167 - FEB - APR/2017

PREMIER TRANSATLANTIC
BUSINESS AVIATION
MAGAZINE OUR 29th YEAR

EUROPE APPROVES SINGLE TURBOPROP

COMMERCIAL IMC OPERATIONS page 64

A REVIEW OF THE CONTENDERS page 65

HELI-EXPO 2017
The Helicopter Industry Hovering for Expansion in Dallas p 60
AERO FRIEDRISHAFEN
Evolving from a General Aviation Exhibition
to a Business Aviation Trade Show p 70

2017 BART EXCLUSIVE

ANNUAL WORLDWIDE FLEET REPORT
 MAX SPEED: MACH 0.85 • MAX RANGE: 6,667 KM • MAX ALTITUDE: 13,716 M

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Actual range will be affected by ATC routing, operating speed, weather, outfitting options and other factors.
UPFRONT
WHO MAKES THE NOISE ?
LIKE MOST OF US LIVING IN THE AVIATION
WORLD, I have always been fascinated by
innovation. It all started when I was a
young lad, when I enjoyed watching the
Stampe SV4 biplane of the châtelain
regularly roar over my little native village
in Belgium. Although my passion for
aviation has remained, I must confess that
nowadays I prefer the "shhhh" of our
modern aluminum tubes to the roaring
airplanes of yesteryear.
Over the past three decades, aviation -
and particularly Business Aviation - have
made incredible progress in terms of noise
and emissions. It all started in 1990, when
the US Congress passed the Aviation
Noise and Capacity Act, which required all
jet and large turboprop aircraft at civilian
airports be Stage 3 by 2000.
While noise restrictions vary significantly
by region and country, the EU has always
had stricter noise regulations and, since
2013, it has become more difficult to
manage Stage 2 aircraft hush-kitted to
Stage 3 standards on the Continent.
This was a Catch-22 situation for aircraft
engine manufacturers, now forced to
accomplish extensive research that
ultimately led to incredible results in
aircraft noise reduction. For their part,
propeller makers were introducing new
PS. The only noisy exception we should tolerate in aviation is the "Sound of Freedom"
of an F-16 Fighting Falcon breaking the sound barrier.
structural composite 5-blade propellers
for the turboprop segment.
But the progressive wings of regulating
agencies are never satisfied, and the
international community has established
and approved a more stringent standard
Fernand M. Francois
within the ICAO Annex 16, Volume 1
Editor and Publisher
Chapter 14, which became effective July
14, 2014. The FAA is adopting this
standard and promulgating the rule for
Stage 5, which is anticipated to go into
effective for new type certificates after
December 31, 2017 or December 31, 2020,
depending on the weight of the aircraft.
The Notice of Proposed Rule Making
(NPRM) for Stage 5 was published on
January 14, 2016.
The introduction of noise legislation should
not come as a big surprise. How many
times have we stood behind a busy ramp
watching bizjets depart, with not one
making an audible power reduction after
gear and flaps up? The noise factor in a
turbine engine is always more intense to
the rear than forward, and there is no
excuse for an aircraft powered by two
17,000 lbs thrust RR BR725 to not reduce
power after flaps up when taking off.
Modern business aircraft are now hushed,
and it is in our best interest to keep them
quiet to avoid airport curfews and closures.

Volume XXIX N°1
EDITOR AND PUBLISHER
Fernand M. Francois
ASSOCIATE PUBLISHER
Kathy Ann Francois
EDITOR-IN-CHIEF
Volker K. Thomalla
vthomalla@bartintl.com
MANAGING EDITOR
Busra Ozturk
ART DIRECTOR
Tanguy Francois
ACCOUNT OFFICER
Victoria Coffmans
SENIOR EDITOR
Marc Grangier
SAFETY EDITOR
Michael R. Grüninger
INSTRUCTION EDITOR
Captain LeRoy Cook
TECHNOLOGY EDITOR
Steve Nichols
ROTORCRAFT EDITOR
Mark Huber
NEW YORK EDITOR
Kirby J. Harrison
LEGAL EDITOR
Aoife O’Sullivan
CONTRIBUTING EDITORS
Louis Smyth, Giulia Mauri,
Derek Bloom, Guy Visele,
Richard Koe, Brian Foley,
Anna Naznarova
ADVERTISING
Kathy Ann Francois
Marketing Director
kafrancois@bartintl.com
Titi Kusumandari
Marketing Manager
tkusumandari@bartintl.com
BART International. Premier Transatlantic
Business Aviation Magazine. ISSN 0776-7596.
Printed in Belgium, published by SA F&L
20 rue de l'Industrie at B1400 Nivelles,
Phone +326 788 3603. Fax +326 788 3623.
BART International is governed by
the International copyright laws.
Free Professional subscription available
International distribution by ASENDIA
USPS 016707 Periodical postage paid
Call IMS 1 (800) 428 3003
Responsible Publisher Fernand M. Francois
EBACE OFFICIAL PUBLICATION
CONTENTS
30 60
2017 FLEET REPORT HELI-EXPO PREVIEW
The number of Business Aircraft grew in 2016 to an The rotorcraft industry will be gathering in Dallas,
all-time high, reports Volker K. Thomalla. Texas, for Heli-Expo 2017, the world's most
important helicopter trade show.
42
65
TODAY'S AND TOMORROW'S MARKET
Brian Foley shares his insights on the global Business TURBOPROP SINGLES
Aviation market today and in the coming decade. LeRoy Cook expects that the new regulations for
commercial operations for single engine turboprop
aircraft in Europe will lead to increased demand for
44 this type of aircraft.
TURNAROUND IN 2017
Even if the number of new aircraft deliveries might be 70
lower in 2017, the charter activity is on track to be
higher than in previous years, reports Richard Koe. AERO PREVIEW
Turning 25 this year, the annual AERO
Friedrichshafen Show expands its focus
48 on Business Aviation.
HELICOPTER FLEET REPORT
Mark Huber analyzes JetNet's helicopter fleet data 74
and put some trends into perspective.
MEBAA REPORT
The bi-annual Business Aviation show in Dubai has
52 seen some new aircraft attracting a good number
of visitors.
HELICOPTER AVIONICS
Improved displays and enhanced computing powers
allow manufacturers to offer a range of new
helicopter avionics, writes Steve Nichols.
56
HELICOPTER MAINTENANCE
Marc Grangier analyzes the trends in civil
rotorcraft maintenance, a sector that is worth
US$6 billion annually.
PREMIER TRANSATLANTIC
BUSINESS AVIATION MAGAZINE
MEMBER OF
OUR COVER
Pilatus PC 12 operated by Royal Flying Doctor Service of
Australia. RFDS provides aeromedical and primary health
care across Australia. RFDS ordered Pilatus PC 24 aircraft
to be delivered in 2017 and 2018.
OUR ADVERTISERS and their Agencies
27 Atlas Air Service AG 11 Jet Support Services Inc. (JSSI)
21 Avfuel Corporation 63 NBAA- BACE 2017
17 BendixKing TMP Government 13 Pilatus Aircraft Ltd.
59 Duncan Aviation 15 Pratt & Whitney Canada
73 EBACE 2017 55 Rockwell Collins ARINCDirect
7 FlightSafety International GRETEMAN GROUP 19 Rolls-Royce
2 Gulfstream Aerospace Corporation 77 SmartSky Networks GRETEMAN GROUP
81 GCS Safety Solution 23 UAS International Trip Support
84 HondaJet MILNER BUTCHER MEDIA GROUP 83 Universal Avionics Systems, Corp.
9 Jet Aviation 39 Universal Weather and Aviation, Inc.
25 JetNet LLC

SECTIONS
3EDITORIAL
6POINTER
8QUICK LANE
MEDIUM CLASS TWIN-ENGINE HELICOPTER
The Airbus H175 completes the upper end of Airbus Helicopters’ product
24
ON THE MOVE
line for the business and private aviation sector.
The H175 is available in a VIP version, seating six to eight passengers, and
in executive version, seating nine to twelve.
26
TRANSATLANTIC UPDATE
POINTER IN SEQUENCE
BRIEFING ROOM
Events YOUR GREATEST SECURITY RISKS on
international travel, and even on domestic
operations, are generally off-airport. Corporate
crews routinely stay in hotels at assorted
worldwide locations, and there are important
considerations to be mindful of from both safe-
ty and security perspectives.
MINIMUM STAR LEVELS
For Western European and U.S. travel, 4-star
hotels are the suggested minimum standard for
crew accommodation. Usually, these hotels
have adequate security, surveillance and
Agenda entrance controls as well as reliable standards
in terms of fire codes and fire safety. When
traveling to other parts of the world 4-star or
above properties are also recommended.
NBAA Schedulers & Dispatchers
However, some amenities may be lacking at
February 7-10, 2017
some other international locations. Many gen-
Fort Worth, TX, USA
eral aviation (GA) operators prefer to use large
European or U.S. chain hotels, in part because
they maintain certain known safety and securi-
ty standards.
HOTEL CONSIDERATIONS
Especially if your stay is longer than just one
HAI HELI-EXPO
night, it’s important to be mindful of assorted
March 7 - 9, 2017 security/safety risks and to avoid predicable
Dallas Texas, USA routines. For example, don’t always go to
breakfast, or meet in the hotel’s public lounge,
at exactly the same time each day. Location of
the room is another consideration. Ideally, it’s
best not to be too close to the elevators but,
rather, near the end of a hallway near an exit
AERO Friedrichshafen stairwell. Stairwells are often the most
April 5-8, 2017 secure/safe point to be in during emergencies
Friedrichshafen, Germany such as a fire, earthquake, or attack on the
hotel. Be aware of access controls between
public and guest room areas of the hotel. It’s
best if the elevators require a room key to
access your floor and to have a programmable
room card, rather than an old style traditional
metal key (still common at many international
locations). Be aware if the hotel has a public
EBACE restaurant or bar onsite that’s popular with
May 22-24, 2017 more risky elements of the local populace or
Geneva, Switzerland attracts very late night crowds.
TRAVEL TO/FROM HOTELS
In higher risk areas, particularly hotels far from
the airport, it’s best to use pre-paid transport
rather than public taxis. Even when staying in
AIR VENTURE familiar locations it’s recommended to set up
July 24-30, 2017 pre-paid transport, or to have the hotel book
Oshkosh, Wisconsin, USA taxis for you. This is because if you’re familiar
with a particular area you may not have a
heightened sense of local security and/or may
overlook potential risks in a familiar area.
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6 - BART: FEBRUARY - APRIL -2017
BUSINESS AVIATION TRAVEL AND HOTEL SECURITY
Always use common sense when traveling
locally. If, for example, you take a public taxi to
your hotel, and pay with a credit card, the dri-
ver will know both your name and your hotel. In
such cases, it’s best to pay taxi fares with cash
rather than credit cards. Also, avoid small talk
and saying too much about yourself to drivers
during the ride to your hotel. Always have back
up local transport plans, as well as exit route
strategies, in case road closures, strikes, local
protests, earthquakes or bombings should
occur.
STAYING WITHIN THE HOTEL
If you’re staying at a higher risk location for a
few days – for example Mexico City, Juarez or
Naples – choose a hotel with sufficient ameni-
ties so that you won’t have to leave the hotel.
This may mean a more expensive property,
and going over your rate cap, but you’ll have
everything you need and will not have to ven-
ture out into potentially risky areas. Local area
security briefs will indicate when a stay-within-
the-hotel policy makes sense.
SECURING VALUABLES IN THE ROOM
Best practice is to travel with only the technolo-
gy devices and valuables you actually require
for the trip. Work with your internal security
department to ensure that data on your elec-
tronic devices is adequately password protect-
ed. The best way to hide/safeguard valuables
in a hotel room, it’s usually best to split things
up. Leave some valuables – such as docu-
ments, cash and electronics – in the room safe
for when you are out of your room. It’s recom-
mended to keep some valuables locked in your
luggage, just in case the room safe is compro-
mised. It’s good practice to travel outside the
hotel with only what you need for the day.
Keep copies of all important documentation
IDs, credit cards plus a list of high value items
you have with you – in your luggage in the
event your purse/wallet etc. gets stolen.
CONCLUSION
Always be alert to your surrounding when stay-
ing in hotels and moving around the local area.
Taking the effort to research safest and more
secure hotel options is always a worthwhile
use of time in the trip planning process. If you
have any questions about this article or would
like assistance obtaining a hotel security brief,
contact:
traciecarwile@univ-wea.com.at
UNIVERSAL WEATHER & AVIATION
@bart_intl and Twitter @BARTIntl
 EARN FLIGHTSAFETY

