
the political tensions. He noted in par-
ticular that demand from Kazakhstani
buyers is strong and that a presence at
Jet Expo is a must.
The Gulfstream brand is very strong
in Russia, added another spokesper-
son. We sold our first aircraft to a
Russian customer in 2002 and have
experienced remarkable growth since
then. We have the biggest market
share in the large-cabin segment, but
weve also had success with sales of
our mid-cabin models. The opening of
our sales and design center in London
was a direct result of strong customer
response in Russia and other parts of
Europe.
More than a quarter of Gulfstreams
European fleet is in Russia.
Surrounding countries, including CIS
members Azerbaijan, Kazakhstan and
Ukraine, also are home to multiple
Gulfstream operators.
To support the growing fleet in
Russia and the CIS, Gulfstream has
more than $120 million in parts and
materials inventory at three European
locations Luton, England; Madrid,
Spain; and Basel, Switzerland.
The Gulfstream Luton facility,
which has nearly 190 employees, is a
major resource for Russian and many
Eastern European operators. Earlier
this year, the site earned certification
to work on Gulfstream aircraft regis-
tered in Azerbaijan. Gulfstream
Luton has maintenance approvals
from several other civil aviation HEAVYWEIGHTS
authorities, including the United Russians love big
States and European Union. Its tech- irons: The
nicians also support Russia and CIS Gulfstream G550
operators by traveling to their air- (top)
crafts location. and Dassault 7X
(center).
BART: SEPTEMBER- OCTOBER - 2015 - 31
 PREVIEW
Additionally, Gulfstream has rapid-
response Field and Airborne Support
Teams (FAST) maintenance techni-
cians in Ukraine, France, Greece and
Switzerland, who are dispatched by
airplane, train, van and automobile to
reach customers in the field.
Gulfstream Product Support has per-
sonnel and authorized facilities in
Moscow to assist Russia based opera-
tors, and Jet Aviation at Moscows
Vnukovo International Airport is a
Gulfstream-authorized facility that sup-
ports the Gulfstream mid-cabin,
GIV/GV series and GII/GIII aircraft
with line and light maintenance.
Bombardiers aim at Jet Expo is to
highlight the efficiency gains that
Business Aviation can bring.
Russia is an important market
where we are seeing a growing inter-
est in the business jet as a business
tool, said Christophe Degoumois,
Vice President, Sales, Eastern Europe,
Russia & CIS, China, Asia Pacific and
Australia, Bombardier Business
Aircraft. To further build on our posi-
tion in the region, were pleased to
have the opportunity to demonstrate
SUPPORT just why our aircraft are so well
Customer received here. We believe we have the
Service is a right mix of jets to accommodate the
crucial Russian business communitys needs
consideration for and welcome the chance to present
Russian buyers. the comfortable and spacious cabins
Gulfstream that will help increase travel efficien-
FAST cy.
technicians (top). Aside from its impressive suite of air-
Christophe craft, Bombardier notes that customer
Degoumois VP service as a big part of its offering. For
Bombardier instance it now has a Regional Support
(center). Office (RSO), operated by its Russian
Bombardier subsidiary Bombardier Aerospace
customer service Services Russia LLC (BASR), in
team (bottom). Moscow. The RSO is complemented
32 - BART: SEPTEMBER- OCTOBER - 2015
JET EXPO
by two Authorized Service Facilities
(ASF), as well as a team of Field
Service Representatives (FSR) and
Customer Support Account Managers,
part of BASRs network.
Bombardier continues to explore
opportunities to expand its support
network within the region for its cus-
tomers located in Russia and CIS. This
local presence provides customers
with an additional level of support in
conjunction with Bombardiers exten-
sive parts and maintenance networks,
as well as its expert in-service engi-
neering teams and 24/7 Customer
Response Centers.
Embraer is also a strong player on
the Russian market. Once again, we
are pleased to present our aircraft at
the most important Russian business
jets airshow, said one executive. The
Russian market continues to grow
steadily for us as a result of the
enhancements we are making across
the product line, which provide
unmatched value to our customers.
Swiss manufacturer Pilatus will also
be present. It is continuing to target
the Russian market after recently
appointing Nesterov Aviation as PC-12
Sales and Service Center for Russia
At the time Ignaz Gretener, VP
General Aviation at Pilatus said: We
are delighted about our partnership
with Nesterov Aviation. Its founders
are passionate about aviation and
have a lot of industry experience. We
are convinced that Nesterov Aviation
can offer customized support to exist-
ing and future PC-12 owners in
Russia. They are the perfect partner
for us to develop our business in
Russia.
Eugene Okladnikov, General
Director of Nesterov Aviation added:
We are convinced of the outstanding
qualities of the PC-12 and its compati-
bility with Russian demands. The
Russian market holds great opportuni-
ty and we are determined to tap its
potential.
This year, Nesterov Aviation will
also initiate preparations for a mainte-
nance center in the northwestern part
of Russia which will enable further
expansion of their operations across
the country.
Meanwhile Nextant is also making
headway in the region, and its 400XTi
is growing in popularity.
The Nextant 400XTi has been an
incredibly popular addition to our
charter service offering due to its low
operating cost, superior range, reliabil-
ity and cabin comfort, said Vadim
Opryshko, CEO of FortAero, which
operates three of the aircraft. On
average, we fly both of our 400XTis
for 8090 hours per month and the
demand keeps increasing. We can
maintain this kind of utilization
because of the outstanding dispatch
reliability and the responsive cus-
tomer support from the factory and
Nextant service centers. Originally we
had very high expectations and
Nextant has definitely met them. The
400XTi is a perfect light jet for the
charter market in Russia and the CIS.
Nextant adds that with its 3,710 km
(2,003 nm) range, the 400XTi can fly
point-to-point practically anywhere in
Europe. The 400XTi is about half the
price of its competitors with signifi-
cantly lower maintenance and operat-
ing costs. Its factory warranty is
backed by a worldwide network of
owned and authorized service centers
and the worlds largest inventory of
rotable parts. Europe is proving to be
a popular market for the 400XTi. Since
2011 Nextant has delivered 45 aircraft,
of which 15% are now based in Europe.
The 400XTi is becoming the work-
horse of the European charter market
and many of our European operators
are reporting monthly utilization in the
80100 hour range, said Jay
Heublein, Nextant Executive Vice
President of Sales and Marketing.
The 400XTi provides charter opera-
tors with unsurpassed range, speed
and comfort in the light jet category at
a considerably lower cost base. Higher
revenues and lower costs deliver prof-
its to our operators, even in a down
market.
One company profiting from the
Russians love of heavy irons is
Airbus, and it ACJ319 is particularly
sought after by Russian buyers.
Business jets are a powerful
enabler, especially in uncertain times,
and Airbus corporate jets are the top
of the productivity pyramid, with the
ability to carry more people, more
profitably and more efficiently,
reflects Airbus Chief Operating
Officer, Customers, John Leahy.
Airbus corporate jets are also the nat-
ural next step in the trend towards
larger cabins, delivering more height,
width and freedom of movement than
any other business jet, he adds.
Airbus ACJ320 Family, comprising
the ACJ318, ACJ319, ACJ320 and
ACJ321, are unique in allowing cus-
tomers to take more cabin into the
sky, while fitting into similar ramp
space.
Aside from fixed-wing aircraft Jet
Expo has always been a very impor-
tant showcase for rotorcraft. Bell
DIVERSITY
Aircraft of
different shapes
Helicopter usually leads the charge, The Bell 407GX and Bell 429 are and sizes are
with the Bell 407GX and the Bell 429 our best selling models in Russia and entering the
being of particular interest to buyers. the Bell 429 is the most popular air- Russian market.
We have seen tremendous growth craft among all light twin engine heli- Airbus ACJ 190
in both the Bell 407GX and the Bell copters in the country, said (top),
429 in Russia, said Patrick Moulay, Alexander Evdokimov, General Embraer Legacy
Bell Helicopters managing director of Director of Jet Transfer. We expect to 650 (center),
Europe. These aircraft not only pro- continue to grow the Bell 429 fleet, Pilatus PC-12
vide superior performance and trusted especially for VIP/corporate missions (bottom left)
reliability, but they are also designed as well as special operations, HEMS Nextant 400 XTI
to support a variety of mission needs. and air taxi services. (bottom right).
BART: SEPTEMBER- OCTOBER - 2015 - 33
 PREVIEW JET EXPO

ucts as well as an authorized line ser-

vice facility for the full line of
Gulfstream jets. Located next to the
Vnukovo 3 FBO, the facility currently
holds maintenance approvals from
EASA #145.0472, Aruba DCA, Cayman
CAA and Bermuda DCA.

Connectivity
Like all Business Aviation markets
connectivity is becoming an increas-
ingly important requirement for users.
One company taking advantage of this
demand is Satcom Direct.
At the recent Baltic Business
Aviation Forum, Satcom Direct had a
high-profile presence, sponsoring the
events important networking evening
reception attended by leading aviation

Bell Helicopter also announced that

the Bell 429 has been approved by the
Aviation Register of Interstate Aviation
Committee to operate with Wheeled
Landing Gear (WLG) for missions that
require ground taxi operations.
The flexibility of the Bell 429WLG
will be a great fit for our Russian cus-
tomers, added Moulay. We have
seen strong interest in this aircraft
since we introduced it in late 2013 and
look forward to expanding our grow-
ing Bell 429 fleet in Russia.
The operator of the HEMS Bell
407GX, Helidrive is an Independent
Representative (IR) offering services
in helicopter sales, maintenance, bas-
ing and helicopter flights and charter.
The Bell 407GX is a phenomenal air-
craft, said Dmitry Kozyrev, Head of downtime, particularly during AOG sit- influencers and executives from the
HEMS projects at Helidrive. The air- uations, says Vitaly Aleksikov, gener- sector. In particular Satcom was pro-
craft delivers a smooth ride and is spa- al director at Jet Aviation Moscow moting its GlobalVT product which
cious enough for easy patient loading Vnukovo. We are expanding our allows smartphone users to use voice
and unloading. inventory to best ensure timely, con- and SMS text functionality from their
tinuous support for Bombardier own- own personal smartphone number
Maintenance ers and operators in Russia. during flight at any altitude, anywhere
As more aircraft are being operated Jet Aviation Moscow Vnukovo pro- in the world.
within Russia, more maintenance ser- vides 24/7 technical maintenance ser- Satcom will also be demonstrating its
vices are been provided to support vices, including line maintenance, GlobalVT at JetExpo, but it will also
GROWTH them. For instance Jet Aviation defect rectification and AOG services, showcase the benefits of its
The rotorcraft Moscow Vnukovo and Bombardier at Vnukovo International Airport to SkyStream channel bonding and
and recently agreed to increase the inven- Bombardier, Gulfstream, Embraer and aggregation service. Delegates will
maintenance tory of critical spare parts at Jet Hawker aircraft operators. As part of learn how the service provides a signif-
market is also Aviations line maintenance and AOG Jet Aviations global MRO network, icant upgrade in airborne data speeds
developing in facility in Moscow. Under the agree- the company particularly supports as it allows customers to combine mul-
Russia. Bell ment, Jet Aviation is arranging cus- AOG requirements throughout the tiple streaming channels of Inmarsat
407GX (top), toms clearance and transportation for Russian region. Jet Aviation Moscow Swiftbroadband to achieve higher data
Jet Aviation the parts that Bombardier will ship. Vnukovo is a line maintenance, AOG rates for real-time communications
Vnukovo Ensuring ready access to spare and authorized warranty line service applications like video conference and
(bottom). parts is a key tactic in reducing aircraft facility for Bombardier aircraft prod- streaming video.

34 - BART: SEPTEMBER- OCTOBER - 2015

 The companys exclusive Satcom
Direct Router powers both GlobalVT,
and the bonding and aggregation ser-
vices along with a range of other con-
nectivity services including flight
tracking, flight deck data links and
moving map information.
People expect their smartphones,
tablets, laptops, TV and video to work
on their aircraft just like they would on
the ground, and Satcom Direct is com-
mitted to providing that experience,
said Chris Moore, chief commercial
officer, Satcom Direct International.
Accessibility to GlobalVT and
SkyStream real-time video streaming
enables passengers to make direct
calls to colleagues, friends or relatives,
whilst watching their favourite sports
matches, awards ceremonies or news,
in real time, in the air, as they would
on the ground, continues Moore.
Meanwhile Satcom Direct recently
announced that Gulfstream Aerospace
Corp. has received approval from the
U.S. Federal Aviation Administration
(FAA) for installation of its next-genera-
tion Satcom Direct Router (SDR) on
Gulfstream G650, G550 and G450 air-
craft. Gulfstream is pursuing similar
supplemental type certificates from the
FAA to add the SDR communications
enhancement to GV and GIV aircraft.
Rockwell Collins will also be pre-
sent promoting a range of its products
including the ARINCDirect Flight
Operations System which includes the
ability to integrate with new tools and
the launch of a new vendor alliance
charter management program.
We are focused on enhancing effi-
ciency for flight departments as well
as giving them access to the latest
technology, says Brian Kruger,
senior director, Applications and
Services for Rockwell Collins. These
enhancements will provide users with
more functionality than ever before
and allow them to realize the benefits
of our comprehensive ARINCDirect
flight support services offering.
The latest FOS release features a
more intuitive, mobile-friendly, touch-
screen user interface for tablets and
smart phones.
In addition, by being integrated with
Rockwell Collins ARINCDirect safety
management tools, FOS now provides
access to flight risk assessment tools as
well as fatigue risk management provid-
ed through the Pulsar Infomatics
Aviation Fatigue Meter suite and the
SAFE tool developed by Fatigue Risk
Management Science Limited.
With these enhancements, cus-
tomers can instantly identify fatigue
hot spots across their scheduled oper-
ations, design effective fatigue mitiga-
tion strategies and view interactive
data reports.
The company also launched the
Rockwell Collins Vendor Alliance for
Charter Management. The new pro-
gram allows charter operators who
use FOS to make the marketplace
aware of empty, transient and home
base availability.
Meanwhile Rockwell Collins recently
entered into a strategic partnership with
ICG (International Communications
Group, Inc.) to offer its eRouter (ERT-
100 and ERT-120) smart cabin routers
to the companys ARINCDirect SM
Business Aviation customers.
Offering a smart router as part of
our solution provides access to on-
board content and allows us to create
value-added services for our cus-
tomers, said David Stanley, staff vice
president, ARINCDirect for Rockwell
Collins. We can now provide end-to-
end solutions that integrate our
ground and air applications to save
Business Aviation operators time and
expense, while improving the overall
passenger connectivity experience.
The ICG eRouter provides superior
capabilities at a very affordable cost.
For Business Aviation, smart routers
are now a necessity for aircraft con-
nectivity enablement. They provide
data and voice routing services for air-
craft applications and are developed
specifically to meet aviation standards
and requirements. In addition to
managing on board networks like Ka,
Ku, L-Band, ATG and GSM within the
cabin, the router enables more flight
departments and crews to access
ARINCDirect service offerings such as
Follow Me GSM over Wi-Fi, media
content, international trip planning
and weather services by acting as the
communications gateway for any num-
ber of connected devices onboard.
The smart router also supports cabin
crew, flight deck and aircraft system
data communication requirements,
enabling flight crews using the
ARINCDirect Flight Planning app to
access their account and update flight
plans, weather, charts and trip docu-
ments while en route.
The ICG eRouter has a robust set of
features to include 3G/4G LTE con-
nectivity for on-ground data transfers
as well as channel bonding capabilities
and next generation acceleration/com-
pression software for faster data
speeds in the air, said Darren Emery,
ICGs Director, Connectivity Products
and Program Management. Rockwell
Collins customers will benefit from
features such as routing based on the
lowest cost given the available net-
works and bandwidth allocation dis-
seminated in the right amount to the
right places, making for a positive pas-
senger experience.
In addition to all of its features and
functionality, the ICG eRouter has one
other important distinction, notes
Stanley. It is service agnostic and CONNECTIVITY
gives operators the freedom to choose Airinc Directs E
their satcom provider. router is set to be
a big hit in Russia.
BART: SEPTEMBER- OCTOBER - 2015 - 35
 REPORT BUSINESS AVIATION IN RUSSIA

BRIGHT SPOTS Its all part of their plans to be

ready for the 2018 World Cup.
Developing Business Aviation isnt

ON THE RUSSIAN MARKET

part of the governments strategy, but
the industry will certainly benefit from
the increased infrastructure.