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For more information, please contact Steve Gross, Senior Vice President, Commercial
314.785.7815 • sales@flightsafety.com • flightsafety.com • A Berkshire Hathaway company
QUICK LANE

KODIAK LARGE FLEET ORDER TO BE USED

FOR PRIVATE AIR CHARTER
Quest Aircraft Company announced that it has signed
a major fleet order for up to 20 aircraft. The agree-
ment was signed at the recent National Business
Aviation Association Convention (NBAA) in Orlando,
Florida. The first aircraft was delivered last month to
the customer, who is located in Japan. “We are very
excited to have completed such a large order for the
Kodiak,” said Nick Newby, senior vice president,
Sales, Marketing and Customer Service. “While we
have had other fleet sales for multiple Kodiaks, this
represents our largest commercial fleet order to
date.” The aircraft ordered will be used for a new
membership-based private travel service that was offi-
cially launched November 7. The Kodiak’s rugged
aluminum construction combines superior STOL per-
formance and high useful load.

DUNCAN AVIATION TRU SIMULATION TO DELIVER AVIONICS TRAINING SYSTEMS

A LEADER IN CMS INSTALLATIONS
FOR BELL 407GX, 412EPI
TRU Simulation + Training Inc., a Textron Inc. company, announced that it will pro-
vide Bell Helicopter’s Training Academy with avionics bench training systems for the
Bell 407GX and Bell 412EPI helicopters. These two training systems are expected to
be delivered to Bell Helicopter, also a Textron Inc. company, in the summer of 2017.
The Bell 407GX avionics training system will ensure technicians understand how a
Garmin G1000H system oper-
ates, what messages the equip-
ment provides and will allow stu-
dents to practice state-of-the-art
maintenance techniques with
Line Replaceable Units (LRU).
The Bell 412EPI avionics train-
ing system will provide techni-
cians experience with Rogerson
Kratos system avionics operation
and maintenance practices.

As a major Business Aviation MRO facility,

Duncan Aviation has significant experience
installing the latest generation Cabin
Management Systems (CMS). These systems
use digital technology to meet operator
demands for High Definition (HD) devices,
personal electronic device integration, as well
as new technologies like touch-screen and Wi-
Fi cabin controls. These networked systems
are Ethernet-based, which allows passengers
to experience an even greater level of control
and entertainment that they have come to
expect in their homes,” says Steve Elofson, a
Duncan Aviation Avionics Installations Sales
Rep. “These systems can also have a significant
effect on the resale value of a business aircraft
as passenger productivity and efficiency has
become vital for company flights.”
TAG FARNBOROUGH ACHIEVES
SILVER GREEN APPLE ENVIRONMENT AWARD
TAG Farnborough Airport has been presented with a
Silver ‘Green Apple Award’ by The Green Organization at
a ceremony held at The House of Commons this month.
The Green Apple Environment Awards, is an annual inter-
national campaign designed to recognize and encourage
environmental best practice around the world. TAG
Farnborough Airport received the Silver Award in recog-
nition of its commitment to reducing environmental
impact and continuous improvement through best prac-
tice. In particular, the award acknowledges the innovative
sustainable staff travel plan which encourages employees
at the airport to adopt low or zero carbon travel such as
cycling, the use of public transport and car sharing.

8 - BART: FEBRUARY - APRIL - 2017

 Revealing the

FUTURE Many Services – One Jet Aviation

Celebrating our 50th Anniversary and Beyond in 2017

MRO, Refurbishment, Completions, FBO, Aircraft Management,

Flight Support, Charter, Staffing.

www.jetaviation.com
QUICK LANE

RUAG NAMED AUTHORIZED SERVICE CENTER FOR THE AW139

RUAG Aviation has secured Authorized
Service Center status for the Leonardo AW139
helicopter at its locations in Sion and Lugano,
Switzerland. This authorization confirms
RUAG Aviation as a full support partner for
the AW139 helicopter, including all mainte-
nance, repair and overhaul, as well as warran-
ty services. “The new type ratings for the
Leonardo AW139 at both our Sion and Lugano
locations enable us to support our customers
with the full set of personal services they
require, at a location convenient to their
needs,” affirms Andreas Baumann, general
manager Helicopters, RUAG Aviation.

SATCOM DIRECT AUTHORIZED TO RESELL INMARSAT’S KA-BAND GLOBAL XPRESS

Satcom Direct (SD) has announced that it is now authorized by Inmarsat’s
Global Government Business Unit to provision and resell Inmarsat’s Ka-band
Global Xpress (GX) service to global government customers for use in mili-
tary, head-of-state and other government operations. SD has been appointed a
Value Added Reseller (VAR) for Inmarsat’s GX mobile global broadband
satellite network. GX delivers secure, end-to-end wideband connectivity that
enables seamless airborne, naval and land operations. “The high performance
of the GX network allows us to deliver tailored solutions which meet complex
government, military and VVIP requirements for secure and reliable connec-
tivity,” said David Greenhill, Satcom Direct president.

TAG AVIATION ASIA WINS 'BEST SATCOM DIRECT AND LUFTHANSA TECHNIK
MANAGEMENT COMPANY AND OPERATOR' AWARD PARTNER TO OFFER NICEMEDIA
At MEBAA 2016, Satcom Direct announced that SD and
Lufthansa Technik are partnering to provide business jet oper-
ators with a wide selection of movies and TV shows. Initially
available on aircraft equipped with nice HD cabin systems,
nicemedia content is delivered via an easy-to-use portable
memory device that connects directly to the CMS. No internet
connection is required onboard to view the content, and new
movies and shows will be added on a monthly basis. By mid-
2017, the system will be available for all IFE/CMS platforms
via the nicemedia Smartbox, powered by SD. The system will
enable passengers to view content via the cabin monitors or
stream to personal electronic devices including iPhones,
iPads, Android phones and tablets.

TAG Aviation Asia has been named as ‘The Best Management

Company and Operator’ for the greater Asia and Asia Pacific
region at this year’s Asian Aviation Association (AsBAA) industry
awards ceremony. This coveted recognition marks the second
consecutive year that TAG Aviation Asia has been voted for and
received an AsBAA award, having previously won the award for
‘Best Operator’ at the inaugural awards ceremony in 2015. The
AsBAA Icons of Aviation Awards Asia recognize outstanding
achievements across 13 key categories within the Business and
General Aviation industry.

10 - BART: FEBRUARY - APRIL - 2017

wouldn’t it
BE BETTER? » If one provider covered your diverse fleet
» If your maintenance program transferred across models
» If your costs were stabilized and predictable
At JSSI, we never stop working to make things better for you.
We want our name to be synonymous with lower maintenance
costs, higher residual value and superior service around the
globe. We provide Tip-to-Tail® coverage for virtually any
make or model of business or commercial aircraft, including
turboprops and helicopters. JSSI. A better approach.

Call or email us at +1.312.644.8810 or info@jetsupport.com

jetsupport.com
QUICK LANE
JET AVIATION ADDS A GLOBAL 6000 WORLD FUEL SERVICES NETWORK WELCOMES
TO ITS MANAGED FLEET TAG FARNBOROUGH AIRPORT
Jet Aviation has recently added World Fuel Services announced that TAG Farnborough Airport
a new Global 6000 aircraft to its (EGLF/FAB) in Hampshire, United Kingdom recently joined the
managed fleet in the Middle World Fuel Services Network of FBOs. Conveniently located less
East. The aircraft is based in the than an hour’s drive from the capital city’s central business dis-
United Arab Emirates and is trict, the award-winning facility is known as the Business
one of 20 aircraft currently Aviation Gateway to London. TAG will leverage World Fuel
being managed in the region by Services’ reliable bulk jet fuel supply and technical support of
the company. The new Global local professionals during their 5-year supply agreement. Beyond
6000 brings the company’s man- the award-win-
aged fleet in the Middle East up ning, beautifully
to 20 aircraft, including one designed facilities
Airbus, four Bombardier, one and standard
BBJ, two Cessna, three Dassault Falcon and 8 Gulfstream air- FBO/ground han-
craft. “Clients appreciate having their aircraft professionally man- dling services, the
aged, so they can simply enjoy them. We look forward to adding facility is also
new aircraft, including another Gulfstream G650 in the next home to an on-site
weeks,” says Claudio Peer, vice president of Aircraft hotel (Aviator
Management & Charter Sales in EMEA & Asia. Hotel).

UNIVERSAL AVIONICS ANNOUNCES 2016 TOP DEALERS

Universal Avionics has announced its Top Dealers of 2016
to be Field Aviation for North and South America
(Americas) and Heli-One Norway for International Dealer of
the Year. Each year, Universal Avionics recognizes two
dealers out of several hundred in its Authorized Dealer
Network who have achieved outstanding sales performance
for the year. Both companies’ expertise and commitment to
pursuing Universal Avionics upgrades were instrumental in
their successful performance this year. “We are very grate-
ful for our strong Authorized Dealer Network,” said Robert
Clare, Universal Avionics Director of Sales.

FALCON AVIATION LAUNCHES ITS FBO AT
AL MAKTOUM INT’L AIRPORT
Falcon Aviation, now in its tenth year, continues to raise the
benchmark of its standards of service including but not limited
to its VIP Charter Services, Helicopter Charter Services, Aircraft
Management, MRO and Oil & Gas Aviation Support. In line with
its commitment towards continuous service improvement,
Falcon Aviation has announced the launch of its FBO at Dubai
South, Al Maktoum International Airport. This luxurious facility
will serve customers in Dubai, providing a fast tracked, efficient
and luxurious experience and a place to relax and unwind.
EPIC FUELS AND SIGNATURE FLIGHT SUPPORT
TEAM UP FOR CARD NETWORKS
EPIC Fuels and Signature
Flight Support, a BBA
Aviation company, have
signed an agreement that
will benefit cardholders and
FBOs alike. Under the
arrangement EPIC Fuels
becomes the card issuer for
the new Signature Flight
Support Multi Service Aviation co-branded aviation card. The new
card will be accepted at more than 8,000 locations worldwide,
including all Signature facilities in the US and Canada, as well as at
all EPIC and UVair FBO Network branded locations. A reciprocal
agreement opens up the network of Signature FBOs to accepting
the EPIC Card at all 132 North American locations beginning in
early 2017. The agreement provides the FBO networks of EPIC
and Signature, which when combined touch more than 87 percent
of all departures out of the top 50 airports in North America, with a
robust aviation fuel card to better serve their respective customers.