Operating into Russia

So as there definitely are opportuni-
ties on the Russian market, its worth
looking at the things you must bear in
mind when operating into the country.
According to Universal Weather and
Aviation, all business aircraft opera-
tors traveling to any of the Moscow
airports (Vnukovo [UUWW],
Domodedovo [UUDD], and
Sheremetyevo [UUEE]) need permits,
and lead times must be considered.
And they add that its important to
keep documentation and visa require-
ments at top of mind.
As Abel Perez a senior trip owner
with Universal points out, all aircraft
require permits for every stop in
Russia, and five business days lead
time is officially required. For permit
requests its necessary to provide cer-

A
lthough its a challenging time
for Russian Business Aviation,
there are still many positives.
For one thing the downturn is forcing
buyers to be more considerate when
choosing a business jet, and think of
the aircraft more as a tool for business
rather than an excess or luxury.
People are reflecting more on the
missions they fly, said one analyst,
they recognize that they dont need a
large long range jet if theyre mostly
flying within Russia.
One beneficiary of the downturn is
the charter market which is taking
up demand from former business jet
owners. With the fall in the ruble,
some people have been forced to sell shifting, and there are opportunities tificates of airworthiness, registration,
their aircraft. But these people con- out there for manufacturers to sell and insurance policy, along with
tinue flying Business Aviation, just jets. requested routings and flight informa-
now its a chartered jet instead of Another plus point is that building tion regions. Permits are valid +24
their own. airports is still a priority for the hours. At least 24 hours is required for
And while some businesspeople Russian government, in a climate permit revisions. Note that if you wish
POSITIVES are suffering because of the down- where Russias aviation industry is to arrive earlier than the approved per-
Russia is turn others are profiting. People slowly maturing. Much of the airport mit time even 10 minutes early
gearing up for who have their wealth tied up in for- contracts were sanctioned before the youll need to revise your permit.
the 2018 World eign assets, are using the current downturn and havent been scrapped. He adds that its best to confirm air-
Cup. situation to grow their market share In short the Russian government craft parking in advance and avoid any
Transaeros in certain areas. And they see the knows that the country needs more changes to schedule that may impact
imperial cabin value of Business Aviation. Its an airports and theyre determined to confirmed parking, airport slots, or
(top). interesting time, some wealth is build them. landing permits. Once an aircraft is

36 - BART: SEPTEMBER- OCTOBER - 2015

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 REPORT
parked, it will not be moved. There are
no towbar requirements for any of the
three Moscow-area airports. UUWW
has 100 parking spots at Terminal 3,
with additional parking at the VARZZ
400 area.
Crew visas on arrival are only possi-
ble at the UUEE office. If you land at
UUWW or UUDD, youll have to wait
for an agent to travel to UUEE to try to
obtain a visa on arrival for you. If you
arrive in Russia without a visa, a fine
will be imposed, and the fine increases
each time you arrive without a visa.
Eventually, youll face being banned
from Russia for up to five years.
Its also worth noting that crew visas
are still necessary if youre landing to
pick up or drop off passengers and do
not leave the airport. For this reason
its recommended that you always
obtain needed visas prior to traveling
to this country. Also, when you apply
for Russian visas, its always recom-
mended to request a one-year multi-
entry visa, although this requires addi-
tional cost and time to be processed.
De-icing
When it comes to de-icing Perez says
that this should always be requested
in advance and that the best practice is
to request fuel in advance as the same
trucks fuel all aircraft on the field.
LEADER Fuel on arrival is not possible at
Vnukovo boasts UUWW if your next destination is
the best international. In most cases both TS-1
Business and Jet A-1 are available; however,
Aviation facilities only TS-1 is available at UUWW. Do
in Russia. not onboard TS-1 unless your opera-
38 - BART: SEPTEMBER- OCTOBER - 2015
BUSINESS AVIATION IN RUSSIA
tions specifications manual says you
can.
In flight catering also raises some
issues and there are restrictions on
bringing food into Russia so its best to
verify these restrictions with your
ground handler on a trip-by-trip basis.
Dairy and meat products for example
may be brought into Russia as long as
theyre for personal use, are packaged
appropriately, and are not from either
Georgia or Armenia. In-flight catering
is available at all three Moscow-area
airports. Its recommended to provide
at least 24 hours notice for in-flight
catering requests.
Its also accepted that Vnukovo has
the best General Aviation facilities in
Russia. And as Perez says the airport
does not have noise restrictions, and
aircraft parking space is usually ample.
This is the only Moscow-area airport
allowing private vehicle pickup plane-
side. To arrange planeside pickup, its
necessary to provide vehicle make,
model, color, and license plate num-
ber, but driver information is not nec-
essary. Note that diplomatic flights
normally use this airport, and airport
authorities will shut down airport oper-
ations with little notice, for head-of-
state or certain diplomatic flights.
Theres an additional parking fee to
park close to the GAT at Terminal 3.
At Vnukovo airport slots should be
requested as soon as schedule is
known. Slot deviation is +/- 15 minutes.
There are restrictions for Friday oper-
ations to this airport. Specifically, strict
lead time restrictions will apply to all
requests for operations Fridays, 1200-
1600 UTC. Requests that are submitted
for this time period must be coordinat-
ed no later than 1300 UTC the
Thursday prior to operations. If airport
slots for operations during this time
are not requested before the Thursday
deadline, they will be rejected, and the
approved times will be moved to the
closest available Friday arrival/depar-
ture time after 1600 UTC.
Prior Permission Required
Finally the Prior Permission
Required (PPR) should be requested
as soon as schedule is known, and the
lead time is a minimum of four days
prior to arrival. Short-notice PPR
requests may be possible depending
on parking availability. If parking is
not available at UUWW, the aircraft
may drop off/pick up passengers and
depart. While there is no limitation in
terms of extended parking, fees do
escalate on a per-hour basis. Note that
hangar space may be available for GA,
on a first-come, first-served basis, but
this can be very expensive, particularly
during winter months.
 REPORT BUSINESS AVIATION IN RUSSIA

RUSSIAS WANING APPETITE

FOR PRIVATE JETS

By Richard Koe
Managing Director WINGX Advance

T
here were a little over 3,000
Business Aviation flights between
Russia and the European area in
July 2015. That represented a 24%
decline on the same flight activity this
time last year. A hefty fall, and worry-
ingly an increase in the year to date
trend of 22%, suggesting that the
repercussions from the outbreak of
the Ukraine crisis 18 months ago are
far from over. As far as Business
STAGNANT Aviation is concerned at least, its
Demand for clear that demand for private jet flights
private jet flights out of Russia, crippled last year, arent
out of Russia showing any signs of recovery in 2015.
has yet to There should not be any surprise.
recover. Sukhoi Last years stand-off between Russia
Superjet 100 and Europe, particularly since the
(top). shooting down of MH17, heavily

40 - BART: SEPTEMBER- OCTOBER - 2015

undermined reciprocal trade and investment,
which is a mainstay for Business Aviation . A
broad set of sanctions, and counter-sanctions,
recently extended both ways, have shut down More than
business relationships and inhibited tourism. A FIVE STAR
Russian citizens purchasing power has been a king size
deeply diminished by the plunge in the ruble RESIDENCE
and collapse in oil prices. The poor are worst- suite in the Alps
affected of course, but theres no doubt that FOR YOUR JE
many wealthy Russians have lost the spend- T
ing power for luxuries such as private jet trav-
el.
The latest months flight data, for the peak
summer season, shows a particularly strong
negative impact on private jet activity in the
leisure market. Flights from Russia to France
were down by 25%, to Italy, 28% reduced, to

Greece, down by 45%. For example there -
were 90 charter flights from Vnukovo to Nice

in July, 20 fewer than July last year. Business
Aviation activity has been most affected with-
in the CIS. For example, in 2013 there were
some 1500 flights out of Ukraine each month,
many connecting Kiev to Moscow. After 7
months of this year there been only 3700
flights out of Ukraine. Connections with
Russia are down by over 50%.
The business-motivated usage of private jets
appears to be less affected. Specific motiva-
tion for flying private is never clear of course,
but flight connections between Russia and
Germany are down only 18% this year, and
actually increased year on year in June.
Flights to the UK are down 11% this year,
flights to Austria reduced by only 3%. Wider
afield, flights from Russia to the US are down
19%, but notably they are up by 12% to Africa. www.geneva-airpark.ch
Flights from Russia to Asia-Pacific are also up
this year, although the numbers are tiny.
Wealthy Europeans havent felt the same
drop in purchasing power as their Russia As the Russian market has sub- and the US is to hurt a coterie of
counterparts, but their flights to Russia are sided, Charter flights have been Putins allies and advisors, sev-
similarly depleted, with year to date more affected than Private eral of which are oligarchs and
European arrivals in the CIS down by 29%. flights. Last year aircraft owners well-known users of private jets.
flying out of Russia were only 6% But its not clear whether travel
Airports less active, as Charter activity bans on such individuals and
At the airport level, Vnukovo remains by far crumbled by 20%. This year the limitations on their flight sup-
the most important Business Aviation hub in aircraft owners are also feeling port has really inhibited their
Russia, with some 5000 business jet depar- the pinch, flying 22% less in July. use of private jets. Last year
tures this year. Its activity is down 16%, simi- That said, the number of Private there was the well-publicized
lar to the drop at 2nd busiest airport Pulkovo flights this month from Vnukovo grounding of Gennady
St Petersburg, which, interestingly, saw an to Nice was down only 3%. You Timchenko Challenger 650. But
upward blip of 30% in flights in June. Other can reasonably infer that Russias as fast as access to one aircraft
airports have been worse affected, with pri- economic downturn has hit the gets limited, another can be
vate jet activity at Domodedovo diminished very wealthy charter customers opened. Most of the business
by 50%, and business jet flights from last more than the even wealthier air- jets in Russia are not identifiable
years Olympic site at Sochi down by 80%. craft owners. Similarly, private jet on the local register. More than
Nice from Vnukovo is still a popular city pair, card holders and fractional own- a quarter of the aircraft active at
flights to Geneva are only slightly down, and ers arent cutting their flight Vnukovo this year are off-shore
flights to Vienna are actually up this year. But activity as severely as the ad hoc registered. Quite possibly many
elsewhere, previously popular city pairs are charter market. Russian aircraft owners have
much reduced, notably flights from Vnukovo One of the specific aims of now rebased their aircraft out-
to Milan, Farnborough and Tel Aviv. sanctions imposed by Europe side the country.

BART: SEPTEMBER- OCTOBER - 2015 - 41

 REPORT BUSINESS AVIATION IN RUSSIA

Moscows annual Jet Expo is com-

ing up at the time of writing, and
both Russian and European trade
associations will want to talk up the
markets undoubted long term
opportunities as well as its current
challenges. Russia is still an impor-
tant player, ranking 8th largest coun-
try in Europe for business jet flights.
But it will continue to slide down the
rankings, as Europes larger markets
have shown some tepid recovery this
year in line with a recuperating econ-
omy. By contrast Russias economy
dipped almost 5% in the 2nd Quarter
and unless the oil price recovers and

Manufacturers
A more obvious loser from the drop in
the Russian market are the aircraft
manufacturers, particularly the heavy
and long-range jet providers
Gulfstream and Bombardier.
Bombardier in particular is in some tur-
moil this year as it cuts production and
employment in response to falling
demand for its premium Global aircraft.
For both manufacturers, Russia was an
indispensably strong market in the last
few years, as European markets contin-
ued to sag. Between 2007 and 2013
Gulfstream saw its fleet in Russia grow
from 7 to 53 aircraft. This year, new jet
deliveries to Russia, as well as China,
have slumped. At least Gulfstream has
the relative protection of its exceptional
backlog of G650 orders. For
Bombardier, the collapse of the
Russian market is a real problem. sanctions are lifted, its businesses
The extent of Bombardiers exposure and consumers will not recover their
is evident in its jets flight activity in appetite for private jets any time
Russia this year. There have been over soon.
3200 flights in Bombardier aircraft this
year, almost three times as many as the
next most popular brand of aircraft, but Richard Koe is joint Managing Director
18% fewer than last year. The ultra-long of WINGX, taking the lead on strategy,
range aircraft types, such as the Global business development and sales initia-
Express, are relatively least affected, tives. Together with Christoph Kohler,
flights down by just 4%, which may Richard has grown WINGX to be the
reflect the relatively resilience of their leading provider of market intelligence
WANING super wealthy users. Heavy jet flights, in to the global business aviation industry.
Manufacturers contrast, which comprise 40% of all activ- As well as managing WINGX, Richard
have ity out of Russia, have collapsed by 25%. is a regular speaker, panellist and mod-
experienced a The Challenger 850, which has been a erator at industry conferences world-
fall in demand in very popular jet for Russian customers, wide, writes on a wide range of business
Russia. Vnukovo is flying a third less. The midsize Learjet aviation issues, and works closely with
airport (top) 60s activity is down by 45%. Other regional regulators and industry associ-
Dassault 7X OEMs jets are also flying less, with the ations.
(center). notable exception of the Falcon 7X. WWW.WINGX-ADVANCE.COM

42 - BART: SEPTEMBER- OCTOBER - 2015

See us at Jet Expo -
Rockwell Collins booth 153
 ROTOR REPORT RUSSIA

By Mark Huber

RUSSIAN HELICOPTER
T
he Russian helicopter market

MARKET AT THE RUBICON

continues to face several chal-
lenges going forward. Like the
rest of the world, it has been adversely
impacted by the sliding price of oil.
The precipitous decline of the Russian
ruble also has slowed short-term
prospects. More significantly, the
local helicopter market continues to
be hamstrung by indigenous indus-
trys difficulty in bringing a light or
even a light medium models to mar-
ket. It also suffers from a lack of sup-
portive infrastructure including train-
ing, heliports, and MRO capacity.
Part of the problem is cultural. Much
of indigenous production remains
state-owned. The main player is
Russian Helicopters, an amalgamation
of several design bureaus and produc-
tion facilities. Russian Helicopters is
owned by state conglomerate Rostec,
a diverse collection of 700 entities that
form the backbone of Russias mili-
tary-industrial complex.

Traditionally, Russian aircraft are Robust

INDUSTRY developed by flying a series of pre-pro- These helicopters have a well-won
Russians prefer duction prototypes over, what by reputation for robustness and simplici-
to make medium Western standards, is considered a ty, making them a favorite in environ-
and large leisurely development timetable, as mentally hostile, third-world country
helicopters, opposed to the use of advanced com- operations. Overall, Russian heli-
while importing puter flight test modeling. Companies copters have a 14 percent market
light helicopters. owned by Rostec tend to structure share worldwide and the company is
MI-17 (top), their products to serve state interests. aiming to obtain 20 percent before the
R66 (center-left), And when it comes to helicopters, that end of the decade. However, they are
Denel Aviation means the bias is toward medium and also heavy and comparatively fuel inef-
(center-right) large helicopters, such as the ubiqui- ficient when evaluated to Western
R44 (bottom). tous, multi-mission Mi-17. offerings. Fully half of Russias fleet

44 - BART: SEPTEMBER- OCTOBER - 2015

of 2,500 helicopters on civil registry
are heavy category. Mediums com-
prise another 20 percent.
Last year Russian Helicopters deliv-
ered 271 helicopters. More than 8,000
helicopters of Soviet/Russian make
are operated in 110 countries world-
wide, with fleet concentrations in the
Middle East, Africa, Asia-Pacific, and
Latin America. Russian Helicopters
also has a hefty overhead, employing
some 43,000. Compare this to
Sikorsky, a U.S. helicopter company
with a higher output of military and
civil rotorcraft, that employs 15,000.

Light Helicopters
In recent years, light helicopter
imports into Russia have surged. Over
the next three years, the Russian
Helicopter Industry Association
expects the countrys civil fleet to
increase by 500 with fully two-thirds of
those coming from the light and medi-
um models. The light market is lead-
ing the charge. Between 2009 and
2014, the number of native light civil
sector helicopters grew from 234 to
523 according to RHIA. Officially,
executives from Russian Helicopters

philosophy is culturally simpatico

maintains that the company and its
components are too busy with ongoing
large and medium helicopter projects
to worry about the lower end of the
market.
Consequently, light helicopters are
generally imported. Many are from
U.S. maker Robinson, that has consis-
tently found Russia a fertile export
market and home to almost 250 piston-
engine R-44s. In 2002, the R44 became
the first U.S. manufactured helicopter
approved by Russia and other states of
the Commonwealth of Independent
States (CIS) and it has enjoyed a
strong local following, as has its tur-
bine R66.
Long Range
In September 2013, two R66s com-
pletes around-the-world flights. Pilots
Michael Farikh and Alexander
Kurylev flew R66 S/N 0323. Pilots
Dmitry Rakitsky and Vadim
Melnikov flew R66 S/N0164.
Robinsons simple, low-cost design
with its Russian customers. Enstrom,
Airbus, AgustaWestland, and Bell
also have done well in Russia in
recent years. The recent downtown
in the Russian economy, largely relat-
ed to sinking oil prices, as opposed to
new Western sanctions related to the
Kremlins misadventures in the
Ukraine, temporarily have tapped
down these imports. However,
Western rotorcraft makers still see
Russia as a good long-range play,
despite high Russian import duties
and value-added tax (VAT), that
along with various fees, can increase
the price of an imported rotorcraft up
to 41.6 percent, according to the U.S.
Commercial Service.
While direct imports can be expen-
sive, conducting final assembly of
component manufacture in Russia can
circumvent the tax man.
Airbus Helicopters sold its first air-
craft into Russia 20 years ago and AFTERMARKET
today 186 of its helicopters across 16 Service and
types are flying there, more than 50 support is key to
percent of the turbine-powered penetrating the
Western fleet in Russia. Airbuss Russian market.
Russian customers include govern- Bell 407 GXP (top)
ment, industry, and private individu- Airbus Helicopter
als. The company has a network of 22 (bottom).