12 - BART: FEBRUARY - APRIL - 2017

THE ORIGINAL
Many claim originality, but there is always only one true pioneer. In designing the PC-12
our objective was to create the world’s most versatile, high performance, efficient and
safe aircraft and back it up with the highest level of service. Today, with over 1,400 aircraft
in operation, our commitment is just as strong as when the first PC-12 was delivered.
At Pilatus, we succeed by helping our customers succeed. How’s that for an original idea?
Step up to the “Pilatus Class” now.

Pilatus Aircraft Ltd • Switzerland • Phone +41 41 619 61 11 • www.pilatus-aircraft.com

QUICK LANE

JET AVIATION INTRODUCES NEW LOGO, BRANDING FOR 50TH ANNIVERSARY

Jet Aviation unveils a new corporate logo and branding initiative
as part of the company’s 50th jubilee anniversary celebrations
next year. The new corporate logo retains the color elements of
the company’s current mark, while introducing a more modern
design. The branding initiative also features a stand-alone
emblem that replaces the deer-head symbol. Amongst other cel-
ebratory activities planned to commemorate 50 years of successful Business Aviation service provision next year, Jet Aviation has
launched a new company logo and corporate emblem. The company has also designed a 50th anniversary logo that will be fea-
tured in all communications throughout the company’s anniversary year.

WEST STAR AVIATION RECEIVES STC FOR RUAG DELIVERS THIRD DORNIER 228 NEW
TCAS II VERSION 7.1 UPGRADE INSTALLATION SERIES PRODUCTION TO NCA
West Star Aviation RUAG Aviation announced the delivery of the third Dornier 228
has received a from new series production to New Central Airservice (NCA),
Supplemental Type on 14 December 2016, fulfilling the terms of the purchase agree-
Certificate (STC) for ment announced in July of this year. The Japanese operator, and
installing an upgrade return Dornier 228 customer, together with longstanding part-
to the FAA approved ner, Sojitz Aerospace Corporation (SOASCO), were on hand to
Rockwell Collins take official delivery of the new Dornier 228 aircraft at the OEM
TCAS II system production site at Oberpfaffenhofen, Germany. This new aircraft
incorporating TCAS expands the NCA fleet to six Dornier 228 aircraft.
II Version 7.1. In
most cases, TCAS
7.1 is a software
upgrade to an exist-
ing TCAS II with 7.0 software, TCAS 7.1 is required for travel in
European airspace. This STC is applicable to Bombardier
Challenger models CL-600-2A12 (CL-601), CL-600-2B16 (CL-601-
3A Variant), and CL-600-2B16 (CL-601-3R Variant) equipped with
TTR-21 or TTR-20. “This installation can be done during any rou-
tine maintenance event or scheduled modification,” said Marty
Rhine, director of Sales, West Star Aviation.

328 AND DUNCAN AVIATION PARTNER TAG AVIATION MAINTENANCE SERVICES

FOR CHALLENGER 604 EXPANDS INTERIORS OFFERING
328 Support Services GmbH (328), has recently partnered with USA-based TAG Farnborough
Duncan Aviation to deliver and certify a full cabin completion on a Finnish Maintenance
registered, Bombardier Challenger 604 aircraft. Following 328’s work on the Services (TFMS) in
EASA certification, the aircraft was delivered to the customer on time. 328 conjunction with
Support Services was responsible for verifying all the engineering data Zodiac VIP Business
involved in the project as well as certifying the modification with a new EASA Aircraft Interiors
Part 21 Minor Change Approval. On the other hand, Duncan Aviation under- (ZBAI) is now able
took all the production, installation and testing activity at Duncan’s full ser- to provide improved
vice facility in Battle Creek, Michigan. The project features a stylish new inte- business aircraft
rior design for the 604’s cabin, including new grey carpet throughout the interiors capabilities. Services range from smart repairs
flight deck, galley, cabin to discreet cabinet refurbishments and minor interior
and entrance hallway; modifications. The range of products extends to furni-
flight deck crew seats and ture, carpets, seats and cabin periphery. “Developing
an entry jump seat; newly our repair capabilities on aircraft cabin interiors is a log-
upholstered cabin and con- ical addition to our already extensive suite of support
ference seating in pale services” said Cyrille Pillet, vice president Maintenance
cream leather throughout. Operations, TAG Aviation Europe.

14 - BART: FEBRUARY - APRIL - 2017

 Total
Support.

NEVER SETTLE FOR LESS.

Your PT6A — More Than an Engine
Beyond the pure performance of the world’s favorite turboprop engine, the PT6 offers
best engineering and support; a global crew watching out for you from the ground;
available before-you-need-it maintenance; when-and-where-you-need-it parts delivery;
and an unmatched understanding of the need to keep your aircraft flying. Both you and
your PT6 engine are at the heart of all we do. You shouldn’t have to settle for less.

www.pwc.ca
QUICK LANE
BELL 505 JET RANGER X
ACHIEVES TYPE CERTIFICATION
Bell Helicopter announced that its Bell 505 Jet Ranger X has
been certified by the Transport Canada Civil Aviation (TCCA).
Unveiled in 2013, the new, five-seat helicopter went from con-
cept to a successful first flight in 20 months. Since then, the
aircraft has flown more than 1,000 flight hours and undergone
rigorous activities to ensure customers have superior handling
qualities and payload performance. Transport Canada, federal
officials and Safran Helicopter Engines joined Bell Helicopter
at its Mirabel facility to commemorate the achievement.
“Today’s announcement reaffirms Bell Helicopter’s unwaver-
ing commitment to product development and the introduction
of new and enhanced products to the marketplace,” said Mitch
Snyder, Bell Helicopter’s president and CEO.
SDC 2017:
AVFUEL INVITES FLIGHT DEPARTMENTS
TO SHOP FASHION, FUELING LOCATIONS
Avfuel announced it’s bringing back the most popular promo-
tion of NBAA’s Schedulers and Dispatchers Conference – Fuel
Your Style: The Designer Collection – to better connect flight
departments with the Avfuel Network of Independent FBOs at
the 2017 show in Fort Worth, Texas. With 78 co-exhibitors in
the Avfuel Aisle and a new twist on the popular promotion,
attendees are able to shop for more fueling locations and more
fashion items than ever before. For the first time ever, each co-
exhibitor is handing out two separate merchandise items – one
for each day of the exhibit floor. “We always get such positive
feedback about the promotion, but this year we wanted to put
a new spin on it,” said Marci Ammerman, Avfuel’s vice presi-
dent of marketing.
16 - BART: FEBRUARY - APRIL - 2017
RUAG NAMES NEW DORNIER 228 ASC IN BERN-BELP
Dornier 228 aircraft are now able to take advantage of full
Authorized Service Centre (ASC) services and capabilities at the
RUAG Aviation location in Bern-Belp, Switzerland. The announce-
ment, by original equipment manufacturer (OEM) RUAG Aviation,
confirms the availability of full services in support of Dornier 228
aircraft owners and operators and their requirements for MRO,
refurbishments, and system upgrades. RUAG Aviation, the OEM of
the Dornier 228, is currently taking an active role in determining
the quality of reliable MRO support, refurbishments, system
upgrades and accurate spare parts sourcing available to its Dornier
228 customers.
PIPER RECEIVES APPROVAL OF M600 FROM CANADA
Piper Aircraft, Inc. was granted a type certification for its top-of-the-
line, single-engine M600 from Transport Canada, paving the way for
deliveries of the M600 into the Canadian market. “M600 validation
in Canada is exciting news for Piper and our prospective customers
in that region,” said Piper President and CEO Simon Caldecott.
“We have seen quite a bit of interest from Canadian owner/opera-
tors given the expanded range, payload and speed that the M600
offers. The added safety proposition provided by the M600
equipped with Garmin G3000 avionics is further expanding enthusi-
asm for this state-of the art product.”
GDC TECHNICS AWARDED ODA
The Federal Aviation
Administration (FAA) has
awarded GDC Technics an
Organization Designation
Authorization (ODA) authoriz-
ing GDC Technics to act as a
Representative of the
Administrator for the purposes
of performing design certifica-
tion procedures in accordance
with 14 CFR part 183, subpart D. GDC General Partner, Mohammed
Alzeer noted “Receiving this authorization is further confirmation of
GDC’s commitment to a process based business in a complex market
segment.” Mr. Alzeer also noted “the recently awarded ODA compli-
ments our existing EASA awarded DOA (Design Organizations
Approvals) providing our global customer base certification options
supported by innovative and complex engineering solutions.”
Global In-Flight Connectivity for All Ages
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©2016 Honeywell International

QUICK LANE

JET AVIATION COMPLETES FIRST HONEYWELL PRIMUS ELITE DU-875 UPGRADE IN GENEVA
Jet Aviation celebrates another milestone in Geneva, where its large-cabin, ultra-long-range Global Express XRS. To help minimize
maintenance center has recently completed its first Honeywell DU- the aircraft’s downtime, the upgrade was done in conjunction with a
875 ELITE cockpit display upgrade in combination with a 120- required 120-month check, Geneva’s second such inspection on a
month heavy check on a Global Express XRS. Jet Aviation’s MRO Global Express Series aircraft. During the upgrade, all Flight Deck
facility in Geneva recently conducted its first Honeywell DU-875 display units on the aircraft were replaced with a new Honeywell
ELITE cockpit display upgrade and cockpit printer upgrade on a Primus Elite DU-875 display system.

TEXTRON AVIATION SERVICE CENTERS OFFERING
GARMIN G1000 NXI UPGRADE FOR KING AIRS
DUNCAN AVIATION ADDS MORE PAINT
CAPACITY, FLEXIBILITY AT BATTLE CREEK
Duncan Aviation recently completed a hangar renovation
that allows additional paint capacity and more paint sched-
ule flexibility for its full-service Battle Creek, Michigan,
location. A former aircraft stripping hangar was renovated
and now serves as a new, 12,000-square-foot, state-of-the-art
paint hangar that will accommodate aircraft sized up to a
Bombardier Global Express. The hangar now has a com-
puter-driven sidedraft airflow system that triple-filters the
air and will allow aircraft to be stripped, painted, primed
and striped in that hangar. It also has new, adjustable and
energy-efficient LED lighting. The renovation was man-
aged by Tectonic Management Group with Duncan
Aviation’s Battle Creek Facilities team coordinating
between Tectonic, the BTL Paint Department and a pletho-
ra of contractors.

Textron Aviation Inc. announced its company-owned service center

network will offer the next-generation Garmin G1000 NXi integrated
flight deck retrofit for fielded Beechcraft King Air 200/300/350 series
turboprop aircraft. “We are excited to bring yet another modernized
solution to our King Air customer base,” said Brad Thress, senior vice
president, Customer Service. “Garmin’s G1000 NXi platform presents
a valuable avionics solution for our King Air owners and operators
who want an integrated flight deck that combines the latest in cockpit
technology with an upgraded visual interface.” Garmin’s G1000 NXi
platform features significant flight display modernization with faster
processing times, improved graphics rendering and enhanced read-
ability with LED back-lighting.

WEST STAR AVIATION COMPLETES VENUE

INSTALLATION ON GLOBAL EXPRESS
West Star Aviation has successfully completed an extensive
refurbishment of a Bombardier Global Express, including instal-
lation of the Rockwell Collins VENUE system. This complete
refurbishment included a reconfigured floor plan change,
upgraded LED cabin lighting, belted divan for takeoff and land-
ing, soft goods, wood accents, and installation of the Rockwell
Collins VENUE cabin management system. The Rockwell Collins
VENUE system offers full cabin connectivity allowing seamless,
swift and reliable data to and from the aircraft. This system can
support work, entertainment and conference call needs while in
flight. As part of the refurbishment, West Star also installed new
touch screen control display units (CDUs).