BART: SEPTEMBER- OCTOBER - 2015 - 45

 ROTOR REPORT
service centers approved by the
Russian Federal Air Transport
Agency.
One of the biggest customers today
is UTair Aviation with the fleet of
Airbus Helicopters units. Airbus
Helicopters in Russia fly diverse mis-
sions including surveillance, geologi-
cal exploration, including ambulance
transportation, evacuation and search
and rescue across the country.
Maintenance
Providing the necessary service and
support is key to successful penetra-
tion of the Russian market. notes a
2013 study from the U.S. Commercial
Service. When entering the Russian
market, foreign helicopter manufactur-
ers choose strategies varying from
sales and partnerships with indepen-
dent market players to teaming up
with state holdings and authorities. As
a first step, initial market entry can
include selling helicopters in coopera-
tion with a Russian partner (dealer).
Past experience indicates that a sold-
and-forgot attitude led to market fail-
ure for a number of brands.
Thus, European helicopter manufac-
turers who have been in the market
for a while have made a transition
PARTNER from just selling helicopters to selling
Helivert (center) their lifecycle, including setting up a
is a joint venture developed maintenance infrastruc-
between ture.
AgustaWestland Bell announced in May that it
(top) and would assemble its 407GXP turbine
Russian single for the Russian market in
helicopters. Russia at a JSC Ural Works of Civil
46 - BART: SEPTEMBER- OCTOBER - 2015
RUSSIA
Aviation (UWCA) facility in
Yekaterinburg. Teaming with
UWCA presents an immediate
strategic advantage, as it already
has MRO capabilities. We believe
there is a strong demand for the
Bell 407GXP and we are delighted
to establish a strong local presence
in Russia, said Patrick Moulay, vice
president of global sales and mar-
keting at Bell Helicopter. This is a
key milestone for Bell Helicopter
that we expect will lead to further
opportunities within the Russian
market. We are committed to con-
tinue supporting the success of our
Russian business partners as we
strongly believe in the long term
potential of the market.
The same thinking drove the 2008
creation of a 50-50 joint venture
between AgustaWestland and
Russian Helicopters, HeliVert, to
assemble the AW139 medium twin
for the Russian and CIS market at a
plant outside Russia in Tomilino. The
first AW139 assembled by HeliVert
flew in 2012 and the plant has the
capacity to produce 15-20 per year.
The plant employs more than 100
and also houses a Russian certified
MRO to support its output.
AW hopes HeliVert will help it to
achieve its strategic goal of increas-
ing its Russian market share by 40
percent over the next decade.
However, such JVs can sometimes
be challenging. The HeliVert JV was
recently re-organized as part of a
deal to sell ten new AW189 super-
medium twins to RN-Aircraft, a sub-
sidiary of state oil company Rosneft.
The latter inked a deal in late 2014
that could see it taking up to 160 new
helicopters from the JV by 2025,
including AW189s assembled at
HeliVert. Under the reorganization,
AgustaWestland would cede 10 per-
cent of its interest in the JV and
Rosneft would receive a 30 percent
share in it. Russian Helicopters
would see its share diluted to 30 per-
cent. Officially, AW said the move
was designed to strengthen its
industrial collaboration with its
Russian partners and its commercial
presence.
Building alliances
Other strategic alliances with
Western companies also are in the
works. This includes Russian
Helicopters forming partnerships with
engine makers Pratt & Whitney
Canada and Turbomeca. Turbomeca is
providing the Arrius 2G1 engine for
the Kamov Ka-226T and the Ardiden
3G for the Ka-62. Another Turbomeca
engine is under review for RACHEL,
aka the Russian Advanced
Commercial Helicopter and as a retro-
fit solution for the Mi-17/35. A good
deal of Western content is also expect-
ed to be found on the 30-passenger
Mi-38, a 15.6 ton heavy lift helicopter
under development. Incorporating
Western engines and avionics into
Russian airframes is seen as a way of
making them more appealing to for-
eign buyers.
The Kamov Ka-226T is a coaxial
rotor light twin designed primarily for
disaster assistance. It features inter-
changeable mission pods, allowing
the same helicopter to be quickly
converted between roles including
cargo, passenger, EMS, and fire sup-
pression. The Ka-62 is the civil vari-
ant of the Mi-8 and has been under
development since at least 1990. The
medium twin will feature high-density
passenger seating for 14. Other
indigenous Russian designs that
could hit the international market
soon include a new Ansat light twin, a
7,900 lb. model powered by a pair of
P&WC PW207Ks, and a 5,500 lb. light
single being developed with
AgustaWestland said to be smaller
than an AW119. The KA-226T and the
Ansat received Russian certification
in May. However, Russian
Helicopters ambition to have the
Ansat certified by EASA remains
unfulfilled.
In May 2015, Russian Helicopters
announced a framework for a partner-
ship with Chinese aerospace compa-
ny AVIC to develop a new Advanced
Heavy Lift helicopter. The details
are preliminary and contract negotia-
tions are ongoing.
Almost all of these programs have
seen their schedules moved to the
right at least once, some perennially,
a problem exacerbated by the col-
lapse of the Ruble in 2014. Late last
year Russian Helicopters announced
that is was re-evaluating ongoing heli-
copter program schedules in light of
shifting economic conditions. This
summer Russian Helicopters
announced that it expected relatively
static native production through 2030,
estimating output at 230 to 280 units
per year. The company currently has
a two-year production backlog valued
at $9.8 billion.
More than half of all production are
Mi-8/17 models distributed across
three main customers: China, India,
and the U.S. Army, the latter being a
one-time fleet buy to equip the
Afghan Army that became the subject
of a criminal prosecution in the U.S.
and the subsequent conviction of the
U.S. Army officer who managed the
program. The case involved the com-
pany selected to modify the heli-
copters for the Afghan Army,
Lithuania-based Avia Baltika Aviation,
and not Russian Helicopters. The
selection of the Mi-17 for the Afghan
Army was highly controversial in the
U.S., but American officials defended
the contract, citing the Afghan
Armys previous experience with the
helicopter and its overall robustness.
Upgraded variants of the Mi-17 are
hitting the market. They include the
Mi-171A2 that features Klimov
VK2500P turboshafts with Fadec. The
new engine would replace the
Ukranian-built TV3-117VMAs that
currently powers most Mi-17s and is
expected to give the helicopter
improved high/hot performance.
Continued Russian Helicopter
progress in developing world often
hinges on its willingness to have its
aircraft assembled in customer coun-
tries. Russian Helicopters popularity
in India, already established with
more than 280 helicopters in country,
most of them Mi-8/17s, and was
recently boosted by the announce-
ment of a Russian JV there with local
company Elcom Systems to build its
helicopters there beginning with the
Ka-226T.
It also will build select components
and house ground and flight test
operations. Having a local factory up
and running is expected to give
Russian Helicopters a strategic advan-
tage when responding to Indian
Ministry of Defense tenders for
armed helicopters.
But back in Mother Russia, the chal-
lenge remains how to meet the con-
tinuing demand for light helicopters,
that are expected to grow from the
current 25 percent to 50 percent of
the indigenous fleet by 2020 thanks to
the needs of local police, EMS, and
private sector demand. State industry
remains unwilling or unable to field a
credible native design and joint ven-
tures with Western manufactures
remain in their relative infancy.
Meanwhile, service and support infra-
structure still needs to grow to catch
up to the needs of the light helicopter
fleet already in place. Sexy markets
such as Brazil, or potentially huge UTILITY
ones like China, consume much of The Kamov Ka-
the global helicopter marketing oxy- 226 is a small,
gen. But ultimately, Russia could be a twin-engined
bigger prize than either. Russian utility
helicopter.
BART: SEPTEMBER- OCTOBER - 2015 - 47
 REGULATORY INSIGHT
SANCTIONS IMPACT
RUSSIAN BUSINESS AVIATION
By Derek Bloom
E
U and U.S. sanctions are negative-
ly affecting the Russian business
jet market. A certain number of
wealthy Russian persons and large
corporations are specifically named in
EU and US sanctions. These persons
may not be sold aircraft by the major
manufacturers, and cannot receive
maintenance, warranty and navigation
services from some Western
providers. Accordingly, several of
these persons have gone to some
lengths to sell aircraft they own, and
are not acquiring new aircraft, but are
presently using charter aircraft.
However, there are multiple other
negative factors impeding the
Business Aviation market in Russia at
this time. While each of these negative
factors will likely prove to be tempo-
rary over some time period, in the
BLACKLISTED short-term, at least, there is little to
Gennady cheer the market.
Timchenko When I studied navigation, I was
(center) had struck by question, What is the most
difficulty getting important question in navigation? The
his aircraft answer is Where are we now? So,
maintained due where are we now? We may draw lines
to sanctions to find the intersection between the
Gulfstream following points of reference to arrive
G550(top). at our current location.
48 - BART: SEPTEMBER- OCTOBER - 2015
RUSSIA
There are many fewer billionaires in
Russia than in the past. According to
Forbes, Hit by falling oil prices, a
struggling currency and Western
sanctions over the crisis in Ukraine,
Russia saw the total number of billion-
aires fall to 88 from 111 the year
before.
The remaining billionaires in Russia
(China and Latin America) are not
buying enough private jets. Current
economic conditions and geopolitical
issues have impacted intake levels
industry-wide; as a result Bombardier
Business Aircraft is reducing its pro-
duction rate for Global 5000 and
Global 6000 aircraft. A lot of the oli-
garchs made their money with oil,
and right now oil prices are being
challenged the president of
Bombardier Business Aircraft said of
Russian jet buyers. Also, taking
money out of the country right now
is challenging. All of this put togeth-
er results in the slowdown we can
see now. The General Dynamics
CEO also said Gulfstream too is see-
ing fewer orders from Russia (China
and Latin America), but because of a
backlog for G650s wont be cutting
production.
A higher priority than an aircraft is a
home, and wealthy Russians are sell-
ing their homes, and there are no buy-
ers. In Rublovka, the area that has
long housed Russias elite neatly
groomed shopping malls are deserted
most days. With the economy reeling
from the oil-price crash and Western
economic sanctions over Ukraine, the
ruble has sunk precipitously, inflation
is up sharply and real wages are
shrinking for the first time in years,
forcing Russians even the wealthi-
est to make do with less. Sellers are
either desperate for cash or fleeing
abroad, taking their money with them,
while buyers are shunning the
Rococo-style castles that are some-
thing of an area trademark. People do
not think that they will make the same
type of money in the future, so they
dont want to spend what they have
now... The political and economic
instability prevents everyone from
buying real estate.
Off-Shore Assets
The Russian government has
announced a program called De-
Offshorization pursuant to which the
wealthy are encouraged to bring cash
back to Russia. As of June 8, 2015, a
new Russian amnesty law came into
effect whereby the wealthy may volun-
tarily disclose information about exist-
ing off-shore and domestic assets.
Yet, distrust of the Russian govern-
ment is sabotaging the law. Rather
than repatriating assets to Russia,
Russias wealthy are hiding their off-
shore assets more deeply behind
opaque multi-tier holding company
structures and trusts and nominees
and trusted persons outside Russia
who appear to be the beneficial own-
ers of assets, not just the nominee
owners.
While the hiding of assets outside
Russia is driven first and foremost by a
desire to safeguard assets from
seizure by the Russian government,
this same practice also creates signifi-
cant problems for Russians who need
to demonstrate to an EU or US credi-
tor or regulator that he or she or it is
not subject to sanctions, and the
money is not subject to money-laun-
dering regulations.
Moreover, Russia is experiencing
massive capital flight since wealthy
persons are afraid to have their
wealth in Russia. The Russian
Central Bank reported that $154.1 bil-
lion was transferred out of Russia in
2014. During the first quarter of
2015, another $32.6 billion was trans-
ferred out of Russia. Many of the
transactions by which billions of dol-
lars are transferred out of Russia are
themselves giving rise to criminal
investigations. Deutsche Bank AG is
looking into possible money launder-
ing transactions by some of its clients
in Russia which could exceed $6 bil-
lion. The Russian government may
resort to currency restrictions of the
pace of capital outflows does not ease
in 2015.
U.S. Sanctions
The U.S. government has imposed
two types of sanctions on Russia.
One type of sanction is a prohibition
on business with Specially
Designated Nationals (SDNs) that grant of a license or being removed
are under U.S. Ukraine-related sanc-
tions. The second type of sanction is
called Sectoral Sanctions and pre-
vents the extension of financing for
longer than 30 days to named per-
sons and legal entities. The sanc-
tions are enforced by the U.S. Office
of Foreign Assets Control (OFAC).
It is possible to petition OFAC and to
obtain a license to engage in a trans-
action that is not prohibited, or to
obtain comfort that the sanctions do
not apply to a proposed transaction.
Our firm has experience represent-
ing persons subject to sanctions to
obtain guidance that the sanctions do
not apply to a proposed transaction.
In order to undertake such work, our
firm may first have to communicate
with OFAC and determine whether
OFAC would require our firm to
obtain license to represent a compa-
ny possibly affected by sanctions.
With the right facts, this is a hurdle
that can be crossed.
The sanctions removal process is
done through submission to OFAC of
a Petition for Review, also known as a
Request for Reconsideration. We
would be required to collect very
detailed and comprehensive owner-
ship and financial information on each
of the companies involved in order to
prepare and submit evidence in sup-
port of our arguments in the Petition
for Review. We would have a right to
request a hearing before OFAC, how-
ever they are not required to grant a
hearing. The decision process can
take from 6 months to two years, or
more. The OFAC decision on our peti-
tion would be considered a final
administrative decision. Denial of the
from the SDN list may by challenged
by bringing a lawsuit against OFAC in
U.S. District Court in Washington, DC
under the Administrative Procedure
Act (APA).
European Sanctions
The Council of the European Union
has also enacted sanctions that limit
the provide financing to listed persons
and legal entities. The EU sanctions
name a smaller number of persons
than the US SDN sanctions.
Accordingly, some Russian persons
who are subject to US sanctions are
free to travel to the EU. Neither the
US or EU sanctions foreclose the
extension of credit to persons who are
not specifically named. Some
European banks are actively seeking
to work with wealthy Russian persons
who are not subject to sanctions. At
the same time, the majority of EU and
US banks and other aircraft finance
businesses are no longer extending
new credits to any Russian persons or
legal entities out of concern that exist-
ing sanctions may be broadened, and,
instead, are looking to wind up exist-
ing extensions of credit and reduce
their exposure to perceived risks.
OFAC is advising U.S. persons to act
with caution when considering a trans-
action with a non-blocked entity in
which a blocked person has a signifi- ADVERSE
cant ownership interest that is less Sanctions are
than 50 percent or may otherwise con- adversely
trol the company. affecting the
Gulfstream and one of its customers, Russian
Gennady Timchenko, who owned a business jet
G650 were grappling through the sec- market.
BART: SEPTEMBER- OCTOBER - 2015 - 49
 REGULATORY INSIGHT
ond half of 2014, and possibly into
2015, with the application of OFAC
SDN sanctions to Mr. Timchenko. It
was widely reported in the fall of 2014
that Mr. Timchenko had said publicly
that Gulfstream had broken off contact
with him and would not service the air-
craft. Mr. Timchenkos aircraft was
grounded for several months.
Prior to the imposition of sanctions
on Mr. Timchenko, he had been seek-
ing U.S. government funding, appar-
ently from the Export-Import Bank of
the United States, to buy up to 11
Gulfstream aircraft, having a value
from $173 to $710 million.
Presumably, since Gulfstream still has
a substantial backlog to produce
G650s, the loss of this piece of busi-
ness, if it ever had a chance at realiza-
tion, is offset by the other business
that Gulfstream does have. Gulfstream
did address the situation with Mr.
Timchenko directly. Gulfstream is
continuing efforts to sell and maintain
aircraft in Russia while also navigating
economic sanctions by the USA and
Europe that target certain individuals
including some of the companys
clients.
Regarding Mr. Timchenko, who
reportedly owned the sixth G650 off
the assembly line, Mr. Timchenko had
complained to Russias ITAR-TASS
news agency in a July 31, 2014 report
that his G650 was effectively grounded
because of the sanctions. He says
Gulfstream has informed him they
cannot send spare parts or allow his
pilots to use the maps included in the
aircrafts navigation system. The inci-
dent put Gulfstream in the awkward
position of wanting to support cus-
tomers while still fully complying with
US and European trading rules. A
Gulfstream spokesperson said
Gulfstream can still deliver and sup-
port aircraft linked to Russian clients,
despite the sanctions. It just depends
DOWNTURN on where theyre at on that sanctions
With less wealth list. Certain people in Russia youre
in Russia, its not able to do a lot of business
Business with...Are we able to still do business?
Aviation market Yes we can. We just have to be careful
is in recession. about how we do it.
Russian The word on the street is that Mr.
President Timchenkos aircraft was eventually
Vladimir Putin sold to a person not subject to the
(top). OFAC SDN sanctions, and that OFAC
50 - BART: SEPTEMBER- OCTOBER - 2015
RUSSIA
was aware of the transaction before it
occurred. So, presumably, Gulfstream
is now able to service that particular
G650 once again.
Confidentiality
The identity of Russian owned air-
craft is intentionally well hidden, and
accurate information about the place
of registration of Russian owned air-
craft is also hard to establish. There is
an interesting website operated in the
Russian language by Aviaforum where
a large number of interested persons,
perhaps industry sales persons, and
perhaps hobbyists, exchange informa-
tion about which Russia persons own
which particular aircraft, and where
they are located. According to one
summary published here, of 565
Russian owned aircraft, the Isle of
Man is the champion with the most
Russian owned aircraft, being 101 air-
craft. In second place is Austria with
71 aircraft, and, surprisingly, in third
place is Russia itself with 70 aircraft
registered here. The information sum-
marized here does not go on to list any
other totals, but Malta, the UK and
Switzerland and the U.S. would likely
follow.
At the same time that Russian own-
ers of aircraft are motivated to own
and register their aircraft outside of
Russia, notably there is proposed leg-
islation in Russia that would make it
secret information to know who and
what legal entities may have regis-
tered ownership of real estate, air-
craft and yachts in Russia. Under the
proposal, information about owner-
ship of real estate, aircraft and yachts
would only be made available to per-
sons holding a power of attorney
from the owner to access such infor-
mation.
The Federal Security Service (FSB)
has proposed the information would
still be freely available to state
organs, but all other bodies would
need permission from the relevant
property owners to access their
details. According to the authors of
the new bill, this information can at
present be used for criminal purpos-
es, for example blackmail. The new
law is expected to come into force in
March 2016.
In conclusion, coming back to the
question posed by navigation, Where
are we now?, the Russian business
aviation market is clearly in a reces-
sion due to there being fewer wealthy
persons, and those who are remain-
ing are not spending and investing as
freely as in the past. There will be a
continued desire by Russian owners
to own their aircraft through owner-
ship structures outside of Russia that
will be opaque to both the Russian
government and to Western aircraft
manufacturers and other foreign buy-
ers and sellers seeking to do business
with a Russian counterpart. Russian
owners will continue to register their
aircraft outside of Russia. There will
remain a very limited constituency for
legal reform to promote business avi-
ation in Russia, and to lobby for an
exemption from import VAT, for
example. Russian owners of aircraft
have gone to great lengths to make
themselves and their aircraft into for-
eigners just visiting Russia when they
are here.
Derek Bloom is a Partner with Marks
and Sokolov's Moscow office.
He is a member of the District of
Columbia Bar Association. Before mov-
ing to Russia, Mr. Bloom practiced law
in Washington, D.C. from 1984 to 1995
as a partner in a securities law firm
focused on securities issuances by US
financial institutions.
dbloom@mslegal.com
www.marks-sokolov.com
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 FOCUS FLIGHT TRAINING