18 - BART: FEBRUARY - APRIL - 2017

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QUICK LANE

TAG GLOBAL TRAINING CELEBRATES ITS 10TH BIRTHDAY

On 27th January 2017 TAG Global Training officially celebrated its landmark
10th birthday. The anniversary marked the start of a very exciting year ahead
and a grand salute to a triumphant decade of delivering premier training to
Pilots and Cabin Crew globally. Over the past ten years TAG Global Training
has gone from strength to strength, providing ground school training for over
22,000 participants which is testament to the interactive training environment
that Debbie Elliott, Training Manager, identifies as the most rewarding and
engaging way for crew to undertake the wide range of training courses avail-
able. “TAG Global Training currently offers over thirty Aviation, EASA and
DFT compliant training courses that have been designed to meet the training
requirements of our pilot and cabin crew attendees as well as the unique
requirements of our ultra-high net worth clients’ bespoke private operations,”
said Debbie Elliott, Training Manager, TAG Global Training.

GARMIN G1000 NXI TEXTRON AVIATION

CERTIFIED IN PIPER’S
PISTON AIRCRAFT
Piper Aircraft has announced
that certification on both the
twin-engine Piper Seminole
and single-engine Archer has
been achieved and aircraft
deliveries have begun. The
University Of North Dakota
John D. Odegard School Of
Aerospace Sciences is the
launch customer for the next
generation Piper trainers.
SEES SIGNIFICANT GROWTH OF ITS CESSNA PILOT CENTER NETWORK
Textron Aviation Inc. announced its Cessna Pilot
Center (CPC) network added 24 new partners in
2016, including five international flight schools in
Argentina, Canada, Colombia, Germany and Poland.
This growth supports the next generation of aviators
with the help of the world’s leading training plat-
form, the Cessna Skyhawk 172. “The CPC network
makes up the world’s largest and most experienced
flight training team,” said Doug May, vice president,
Piston Aircraft. “Our commitment to supporting new
pilot education and flight training is evident in the
enthusiasm we see from our partner flight schools.”

JET AVIATION COMMENCES OPERATIONS JSSI ENROLLS FIRST

AT WASHINGTON DULLES INT’L AIRPORT CHALLENGER 650 CLIENT
Jet Aviation has acquired Ross Jet Support Services, Inc. (JSSI), the
Aviation’s Fixed Base Operation (FBO) largest independent provider of mainte-
at Washington Dulles International nance programs to the Business
Airport. Jet Aviation announced the Aviation industry, has announced the
acquisition of Ross Aviation’s FBO loca- enrollment of the first Challenger 650 on
tion at Washington Dulles International a JSSI program. The latest version of
Airport, one of the world’s most active Bombardier’s Challenger series was
Business Aviation markets. With more recently enrolled with Austrian operator,
than 20 FBO operations worldwide, the International Jet Management (IJM).
addition of Washington Dulles allows “We have a long history supporting the
Jet Aviation to meet increasing demand Challenger series, with hundreds
for high-quality, customer-oriented already on a JSSI program. It’s great to
FBO services. Jet Aviation’s enroll our first Challenger 650 and to
Washington Dulles facility encompass- work alongside the innovative and pio-
es six hangars, 10 acres of ramp space neering team at IJM, the first commer-
and a newly renovated best-in-class cial 650 operator in Austria,” said Neil
FBO terminal building that includes on- Book, JSSI’s President and CEO. “As we
site Customs and Immigration clear- come off our strongest sales year in the
ance, VIP lounge, flight planning cen- company’s 28-year history, I am opti-
ter, executive conference room and on- mistic about the growth prospects in
site car rental. Europe,” added Book.

20 - BART: FEBRUARY - APRIL - 2017

ROCKWELL COLLINS
REPORTS FIRST QUARTER LATEST BUSINESS
FINANCIAL RESULTS
Rockwell Collins, Inc. (NYSE: COL) reported MARKET UPDATE REPORT
sales for the first quarter of fiscal year 2017 of
$1.2 billion, a 2% increase from the same peri-
od in fiscal year 2016. First quarter fiscal
year 2017 earnings per share from continu-
ing operations increased to $1.10 compared
to $1.00 in the prior year. Earnings per share
from continuing operations for the first quar-
ter of fiscal year 2017 includes 10 cents of
expenses related to the pending acquisition
of B/E Aerospace. Earnings per share from
continuing operations in the first quarter of
fiscal year 2016 included a 21 cent restructur-
ing and asset impairment charge partially off-
set by an 18 cent benefit from the retroactive
reinstatement of the Federal Research &
Development Tax Credit. Excluding these
items, adjusted earnings per share increased
17% to $1.20 compared to $1.03 in the prior
year.
“I’m pleased to report a very strong quarter
of operating performance with total segment
margins increasing 90 basis points and
adjusted earnings per share growing 17%
over the prior year,” said Rockwell Collins
Chairman, President, and Chief Executive
Officer Kelly Ortberg. “First quarter sales
were as anticipated with solid growth in our
Government Systems and Information
Management Services segments.
Commercial Systems sales declined due to
headwinds from lower business jet and
aftermarket sales. As a result, we are reaf-
firming our financial guidance for the full
year.”
Ortberg continued: “We are making good
progress with our pending acquisition of B/E
Aerospace, which will strengthen our posi-
tion as a leading supplier of cockpit and cabin
solutions. Our integration planning teams are
moving full speed ahead and all of our targets
remain intact. I continue to be confident in
our ability to achieve our synergy targets
while focusing on successfully integrating
these two great companies. The next major
milestones include shareholder and various
regulatory approvals, all of which we expect
to complete in the coming months.”
$ 2016 to 7.2% today.
22 - BART: FEBRUARY - APRIL - 2017
AMSTAT RELEASES
AIRCRAFT RESALE
According to AMSTAT, the number of
Resale Retail Transactions for Heavy
Business Jets rose 9.3% higher in 2016 than
for 2015. Light Jets also saw a modest year-
over-year improvement of 1.7%. These seg-
ments bucked the trend in Business Jets in
general, which saw the overall Resale Retail
Transaction count contract just slightly by
1.1% versus 2015. The Medium Jet market
did not fare so well with resale transaction
activity dropping 10.5% versus 2015. The
Turboprop resale market saw a slight uptick
in transaction activity of 0.4% versus the pre-
vious year. These trends were consistent
with the performance in the first three quar-
ters of 2016 as reported by AMSTAT in
November.
The Turbine Helicopter resale market had a
tougher time in 2016. Overall Resale Retail
Transaction activity was down 14.2%. At a
segment level, the Single-Engine market
was down 12.9% and Multi-Engine market
was down 17.2%
Many of the segments tracked by AMSTAT
saw inventory levels take an arc trajectory
during 2016, rising then falling over the
year. As a result many ended 2016 at levels
similar to the start of the year. Heavy Jets
started and end with 10.4% of the fleet for
sale, having reached 10.9% at mid-year.
Similar, Light Jets started at 11.5% of the
fleet for sale and ended at 11.6% and
Medium Jets started 2016 at 11.2%, rose to
12% mid-year and then retreated to 11.6% by
December. Turboprop inventories started
2016 at 8.2% for sale, ended at 8.5%, but were
back to 8.2% by January 2017. All fixed wing
segments have experienced modest invento-
ry contraction since the start of the New
Year.
In the Turbine Helicopter market, the
Single-Engine Helicopter inventory saw a
modest contraction in 2016, starting at 6.3%
and ending at 6.0% by December and 5.9%
today. The inventory of Multi-Engine
Helicopters has risen from 6.8% in January
Average Asking Price trends continue to
vary between tracked market segments.
The Heavy Jet segment has seen a steady
increase in Average Asking Price since mid-
2016. Indeed versus Q3, they are up 3.7%.
However, considering Average Asking
Prices in this market declined for the first
half of 2016, we ended up year-over-year
largely unchanged, off by 0.2%. Light Jets
and Turboprops experienced modest year-
over-year gains of 2.2% each respectively,
although it should be noted Average Asking
Prices in the Light Jet market are down 4.3%
since Q3 2016.
Average Asking Prices in the Turbine
Helicopter segments have remained largely
unchanged year-over-year. It should be
noted that while in the Single-Engine mar-
ket Average Asking Prices have remained
flat since mid-2015, there has been greater
volatility in the Multi-Engine market.
$
CAE’S FINANCIAL SECOND
QUARTER OF FISCAL 2017
Revenue from continuing operations is lower
compared to last quarter and higher com-
pared to the second quarter of fiscal 2016.
Consolidated revenue from continuing oper-
ations was $635.5 million this quarter, $16.1
million or 2% lower than last quarter and
$18.7 million or 3% higher than the second
quarter of fiscal 2016.
For the first six months of fiscal 2017, consol-
idated revenue from continuing operations
was $1,287.1 million, $113.3 million or 10%
higher than the same period last year.
$
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ON THE MOVE
PEOPLE
Two of Duncan Aviation’s
well-established Satellite
Avionics facilities will kick off
the New Year with new man-
agers. Long-time manager at
the Denver, Colorado, Satellite
facility Bob Hazy will be
assuming responsibility for the
Duncan Aviation Sacramento
and Hayward, California,
Satellite Shops. Install Team
Lead Wayne Sand, who has
been working on avionics in
the Denver, Colorado area for
28 years, will take over as man-
ager of the Denver and
Broomfield Satellite Shops.
Duncan Aviation also
announced the addition of
Chris Jordan to its Turbine
Engine Service Sales team.
Located in Mesa, Ariz., Jordan
will focus on developing busi-
ness relationships in new mar-
kets on the West Coast. He will
be focusing on TFE731,
HTF7000, and Pratt and
Whitney engine services.
Another announcement from
Duncan Aviation was Adrian
Chene who joined the Duncan
Aviation Avionics Sales Team
in Battle Creek, Michigan.
Chene will now work diligently
to help Duncan Aviation’s cus-
tomers find the best, most reli-
able and cost-effective avionics
equipment for their cockpits
and cabins and throughout
their aircraft.
Adrian Chene
24 - BART: FEBRUARY - APRIL - 2017
Air 7 has welcomed Cherie
Hecker as the vice president of
Operations. Cherie’s responsi-
bilities will include the strategic
oversight of operations efficien-
cy, client engagement and lead-
ership to Air 7’s growing brand
and aviation client services port-
folio.DART Aerospace recent-
ly promoted Alain Madore,
formerly vice president of
Commercial Operations and
Aftermarket Services, to the
position of President and CEO.
Following Alain’s appointment,
DART also announced the fol-
lowing organizational changes:
Steve Ghaleb, formerly direc-
tor of Sales, has been promoted
to vice president Commercial
Operations. Steve will lead all
sales, marketing and customer
support activities and will
ensure overall customer satis-
faction.
Ryan Williamson, formerly
general manager of the Eugene
facility, has accepted the posi-
tion of vice president general
manager (VPGM) of the
Hawkesbury, Eugene and
Calgary facilities.
Gordon Hill, formerly VPGM
of the San Diego facility, has
accepted the position of VPGM
of the San Diego and Broussard
facilities, where he will oversee
all repair and overhaul opera-
tions as well as the flotation
equipment business.
The Board of Directors of
Marenco Swisshelicopter AG
(MSH) has agreed with Martin
Stucki that he would retire from
his functions at MSH. Together
they have appointed Andreas
Loewenstein as new CEO.
Chief Operating Officer Bruno
Gubser will assume his respon-
sibilities ad interim. Andreas
Loewenstein together with the
MSH management and employ-
ees will accelerate the transition
from a technology pioneer to
the first Swiss global helicopter
provider and manufacturer.
Robert H. Wells has joined
the Quest Aircraft Company
as its new Chief Executive
Officer. Wells has more than 40
years of aviation experience. “I
am very pleased that an individ-
ual of Rob’s caliber and talent
will be leading Quest moving
forward,” said out-going CEO
Sam Hill. “Rob’s tenure with
TAG Aviation’s family of compa-
nies and his broad aviation
management experience will be
a true asset as Quest continues
its worldwide growth.”
Piper Aircraft Inc. has
appointed General Aviation
industry veteran, Drew
McEwen, to vice president
International and Direct Sales,
where he will lead Piper
Aircraft’s global, and factory
direct sales efforts focused on
growing its trainer business
and the international distribu-
tion network for the Company.
Additionally, Drew will oversee
the factory direct sales team for
fleet, trainer and special mis-
sion aircraft sales. He will
report to Vice President of
Sales, Marketing and Customer
Support Ron Gunnarson.
Drew McEwen
TAG Aviation SA has
announced the appointment of
Vladimir Velebit as manager
of the Charter Department
based in Geneva. Mr. Velebit
will lead the ongoing develop-
ment of TAG Geneva’s Charter
department and undertake
responsibility for managing the
growing number of clients in
this pivotal and important role.
Florent Sériès, vice president
Sales and Marketing, TAG
Aviation Europe, said: “His
great aviation experience and
strong sense of customer ser-
vice and sales focus will be
great assets for this position
and to the continual growth of
the department.”
Specialist aerospace logistics
and warehousing provider
B&H Worldwide has promot-
ed Markus Homann to the
position of managing director,
Germany. “We are strategically
located in the north of
Germany which is the ideal
place from which to monitor
and control customer business
in this region and at other air-
ports including Berlin,
Frankfurt, Dusseldorf, Munich,
Cologne and Hanover,” states
Homann.
Honeywell announced that
President and Chief Operating
Officer Darius Adamczyk
has been elected to the
Company’s Board of Directors.
Earlier this year, Honeywell
announced that Adamczyk, 50,
is the successor to current
Chief Executive Officer Dave
Cote. Cote will continue as
executive chairman of
Honeywell until the company’s
Annual Shareowners Meeting
in April 2018.
Dassault Falcon Jet recently
promoted Rodrigo Pesoa to
the position of vice president of
Sales for Latin America. In his
new role, Pesoa will direct the
regional team responsible for
overseeing the development of
new business in South
America, Mexico, Central
America and the Caribbean,
where more than 100 Falcons
are in operation. Pesoa, who
has been with Dassault Falcon
Jet for 17 years, was previously
Sales Director for South
America.
Meanwhile, Dassault Aviation
has appointed Damien Farret,
Director Customer Relations
and Field Service. He replaces
Eloi Dufour, who was named,
Director Aircraft Delivery &
Pre-Owned Management. In
his new position, Farret will
lead the entire front line cus-
tomer support organization for
Europe, Middle East, Africa
and India region.
 KNOW MORE
about aircraft ownership
at your single best source:
jetnetglobal.com

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information on aircraft for sale worldwide.

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Detailed aircraft for sale listings and market activity reports Aviation Market Intelligence
Comprehensive details on aircraft owners, operators, dealers/brokers and FBOs 800.553.8638
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Aviation industry news and events

VISIT THE JETNET EXHIBIT AT THE HAI HELI-EXPO, KNOW MORE.

MARCH 6-9 IN DALLAS, TEXAS, BOOTH #8556
 TRANSATLANTIC
EUROPE ON OUR RADAR THIS MONTH
From the Desk of
Fabio Gamba EBAA CEO
AS A SPECIALIZED TRAVEL SOLUTION and
investment facilitator, Business Aviation
needs access to large airports as well as
small. However, privatized airport
authorities and public regulators do not
always respect our sector’s access
imperative. This issue is particularly urgent
today in Europe.
The continuous growth in air transport
has put increased pressure on the
infrastructure available for aircraft
movements at certain airports where
demand for take-off and landing slots
exceeds often scarce capacity. Indeed,
according to Eurocontrol, in 2012, the top
15 airports in Europe were saturated for
more than 12 hours a day, and this is
forecast to rise to 16 hours per day by
2035.
One of the ways regulators are addressing
this crisis is through the overhaul of the
Slot Regulation, which could certainly be
improved to the benefit of all airspace
users. Indeed, initiatives to enhance the
independence of slot coordinators and the
transparency of slot mechanisms, as well
as reducing abuse, are generally welcome.
However, the European Commission’s
current Slot Regulation proposal does not
adequately address the slot allocation
needs of Business Aviation or other non-
scheduled operations.
In fact, Business Aviation risks being
marginalised, if not effectively shut out of
many primary airports throughout the
continent very soon.
26 - BART: FEBRUARY - APRIL - 2017
As a growing number of airports become
coordinated – there are currently 93 fully
slot-coordinated airports in the EU – this
has a huge impact on the way Business
Aviation can access these airports. In
certain instances, it has led to a dramatic
loss of grandfather rights to the point that
access to self-funded facilities, including
aprons and hangars, is no longer possible.
Regional Relief
As it is, the Commission’s current proposal
fails to grasp the unique value proposition
of non-scheduled and Business Aviation
operators – that is, the ability to go
anywhere at any time – and therefore
could be detrimental to Europe’s
connectivity and the EU’s regional
development policy.
At the same time, greater access to local
and regional airports coule alleviate some
of the burden on the primary airports,
while also contributing to the economic
development of these areas. This could be
achieved by enhancing airfield access
through the greater use of satellite-based
navigation at regional airports, as well as
the best use of existing regional airport
capacity through revised state aid
allocation rules.
Business Aviation is a key contributor to
the accessibility of remote regions as it
flies to a vast number of local destinations.
In Europe, business aviation connects
around 100,000 airport pairs – three times
more than the airlines and 25,000 of which
are not connected by any other direct
means. This coverage could be further
extended, but poor ground equipment at
many smaller airports means safe all-
weather operations are not possible.
Sat-nav Solutions
However, thanks to existing satellite-
based navigation technology, access to
and safety at all airports and heliports
can be improved by providing precision
approach capabilities in all weather
conditions without the need for
additional airport-hosted infrastructure.
Advanced Global Navigation Satellite
Systems (GNSS) technologies are widely
available on Business Aviation aircraft.
When combined with procedures at
airports based on EGNOS (European
Geostationary Navigation Overlay
Service), or GPS, additional landing

locations can be opened to safe, all-
weather operations, including at
secondary and regional airports.
In fact, some 18 countries in Europe
today already boast airports with
EGNOS-based procedures, covering
close to 400 runways. Moreover,
another 100 LPV procedures are
planned for implementation by 2020.
This is encouraging, but it falls far
short of the US, for example, which
has already published LPV procedures
for more than 3000 runways.
Right Aid
Complementary to this is the
simplification of the state aid
measures for regional airports in
Europe. The EU should consider the
number of regional airports as a
strength, not a weakness. In this
respect, we welcome the European
Commission’s initiative to consider
factors such as the business model of
the airport, based on other types of
movements than scheduled flights.
/EUROPE
A facilitated allocation of state aid
to existing regional airports will
enable their capacity to be fully
utilized and help alleviate the current
pressure on major hubs. The
European Commission’s initiative is
more than a step in the right
direction as it corresponds to a de
facto recognition of the important
contribution that regional airports
make in local communities and
economies.
To sum up, Business Aviation must be
allowed to play its key role in the
European economy. Reasonable and
fair access to slots at major airports
is a vital prerequisite. So too is a
sustainable regulatory and fiscal
framework for regional airports to do
their part in relieving capacity
constraints.
✈
 TRANSATLANTIC
U.S.A. ON OUR RADAR THIS MONTH
NEW YEAR MARKS KEY MILESTONE FOR
TWO BUSINESS AVIATION ASSOCIATIONS
From the Desk of
Ed Bolen NBAA
President and CEO
BUSINESS AVIATION OFFERS the
unparalleled ability to link communities
and companies around the world,
connecting entrepreneurs to opportunities
in North America, Europe and across the
globe. The highly-interconnected nature of
this industry also means that the affects
from national policies often span across
borders and even oceans.
In 2017, the National Business Aviation
Association (NBAA) will celebrate its 70th
year of advocacy on behalf of this vital and
dynamic industry across North America
and beyond. Our association has also
enjoyed a long and effective partnership
with the European Business Aviation
Association (EBAA), which in 2017 will
mark the 40th anniversary of its own
founding and subsequent decades of
advocacy on behalf of the Business
Aviation operators throughout Europe.
One of the most recognizable examples of
the valuable relationship between EBAA
and NBAA is the two associations’
partnership in co-hosting the annual
European Business Aviation Convention &
Exhibition (EBACE), which in 2017 will
showcase more than 500 exhibitors and 60
28 - BART: FEBRUARY - APRIL 2017
business aircraft on static display at
Geneva’s Palexpo from 22-24 May.
As the first event in Europe dedicated
solely to Business Aviation, EBACE has
showcased to policymakers and the public
the industry’s value in supporting jobs,
boosting productivity, efficiency and
competitiveness for businesses, and
enhancing transportation access for
communities across the European region.
Indeed, EBACE has always been a key
venue for industry and government to
share perspectives about modernizing the
region’s aviation system to meet future air
travel demands.
Since the launch of the event in 2001,
EBACE has featured major policy addresses
by the president of the European Civil
Aviation Conference, the EU’s director of
Air Transport, top officials from
Eurocontrol and a host of other figures
involved in aviation modernization, safety
and regulatory policies.
Less noticeable, but equally important, is
the level of collaboration between the two
associations beyond EBACE regarding a
wide range of issues impacting both of our
respective memberships. Through our
shared engagement with key officials and
other influential policymakers, our
associations have advocated forcefully for
sensible policies on matters ranging from
aircraft emissions, to ensuring that
business aircraft operators have the same
fair and equitable access to airports as the
airlines.
Together, we have also worked to
enhance safety best practices for the
industry, and joined to inform senior
figures from European governmental
institutions about the value of Business
Aviation to citizens, companies and
communities in the region.
In addition, EBAA and NBAA have each
expanded our representative bases,
allowing us to become increasingly able to
represent the industry. In turn, our
associations’ members themselves have
become better able to communicate the
value, diversity and priorities of their
region’s Business Aviation community.