By Kirby Harrison

RESEMBLING
F
light simulator training has come

THE REAL THING

a long way since 1929, when a
young Ed Link decided there had
to be a less expensive way to learn to
fly. Blessed with an aptitude for sci-
ence and mechanics, he set about cre-
ating a machine that would replicate
the controls and movements of an air-
plane in flight. The end product
resembled a toy airplane from the out-
side, with stubby, wooden wings, a
fuselage mounted on a universal joint,
and bellows from his parents organ
factory, driven by an electric pump to
provide pitch and roll in response to
the students controls.
Little did he know that this first flight
simulator would usher in what is today
a multi-billion industry that offers sim-
ulator training in virtually every air-
craft in service world-wide.
FlightSafety International, for exam-
ple, offers more than 4,000 courses
annually on nearly 140 aircraft, and
provides a total of 1.3 million hours of
training annually to customers from

lion Canadian and by FY 2015 it had

jumped to $2.25 billion Canadian.
The integration of new technology
and adaptation of existing technology
is critical to the realistic enhancement
of the flight simulator experience and
in doing so, improving the safety of
flight.
Safety of flight is a focus of
FlightSafetys new Upset Prevention &
Recovery Training. In-flight loss of
control represents the single greatest
cause of fatal aviation accidents in the
last decade, according to VP of com-
munications Steve Phillips.
The course focuses on preventing in-
flight loss of control, and recovery
from the upset if prevention proves
impossible. Training comes in a
Gulfstream G550 simulator designed
with an aerodynamic model that repli-
EVOLUTION 167 countries at 39 business and ative and very technology intensive. cates the flight envelope from full
The first flight regional airline training programs The company currently employs some aerodynamic stall to speeds well
simulator: The from Hong Kong to Stavenger, 8,000 people at more than 160 sites at beyond VMO/MMO. The model was
Link Trainer (top). Norway. training locations in 35 countries and developed by FlightSafety using actual
FlightSafety CAE is the other big dog on the continues to expand with recent addi- flight test data and was approved by
International flight training block. It was founded on tions at their Amsterdam, Dubai and senior Gulfstream experimental test
offers more than St Patricks Day in 1947 by ex-Royal New York training centers. The com- pilots who did the initial flight tests of
4,000 courses on Canadian Air Force veteran Ken panys total revenue has grown steadi- the G550 airplane.
nearly 140 Patrick to take advantage of a war- ly. In fiscal year 2010, it was $1.53 bil- There is an academic element to the
aircraft. trained team that was extremely innov- course, consisting of 3.5 hours of

52 - BART: SEPTEMBER- OCTOBER - 2015

advanced topics, including low/high
speed aerodynamics, stability and con-
trol, aircraft performance and upset
recovery technique. The simulator
period ends with pilots experiencing
actual scenarios that ended in fatal
accidents.
FlightSafety has always maintained
that truly meaningful type-specific
upset recovery training could only
occur if the simulator precisely repli-
cated flight beyond the normal certi-
fied flight envelope, said Phillips. In
this case, anything other than exact
replication beyond the certified flight
envelope would provide negative train-
ing.
40-million Pixel Resolution
FlightSafetys VITA 1100 visual sys-
tem provides photo-realistic imagery
up to 40-million-pixel-resolution and a
realistic field of view up to 300-degrees
horizontal and 60-degrees vertical.
The tightly integrated computer hard-
ware and software across the sub-sys-
tems allows for more accurate and
higher fidelity. Explained Phillips.
The companys FS1000 full-flight
simulators represent the highest level
of realism and maximizes the effective-
ness and efficiency of FlightSafetys
latest innovations in technology, said
Phillips. Designed to replicate the
exact flight and performance charac-
teristics of the aircraft they represent,
the simulators offer the latest in multi-
core, 64-bit architecture and support-
ing real-time tools. And the interior of
the simulator offers close to twice the
amount of interior space for flight
instructors and observers compared
with previous-generation simulators.
FlightSafety is also promoting its
CrewView glass-mirror displays to
deliver unprecedented simulation
training fidelity, the greatest level of
realism with superior optical perfor-
mance, and sharper image clarity.
The collimated images, claims the
company, are presented free of visible
distortions and artifacts out of mirror
edge and ground rush distortion in
the bottom field of view.
The new Energy Management
course from FlightSafety focuses on
the physics of operating Gulfstream
aircraft in the descent phase of flight.
With the completion of up to 10 differ-
ent scenarios in each two-hour simula-
tor period, pilots learn the tools avail-
able to understand their energy state
at any given point on the descent.
Using these tools, pilots learn to pre-
dict in advance whether or not they
will meet stabilized approach criteria.
It will allow flight crews to act much
earlier than before in resolving any
high-energy problems while they are
still easily handled, according to
FlightSafetys Phillips.
While technology enhances reality
and reliability, the human factor
remains a wild card in manned flight.
FlightSafetys Crew Resource
Management (CRM)/Human Factors
LOFT (Line Oriented Flight
Training) addresses that issue. It is,
says the company a highly integrat-
ed and challenging course created to
assess CRM aspects of a flight crews
performance during a long-range
international flight. It requires four
hours in the simulator for a crew of
two pilots.
Prior to LOFT attendance, crews are
sent a trip notice, allowing them to
plan the trip exactly as they would in
their flight department, and to brief
the instructor on their planning. A
post-simulator session briefing is used
to re-live the LOFT.
An optimal outcome for the passen-
gers and crew hinges upon the crews
competency in coordination, commu-
nication, monitoring skills, interven-
tion protocols, resilience to unfore- EXPANSION
seen events and response to a startling Emirates and
event. CAEs second
The Rejected Takeoff Go/No-go flight training
course is yet another example of the center in Dubai
emphasis on safety, putting a two-pilot (below).
BART: SEPTEMBER- OCTOBER - 2015 - 53
 FOCUS FLIGHT TRAINING

flight crew through a series of V1 deci-

sion scenarios that will allow them to
become proficient in their flight
departments takeoff briefings and the
go/no-go decision. During the four-
hour course, each pilot faces 18 differ-
ent V1 scenarios. Further, according
to FlightSafety, many pilots have never
operated their aircraft under the high
stress and demands of an emergency
return. Each pilot has the opportunity
to practice multiple emergency return
scenarios to proficiency, said
Philllips.
Expansion is also part of the
FlightSafety agenda, recently with
plans to begin training on Dassaults
Falcon 2000LXS with the EASy II flight
deck at FlightSafetys Paris learning
center at Le Bourget Airport in
September. One of two Falcon 8X

and other advanced technology train-

ing devices for the ISS Aviation
Academy.
Sikorsky S-91A and S-70i full-flight
simulators are to enter service in late
2015 and will be the first Sikorsky S-
92A and S-70i devices to be installed in
Saudi Arabia. As part of that program,
FlightSafety will also train ISS instruc-
tors and simulator technicians and
provide training programs, course-
ware and manuals.
FlightSafety has also been selected
as the exclusive authorized training
provider for the new, ebuilt Nextant
G90XT turbroprop, providing initial
and recurrent pilot training. The
agreement includes experienced
instructors using a Level D simulator.
Initial approval will be by the FAA and
EASA with other aviation regulating

Level D simulators is scheduled for

installation in Paris. The other is at
Teterboro Airport in New Jersey.
Further expansion includes a push to
deploy civil helicopter simulators, a 40-
percent increase of Level D simulators
that will accommodate nearly a dozen
rotorcraft. The new FS1000 simulators
ADVANCED will feature CrewView displays with
Flight training fields up to 300-degrees horizontal, as
innovation: CAE well as NVG capabilities.
Falcon 5X (top), FlightSafety has also signed an
FlightSafety Vita agreement with Infinity Support
1100(center), Services for creation of a learning cen-
CAE Tropos XR ter in the Middle East. It includes the
(bottom). purchase of two full-flight simulators

54 - BART: SEPTEMBER- OCTOBER - 2015

authorities approvals to be obtained
based on customer needs. Subsequent
approvals are expected by aviation
authorities in Brazil, Canada, China
and Japan.
To date, FlightSafety has delivered
more than 1,000 visual systems and
800 flight simulators and other
advanced training devices.
Working Closely With OEMs
Flight training providers typically
work closely with aircraft manufactur-
ers in developing training devices for
new aircraft.
As Dassault Aviation rolled out its
new Falcon 5X business jet in June,
CAE was already working closely with
the French manufacturer to determine
the best initial location for deployment
of training devices based on customer
demand. Deployments were also
being planned in anticipation of a
growing Falcon 5X fleet.
Falcon 5X pilots, said VP & General
Manger Camille Mariamo, will have
access to an immersive flight training
experience in CAEs latest-generation
simulator, the CAE 7000XR series,
equipped with the CAE Tropos
6000XR visual system.
In addition to courseware for Falcon
5X pilots, CAE is also developing train-
ing programs for the aircrafts mainte-
nance technicians and cabin crews.
CAE is a factory-approved training
provider for Dassault, already deliver-
ing training around the world for some
20 Falcon models, from the venerable
Falcon 50 to the Falcon 7X.
Flight training developers are quick
to respond to demand and CAE
announced this spring that five new
business jet and helicopter aviation
training programs are being readied
for deployment in China, Norway, the
United Arab Emirates and the United
States for five aircraft types, from
Bombardiers Global 5000 and 6000
models to Gulfstreams G650 to
Sikorskys S-92 helicopter.
Expanding into China, CAE is sup-
porting a growing helicopter market
there, andis now offering a Sikorsky
S-92 helicopter training program at its
Zhuai Flight Training Center in China.
The simulator is qualified to Level D
and now available for training. It fol-
lows the S-92 training program now
operational in CAEs Oslo, Norway
center.
CAEs first Airbus Helicopters H225
full-flight simulator in Oslo will be
qualified to Level D and was expected
to be ready for training in mid-2015. It
will offer initial, recurrent and mission-
specific training for offshore, search
and rescue, executive and other oper-
ating profiles.
CAE is also hard at work on a new
Gulfstream G650 full-flight simulator.
It is the newly-designed CAE 7000XR
model, equipped with the Tropos
6000XR high-fidelity visual graphics.
Among the advantages is an ability to
customize the simulators to fit the way
the customer flies and common-design
architecture to ensure cost-effective
operation and reduced lifecycle costs.
The G650 simulator will be ready for
training in the United Arab Emirates-
CAE Flight Training Center in Dubai
in 2016.
A new Level D full-flight simulator
for Global 5000 and Global 6000 busi-
ness jets that are equipped with the
Bombardier Vision flight deck is now
ready for training at the Emirates-CAE
center in Dubai. The same training for
the Global 5000 and Global 6000 is
also available in Amsterdam for air-
craft featuring the Bombardier Vision
flight deck.
The Tropos 6000XR takes advantage
of todays GPU to provide high-resolu-
tion light points and customization to
accommodate preferences and train-
ing needs for different airports.
A Growing Market Is Forecast
Both companies see the flight training
market continuing to grow, despite the
dip in the price of oil causing cutbacks
in offshore exploration and pumping.
And both see the United States as the
major source of continued growth.
Demand for training around the world
has remained consistently strong [but]
the greatest demand continues to be
from the United States, said
FlightSafetys Phillips.
CAE has taken a long period of
time in becoming a global player in
flight training and sees the airline seg-
ment as a primary driver for overall
growth, including retirements from
the airlines at age 65, coupled with
recently enacted rules requiring an
increase in training for new pilots and
more rest for pilots as primary drivers
of growth. Also airlines are recalling
furloughed pilots and recruiting from
their regional carriers at increasingly
higher rates.
The total global civil aviation training
market is nearly six times larger than
the products market, and this is where
CAE believes it can make major
strides in growing business over the
long term.
A growing crop of new aircraft and
aircraft types is also keeping the mar-
ket strong. Introduction and delivery
of new aircraft types is a major driver
for ongoing expansion of FlightSafety
training locations and the introduction
of new programs, said Phillip. BOOMING
Both companies anticipate revenue The US is a
growth in the near term. In fiscal year major source of
2015, said CAEs Mariamo, We growth for flight
expect to make more progress to training. CAE
expand market share and fill our avail- simulator
able capacity, he concluded. (pictured).
BART: SEPTEMBER- OCTOBER - 2015 - 55
 FOCUS
TRU TAKES TEXTRON INTO WORLD OF FLIGHT TRAINING
TEXTRON INC. CREATED A NEW
PRESENCE in the world of flight train-
ing in April with the launch of TRU
Simulation + Training, described as a
new force in the aviation simulation
and training market, with a full spec-
trum of innovative offerings and solu-
tions available around the globe.
The new business unit was formed
from three legacy companies:
Mechtronix, located in Montreal,
Quebec; Opinicus Corp. of Lutz, Fla.;
and a portion of AAI Logistics &
Technical Services, an operating unit
of Textron Systems based in Goose
Creek, South Carolina. TRU later
acquired ProFlight, of Carlsbad, Caif.,
which has since opened a training
facility in Lutz, Florida.
We sought to develop a name that
represents the value we can add to
customers, providing solutions that
depict realistic environments and con-
ditions that are TRUE to life, said
President and CEO James Takats. The
name, he added, was designed to
reflect the effort to ensure that pilots
are trained properly and feel confi-
dence when they do get in the air.
The new Textron business unit is
intended to provide entitlement train-
ing for Textron Aviation customers
ENTRY who purchase new production
TRU Textron is a Beechcraft King Air 250, 350i/ER and
new force in C90GT turboprop aircraft that are
aviation equipped with Rockwell Collins Pro
simulation. Line Fusion avionics. Entitlement
56 - BART: SEPTEMBER- OCTOBER - 2015
FLIGHT TRAINING
training will include initial type-rating
and recurrent training for pilots, as
well as for maintenance technicians.
Entitlement training is slated for
availability prior to new-model deliver-
ies, which are expected to extend from
the third quarter 2015 to the second
quarter 2016. Citation CJ3 programs
are expected to follow immediately.
For pilots, the training will be at
TRUs ProFlight training facility in
Lutz, near Tampa, Florida. Training
for maintenance personnel will be in a
newly renovated space on the Textron
Aviation Mid-Continent campus in
Wichita, Kansas.
ProFlight instruction, according to
TRU, is delivered by current pilots
who utilize a diverse mix of course-
ware: printed materials; computer-
based desktop training; a Level D full-
flight simulator; a proprietary Level 6
NextGen flight training device; and
the Rockwell Collins virtual avionics
trainer. ProFlight has received FAA
Part 142 and is applying for EASA cer-
tification as an aircraft training organi-
zation.
Last month, TRU gained FAA Part
142 certification for its new ProFlight
satellite pilot training center in Lutz,
near Tampa, Florida. Plans call for the
new center there to offer training for
the Cessna Citation CJ1, CJ2 and CJ3.
The company also expects to expand
training to include nine more Cessna
and Beechcraft models.
TRU is already expanding abroad
with installation of a Bell 429 simulator
in a former Bell service center in
Valencia, Spain. TRU is also examin-
ing expansion from there to include
business jets and considering sites in
northern Europe and South America.
TRU announced in June that Star
Wings, approved as a training organi-
zation by German aviation authorities,
is in the final stages of installing its
TRU-built Cessna Citation CJ3 full-
flight simulator. The device will be
built to EASA standards for Level D
use and was expected to be approved
in July 2015.
With the new high-fidelity simulator,
Star Wings will become the only
provider of CJ3 full-flight simulator
training in Europe. The program will
include initial, recurrent and type rat-
ing training as well as difference train-
ing, right-seat training, type rating
instructor/type rating examiner train-
ing, Rockwell Collins 3000 FMS Pro
Line 21 training, multi-crew coopera-
tion training, and license proficiency
check/operator proficiency check
flights.
TRU Simulation + Training offers an
exciting opportunity for Textron to be
a major force in the rapidly growing
market for providing pilot and air crew
simulation and training to both com-
mercial and military customers, said
Takats.
 All of these names
have one name in common.
AgustaWestland Airbus Airbus Helicopters Bell Boeing Bombardier Cessna
Dassault Embraer GE Gulfstream Hawker Beechcraft Honeywell
MD Helicopters Pratt & Whitney Robinson
Rolls Royce Sikorsky Williams

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 SPECIAL FOCUS ENGINE MANUFACTURERS

By Paul Walsh

DOING MORE WITH LESS

T
odays engine manufacturers
arent just increasing speed and
power; theyre increasing speed
and power while at the same time
improving engine efficiency and fuel
economy.
Square the circle of more power with
less fuel than you may just have a suc-
cessful powerplant on your hands.
Engine manufacturers around the
world have come up with many differ-
ent inventive ways of doing this, so in
no particular order here are some of
the highlights.
Rolls-Royce is one of the most estab-
lished BizAv engine manufacturers on
the planet with engines such as the
BR725, powering Gulfstream G650, and
the BR710 powering the G550 as well
as the Bombardier Global Express and
Global 5000 and 6000.

the aircraft and reduced capital invest-

ment, as youll need fewer parts and
tools.
Rolls Royce is also boosting its train-
ing offering and recently announced
that it is partnering with FlightSafety
International for BR725 Engine and
Troubleshooting courses. The training
will be offered at FlightSafetys
Maintenance Training Center in
Savannah, Georgia to technicians who
service and support Gulfstream G650
aircraft.
We are pleased to have been select-
ed by Rolls-Royce as an authorized
training provider for BR725 Engine
and Troubleshooting courses, said

Then theres the Tay, which powers

the Gulfstream G300, G400 and the
G350 and G450; and finally the
AE3007 which powers the Embraer
Legacy 600 and 650 and the Cessna
Citation X.
Whats important for Rolls-Royce is
REPUTABLE to match these engines with some
Rolls-Royce is very robust customer support pro-
one of the most grams. For instance its CorporateCare
established program is very popular with clients in
engine that it offers, low risk, fixed cost
manufacturers. engine maintenance and predictable
Its BR710 (center) costs over the life of an agreement,
powers the G550 covering all aspects of engine mainte-
(top). nance and management. The program
BR725 on the also enhances aircraft resale value as
G650 (bottom). the program is fully transferable with

58 - BART: SEPTEMBER- OCTOBER - 2015

David Davenport, Executive Vice Silvercrest which is set to power both maintenance procedures if needed,
President. This further demonstrates the Dassault Falcon 5X and the Cessna and thus improving the aircrafts dis-
FlightSafetys commitment to offer Citation Longitude, two of the most patch reliability.
Gulfstream aircraft operators the most exciting new aircraft coming on to the Today Pratt and Whitney Canada
complete range of highest quality market. Testing of the Falcon 5Xs is at the fore of three of the worlds
training services. Silvercrest engine is now progressing, most exciting Business Aviation pro-
This collaboration with FlightSafety both on the ground and on Snecmas grams: Dassaults Falcon 8X, as well
will provide a great benefit to our flying test bed and its target certifica- as Gulfstreams G500 and G600. And
BR725 customers, said Scott tion date is now the first half of 2015. its moving ahead on all fronts; recent-
Shannon, Rolls-Royce Executive Vice The engine uses the latest 3D Aero ly receiving type certification for its
President-Customer Business & design technologies, meaning that it new PW307D turbofan engine, which
Services, CSME. Paramount to the offers aerodynamic efficiency that is will power the 8X.
ownership experience is a solid, strate- unrivaled by other bizjet engines in Like many of todays most innovative
gic footprint that offers customers this thrust class, as reflected in the engines the emphasis is on greater
what they need, when they need it. streamlined shape of the fan blades. performance, efficiency and lower
This training agreement will provide The high-pressure compressor fea- environmental impact. Indeed, the
just that, a world-class training option tures four single-piece blisks and a resulting engine is a powerful yet
that compliments those offered by centrifugal stage, while the high-pres- highly efficient, clean and quiet busi-
Rolls-Royce. sure turbine has an active clearance ness jet engine with one of the highest
The Line Maintenance and control system, another first in this thrust-to-weight ratios in its class.
Borescope Inspection courses will pro- type of engine, for even greater inter- The PW307Ds certification marks a
vide hands-on practical training using nal aerodynamic efficiency. significant milestone for P&WC and
a Rolls-Royce BR725 engine. The Silvercrest also incorporates the the Falcon 8X trijet and builds on the
Maintenance technicians will receive a ForeVision a real-time monitoring sys- continued success of the PW307A pro-
comprehensive description of the tem, which optimizes the maintenance gram, for which we have delivered
BR725 engine and training on process by recommending preventive more than 800 engines to Dassault
borescope inspections and the
removal and re-installation of line-
replaceable units. The courses will
also cover engine and engine systems
servicing, routine maintenance and
inspection, as well as safety warnings
and precautions.
Rolls-Royce and FlightSafety are also
developing an Enhanced
Troubleshooting course for the BR725
engine. The good news is that
CorporateCare users will be able to
use their annual Rolls-Royce training
voucher for this course once it
becomes available.
Compared to Rolls-Royce, Snecma is
the up and coming challenger in
Business Aviation. Its big story is the

Aviation, said Michael Perodeau, Vice

President, Corporate Aviation and
Military Programs, P&WC. We have
worked closely with Dassault Aviation
to deliver a state-of-the-art engine for
the ultra-long range business jet mar-
ket which provides the enhanced per-
formance and efficiencies, along with
proven reliability, that will meet the
high standards expected by customers
of the new Falcon 8X business jet.
P&WCs comprehensive product
portfolio includes turbofan engines in ADVANCED
thrust classes ranging from 900 lbs of Snecmas
thrust to 15,000 lbs. The PW300 Silvercrest uses
engine family is recognized in the the latest 3D
4,700- to 8,000-lb thrust class for its Aero
low fuel consumption, environmental technologies.

BART: SEPTEMBER- OCTOBER - 2015 - 59

 SPECIAL FOCUS ENGINE MANUFACTURERS

friendliness, reliability and economical

operation. More than 4,000 PW300
engines have collectively accumulated
more than 12 million flight hours. One
important point is that these engines
feature P&WCs TALON low emission
combustor technology, which delivers
a step change in energy efficiency and
reduced environmental impact.
Building on over one million hours of
PW307A experience, the PW307D
engine development program has
accumulated an additional 1,000 hours
of testing including 100 hours on
P&WCs flight test bed. P&WC lever-
aged rapid prototyping technology for
engine hardware to accelerate the
development schedule and meet cus-
tomer commitments.

maximize aircraft availability. The ESP

Platinum builds on ESP Gold by
adding coverage for parts and labor for
routine periodic inspections, corrosion
repairs, low utilization inspection,
technical publications and enhanced
engine trending and performance mar-
gin analysis.
Meanwhile P&WCs PurePower
PW814GA and PW815GA engines, will
power the new Gulfstream G500
(range of 5,000 nautical miles) and
G600 (range of 6,200 nautical miles)
business jets respectively.
Recently the PW814GA engine has
achieved a key milestone by success-
fully powering the first flight of the
Gulfstream G500.
P&WC say that the engine raises
the bar on performance and econom-

P&WC has a long standing relation-

ship with Dassault Aviation and they
have been working together for more
than 16 years starting with the selec-
tion of the PW308C for the Falcon
2000EX in 1999. Since then, P&WC
has been chosen to power the Falcon
2000DX, 2000LX, 2000S and 2000LXS
business jets with its PW308C engine,
the Falcon 7X with the PW307A, and
CHOICE recently the new Falcon 8X with the
Pratt & PW307D.
Whitneys Also on the customer service side its
PW307D on important to note that Falcon 8X cus-
Dassaults tomers will be able to take advantage
Falcon 8X (top), of P&WCs Eagle Service Plan
GEs Passport Platinum, the companys premium
(center), the pay-per-hour flexible service plan,
PW800 (below). designed to bring peace of mind and

60 - BART: SEPTEMBER- OCTOBER - 2015

ics for next-generation large business
jets in the 10,000- to 20,000-lb thrust
class. A statement from the company
noted that, using the most environ-
mentally sustainable, high-perfor-
mance technologies, the engine
offers double-digit improvements in
fuel burn, emissions, noise and main-
tenance times.
We are thrilled to shape the future
of Business Aviation with cutting-
edge design technologies, advanced
manufacturing processes and new
levels of customer service, added
John Saabas, President, P&WC. This
success is made possible because of
the hard work and dedication of
P&WC employees around the world
as well as our close collaboration with
Gulfstream.
So far, the PW800 engine family has
surpassed 3,600 hours of full engine
testing, including rigorous endurance
testing that simulates a multitude of
aircraft missions and environments,
and more than 470 hours on P&WCs
747 Flying Test Bed.
GE Aviation is also experiencing
success in the Business Aviation
arena, and its Passport, an Integrated
Propulsion System for long range
business aircraft has been chosen to
power Bombardiers Global 7000 and
8000 ultra long range jets. Production
is moving forward and to date GE has
accumulated more than 1,000 hours
and 500 cycles for the Passport test
program. The Passport engine made
its first flight Dec. 30, 2014, on GEs
747-100 flying test bed in Victorville,
California.
The company also recently
announced that it had chosen a facili-
ty in Strother, Kansas, to assemble its
new Passport.
This investment will position
Strother to play a pivotal role across
the entire life cycle of the Passport
engine, stated Tony Aiello, GE
Aviations vice president and general
manager, Assembly, Test and
Maintenance, Repair and Overhaul
Operations.
GE will install new equipment and
train employees on the new engine
assembly this year, and expects to
roll the first completed Passport
engine off the assembly line some-
time in 2016. The Strother facility
should reach full volume production
in 2017.
The Passport engine will produce
16,500 pounds of thrust and will
incorporate advanced technologies
and materials to provide 8% lower
specific fuel consumption than
engines in its class. It will also gener-
ate significantly lower emissions and
reduced noise, surpassing the
Committee on Aviation
Environmental Protection (CAEP)
Tier 6 emissions standards and meet-
ing the Federal Aviation
Administrations Stage 4 noise regu-
lations.
GE Aviation began operating at the
Strother facility in 1951. Currently,
they service the CFM56 for single-
aisle aircraft, the CF34 for regional
aircraft, and the T700 and CT7 for
various helicopters and fixed-wing
aircraft.
The company is also moving for-
ward with its H-Series range of turbo-
prop engines that are built to handle
harsh conditions and extreme envi-
ronments. They power a range of
robust turboprops including Aircraft
Industries L410 UVP-E20, an aircraft
that just received FAA certification.
Thanks to the FAA certification,
we are able to enter new markets in
North and Central America, said
Miroslav Ko ek, Aircraft
Industries Product Support Director
& Commercial Director.
To date, more than 1,200
L410/L420 series aircraft manufac-
tured by Aircraft Industries or its pre-
ceding companies operate in more
than 50 countries in Africa, Asia,
Latin America and Europe.
In addition to the L410, the H Series
turboprop engine has been selected
to power the Nextant Aerospace
G90XT, Thrush Aircraft 510G and
CAIGA AG300 aircraft. And since
entering into service in 2011, GE has
manufactured more than 200 units.
Finally Honeywell is going strong
with the HTF7000 family of engines,
which power the Bombardier
Challenger 300, Gulfstream G280,
Embraer Legacy 500 and Legacy
450. And at over 1.7 million flight
hours, the engine has impressed with
its reliability, durability and maintain-
ability providing business jet opera-
tors with performance and fuel effi-
ciencies at a lower cost of ownership.
And as owners of the Bombardier
Challenger 300 will tell you: mainte-
nance is also quick and easy. Key
LRUs can be replaced in 20 minutes
or less with minimal tools common to
every toolbox.
One important new addition to the
HTF7000 series is the HTF7350
series will power Bombardiers new
Challenger 350 super midsize busi-
ness jet.
The engine a derivative of the
HTF7000, which has proven its relia-
bility by powering the Challenger 300
aircraft since its launch in 2003
delivers a greater than 7 percent
thrust increase and features
Honeywells latest systems designed
to lower fuel consumption and
reduce emissions. Boasting class-
leading reliability, the HTF7000-
series engine family has now sur-
passed 1.5 million flight hours with
more than 99 percent dispatch relia-
bility.
With business jet owners under
increasing pressure to maximize the
cost-effectiveness of their operations,
the HTF7350 balances performance
and operational efficiency through
innovations including Honeywell's
Single Annular Combustor for
Emissions Reduction (SABER) tech-
nology that reduces NOx, CO2 and
unburned hydrocarbon emissions.
With SABER, NOx emissions are up
to 25 percent lower than ICAO. The
engine also includes targeted TESTED
improvements to deliver 7,323 Honeywells
pounds of thrust per engine, enabling HTF7000 has
the Challenger 350 aircraft a direct amassed 1.7
climb to 43,000 ft. million flight
hours so far.
BART: SEPTEMBER- OCTOBER - 2015 - 61
 AVIONICS REPORT
WEATHER RADAR
IGNORE IT AT YOUR PERIL
By Steve Nichols
Weather radar for bizjets is one
of those avionic tools that can
and does save lives.
T
hunderstorms can be lethal to
any aircraft and having early
advance warning of potential pre-
cipitation or turbulence threats allows
the pilot to either request a route
diversion or climb over the hazard (if
possible).
Modern Doppler systems can also
sense the speed of the movement of
rain towards and away from the air-
craft by looking at small changes in
the return frequency of the microwave
reflection. This can help detect turbu-
lence and wind shear.
But the earlier the warning pilots can
get of bad weather the better.
SAFETY Weather radar systems have become
Weather radar smaller and lighter in recent years
can save lives. thanks to the advent of solid state elec-
Honeywell (top) tronics. Early systems used weighty
Honeywell microwave magnetrons that consumed
Primus 880 a lot of current, but had very high
(center). power outputs.
Gary Harpster Gary Harpster, Senior Avionic Sales
Senior Avionic at Duncan Aviation, said: Newer solid
Sales state systems rely on having lower out-
Duncan Aviation puts, but more sensitive receivers to
(bottom). get the same or better capability.
62 - BART: SEPTEMBER- OCTOBER - 2015
WEATHER RADAR
We always see a peak in interest in
the summer when storms are more
prevalent and operators realize their
weather radar isnt up to scratch, has
technical problems or doesnt have the
requisite range.
Some older radars cant punch
through storms to see what is on the
other side. It can be that there is often
even worse weather further out, he
said.
Harpster added that weather radar is
not FAA mandated on business air-
craft, only within the air transport mar-
ket. But ICAO Annex six part one rec-
ommends: All turbo-jet aeroplanes of
a maximum certificated take-off mass
in excess of 5,700kg or authorised to
carry more than nine passengers
should be equipped with a forward-
looking wind shear warning system.
So what is available?
Harpster said the Honeywell Primus
880 is commonly selected by cus-
tomers for larger aircraft.
The magnetron-based Primus 880 fea-
tures 10 kilowatts of transmitter power
and (up to) a 24-inch antenna.
Honeywell says its narrow pulse width
provides better resolution of the reflect-
ed signal which, in turn, makes it easier
to distinguish ground from weather. Its
high receiver sensitivity also allows the
radar to detect extremely weak signals
from distant storms.
Rainfall intensity levels are displayed
in four different colours with magenta
and red showing severe rainfall,
though yellow and green, which repre-
sents light rain.
Chris McKenna, Honeywells
Director, Marketing and Product
Management, said that its RDR-4000
solid state radar is also available for
larger business jets. This features
Honeywells patented IntuVue 3-D sys-
tem that automatically scans at differ-
ent tilt angles to build up a 3D volu-
metric buffer of the weather from the
ground to 60,000 feet across a 320 nm
detection range.
IntuVue also has an integrated
ground database so that the system
can tell the difference between weath-
er and terrain, said McKenna.
It also uses algorithms to take out
ground returns and works with the
FMS to give the pilot the best view of
the weather ahead, given the flight
plan. Overall, it reduces pilot workload
 Duncan Avionics Gary Harpster
added that there is another cockpit
development that is affecting weather
radar take-up. He said that iPad-based
weather apps that can get real-time
information via a satellite or Gogo air-
to-ground link (in North America), can
offer a cost-effective alternative.
As a result we dont see as many
requests for radar upgrades as we used
to as operators are backing it up with
information they are getting on their
iPads through a weather service.
Harpster said that although radars
can see out to about 100-120 miles,
you cant always trust the information
you are getting back beyond about 80
miles.
This is where weather information
delivered via WxWorx and XM satellite
radio receivers to iPads and the like
can fill in the gaps, at least in the US.
Ive seen a lot of customers who
have been very happy with this solu-
tion, but if you dont have real-time
updates or lose your ATG or satellite

while maximizing the actual informa-

tion they need.
Honeywell says IntuVue is the first
radar to offer predictive hail, lightning
and windshear detection and alerting
with smaller antennas and reduces
hazardous weather false alarms by
15%.
Gary Harpster at Duncan Avionics
said Rockwell Collins TWR-850 turbu-
lence avoidance radar is also popular.
This is an example of one of the
newer lighter systems and utilises a
lower output of just 30W in conjunc-
tion with high sensitivity receiver and
digital signal processing. Rockwell MultiScan automatic operation and internet signal as you get lower,
Collins says this increases reliability turbulence detection alerting capabili- weather radar can still be very useful,
and more than triples the life of the ty out to 40 nautical miles. especially when you are on approach
radar without sacrificing performance. It automatically gives pilots a com- and need to see what is actually hap-
Turbulence is detected by using plete picture of the weather ahead pening right in front of you, Harpster
Doppler frequency shift and the TWR- while eliminating the need to manually said.
850 also includes an auto-tilt function adjust the radar, automatically scan- Rockwell Collins Steve Brookshire
to automatically readjust the antenna ning and combining the returns added that while weather information
tilt after a range or altitude change to through digital processing and analy- systems have their place, especially in
reduce pilot workload. sis algorithms. flight planning, there is no substitute
Ground clutter suppression mode It comes with three antenna options for knowing exactly what is in front of
can also enhance weather returns by 12-inch, 14-inch and 18-inch. your aircraft.
minimizing ground returns using Steve Brookshire, Rockwell Collins Weather updates can be out of date
Doppler processing. Principal Program Manager, said that before you take off. And when you are ADVANCED
Rockwell Collins said that its RTA- its RTA-4218 system should also be flying at eight miles per minute you Rockwell Collins'
4100 MultiScan Weather Radar is also available by the end of the year. The really need real-time weather informa- TWR-650 and its
ideally suited to business aviation new system is taking shape and will tion. And that is only going to come RT1 4100
operators. have a lot of new features, including from a weather radar system, he con- represent the
The 50W RTA-4100 provides a 320 windshear detection with an 18-inch cluded. future of weather
nm clutter-free weather display with antenna he said. radar.