It has been a privilege and an honor over the
past 12 years to work with former EBAA
Chairman Rodolfo Baviera on these matters
and NBAA looks forward to a similarly
beneficial partnership with his successor,
Juergen Wiese.
In a recent discussion with NBAA, he noted
the importance of communicating the many
positive stories about our industry to officials
at the national, regional and local levels. “We
want to make clear to all our stakeholders
that Business Aviation is an important
segment of the European transportation
system, and Business Aviation is leading to
new opportunities, careers, economic growth
and regional development,” he added.
That’s a message that, much like Business
Aviation as whole, truly transcends borders.
As NBAA and EBAA each look back on our
respective accomplishments over the years
and as we each look towards the future, I
know I may speak for both associations in
stating that we all remain committed to
fostering a safe, efficient and productive
environment for our industry across North
America and Europe, and all other areas of
the globe accessible by business aircraft.
✈ TSA Standard Security Programs.
/U.S.A.
TRANSATLANTIC
GOVERNMENT WORKS TO ACCOMMODATE
BUSINESS AVIATION
AT PBI DURING PRESIDENTIAL VISITS
THE NATIONAL BUSINESS AVIATION
ASSOCIATION (NBAA) recognized the Federal
Aviation Administration (FAA), Transportation
Security Administration (TSA) and US Secret
Service, and other local, state and federal
agencies, for their efforts to accommodate
business aircraft access to Palm Beach
International Airport (PBI) during presidential
temporary flight restrictions (TFRs).
A TFR over PBI will be implemented when
President Donald Trump visits his Florida
residence, Mar-a-Lago, which is located only
2.1 nautical miles from the airport.
"We have a playbook indicating what the FAA,
TSA and Secret Service have planned for TFRs
at PBI," said NBAA President and CEO Ed
Bolen. "While TFRs present extraordinary
challenges for Business Aviation, and remain a
blunt security tool that has remained largely General aviation aircraft will be permitted
unchanged for decades, these agencies' efforts inside the inner ring with use of gateway
to utilize industry data to support expanded airport procedures, which will be outlined in
gateway options for this TFR are welcome. a POTUS TFR NOTAM.
NBAA and others successfully advocated
"Going forward, we know that the economic
increasing the number of gateway airport
impact of decreased business aircraft
locations to include three northern airports:
operations at PBI will be widely felt, and the
Westchester County Airport, Teterboro
government has agreed to regularly review
Airport and Washington Dulles International
these procedures, which we hope will identify
Airport. Southern gateway locations include
greater efficiencies for this TFR, while also
Orlando International Airport and Ft.
reducing the economic impact on operators
Lauderdale International Airport. These
and local businesses," Bolen added.
gateway locations better reflect actual
The TFR will be active only when President business aircraft operations and allow for
Trump is at Mar-a-Lago, and a specific NOTAM more flexibility.
is issued. Additional details will not be Some types of flight operations will be
published until an actual presidential trip to prohibited when the TFR is active, including
PBI is planned. At that time, NBAA will make flight training, practice instrument
the additional information available to approaches, maintenance test flights,
members. unmanned aircraft systems operations and
The President of the United States (POTUS) others.
TFR for West Palm Beach will consist of a 10- "NBAA appreciates the efforts of multiple
nautical mile (nm) inner circle and a 30-nm agencies to accommodate Business Aviation
outer circle, extending from the surface to at Palm Beach International Airport, but we
17,999 feet and centered around PBI. also recognize that some significant
When the PBI TFR is active, all operations will challenges still exist," said Doug Carr, NBAA's
be prohibited with the inner ring of the TFR, vice president of regulatory and international
except POTUS aircraft; military aircraft affairs. "We look forward to working with the
supporting the US Secret Service; approved various agencies and industry partners to
law enforcement, air ambulance, and address - and hopefully minimize - the effect
firefighting operations; and scheduled that the presidential TFR at PBI will have on
commercial and cargo flights operating under Business Aviation and local businesses."
✈
BART: FEBRUARY - APRIL 2017 - 29
 FLEET REPORT
NORTH AMERICA
MAINTAINS
MARKET DOMINANCE
B
ART International’s exclusive
2017 Global Fleet Report shows
that despite soft market condi-
tions in some regions of the world,
the number of business aircraft has
once again grown. According to
JetNet’s database, 2016 closed with a
total of 36,674 business aircraft in the
global fleet. This represents an
increase of 992 units, or 2.8%, com-
pared to the worldwide fleet at the
end of 2015. This rate of growth is the
same as the rate between 2014 and
2015 and reflects the challenges busi-
ness aircraft manufacturers are expe-
riencing in some regions.
US Surpasses 20,000 Mark
When analyzing data by continent,
COMPETENCE North America, in particular the US,
Each year, BART continues to dominate. Its total busi-
International ness aircraft fleet grew by 2.9%, from
analyzes global 19,894 units in 2015 to 20,477 units at
fleet figures and the end of 2016. It’s the first year that
outlooks. the US-based turbine fleet surpassed
30 - BART: FEBRUARY - APRIL -2017
the 20,000 mark – a figure that
includes 12,782 jets and 7,695 turbo-
prop aircraft – making the US home
to over 55% of the global fleet.
Even as a mature market, the North
America will continue to drive growth
in the coming years. The region is
expected to take 65% of all new busi-
ness aircraft in the next 10 years, rep-
resenting about a 4% increase com-
pared to last year. Most of key indica-
tors for when people buy a business
aircraft are heading in the right direc-
tion: aircraft financing is available and
interest rates remain low. Real Gross
Domestic Product (GDP) in the US is
also growing. In the third quarter of
2016, it reached 3.5%, up from 1.4% in
the second quarter. With the presiden-
tial election over, uncertainty over the
course of the US government for at
least the next four years has given way
to a clearer picture. As a result, busi-
ness confidence is up – as are corpo-
rate profits.
BART Editor-in-Chief
Volker K. Thomalla
presents our annual Fleet
Overview Report, based
on data provided
by JetNet LLC
Germany Up, France Down, UK Out
Meanwhile, Europe’s Business
Aviation fleet saw a slight increase in
aircraft numbers of 2.1%, growing
from 3,803 to 3,880 units. While the
Russian Federation has yet to return
as an active market for business air-
craft, other countries are making up
for the loss. For example, Germany
was surprisingly active, expanding its
fleet by 52 aircraft, from 637 to 689.
This represents a growth rate of 8.1%.
However, France lost its spot at the
Top 10 Fleet. Even with an increase of
business jets, from 410 aircraft to 429,
the country fell to the 11th place spot,
leaving room for China and its 506 air-
craft to move up – even surpassing
South Africa to settle in at the nine
spot.
Clearly, the Brexit referendum in
June 2016 put a big question mark as
to the future of British registered
AOC holders. Will they be allowed to
fly cabotage within the European
Union? Or do they have to re-register
their aircraft and operations on the
continent? This uncertainty remains
unresolved six months after the refer-
endum, and it will most probably not
be solved anytime soon. Expect this
uncertainty to continue to impact fleet
development in Europe.
A Graying Fleet
in the Middle East and Africa
For much of the year, the Middle
East and Africa have suffered from
low oil prices and political upheaval,
factors that have prevented some
operators from buying new business
aircraft. But there is light at the end
of the tunnel, with oil prices expected
to rise again. More so, the region’s
fleet is ageing, thus putting pressure
on operators to replace the current
fleet with new aircraft. In fact, accord-
ing to the Honeywell Aerospace
Annual Global Business Aviation
Outlook, potential buyers in the
region are scheduling their purchases
sooner in the next five-year window
than what was originally expected,
with 49% of purchases being planned
before 2019. As a result of all these
factors, the region is recovering and
returning to its traditional market
share of 4 to 7 percent.
Africa, on the other hand, has the
distinction of being home to the
world’s oldest fleet. The average air-
craft age here is roughly 20 years.
Thus, operators must either modify
their aircraft or buy new ones if they
are to comply with the ADS-B man-
date by January 2020. Failure to do so
will mean they are no longer allowed
to fly to other continents. Even with
Africa having only a small market
share, this mandatory replacement of
old aircraft is a welcomed news for
OEM’s.
Positive Signs in South America,
Asia and Australia
In 2016, South America posted an
installed business aircraft fleet of
3,361 units. Compared to 2015, this
represents a 0.4% decrease, or a loss
of 15 aircraft. This is due in part to
perineal regional heavyweight Brazil
as failing to solve a slew of political
and economic issues. However, that
being said, purchasing expectations
in South America, and especially in
Brazil, are promising. According to
the data, nearly 27% of the Latin
America fleet is set to be replaced or
added to with new jet purchases. It is
further forecasted that Latin
American operators will take up to
12% of all new business jet deliveries
within the next 10 years.
Asia saw impressive growth in its
fleet. Between 2015 and 2016 the fleet
expanded from 2,506 to 2,695, or a
7.5% growth rate. China remains the
driving force behind this develop-
ment, adding nearly 100 aircraft to its
fleet. ‘The bigger, the better’ seems to
be the motto here, with number of
airliners converted to business air-
craft growing from 42 to 109.
Australia and Oceania also saw an
increase, adding 16 aircraft to its fleet
for or 2.2% increase in 2016. The
region’s fleet now stands at 718 air-
craft, with the majority being turbo-
prop aircraft. Australia, Africa and
South America are the only regions
where there are more turboprop air-
craft in operation than jets.
Bigger is Better
Looking at the market as a whole,
the industry looks set to deliver 7,380
new business jets between 2016 and
2025. The combined value of these
aircraft is about US$219 billion.
However, demand is expected to take
a small dip in 2017, before picking up
again in 2018.
In terms of revenue, JetNet iQ sees
the large ultra-long-range jets as
being the most important segment,
accounting for 45.3% of all revenue
between 2016 and 2026. Unit wise,
this aircraft category will account for
20.9%. By contrast, very light jets
account for 12.8% of all units but only
TOP TEN BUSINESS
FLEETS BY COUNTRY
United States . . . . . . . . . . 20477
Brazil . . . . . . . . . . . . . . . . . 1558
Mexico . . . . . . . . . . . . . . . 1378
Canada . . . . . . . . . . . . . . 1314
Venezuela . . . . . . . . . . . . . 774
Germany . . . . . . . . . . . . . . 689
Australia . . . . . . . . . . . . . . . 590
United Kingdom . . . . . . . . . 518
China . . . . . . . . . . . . . . . . . .506
South Africa . . . . . . . . . . . . 433
1.8% of revenue. The large jet seg-
ment will likely present a more bal-
anced picture, producing 11.7% of rev-
enue and 10.4% of total units.
About 17.0% of all new jets over the
next 10 years will fall into the super
mid-size category, producing 14.1% of
all revenue. The mid-size segment, on
the other hand, will account for 8.5%
of all units and will produce 4.7% of
total revenue.
In light of all this, it’s no wonder
manufacturers are concentrating their
product development efforts in the
large cabin markets! Textron
Aviation, for example, is developing a
brand new large cabin jet family con-
sisting of the Cessna Citation
Latitude, Citation Longitude and the PROSPECT
largest Citation ever built, the Cessna North America
Citation Hemisphere, which is expect- is expected to
ed to fly in 2019. take 65% of all
The rule here seems to be the big- new business
ger the aircraft, the higher the mar- aircraft in the
gin per unit. next 10 years.
BART: FEBRUARY - APRIL -2017 - 31
 JET SUMMARY BY MODEL AS OF DECEMBER 31, 2016