BART: SEPTEMBER- OCTOBER - 2015 - 63

 REPORT
BUSINESS AVIATION
THRIVES AT LABACE
By Paul Walsh
I
n spite of the economic downturn
in Latin America, the evidence
from this years LABACE, which
ran from August 13-15, was that
Business Aviation continues to thrive,
particularly in Brazil, which is home to
a growing market of 772 registered
business jets.
So manufacturers werent paying
attention to any doom and gloom
headlines and arrived in Sao Paulo for
the show, ready to take advantage of
what the Latin American market had
to offer.
Dassault featured it the top-of-the-
line Falcon 7X and the new Falcon
2000LXS/Falcon 2000S twinjet and
reported considerable interest at the
show.
The long-range Falcon 7X is the
DEMAND most popular large cabin business jet
Theres a in Brazil, with 15 units sold, said John
growing market Rosanvallon, President and CEO of
for business jets Dassault Falcon Jet. Weve also seen
in Brazil. very strong demand for the Falcon 8X
Dassault Aircraft in Brazil since we first announced the
Service program just over one year ago with
Sorocaba, three of the first 20 aircraft scheduled
Cessna CJ3+ to be delivered in here. Thats given
(center). Dassault a great deal of confidence in
64 - BART: SEPTEMBER- OCTOBER - 2015
LABACE
the future of the Brazilian market.
Brazil remains one of the largest mar-
kets for the Falcon 7X which can con-
nect Sao Paulo with Los Angeles or
Paris while the Falcon 8X will reach
Seattle or Moscow.
Additionally, the Falcon 2000 family
remains a category leader in Brazil
with more than 20 aircraft in opera-
tion. The performance of the Falcon
2000 is especially appreciated in Brazil
and South America where short air-
fields, elevated runways and high tem-
peratures are common.
In maintenance Dassault Aircraft
Services-Sorocaba recently completed
a major expansion to better accommo-
date the demands of Brazilian and
other South American customers.
The expansion added 10,000 square
feet of hangar space.
The company owned Sorocaba
Service Center is authorized to
perform line maintenance and air-
frame inspections on all Falcon
models except the legacy Falcon
20 and Falcon 100. In addition, the
facility is qualified to provide
engine maintenance on the CFE-
738, Honeywell TFE731 series
engines and Pratt & Whitney
Canada PW307A and PW308C
models. Specialized non-destruc-
tive testing (NDT) services, such
as penetrant and eddy current test-
ing can also be performed. A full
service battery shop is available to
repair, replace or recharge main
and emergency batteries on
Falcon and other aircraft models.
Meanwhile Textron Aviation head-
lined at the show with with its three
newest aircraft models the Citation
Latitude, Citation CJ3+ and Beechcraft
King Air 250 with Pro Line Fusion
avionics system all of which have
certified in the last year.
Since our appearance at LABACE
last year, we have demonstrated our
leadership in certifying and bringing
new products to market, which is evi-
denced by the debut this year of the
Citation Latitude, Citation CJ3+ and
Beechcraft King Air 250 with Pro Line
Fusion, said Bob Gibbs, vice presi-
dent, Sales, Latin America and
Caribbean, Textron Aviation. With
the breadth of the product portfolio
offered by Textron Aviation, operators
throughout the region can be assured
that virtually any mission need can be
satisfied by Beechcraft or Cessna
products.
Leading the way for Textron Aviation
was the newly certified Citation
Latitude. With a range of 2,850 nauti-
cal miles, the aircraft boasts impres-
sive mission capability.
Bombardier were also keen to get
in on the action and they arrived with
their s Learjet 75, Challenger 350 and
Global 6000 aircraft will be on dis-
play.
LABACE is gaining momentum
every year and once again we are
proud to participate in full force with
aircraft from our three product fami-
lies, said Stphane Leroy, Regional
Vice President, Sales, Latin America.
Our customer base in the region is
constantly expanding and Bombardier
is in a strong position with the perfect
product lineup to cater to the needs of
our customers in Latin America, he
added.
In Latin America Bombardier is a
market share leader with more than
1,900 aircraft in the region. Over the
next 10 years, Bombardier Business
Aircraft forecasts over 850 business
jet deliveries valued at $24 billion for
the overall business aviation indus-
try in Latin America. The fleet in the
region is expected to grow at a
Compound Annual Growth Rate
(CAGR) of three per cent over this
period. With the industrys most
comprehensive product portfolio and
a commitment to customer satisfac-
tion, Bombardier Business Aircraft
continues to grow its leadership
position in key regions around the
world.
Home favourite Embraer
announced that their Legacy 450 mid-
light executive jet had received type
certification from the Brazilian Civil
Aviation Agency (Agncia Nacional de
Aviao Civil ANAC) during a cere-
mony at the show.
We are especially thrilled with the
Legacy 450 certification, delivering on
our commitment to reach this mile-
stone just one year after the Legacy
500, said Humberto Pereira, Vice
President, Engineering and
Technology, Embraer. The Legacy 450
introduces true innovation in its class.
This is also a reward for our teams pas-
sion and dedication to bring this truly
revolutionary aircraft to market, and I
congratulate each team member for this
achievement.
The certification campaign com-
prised two prototype aircraft, the first
with flight test instruments and the
second with a production-conforming
interior. The commonality between
the Legacy 450 and the Legacy 500 is
around 95%. Production of the Legacy
450 has already begun and the first
delivery is scheduled for the fourth
quarter of 2015.
We are very pleased to confirm that
all Legacy 450 design goals have been
achieved or exceeded, said Marco
Tlio Pellegrini, President and CEO,
Embraer Executive Jets. This aircraft
is also a game changer in the mid-light
segment. With better speed, range
and field performance than originally
planned, the Legacy 450 sets a new
standard for its class.
Embraer expects to receive certifica-
tion from the FAA (Federal Aviation
Administration) in the upcoming
weeks and from the EASA (European
Aviation Safety Agency) thereafter.
Last but not least Gulfstream
announced that it had expanded its
sales capabilities in Latin America by
naming Aerocardal Limitada as a com-
mercial and government sales represen-
tative in Chile.
Weve seen consistent growth in
Latin America in the past five years,
with more than 180 Gulfstream aircraft
in service in the region, said Scott
Neal, senior vice president, Worldwide
Sales and Marketing, Gulfstream. We
are pleased to have Aerocardal, a com-
pany with an excellent reputation, help
us further expand the Gulfstream
brand. Our customers will appreciate
the focused attention and in-depth
knowledge Aerocardal brings to the
sales process in Chile.
Aerocardal is a fixed-based operator
and charter company located at
Comodoro Arturo Merino Benitez
International Airport in Santiago, Chile.
The company was established in 1991
and operates international and domestic
passenger charter services, as well as
medical flight services. It maintains a
fleet of 15 aircraft, including two
Gulfstream G150s.
Aerocardal will work closely with TRIUMPH
Luiz Sandler, regional vice president, Embraer enjoys
South America, Gulfstream, and Fabio light jet success
Rebello, regional senior vice presi- with the Phenom
dent, International Sales, Florida and 100 (center).
Latin America, Gulfstream. Aerocardel
(bottom).
BART: SEPTEMBER- OCTOBER - 2015 - 65
 FROM THE COCKPIT
By LeRoy Cook
M
uch has been made recently of
a general deterioration in man-
ual flying skills, leading to a
dumbing down of flight abilities in
order to fill cockpits seats. But, when
faced with an inflight crisis, it still
takes a professional crew to avoid dis-
aster, even if the aircraft only requires
one pilot.
There is a danger that were training
new pilots to be excellent system ana-
lysts and procedure adherents, to the
exclusion of being able to creatively
belly-flop an Airbus into a river when
bird ingestion leaves them without
power. Everyone agrees that automa-
tion is a useful resource, a load-shed-
ding tool that allows pilots to concen-
trate on critical decision-making. What
it should not be is a means of prolong-
ing decisions, or a substitute for main-
tenance of basic skills. The discipline
needed to avoid stagnation of ability
has to begin with active participation
in the pilots seatnot by thumbing a
IMPROVE procedures manual or programming
Self discipline is an FMS. Whenever possible, we need
the best way to to click off the autopilot, or navigate
develop piloting with basic equipment, just to remem-
skills. ber how it can be done.
66 - BART: SEPTEMBER- OCTOBER - 2015
FLYING SKILLS
I can still recall training myself for
the ATP checkride, fighting to main-
tain the close tolerances demanded
by the test standards. Allowing the
crossed needles to stray outside the
CDIs central doughnut meant a go-
around, on one engine, and a very
expensive retest. At times, it didnt
seem possible that one could keep
those needles centered while under
pressure to accurately fly the proce-
dure. Gradually, I learned to
increase my scan rate, make early,
timely corrections, and get ahead of
the airplane instead of chasing it. In
the end, I was subconsciously will-
ing the airplane to hold a tight
course, making it an extension of
my mind.
Self discipline, then, is the way to
improve piloting skills. Visualizing
where we want the airplane to be, and
using thrust, pitch, yaw and roll to
achieve that end, does not come natu-
rally. It takes practice, initially in a pro-
cedures trainer or simulator, but even-
tually in the airplane. Theres no sub-
stitute for the feedback of loading and
motion found in actual flight. The best
of simulators is still a simulation, use-
ful in its own right but not the real
thing.
DISCIPLINE
IS KEY
The discipline behind successful
piloting starts with understanding the
best technique to achieve the desired
outcome, and believing that it can be
done, even if it doesnt work out on the
first attempt. A methodical, disciplined
approach leads to taxiing on the cen-
terline, subconsciously, without even
concentrating on steering. That desire
to guide the aircraft precisely trans-
lates into a takeoff and landing roll
that also adheres to the stripe.
Takeoff Discipline
In a takeoff profile, there is a target
speed to be achieved in the initial
climbout, usually a different one for
all-engines or engine-out configura-
tions. The airplane cannot be driven
to this state; it has to be guided there
by a disciplined pattern of raising the
nose into the correct attitude, at a con-
trolled rate, so as to make the wheels
leave the ground at an airspeed slight-
ly above minimum-unstick, accelerat-
ing toward the climbout speed with
minimal pitch change. This flow of
events does not happen without disci-
plined practice.
Behind precise piloting is a desire to
be better. To accept mediocrity is to
invite atrophy of skill. If you repeated-
 automation do it for us, we should fly
in a similar manner, accepting nothing
less than perfection. Practice subtle
hand-flying every time the opportunity
is offered.
On the other hand, one should not
fly with the fixation of an autopilot,
concentrating solely on the minutia.
Our chief asset, as cognitive humans,
is to be able to analyze the big pic-
ture and determine where and how to
make inputs so the airplane winds up
in a defined spot, properly configured
and in the correct energy state. That
takes a lot of decision-making and con-
trol movement, but if you cant do it,
youre not a pilot.

Persist To The Goal

Cockpit discipline is much like the
persistence of a distance runner. A

ly settle for good enough you will

broaden the definition of that term to
fit nearly all cases, and youll no longer
improve. I am a fan of manual trim
control; even though I want the conve-
nience of an electric trim rocker
switch under my thumb, I also like to
roll tiny increments of pitch trim into
the wheel next to my knee. I can feel
the minuscule change in my seat cush-
ion, responding to my finger strokes,
in a way no stepper motor can dupli-
cate.
Autopilots can be excellent instruc-
tors, if one observes their gentle antic-
ipation of level-off or course capture.
When its our turn to fly, we need to
emulate the autopilots early, incre-
mental application of control, so as to
roll out directly aligned with the
desired track. Rather than let the

runner has to analyze the route ahead,

save up energy for a grade, pace him-
self to avoid running out of gas too
early, and overcome fatigue and pain
by settling into a stride that he can
maintain. Running is as much a mental
activity as a physical one. It takes prac-
tice, gradually improving performance
to reach a higher personal-best over
time.
Bringing a high-performance air-
plane into a stabilized approach path
is the epitome of piloting ability, par-
ticularly when not following a pub-
lished arrival procedure. In such a VIEW
case, one has to plan ahead, to reach Humans, unlike
key positions with the aircraft slow- autopilots, can
ing just enough to be on target for analyze the big
the next leg. Once acquiring the air- picture.

BART: SEPTEMBER- OCTOBER - 2015 - 67

 FROM THE COCKPIT FLYING SKILLS
port visually, its all about keeping
the energy state of the airplane in
balance with the deceleration
required to reach a stabilized final
approach.
The Final Outcome
The landing, of course, is the pay-
off, the subjective evaluation where
many sideline judges score a pilots
ability. But the contact of tires
against pavement is only the outcome
of all the prior planning and skill
acquisition. I like to imagine an open
window at the runway threshold,
DISCIPLINE
Learning to fly is
much like
mastering a
musical
instrument.
68 - BART: SEPTEMBER- OCTOBER - 2015
through which I must pass on the
way to touchdown. At this window, I
must be on speed, not too high or too
low, with the aircraft configured for
the landing. I cannot miss the win-
dows opening, and I must not allow
the airplane to carry too much or too
little energy beyond that window.
Then, and only then, can I concen-
trate on the act of rolling rubber onto
concrete.
When I introduce a new candidate
to the task of learning to fly, I liken
the process to mastering a musical
instrument. One does not become a
musician by learning to manipulate
keys, valves and strings. Rather, one
has to become part of the instrument,
making it an extension of his or her
will. Discipline is required to keep
working at the job of growing in skill,
and to maintain that skill, once
acquired. Taking time off, particular-
ly in the initial stages, invites deterio-
ration of the meager skills so painful-
ly learned. Discipline is key, staying
the course to higher levels of ability.
Thinking ahead is the way to keep
on a disciplined path. A runner has a
goal, somewhere out ahead, and
along the way he or she may set
shorter goals; if I can keep going
until that next milepost, I will take
stock there, and if all is going well I
will continue. In that way, runners
eventually find themselves at the fin-
ish line, just as pilots work to perfect-
ly pass waypoints with the airplane at
the proper time, height and energy
state, and thereby arrive at the desti-
nation.
Never consider the task of hand-fly-
ing to be a waste of time. It should be
seen as an opportunity to test one-
self, against the ultimate judge, the
airplane itself. Discipline yourself to
fly a perfect liftoff and departure, to
reach top-of-climb without disturbing
the passengers, to plan the naviga-
tion in an efficient manner to maxi-
mize fuel remaining, and to fly a
descent profile that leaves nothing
undone. As helpful as the automation
is, its only a tool, and you should dis-
cipline yourself to be capable of man-
ually taking the aircraft anywhere the
autopilot can go.
Join European business leaders, government
officials, manufacturers, corporate aviation
department personnel and all those
involved in business aviation for the
European Business Aviation Convention
& Exhibition (EBACE2016). Save the
date and visit the EBACE
website to learn more.

www.ebace.aero/2016/bart
 MAINTENANCE
MATTERS
First-generation business jets will
need modifying if they are to
continue operating in the
United States after the end of
the year
T
he US ban on operations by Stage
2 business jets that takes effect at
the beginning of next year means
owners will have to modify their air-
craft, sell them to a jurisdiction where
they are still allowed, or scrap them.
For a few of the types there is no
remedy. Jet Commanders, JetStars,
Sabres and Viper-engined 125s will
have to retire or find new homes
abroad. But there is a hush kit for the
Falcon 20, and more than one option
for the 20-series Learjets and
Gulfstream IIs and IIIs that constitute
the majority of the affected fleet.
The cost of a hush kit is substantial
from around $70,000 for a Learjet 20 to
more than ten times that for a
Gulfstream. But the scrap value of the
aircraft is minimal: the FAA puts it at
just $1,335 for a Learjet or $8,075 for a
Gulfstream, not counting the cost of
delivering the aircraft to the scrap-
yard. And replacement jets are not
cheap.
Bernie Weiss, president and COO of
Gulfstream hush kit vendor Hubbard
Aviation Technologies, sees it as a
POPULAR sound investment. if you install our
So far Hubbard QS3 hush kit for $1,000,000 your GIII
has equipped is capable of flying for the foreseeable
more than a future, he points out. Given the cur-
dozen aircraft rent price points of used GIIIs in the
with its QS3 $1-1.5 million range you have a total
hush kit. investment of, say, $2.5 million. This
70 - BART: SEPTEMBER- OCTOBER - 2015
SILENCING YOUR JET
compares very favourably with a used
GIV, which has 500 miles more range
and about 25 gallons per hour better
fuel burn but costs $5-8 million. The
GIIIs Spey engine is less expensive to
overhaul than the GIVs Tay, he adds.
Ben Brown of rival Gulfstream hush-
kitter Quiet Technologies Aerospace
agrees that the cost-benefit equation
pits the cost of the kit against the cost
of a replacement aircraft. If you want
a cabin of that size youre going to be
looking at a 601 Challenger or a GIV,
he says, with a decent 601 costing
$1.8-$3 million. For a GIV youre
going to spend between $2 million and
$6 million, and theres not really much
in the $2 million range, those are air-
planes you need to spend a million
bucks on so really its $3 million,
depending on whether you get the
Dunlop wheels and brakes, where the
engines are at in the maintenance pro-
grams, whether its an SP or not, and
so on.
Mark Rooke, president of Learjet 20
series kit supplier Alloy Aerospace,
says there is no direct replacement for
the model, and owners are divided
equally between those moving quickly
to incorporate the upgrade and those
opting to wait. We have quite a few
people who right away came on board
and placed orders, who wanted to be
ahead of the curve, he says. We have
By Bernard Fitzsimons
some people who are ready to go but
they are waiting, maybe because they
feel they have some time left before
the end of the year. We try to say that
the earlier that you sign up the better,
because you dont want to wait till the
end. But were producing enough kits
so that we will have them in stock to
meet the demand.
Gulfstream II, IIB and III
QTA has a long background in
hush kits: We did the hush kits for
Stage 2 as well, and we also did the
Stage 3 hush kits for the 707, DC-8
and KC-135 stage 2 and 3, says Ben
Brown. Installations of the QTA kit
for the GII/GIII started in 2003 and
totalled 128 by early July.
We install them anywhere in the
world, says Brown. Usually we have
the repair station that were working
with remove the pylon board and the
thrust reverser per the Gulfstream
procedures and send them to our fac-
tory for modification. The modified
boards are then reinstalled with an
exchange set of overhauled thrust
reversers.
The pylon boards have to be modi-
fied because they are aircraft specific,
a procedure that takes four or five
days. Reinstallation takes a further two
days, and is done by QTA under its
Part 145 repair station approval. The
 YOU HAVE A
whole process is nine to 10 consecutive days, says Brown.
We always do the final installation and issue the paper- GREAT AIRPLANE.
KEEP IT FLYING.
work. We do it anywhere in the world. Usually when we do
them in Europe we prefer to go to Jet Aviation in Basle or
Geneva, just because weve done a lot there before. And
then in the US all we need is a hangar.
Lead times range from 30 to 60 days and the kits come
with a four-year warranty, he says: Were not seeing many WARNING: The December 31, 2015
parts coming back for repair ore replacement, just minor
lubrications, bushings and stuff like that. The in-service reli- Stage 3 Noise Compliance deadline
ability is excellent at this point in the program.
QTA has been carrying out installations every 10 days for
is fast approaching.
several months, Brown says, and is booked 60 days ahead.
We expect that to continue through the first quarter of next
year because theres still a lot of viable aircraft out there,
and not everybody plans ahead.
To incentivize planning ahead, QTA plans to raise its
prices as the deadline approaches. We do our pricing now
based on installation dates, Brown says. The sooner you
do it you have the better pricing, and if you want to put it off
till later we charge more money. Pricing, currently in the
$700,000s, will most likely be in the $800,000s later in the
year. Lead times, currently determined by availability of the
installation team and running about 60 days, are also likely
to increase as stocks diminish and new parts have to be
ordered: By September were going to be building to order,
not having two or three kits in stock.
Hubbard produces the GII/GIII hush kit originally certi-
100% ACCESS ZERO
TO AIRPORTS WITH STAGE 3 AND OPERATING
6.2 EPNdB
BELOW STAGE 3 NOISE
fied by Stage III Technologies in 2005. It combines a 10- CHAPTER 3 MINUS 5 DBA REQS. RESTRICTIONS REQUIREMENTS
lobe mixer nozzle with an acoustically lined ejector and
cascade-style thrust reversers that replace the original
clamshells. Installation takes close to 1,000 hours
because of the structural enhancements made to the rear
equipment bay, where some of the C channels are con- With a QS3 Hushkit, you fly where you want,
verted to I-beam structures to support the weight of the when you want, the way you want.
ejector. On the other hand, there is a substantial saving
in post-installation maintenance. Hubbard Aviation Technologies manufactures the superior hushkit
That, says Bernie Weiss, is because it has very few moving conversion product, the QS3 Hushkit system, for Gulfstream II,
parts, and all those parts are in a very elegant cascade style IISP, IIB and III aircraft. The installation of a QS3 Hushkit will
thrust reverser. The ejector is firmly attached to the fuselage
and needs no further maintenance other than inspections, upgrade your aircraft to meet Stage 3 requirements
while the thrust reverser is less maintenance intensive than the without any operational restrictions. That means you
OEM design and does not have life limited parts: We have
coordinated our inspections to match those required by
can take off at max gross weight, no adjustments
Gulfstream and over the course of 10 years there is a saving of to standard flap settings,
1,474 man-hours of maintenance tasks. and no required reduction
Hubbard has seen a significant increase in interest, Weiss QS3
says, as a result of not only the impending deadline for
of EPR. In addition, a HUSHKIT
meeting Stage 3 requirements but also the increase in fines modern cascade-style thrust
that are being levied by airports for those not meeting the reverser is an integral part of
current noise guidelines. So far, he adds, Hubbard has
equipped more than a dozen aircraft. all QS3 Hushkit systems.
Pilots know that our system actually works at reducing the
An inside look at the QS3 Noise Suppression System
noise without having to reduce power or modify flap settings,
he says. With our system, you fly the airplane the same as the
Gulfstream AFM. The only exception is we reduce reverse
thrust to 82% versus OEM reverse thrust of 94% due to the
increased efficiency of our thrust reverser. We make this
change during installation and the pilot has no change in pro-
cedures. Benefits include reduced engine wear, reduced So quiet you can hear the difference
FOD, no shaking of the tail during thrust reverser deployment
and associated maintenance requirements as well as substan-
John Hodskins | 630.922.0307 | hubavtech.com
2014 Hubbard Aviation Technologies, LLC. QS3 and The Science of
Quiet are trademarks of Hubbard Aviation Technologies, LLC.
 MAINTENANCE
MATTERS
tially reduced noise on the ground and
in the cabin during thrust reverser use.
Learjet 23, 24, 25 and 28
The first Learjet 20 hush kit was made
by Aviation Equipment (AEI), but pro-
duction ended some time ago. Los
Angeles-based Alloy Aerospace bought
AEI in 2012 and decided to revive the
programme, says Mark Rooke: AEI
basically sold what they had in stock
and didnt do any more production
because there was no federal mandate at
the time, so there was no market.
Alloy itself has a 35-year history of
manufacturing exhaust system assem-
blies and has developed hush kits for
multiple aircraft types, Rooke says.
We decided to retool for it and revive
the programme because a lot of the
owners and operators of these Lears
were coming to us and saying, we love
this airplane. Theres nothing really
like it out there, and its a workhorse
in a lot of different ways.
The Alloy Aerospace kit consists of
an eight-lobe daisy nozzle to replace
the existing nozzle and a daisy fairing
that extends beyond the aft end of the
nozzle. For Learjets without thrust
reversers, installation involves remov-
ing the existing nozzle and replacing it
with the new parts. Its basically simi-
lar to a line maintenance operation,
says Rooke. With the nozzle only its
probably a two to three day job.
For aircraft with thrust reversers the
process is similar, Rooke says: You
remove the thrust reversers and blank
out and change some linkage and
some other items in the airplane,
QUIETEN because you no longer have the thrust
Avcon Industries reversers. I would say the installation
Hush-Kit for the time is three or four days, depending
Learjet. on your learning curve.
72 - BART: SEPTEMBER- OCTOBER - 2015
HUSHKIT
The kits list price is $70,000 for air-
craft with straight nozzles, he says,
or $75,000 for those with reversers. It
comes with installation instructions
and manuals, and the owner or opera-
tor can have it installed by their cho-
sen MRO or FBO. Installation takes
between 10 and 17 hours per engine,
he estimates, depending on whether
it has thrust reversers, and Alloy can
despatch a technician to help if
required. Alternatively, Alloy offers a
factory installation.
Butler National Subsidiary Avcon
Industries certified its own husk kit
last year. Its a major difference if
youre on the ramp and you hear a
20-series airplane, says Butlers Eric
Peters of the kit, which consists of an
eight-lobed nozzle and fairing. And
if youre inside the cabin you can feel
a difference.
Installation takes between seven
days and two weeks, depending on
whether the aircraft has thrust
reversers. Avcon carries out the
installation at its base in Newton,
Kansas, 20 miles north of Wichita,
and has upgraded eight aircraft so
far. I think everybodys kind of wait-
ing, says Peters. Adding the hush
kit means losing the thrust reversers,
but its a trade-off to get to fly your
airplane. It usually takes about two
weeks with thrust reversers. Retail
price of the kit is $125,000.
Trine Aerospace & Defense was
expecting certification of its hush kit
for the Learjet 20 to be finalised by
mid-August. The kit involves an inter-
nal eductor with a series of chevron
cutouts around the aft end of the
exhaust nozzle and a bullet located a
few inches aft of the exit area, plus
nine NACA ducts in the aft section of
the cowling. The chevrons and bullet
create vortices in the exhaust flow,
allowing hot exhaust to mix with cool
ambient air prior to exiting the
engine cowling. Trines is the only
design that enables the thrust
reversers to be retained.
We modify the engine nacelles to
basically create bypass air, com-
ments Britt Ham, Trines president
and CEO. The loud bang that you
hear from the jet is the hot air hitting
the cold air, so what we try to do is
mix it prior to coming out of the back
of the engine. Because theres a high
pressure seeks low pressure type of
eductor from the NACA ducts
through the exhaust nozzle were
able to draw the air through and cool
it sooner.
Installation takes five business days
at Trines facility in Colorado
Springs. The company can handle
two aircraft a week and plans to add
capacity for a third line later in the
year. It also intends to announce two
additional installation facilities in
other regions once certification is
achieved. Weve had interest from
about 60 people and about 26 of
those want to contract slots right
now, Ham says.
Trines kit costs $70,000 installed. It
will also be available in kit form at
the same price from the beginning of
next year, Ham says: Were trying to
put incentives out there to bring the
airplanes here as we do the first kits.
There are some things that we want
to kind of keep under our wing as the
first airplanes are being modified and
at a later date well let that out. We
assume that people will be buying
this kit for the next 24 months.
Falcon 20
A hush kit for the Falcon 20s CF700
was developed in the early 1990s and
is currently available from Kalitta
Turbines of Ypsilanti, Michigan. It
consists of a new exit guide vane
assembly with additional vanes.
Kalittas John Horn says installation
involves removing the engine from the
aircraft. The fan section of the engine
has to be split in half to replace the
exit guide vane with the new hush kit
guide vane, he explains.
The company carries out the installa-
tion itself and currently has more than
50 orders for kits for both freighter
and passenger Falcons, though opera-
tors are typically waiting until the last
minute to schedule the installation.
End to end, he says, the process takes
about a week, including a day and a
half to install the guide vane assembly.
Removing, replacing and re-rigging
the engine accounts for the rest of the
time.
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 SAFETY SENSE
MISSION IMPOSSIBLE
By Michael R. Grninger
of Great Circle Services AG (GCS) and
Capt. Carl C. Norgren
2
001, just before Christmas, a dark
night at Zurich Airport. The cold
front had passed and patches of
fog started to form under a cold and
clear sky. Low visibility operations
were imminent.
The crew of HB-VLV, a Cessna 560
Citation V business jet operated by
Eagle Air, was preparing for their third
and last flight of the day. They had
landed at 19:31 LT and were sched-
uled to ferry the aircraft to their home
base in Bern.
Due to the ATC restrictions imposed
by deteriorating visibility conditions
and the strict noise abatement consid-
erations governing Zurich Airport
operations, estimated departure time
was delayed to about 22:00 LT.
While waiting, the co-pilot kept the
right-hand engine running and the
pilot was using a scraper to remove ice
deposits from the left wing. Finally, at
21:56 LT the ground controller cleared
the crew could taxi to RWY 34. At
22:05 LT they set take-off power for a
rolling take off in meteorological visi-
AMATEUR bility of 100m with partial fog for a
An absence of direct flight to Berne as flight EAB
SOPs led to a 220.
Cessna 560 The founder, owner and CEO, who
crash in 2001. on that night acted as operations
74 - BART: SEPTEMBER- OCTOBER - 2015
MANAGEMENT
coordinator and flight dispatcher,
had urged his crew to return the air-
craft on the same evening to Eagle
Airs home base at Berne airport.
Since Berne airport closed at 22:00
LT, he had arranged for a special
permission to extend the opening
hours until 22:30 LT. Thus EAB 220
had to fly as quickly as possible to
make the night curfew of Berne.
The pilot flying was probably the
co-pilot. He was a free-lance pilot
with around 1,000 flight hours expe-
rience and no training for night IMC
take-offs. The commander was a for-
mer airline pilot with more experi-
enced in night IMC operations.
During the take-off roll, the aircraft
veered 10 right of the centerline
due to asymmetric thrust caused by
poor maintenance. Take off was
uneventful. The pilot flying then
ignored the noise abatement proce-
dures by accelerating the aircraft
only 13 seconds after becoming air-
borne.
Since the attitude indicator on the
right side of the single-pilot
designed aircraft was an electro-
mechanical one, the co-pilot might
have turned his head to monitor the
commanders more precise electron-
ic attitude director indicator. He
might as well have become disorien-
tated by the strobes glare in the fog.
Or he simply wanted to accelerate as
fast as possible to make the
approach restriction at destination.
To meet noise abatement proce-
dures the aircraft should have
climbed at a speed of 167 KIAS up to
4500 ft AMSL. In any case, he
cleaned up the aircraft configuration
and lowered the nose of the aircraft
to 12 Attitude Nose Down.
The aircraft lost altitude and accel-
erated to 230 KIAS. At 22:07 LT the
aircraft impacted the frozen ground
still within the airport perimeter.
Wreckage and debris covered the
area between the departure end of
runway 34 and the threshold of run-
way 14. Both pilots perished.
Old School
Eagle Air was an operator with only
two aircraft. The founder and owner
occupied all major functions himself
and governed his staff with an iron
fist. His management style is
described as authoritarian. He kept
close telephone contact with the
pilots during their duties, he would
lay down specific instructions for
their actions even during flying
duties. When acting as a commander,
he acted in a dominant and non-team
oriented way.
Eagle Air was certified under Swiss
national legislation. Although the
Swiss Civil Aviation Authority
(FOCA) had already implemented
JAR-OPS 1 for major operators, small
operators were still certified under
the old national regulatory frame-
work. Thus FOCA did not require
Eagle Air to seek approval for low
visibility operations, including low
visibility take-offs.
As a non-JAR-OPS-1 operator, Eagle
Air had not developed comprehen-
sive standard operating procedures
beyond the basic checklists supplied
by the manufacturer and the external
flight training provider.
Pilots had to rely on their own expe-
rience, since the company did not
offer training to complement weak-
nesses in pilot skills and knowledge.
The company did not describe nor
implement a comprehensive and
clear concept for cooperation and
implementation of procedures in the
cockpit. There was no standardized
method of working in the cockpit.
Were these the good old times?
Modern Times
Fire-fighting unit satellite North Runway 16
In todays modern times no opera-
tor should lack SOPs.
All commercial aircraft operators in Tail section
Europe have established SOPs
which not only detail the way in
which crews work together in great
detail, but which also cover a much
broader spectrum of tasks.
A rolling take-off should not have
been performed in the low visibility Runway 14
conditions prevailing at the time of
the accident. A static take-off would
have allowed the engines to spool up
prior to break release which would
have avoided the large thrust differ-
ential and subsequent directional
change during the take-off roll.
The SOPs would also have prevent- Front part of fuselage
ed the crew from taking off with the
strobes on in IMC and the potential
for spatial disorientation resulting
from the reflection of the strobes.
With SOPs it is also likely that bet-
ter use of automation would have
been made. Taking off in low visibili-
ty conditions at night is not the time
to practice manual flying skills. By
engaging the autopilot in the earliest
moment possible the pilot flying
would have freed up mental capacity
to monitor the actual flight path.
Even many pro-active non-commer-
cial operators have embraced SOPs,
many driven by voluntarily seeking
IS-BAO registration.

Safety First,
as long as the boss is happy
Pilots are today very aware of the
dangers of excessive commercial and
time pressure. SOPs empower the
pilots to give safety considerations
precedence over non-safety related
pressures they face in daily opera-
tions.
When pilots consistently apply SOPs
over time, a culture of compliance
becomes ingrained in the DNA of an
operator. Deviations from SOPs are
the exception, not the rule. Pilots are
thus required to justify deviations
from SOPs.
At Eagle Air such a culture was not
in place. In fact: On the previous sec-
tor from East Midlands to Zurich the
crew completed a loadsheet showing
an actual take-off mass of 600 lbs
above the maximum take-off mass.
The commander reduced the excess
to 400 lbs with a fictitious last-minute
change. Still the crew knowingly
accepted the loadsheet.
Time and economic pressure probably
led to this deviant behaviour. By taking
additional fuel the crew avoided the
time delay of re-fuelling in Zurich, as
directed by the CEO. In addition, they
avoided paying duty on the fuel for a
domestic flight from Zurich to Berne.
Deviation had become a norm at
Eagle Air, as far as this accident sug-
gests.
Conclusion
The attitude of making the impossi-
ble possible often counteracts the
habit of safe operation. A working day
of making the impossible happen, for
the sake of the company and even for
some personal interests of the pilots,
ended in failure.
Even the best company minded
pilots fail in an impossible mission
impossible.
Michael R. Grninger is Managing
Director of Great Circle Services (GCS)
Safety Solutions and Capt. Carl C.
Norgren is a freelance contributor to
Safety Sense. GCS assists in the whole
range of planning and management
issues, offering customized solutions to
strengthen the position of a business in
the aviation market. Its services include
training and auditing (IS-BAO, CRASH
IOSA), consultancy, manual develop- HB VLV
ment and process engineering. GCS can impacted the
be reached at www.gcs-safety.com and frozen ground
+41-41 460 46 60. The column Safety within the airport
Sense appears regularly in BART perimeter at
International since 2007. Berne airport.

BART: SEPTEMBER- OCTOBER - 2015 - 75

 SAFETY FOCUS MENTAL HEALTH

By Linda Werfelman

STATES OF MIND
S
hifting Aeromedical require-
ments could lead to new methods
for dealing with mental health.
Aeromedical authorities are mulling
changes in their requirements for rou-
tine aviation medical examinations
that they say could ultimately focus
new attention on pilots mental health.
The International Civil Aviation
Organization (ICAO) is considering a
move to upgrade into a requirement
an existing recommendation that
national aviation authorities imple-
ment a health education system for
holders of pilot licenses. If approved
by ICAOs Air Navigation
Commission, the requirement would,
by late 2016, become part of a larger
program to ad- dress pilots mental
health, Anthony Evans, chief of
ICAOs Aviation Medicine Section,
says.
We need an industry-wide (regula-
tors, airlines, pilot associations)
approach to the issue, Evans said,

years in hopes of improving their abili-

ty to identify pilots with problems.

adding that the approach must include
better education associated with a
system to support those who have a
mental health problem.
The proposed requirement would
direct pilot licensing authorities in
ICAO member states to implement
appropriate aviation-related health
education for licence holders subject
to a medical assessment to reduce
future medical risks to flight safety.
Evans made the remarks in the after-
math of the March 24 crash of a
CHECKS Germanwings Airbus A320 in the
Mental health French Alps. All 150 people in the air-
screening for plane were killed, and, although the
pilots needs to French Bureau dEnqutes et
improve. dAnalyses has not completed its
investigation, preliminary reports indi-
cate that the first officer locked the
captain out of the cockpit and set the
A320 on a collision course with the
ground. News reports have quoted
German authorities as saying that the
first officer had been treated for
depression for a lengthy period before
receiving his pilot license and that he
had shown suicidal tendencies.
Mental health issues have figured only
rarely in commercial transport aviation
accidents and incidents, and in some
cases, accident investigators have
been unable to agree on the role
played by a pilots mental state.
Nevertheless, aeromedical authorities
have revised guidelines in recent
Mismatch
ICAOs proposal has been under
review for months, long before the
Germanwings crash, and as long ago
as 2012, the ICAO Manual of Civil
Aviation Medicine had noted the need
to pay more attention to mental health
issues.
Shifting aeromedical requirements
could lead to new methods of dealing
with mental health.
Particularly in the younger license
holder, the Manual says, there is an
apparent mismatch between the likeli-
hood of the existence of particular
pathologies of flight safety importance
(mainly mental and behavioral prob-
lems) and the tools being used to
detect them (the traditional medical
examination).
The Aerospace Medical Association
(AsMA) has voiced similar concerns,
and in comments posted on the orga-
nizations website after the
Germanwings crash, AsMA President
Philip J. Scarpa Jr. said that there is
room for improvement in the airline
industry for mental health screening
in pilots.