MFG/MODEL TOTAL EUROPE CHALLENGER 870 9 1 FALCON 50 223 26

AIRBUS A310-200 2 0 CHALLENGER 890 3 0 FALCON 50-40 7 0
AIRBUS A310-300 16 9 CITATION 500 228 22 FALCON 50EX 100 11
AIRBUS A320-200 101 11 CITATION 525 340 62 FALCON 7X 253 109
AIRBUS A330-200 8 2 CITATION BRAVO 326 36 FALCON 8X 1 1
AIRBUS A340-200 7 0 CITATION CJ1 192 30 FALCON 900 175 31
AIRBUS A340-300X 2 2 CITATION CJ1+ 102 31 FALCON 900C 24 4
AIRBUS A340-500 4 1 CITATION CJ2 230 43 FALCON 900DX 22 7
AIRBUS A340-600 4 1 CITATION CJ2+ 222 58 FALCON 900EX 115 20
AIRBUS ACJ318 19 5 CITATION CJ3 408 50 FALCON 900EX EASy 118 34
AIRBUS ACJ319 66 28 CITATION CJ3+ 53 3 FALCON 900LX 51 14
AIRBUS ACJ320 14 0 CITATION CJ4 231 25 FOKKER 100 3 3
AIRBUS ACJ330 3 1 CITATION ENCORE 163 5 FOKKER 70 1 1
ASTRA 1125 30 0 CITATION ENCORE+ 65 3 GLOBAL 5000 200 53
ASTRA 1125SP 33 0 CITATION EXCEL 362 26 GLOBAL 6000 193 78
ASTRA 1125SPX 56 2 CITATION I 23 7 GLOBAL EXPRESS 144 29
AVRO RJ-70 1 1 CITATION I/SP 281 26 GLOBAL EXPRESS XRS 152 45
BAE 146-100 5 4 CITATION II 547 50 GULFSTREAM G-100 22 1
BAE 146-200 2 0 CITATION II/SP 70 16 GULFSTREAM G-150 120 7
BEECHJET 400 46 1 CITATION III 184 10 GULFSTREAM G-200 236 20
BEECHJET 400A 290 17 CITATION LATITUDE 51 3 GULFSTREAM G-280 95 6
BOEING 707-120B 3 0 CITATION M2 133 15 GULFSTREAM G-300 13 0
BOEING 707-320 7 1 CITATION MUSTANG 464 104 GULFSTREAM G-350 11 0
BOEING 707-320B 10 1 CITATION S/II 146 5 GULFSTREAM G-400 23 0
BOEING 707-320C 17 1 CITATION SOVEREIGN 346 28 GULFSTREAM G-450 335 29
BOEING 727-100 33 2 CITATION SOVEREIGN+ 63 7 GULFSTREAM G-500 9 0
BOEING 727-200 1 0 CITATION ULTRA 272 8 GULFSTREAM G-550 519 63
BOEING 727-200 ADVANCED 16 4 CITATION V 250 6 GULFSTREAM G-650 147 32
BOEING 737-200 4 0 CITATION VI 34 2 GULFSTREAM G-650ER 56 1
BOEING 737-200 ADVANCED 14 1 CITATION VII 114 10 GULFSTREAM G-II 89 0
BOEING 737-300 9 3 CITATION X 299 16 GULFSTREAM G-IIB 27 0
BOEING 737-400 2 0 CITATION X+ 21 0 GULFSTREAM G-III 142 1
BOEING 737-500 6 1 CITATION XLS 323 66 GULFSTREAM G-IV 179 5
BOEING 737-700 2 0 CITATION XLS+ 219 54 GULFSTREAM G-IVSP 300 8
BOEING 737-700C 9 0 DIAMOND I 2 0 GULFSTREAM G-V 188 7
BOEING 737-800 74 13 DIAMOND IA 48 2 HAWKER 1000A 42 2
BOEING 747-200B 2 0 DORNIER 328JET 13 2 HAWKER 1000B 6 3
BOEING 747-300 1 0 DORNIER ENVOY 3 11 4 HAWKER 125-1A 14 3
BOEING 747-400 6 0 ECLIPSE 550 26 4 HAWKER 125-1AS 8 0
BOEING 747-400M 2 0 ECLIPSE EA500 254 24 HAWKER 125-1B 11 9
BOEING 747-8I 5 1 EMBRAER ERJ-135 2 0 HAWKER 125-3A 1 0
BOEING 747SP 9 1 EMBRAER LEGACY 450 14 2 HAWKER 125-3A/RA 6 0
BOEING 757-200 17 2 EMBRAER LEGACY 500 43 3 HAWKER 125-3A/RAS 1 0
BOEING 767-200 1 0 EMBRAER LEGACY 600 167 52 HAWKER 125-3AS 1 0
BOEING 767-200ER 8 1 EMBRAER LEGACY 650 89 24 HAWKER 125-3B 7 0
BOEING 767-300ER 5 1 EMBRAER LEGACY SHUTTLE 17 1 HAWKER 125-3B/RAS 1 0
BOEING 767-400ER 1 0 EMBRAER LINEAGE 1000 28 1 HAWKER 125-400A 13 0
BOEING 777-200 1 0 EMBRAER PHENOM 100 331 39 HAWKER 125-400AS 32 1
BOEING 777-200ER 2 0 EMBRAER PHENOM 300 365 58 HAWKER 125-400B 13 0
BOEING 777-200LR 1 0 FALCON 10 106 9 HAWKER 125-400BS 3 0
BOEING 787-8 5 1 FALCON 100 30 5 HAWKER 125-600A 13 0
BOEING 787-9 1 0 FALCON 200 26 2 HAWKER 125-600AS 7 1
BOEING BBJ 128 17 FALCON 2000 226 25 HAWKER 125-600B 2 0
BOEING BBJ2 22 4 FALCON 2000DX 4 0 HAWKER 125-700A 142 6
BOEING BBJ3 6 0 FALCON 2000EX 25 6 HAWKER 125-700B 24 13
BOMBARDIER CRJ100 6 0 FALCON 2000EX EASy 101 29 HAWKER 4000 68 5
BOMBARDIER CRJ200 12 3 FALCON 2000LX 129 33 HAWKER 400XP 230 11
CHALLENGER 300 448 46 FALCON 2000LXS 57 15 HAWKER 750 48 13
CHALLENGER 350 153 37 FALCON 2000S 34 8 HAWKER 800A 214 6
CHALLENGER 600 66 0 FALCON 20C 68 21 HAWKER 800B 49 9
CHALLENGER 601-1A 48 3 FALCON 20C-5 15 3 HAWKER 800XP 411 25
CHALLENGER 601-3A 130 10 FALCON 20D 24 7 HAWKER 800XPI 48 15
CHALLENGER 601-3R 57 2 FALCON 20D-5 2 0 HAWKER 850XP 98 11
CHALLENGER 604 361 62 FALCON 20E 33 13 HAWKER 900XP 180 16
CHALLENGER 605 274 50 FALCON 20E-5 11 4 HONDAJET HA-420 21 2
CHALLENGER 650 31 4 FALCON 20F 74 7 JET COMMANDER 1121 6 0
CHALLENGER 800 10 0 FALCON 20F-5 74 1 JET COMMANDER 1121B 5 0
CHALLENGER 850 67 27 FALCON 20G 5 5 JETSTAR 6 2 0
 TURBOPROPS
Jet Fleet
JETSTAR 731 7 1 MFG/MODEL TOTAL EUROPE
Europe 12.1%
JETSTAR 8 4 0 ADAM A500 7 0
JETSTAR II 15 1 AVANTI EVO 5 4
LEARJET 23 11 1 AVANTI II 126 46
LEARJET 24 21 0 AVANTI P180 96 42 World 87.9%
LEARJET 24A 2 0 CARAVAN 208 457 39
LEARJET 24B 19 0 CARAVAN 208B 1.603 83
LEARJET 24D 46 1 CARAVAN 208B EX 276 4
LEARJET 24E 10 0 CHEYENNE 400 39 4
LEARJET 24F 8 0 CHEYENNE I 166 13 Turboprop Fleet
LEARJET 25 18 0 CHEYENNE IA 17 3
LEARJET 25B 56 2 CHEYENNE II 331 39 Europe 8.3%
LEARJET 25C 9 1 CHEYENNE III 72 5
LEARJET 25D 112 1 CHEYENNE IIIA 50 11
World 91.7%
LEARJET 25G 3 0 CHEYENNE IIXL 73 5
LEARJET 28 4 0 CONQUEST I 203 13
LEARJET 29 2 0 CONQUEST II 306 8
LEARJET 31 35 3 DE HAVILLAND DHC-2T 51 0
LEARJET 31A 197 9 DE HAVILLAND DHC-3T 85 0
LEARJET 35 37 0 GULFSTREAM G-I 57 3 Total Fleet
LEARJET 35A 429 46 JETSTREAM 31 82 14 Europe 10.6%
LEARJET 36 15 0 JETSTREAM 32 117 17
LEARJET 36A 37 4 JETSTREAM 41 84 25
LEARJET 40 37 8 KING AIR 100 44 0 World 89.4%
LEARJET 40XR 93 5 KING AIR 200 672 48
LEARJET 45 238 20 KING AIR 200C 30 1
LEARJET 45XR 203 11 KING AIR 200T 19 2
LEARJET 55 107 8 KING AIR 250 153 17
LEARJET 55B 7 1 KING AIR 300 205 4
LEARJET 55C 13 0 KING AIR 300LW 18 6
LEARJET 60 297 24 KING AIR 350 716 41 MITSUBISHI MARQUISE 84 1
LEARJET 60XR 108 12 KING AIR 350C 64 6 MITSUBISHI MU-2C 16 0
LEARJET 70 13 0 KING AIR 350i 310 19 MITSUBISHI MU-2D 1 0
LEARJET 75 91 6 KING AIR 90 23 1 MITSUBISHI MU-2F 30 0
MCDD DC-8-62H 2 1 KING AIR A/B90 12 0 MITSUBISHI MU-2G 1 0
MCDD DC-8-72 1 0 KING AIR A100 97 4 MITSUBISHI MU-2J 21 0
MCDD DC-9-10 3 0 KING AIR A200 219 1 MITSUBISHI MU-2K 35 5
MCDD DC-9-30 1 0 KING AIR A90 71 2 MITSUBISHI MU-2L 12 0
MCDD MD-81 1 0 KING AIR A90-1 112 2 MITSUBISHI MU-2M 19 3
MCDD MD-83 2 1 KING AIR B100 109 1 MITSUBISHI MU-2N 24 0
MCDD MD-87 10 1 KING AIR B200 1.082 93 MITSUBISHI MU-2P 28 2
NEXTANT 400XT 28 3 KING AIR B200C 118 5 MITSUBISHI MU-2S 17 0
NEXTANT 400XTi 26 4 KING AIR B200CT 8 0 MITSUBISHI SOLITAIRE 42 2
PREMIER I 120 15 KING AIR B200GT 115 12 PILATUS PC-12 NG 645 102
PREMIER IA 153 22 KING AIR B200SE 5 1 PILATUS PC-12/45 565 40
SABRELINER 40 8 2 KING AIR B200T 23 1 PILATUS PC-12/47 200 17
SABRELINER 40A 21 0 KING AIR B90 100 4 PIPER M500 35 5
SABRELINER 40EL 4 0 KING AIR C90 417 32 PIPER M600 12 0
SABRELINER 40R 1 0 KING AIR C90-1 40 0 PIPER MALIBU JETPROP 262 64
SABRELINER 60 26 0 KING AIR C90A 217 15 PIPER MERIDIAN 541 74
SABRELINER 60A 2 0 KING AIR C90B 417 22 SOCATA TBM-700A 106 35
SABRELINER 60AELXM 1 0 KING AIR C90GT 96 3 SOCATA TBM-700B 87 10
SABRELINER 60EL 2 1 KING AIR C90GTi 121 12 SOCATA TBM-700C1 7 3
SABRELINER 60ELXM 23 1 KING AIR C90GTx 154 14 SOCATA TBM-700C2 95 9
SABRELINER 60EX 3 0 KING AIR C90SE 16 0 SOCATA TBM-850 329 39
SABRELINER 60SCELXM 2 0 KING AIR E90 271 10 SOCATA TBM-900 108 10
SABRELINER 65 68 0 KING AIR F90 186 5 SOCATA TBM-930 35 3
SABRELINER 80 21 0 KING AIR F90-1 29 3 STARSHIP 2000A 5 1
SABRELINER 80A 3 0 KODIAK 100 161 3 TURBO COMMANDER 1000 98 1
SABRELINER 80SC 5 0 MERLIN 300 9 2 TURBO COMMANDER 690 42 1
SUKHOI SBJ 3 1 MERLIN IIB 32 4 TURBO COMMANDER 690A 176 9
SYBERJET SJ30-2 3 0 MERLIN III 25 1 TURBO COMMANDER 690B 180 5
WESTWIND 1 88 0 MERLIN IIIA 34 6 TURBO COMMANDER 840 100 4
WESTWIND 1123 5 0 MERLIN IIIB 52 4 TURBO COMMANDER 900 34 0
WESTWIND 1124 39 0 MERLIN IIIC 23 3 TURBO COMMANDER 980 69 3
WESTWIND 2 73 0 MERLIN IV 6 1
MERLIN IV-A 16 3 Total TurboProp 15.030 1.245
Total Jets 21.102 2.635 MERLIN IV-C 19 5 Grand Total 36.132 3.880
© AVDATA/JETNET
 FLEET REPORT Country
EUROPE
Total Executive* Jet Turb.
Albania 1 0 1 0
Austria 192 0 159 33
Belarus 16 0 16 0
Belgium 95 0 56 39
Bosnia and Herzegovina 2 0 2 0
Bulgaria 20 1 11 8
Channel Islands 2 0 1 1
Croatia 13 0 7 6
Cyprus 15 0 13 2
Czech Republic 85 0 53 32
Denmark 76 0 58 18
Estonia 15 0 9 6
Finland 30 0 16 14
France 429 8 226 195
Germany 689 14 428 247
NORTH AMERICA Gibraltar
Greece 35
1 0
0
1
20 15
0
Country Total Executive* Jet Turb. Guernsey 5 1 1 3
Aruba 6 0 6 0 Hungary 18 1 10 7
Bahamas 36 0 18 18 Iceland 9 1 0 8
Barbados 8 0 7 1 Ireland 34 8 20 6
Belize 21 0 2 19 Isle of Man 40 0 26 14
Bermuda 9 0 9 0 Italy 175 1 104 70
Canada 1314 12 532 770 Jersey 0 0 0 0
Cayman Islands 17 0 13 4 Latvia 9 0 8 1
Costa Rica 36 0 9 27 Liechtenstein 2 0 1 1
Dominica 1 0 1 0 Lithuania 13 2 11 0
Dominican Republic 56 0 33 23 Luxembourg 92 1 48 43
Macedonia 3 0 3 0
El Salvador 10 1 5 4
Malta 143 3 135 5
Greenland 5 0 0 5
Moldova 0 0 0 0
Guadeloupe 6 0 0 6 Monaco 5 0 3 2
Guatemala 103 0 34 69 Montenegro 3 0 3 0
Haiti 7 0 0 7 Netherlands 76 2 39 35
Honduras 31 0 6 25 Northern Ireland 2 0 1 1
Jamaica 8 0 6 2 Norway 39 1 14 24
Mexico 1378 14 947 417 Poland 52 0 26 26
Netherlands Antilles 7 0 5 2 Portugal 128 0 127 1
Nicaragua 6 0 0 6 Romania 15 1 8 6
Panama 130 0 49 81 Russian Federation 185 5 145 35
Puerto Rico 40 0 19 21 San Marino 31 0 29 2
Saint Kitts and Nevis 2 0 1 1 Scotland 2 0 0 2
Serbia 23 0 18 5
Saint Vincent-Grenadines 5 0 3 2
Slovak Republic 16 2 13 1
Trinidad and Tobago 3 0 1 2
Slovenia 9 0 8 1
Turks and Caicos Islands 4 0 2 2 Spain 153 5 105 43
United States 20477 96 12686 7695 Sweden 84 0 48 36
Virgin Islands (British) 21 1 16 4 Switzerland 254 4 163 87
Virgin Islands (U.S.) 15 0 7 8 Ukraine 26 1 19 6
West Indies 2 0 2 0 United Kingdom 518 15 345 158
Total 23764 124 14419 9221 Total 3880 77 2558 1245