76 - BART: SEPTEMBER- OCTOBER - 2015

He added, Most airlines do not per-
form any periodic mental health
assessments after an initial screening
during the hiring process.
Conditions that arise suddenly are dif-
ficult to predict and do not justify rou-
tine testing, Scarpa said, but depres-
sion, anxiety, mania and other condi-
tions can be diagnosed more easily
and are so worth screening for. He
noted that his organization has
endorsed effective, minimally intru-
sive, easy-to-use tests during a rou-
tine aeromedical exam.
Along with screening, the industry
also should try to educate pilots and
their families on how to identify and
report signs of mental illness, he said.
Also, providing safe zones for pilots
to report any issues is important to
encourage reporting, Scarpa said.
These safe zones, such as ones pilots
union, provide a sense of protection
from retribution and social stigma for
the pilot and have been very success-
ful in receiving reports and providing
intervention that other- wise would
have been missed.
AsMAs mental health recommenda-
tions developed after a March 27,
2012, incident in which a JetBlue cap-
tain turned off the radios on his Airbus
A320, told his first officer that they
would not be going to their planned
destination and began yelling about
Jesus and terrorists4 said that use
of safe zones has helped increase rates
of reporting of mental health issues
and of providing assistance.
The recommendations call for tests
that Scarpa said could easily be used
by aeromedical examiners during
pilots existing periodic aeromedical
exams.
AsMA said that it does not recom-
mend an extensive psychiatric evalua-
tion as part of the routine pilot
aeromedical assessment but rather
that greater attention be given to
mental health issues by aeromedical
examiners and by the aviation commu-
nity in general, especially to the more
common and detectable mental health
conditions and life stressors that can
affect pilots and flight performance.
We encourage this through increased
education and global recognition of
the importance of mental health in avi-
ation safety.
The guidelines also suggested that the
examining physician could question
the pilot, in a way that helps promote
a nonthreatening environment and
builds rapport with the pilot, about
work, home and family. The pilots
responses could reveal situations and
stressors faced by the applicant which
could be ameliorated, the guidelines
said.
Very Layered
AsMAs call for quick and effective
methods of spotting mental health
problems does not go far enough,
said Ron Frey, an organizational psy-
chologist and senior partner with the
Human Factor and Incident
Investigation Institute in Ottawa,
Canada. He said that ICAO and
national regulatory authorities need
a more modernized and complete
method of evaluating pilots mental
health.
The problem that the aviation indus-
try has is complicated and very lay-
ered, said Frey, who has adminis-
tered workplace psychological evalua-
tions in several industries, including
aviation. He added that full-scale psy-
chological testing has been a best
practice for years in many industries
and that a mental health testing com-
ponent should be added to routine
aero- medical exams, which tradition-
ally have dealt primarily with physical
health.
If administered and reviewed proper-
ly, he said, the tests can help identify
mental health issues, even if the test-
takers try to hide their problems.
Underreporting of workplace stress,
fatigue and symptoms of depression
and anxiety is endemic in the indus-
try, Frey said. There are many
defenses that aviation companies put
in place . But unfortunately, there
are still too many holes. Its easier
in this industry to address engineer-
ing deficiencies, structural deficien-
cies and much more difficult to
address the liveware component.
The European Federation of
Psychologists Associations (EFPA)
and the European Association for
Aviation Psychology (EAAP), in a joint
statement, endorsed not only a psy-
chological assessment before begin-
ning flight training and before starting
work at an airline but also recurrent
evaluation of pilots mental health,
both in the context of the periodic
medical examination and of well-
accepted airline policies and proce-
dures to ensure fitness to fly.
Nevertheless, the organizations
added, the existing psychological
assessments and human factors train-
ing are among the elements that
make aviation the safest form of trans-
port around the world and contribute
along with technical advances and
operational requirements to mak-
ing events such as the German- wings
accident highly exceptional.
TOPICAL
Underreporting of Symptoms Mental health in
Frey said that the underreporting by aviation has
pilots of symptoms of depression and been a hot topic
anxiety, and potentially related prob- since the March
lems, has made it difficult to estimate 24 crash of a
the extent of these mental health Germanwings
issues in the aviation industry. A320.
BART: SEPTEMBER- OCTOBER - 2015 - 77
 SAFETY FOCUS MENTAL HEALTH

ACCIDENTS LINKED TO PILOT MENTAL HEALTH

Mar. 24, 2015 Barcelonette, France Airbus A320 Aircraft Damage: Destroyed. Injuries: 150 fatal
Preliminary information indicates that the Germanwings first officer locked the captain out of the cockpit and used
the autopilot to put the aeroplane into a descent towards an altitude of 100 ft, then, modified the autopilot setting
to increase the speed.

Nov. 29, 2013 Bwabwata National Park, Namibia Embraer ERJ-190 Aicraft Damage: Destroyed. Injuries: 33 fatal
Preliminary information indicates that while he was alone in the cockpit, the LAM captain re-programmed the alti-
tude preselector to a lower altitude and manually reselected the airspeed, which was near maximum operating
speed until the end of the flight. Sounds of pounding on the cockpit door were heard on the cockpit voice recorder.

Oct. 31, 1999 Atlantic Ocean Boeing 767 Aircraft Damage: Destroyed. Injuries: 217 fatal
The EgyptAir 767 crashed in the Atlantic Ocean shortly after takeoff from New York. U.S. investigators said the
relief first officer, alone in the cockpit, shut off the autopilot and the engines and pushed the flight controls forward.
The captain returned to the cockpit but was unable to recover the airplane. Egyptian authorities disputed the conclu-
sion.

Oct. 11, 1999 Gaborone, Botswana ATR-42 Aircraft Damage: Destroyed. Injuries: 1 fatal
An Air Botswana captain who was grounded for medical reasons took off in one of his airlines ATR-42s, demanding
to talk to airline officials and the president of Botswana. He told air traffic control that he planned to crash the air-
plane, which later struck two ATR-42s parked on the apron.

Dec. 19, 1997 Near Palembang, Indonesia Boeing 737 Aircraft Damage: Destroyed. Injuries: 104 fatal
Both flight recorders stopped functioning before the SilkAir 737 began a rapid descent, broke up and crashed into
the Musi River delta. Indonesian authorities could not explain the crash, but U.S. investigators said it appeared the
cockpit voice recorder was intentionally disabled and that the descent resulted from manual nose-down flight control
inputs.

Aug. 21, 1994 Near Tizounine, Morocco ATR 42 Aircraft Damage: Destroyed. Injuries: 44 fatal
The Royal Air Maroc airplane crashed after takeoff from Agadir. Accident investigators said the pilot had disconnect-
ed the autopilot and put the airplane into a steep dive. The pilots union challenged those findings.

Feb. 9, 1982 Tokyo McDonnell Douglas DC-8 Aircraft Damage: Destroyed. Injuries: 24 fatal
As the Japan Air Lines DC-8 descended through 164 ft on the approach, the captain shut off the autopilot, pushed
the controls forward and pulled the throttle levers to idle. The first officer struggled to take control of the airplane,
but It crashed short of the runway in Tokyo Bay. The captain had recently returned to duty after a year off because
of a psychosomatic disorder.

Sept. 26, 1976 Novosibirsk, Russia Antonov 2 Aircraft Damage: Destroyed. Injuries: 12 fatal
A pilot stole an Aeroflot An-2 and flew it into buildings on the street where his ex-wife lived. The pilot and 11 people
on the ground (not including the ex-wife) were killed.

He cited recent studies that estimate Nevertheless, he said, you can extrap-
10 to 15 percent of the general popula- olate that if its that bad in general
tion experience depression sometime society, it could be just as bad in the
in their lives and that the risk of sui- aviation industry.
cide among depressed patients is
about 20 times greater than in the gen- This article is reproduced with permis-
eral population. sonfrom the June issue of this years
Data are not available to determine the AeroSafety World, the official publica-
EVASIVE extent of depression among pilots, Frey tion of the FlightSafety Foundation,
Pilots may said, adding that when pilots are ques- www.flightsafety.org.
underreport their tioned about mental health issues, they
mental health tend to under- report their weaknesses
weaknesses. and over-report their strengths.

78 - BART: SEPTEMBER- OCTOBER - 2015

 OUR WORLD
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 REGIONAL REPORT
SHANNON POSITIONS
ITSELF AS BIZAV HUB
By Paul Walsh
Ireland may be known for
beautiful scenery and bad
weather but did you know that
its also an international aviation
heavyweight? In fact of the
8,000 leased commercial
aircraft in the world today,
approximately half are
managed from the Emerald
CENTER
Ireland wants to
Isle, with Shannon Airport and its
be a hub for surrounding tax free zone
Business serving as a hub for much of
Aviation. this financial activity.
80 - BART: SEPTEMBER- OCTOBER - 2015
IRELAND
A
nd now Shannon is attempting to
replicate its success with com-
mercial aircraft in Business
Aviation. At EBACE Shannons
International Aviation Centre (IASC)
unveiled a new Irish aircraft register,
EJ, thats targeted specifically at busi-
ness aircraft.
Thanks to Irelands booming leas-
ing industry, our existing EI register
has been a huge success, says
Patrick Edmond, MD of IASC. It has
over 750 large cabin transport aircraft
on it, many of which never even come
to Ireland. That says something about
its reputation.
So we asked, how can we apply
these factors to Business Aviation?
There are many aviation registries to
choose from today, but how many fully
EASA registered companies target
business aircraft? This is an area
where Ireland can make use of its
strengths.
Flexible and Compliant
According to Edmond the EJ reg-
ister offers the flexibility desired by
business jet owners in a fully compli-
ant, on shore gold-standard registry.
Part-NCC will make fully compliant
gold-standard registries more attrac-
tive, especially for young EASA air-
craft operating in Europe, and were
designed for compliance from the
ground up.
He adds the registry doesnt offer
easy solutions and that will always
strictly adhere to EASA rules. The
feedback Ive had from financiers
and other operators is that they like
it very much. Especially for opera-
tors who are looking at the quality
of their provision. People dont want
to be seen as been connected with
registries that are not of a gold stan-
dard.
For Shannon airport and its sur-
rounding region, the EJ register is
another way to attract business. The
airport become independent from the
Dublin Airport Authority in 2013, and
since its succeeded in growing traffic
and attracting more business to the
region.
 The airport languished over the
years and the passenger numbers had
been in decline. There wasnt enough
effort put into marketing the airport
and its free tax zone, which offers
some exemptions from customs
duties. The IASCs goal is to put these
pieces together, we have responsibility
for the register, the airport and for the
free zone. There are around 7,000 peo-
ple working here, half of which are in
aviation and aerospace.
But what specific benefits will the EJ
register offer to companies consider-
ing setting up in Shannon?
Were getting a lot of interest from
aircraft operators. They say we can
see the advantages of the EJ register,
and they see that theres going to be a
lot of demand for it. Law firms are ask-
ing: how do I get offices set up in
Shannon? Were thinking about how
we can make Shannon an attractive
place for new Business Aircraft deliv-
eries. Wed have the law firm here to
do the paper work, as well as the engi-
neering support and so on. The regis-
ter is very beneficial in its own right,
and we also see it as a catalyst for
additional aerospace activity.
US Pre-Clearance
Another string to Shannons bow is
that all US bound passengers can have
immigration, customs and agriculture
inspections at Shannon prior to depar-
ture. Pre-clearance saves time and be
very beneficial for Business Aviation
passengers who can fly straight to air-
ports in the US that dont have cus-
toms facilities. Its also very helpful
for passengers who are flying
Business Aviation into to large com-
mercial airports in the US, adds
Patrick.
With all of these advantages in place
it seems the job now to is get out there
and let people what Shannon offers.
Would it make sense, for instance, to
target large Business Aviation MROs
and bring heavy maintenance facilities
at Shannon?
Its something were looking at. We
already have three big commercial
MROs in Shannon; they form a key
part of the cluster here. They have
approvals for airliner based business
jets, but for other aspects of the busi-
ness jet market we are very keen to
look at how things develop.
Shannon Groups first annual report
noted that it is now embarking on a
programme to address group-wide
underinvestment and improve cost
efficiencies.
The inaugural report covers the four
month financial period from the estab-
lishment of the Group on 5 September
to 31 December 2014. The Groups
four strategic business units
Shannon Airport, Shannon Heritage,
Shannon Commercial Properties and
the International Aviation Services
Centre (IASC) have, however, been
working together throughout 2014,
prior to the Groups official formation.
The Group, which employs over 600
people in high season, recorded a
21.1 million turnover in its first four
months and returned a post-tax profit
of 600,000, which, Chairman Rose
Hynes said, amounted to a satisfactory
result given that this period is off-peak
for the Airport and Shannon Heritage.
Ms Hynes stated that the Group is
working to a five-year strategic plan
aimed at continued revenue growth,
continued focus on innovation, secur-
ing a sustainable cost base through
efficiencies and achieving profit
growth at each of the four separate
business units. The plan also incorpo-
rates an ambitious capital investment
program to ensure the Group remains
firmly focused on delivering growth
opportunities, which will be essential
to maintain the competitiveness of the
Groups business.
Through the generation of sustain-
able growth and profitability across all
of our businesses and by the imple-
mentation of our five-year strategic
plan, combined with an ongoing focus
on innovation, I am confident that
Shannon Group will make an enduring
positive impact on our communities
and the economic landscape of
Ireland, she said.
Cost containment and improving
financial performance through further
efficiencies remain an ongoing focus
for the Group. Our aim is to establish
a more sustainable and robust busi-
ness model and to improve our prof-
itability across the Group.
Commenting on the Group results,
CEO Neil Pakey, As we continue our
task of building on the momentum and
solid achievements of 2014, I believe
the combination of our four strategic
business units within a single group
will unlock opportunities for further
co-operation and synergies.
Taking advantage of these syner-
gies will be important as we strive to
enable Shannon Group to fulfil its
potential and become an important
conduit for stimulating growth across
the regional and national economy in
the years ahead. It is vital the Groups
businesses are competitive within the
European marketplace. Our transfor-
mation must continue to evolve this
year with emphasis on change, contin-
uous improvement and improved effi-
ciencies, combined with ensuring we
continue to build the platform for the
future sustainability of Shannon
Group.
With the creation of our five-year
strategic plan, we now have a road
map on which to build an exciting and
sustainable future. CONVENIENT
Indeed, Shannon Airports profitabili- US Pre-clearance
ty for the full financial year 2014 at Shannon
improved considerably, with earnings saves time for
before interest, taxes, depreciation, passengers.
BART: SEPTEMBER- OCTOBER - 2015 - 81
 REGIONAL REPORT
and amortisation (EBITDA) of 4.6
million, an increase of 34% on 2013.
Addressing historic underinvestment
in airport infrastructure also began in
2014 through a 4.4million airport
capital expenditure programme.
Among these projects were an airport
runway overlay upgrade, fire safety
upgrade works, a new retail IT system
and a new traffic management system.
The airport continued its growth tra-
jectory with a significant increase in
passenger numbers (17%) and
improvements in connectivity for the
second successive year. European traf-
fic showed the largest gains with a 70%
increase. Transatlantic traffic contin-
ued to perform strongly, increasing by
10% and UK traffic recorded a 5%
increase. The Groups intention to
develop a cargo hub at the airport was
also boosted this week by Turkish
Airlines, through its subsidiary
Turkish Cargo, who announced that it
is to commence Irelands only direct
all-cargo air service to North America
from Shannon.
Universal Aviation
PRESENCE Revamps Shannon FBO
Universal One company that has already expe-
Aviation is one rienced aviation success at Shannon is
of Shannons Universal Aviation, which recently
success stories. announced the complete renovation of
Renovated FBO its FBO. The update includes a reno-
(center left). vated VIP departures lounge as well as
Welcoming all new crew and operations
Prince Charles offices."Our focus is always firmly on
to Ireland (center our customer, and leaving them with a
right). memorable experience on the
82 - BART: SEPTEMBER- OCTOBER - 2015
IRELAND
ground," said Derek Collins, General
Manager, Universal Aviation Ireland -
Shannon. "We have listened carefully
to our clients' feedback, and we're
proud that we have enhanced our FBO
with the features and amenities they
requested."
Universal reports that traffic at the
FBO (which has been open since May
2003), continues to grow, partly
because they've been busy promoting
the airport's value-added services,
such as United States Customs &
Border Protection pre-clearance.
According to Neil Pakey, Chief
Executive Officer, Shannon Airport,
Shannon's U.S. pre-clearance facility is
the only one of its type in either
Europe or the Gulf region and offers
business jet operators the opportunity
to pre-clear Customs & Immigration to
the U.S., and proceed directly to their
destination within the U.S.
"Universal Aviation is a key partner
in the development of our Centre of
Excellence for Business Aviation,"
says Pakey. "Universal's new lounge is
a high-quality and timely addition to
the services available at the airport,
and we credit Universal Aviation for
investing in this way. We look forward
to continuing to work successfully
with Universal Aviation in the years to
come as we jointly develop more
Business Aviation activity at Shannon."
"Shannon is known for being an
excellent tech stop, but it is also an
increasingly popular destination," adds
Sean Raftery, Managing Director
Universal Aviation UK and Ireland.
"This renovation is just the latest in
our ongoing commitment and invest-
ment to enhancing our clients' experi-
ence at strategically important loca-
tions throughout Europe and the
world - whether through full ground
handling facilities or highly cus-
tomized supervisory services."
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