SOUTH AMERICA AUSTRALIA & OCEANIA

Country Total Executive* Jet Turb. Country Total Executive* Jet Turb.
Argentina 328 1 166 161 Australia 590 2 193 395
Bolivia 32 1 8 23 Fiji 5 0 0 5
Brazil 1558 7 757 794 French Polynesia 5 0 0 5
Chile 120 3 45 72 Guam 2 0 0 2
Colombia 336 2 44 290 Kiribati 1 0 0 1
Marshall Islands 1 0 1 0
Ecuador 42 0 17 25
New Caledonia 8 0 2 6
Guyana 16 0 0 16
New Zealand 70 3 14 53
Paraguay 78 1 16 61
UPTURN Papua New Guinea 27 0 3 24
Peru 55 1 10 44 Samoa 3 0 1 2
European fleet Suriname 7 0 0 7 Tahiti 1 0 0 1
saw a slight Uruguay 15 0 7 8 Tonga Islands 2 0 0 2
increase in Venezuela 774 1 333 440 Vanuatu 3 0 0 3
aircraft numbers Total 3361 17 1403 1941 Total 718 5 214 499
of 2.1%.

34 - BART: FEBRUARY - APRIL -2017

OEMs by the Numbers
It’s always interesting to break down
the global fleet data by manufactur-
ers. And once again, the undisputed
leader in terms of units is Cessna,
now part of Textron Aviation. Of the
more than 7,000 business jets manu-
factured by Cessna since 1969, 6,869

ASIA AFRICA
Country Total Executive* Jet Turb. Country Total Executive* Jet Turb.
Afghanistan 32 0 0 32 Algeria 40 0 10 30
Angola 75 5 23 47
Armenia 3 0 1 2
Benin 1 0 0 1
Azerbaijan 14 1 13 0 Botswana 53 0 5 48
Bahrain 15 4 7 4 Burkina Faso 6 1 0 5
Bangladesh 8 0 1 7 Burundi 1 0 1 0
Brunei 4 4 0 0 Cameroon 8 1 3 4
Canary Islands 1 0 1 0
Burma 1 0 1 0
Central African Republic 4 0 0 4
Cambodia 1 0 1 0 Chad 9 1 3 5
China 506 109 276 121 Comoros 2 0 0 2
Georgia 4 0 3 1 Congo 9 0 4 5
Cote d''Ivoire 4 0 2 2
Hong Kong 139 3 128 8
Dem. Republic of Congo 29 5 12 12
India 260 5 164 91 Djibouti 2 1 1 0
Indonesia 150 2 48 100 Egypt 40 3 33 4
Iran 45 6 21 18 Equatorial Guinea 7 1 5 1
Iraq 9 0 0 9 Eritrea 2 0 1 1
Ethiopia 12 0 0 12
Israel 96 14 45 37
Gabon 14 1 10 3
Japan 249 4 88 157 Gambia 8 2 6 0
Jordan 29 1 20 8 Ghana 13 0 8 5
Kazakhstan 40 1 29 10 Guinea 1 0 0 1
Guinea-Bissau 2 0 0 2
Kuwait 31 6 23 2
Kenya 136 1 10 125
Kyrgyzstan 1 0 1 0 Liberia 3 0 0 3
Laos 2 0 0 2 Libya 15 1 9 5
Lebanon 23 2 18 3 Madagascar 20 0 2 18
Macau 8 1 7 0 Malawi 2 0 0 2
Mali Republic 5 1 1 3
Malaysia 84 3 50 31
Mauritania 6 1 0 5
Maldives 2 0 0 2 Mauritius 7 0 5 2
Mongolia 3 0 0 3 Mayotte Island 1 0 1 0
Myanmar 5 0 1 4 Morocco 46 2 28 16
Mozambique 11 0 3 8
Nepal 10 0 0 10
Namibia 38 0 13 25
Oman 17 4 13 0 Niger 7 0 1 6
Pakistan 56 2 33 21 Nigeria 97 0 84 13
Philippines 96 2 45 49 Sao Tome and Principe 1 0 1 0
Qatar 27 4 23 0 Senegal 10 1 2 7
Seychelles Islands 5 0 3 2
Saudi Arabia 183 29 123 31
Sierra Leone 1 0 0 1
Singapore 61 1 53 7 South Africa 433 2 160 271
South Korea 49 3 33 13 Sudan 11 0 4 7
Sri Lanka 5 0 0 5 Swaziland 3 1 2 0
Tanzania 92 0 4 88
Syria 2 0 2 0
Togo 8 1 3 4
Taiwan 24 2 16 6 Tunisia 3 0 3 0
Thailand 84 4 37 43 Uganda 24 0 1 23
Turkey 164 2 125 37 Zambia 26 0 2 24
Turkmenistan 3 0 3 0 Zimbabwe 12 0 2 10
Total 1366 32 472 862 MILESTONE
United Arab Emirates 141 8 101 32 NetJets was
Uzbekistan 1 1 0 0 handed over the
Vietnam 5 0 0 5
*Executive aircraft are airliner aircraft converted to keys of
Yemen 4 2 0 2
private business use, excluding models originally Cessna's
Total 2696 230 1553 913
meant for business use. 7000th Citation
jet delivery.

BART: FEBRUARY - APRIL -2017 - 35

 FLEET REPORT
Bom b a r d i e r has an installed
12 MONTH WORLD WIDE TURBINE FLEET worldwide fleet base of 4,803 busi-
ness jets, including 2,380 Learjets.
2015 2016 Unit Change Growth Gulfstream, on the other hand, sup-
Worldwide 35,682 36,674 + 992 2.8% ports an active fleet of about 2,555,
United States 19,894 20,477 + 583 2.9% with the G550 being quite popular.
The OEM delivered 534 aircraft of
Africa 1,343 1,366 + 23 1.7%
the ultra-long-range jet so far. The
Asia 2,506 2,696 + 190 7.6% company also delivered its 200 th
Europe 3,803 3,880 + 77 2.0% G650 to a customer in the Middle
North America 23,118 23,764 + 646 2.8% East in October 2016, only five years
after the entry-into-service of the first
Australia & Oceania 702 718 + 16 2.3% G650.
South America 3,376 3,361 - 15 -0.4% “The G650 and G650ER are our top-
selling models with a backlog that

are still in service today. No other

OEM even comes close to this num- MARKETS FOR BUSINESS AIRCRAFT OVER THE NEXT 10 YEARS
ber.
The company handed over its
7,000 th Citation business jet, a
Latitude, to NetJets in June last year.
To celebrate the milestone, NetJets
and Textron Aviation held a special
ceremony at Textron Aviation head-
quarters in Wichita, Kansas. During
the ceremony, NetJets announced
that due to the great response by
owners that the Latitude has
received, the company decided to
add 50 more options to its initial
2012 order, bringing its total order
and options up to 200 aircraft.

extends into 2018,” says Gulfstream

Vice President of Worldwide Sales
Scott Neal. “We continue to see
unprecedented demand for the air-
craft, due to its unmatched range,
speed, safety and comfort.”
With the new G500 and G600 in
flight testing – the first G500 should
be in service in the fourth quarter of
2017, followed by the G600 EIS one
year later – the manufacturer has
two additional popular aircraft in his
portfolio.

“The Cessna and NetJets relation-

ship extends more than 20 years,
and our newest certified business jet
is a perfect fit for their operations,”
says Textron Aviation President and
CEO Scott Ernest. “The Citation
Latitude’s performance and value
LEADING proposition equates to increased pro-
Bombardier's ductivity for NetJets’ owners, while
Learjet 75 (left) giving them large-cabin amenities at
and a midsize cost. We are thrilled the
Gulfstream's aircraft has become one of the
flagship fastest selling aircraft in the compa-
G650ER (right). ny’s history.”

36 - BART: FEBRUARY - APRIL -2017

 Dassault’s installed fleet grew in
2016 from 2,118 aircraft to 2,187.
The newest addition to Dassault’s
Falcon family, the ultra-long range
Falcon 8X, was certified by the
FAA and EASA in June of 2016,
with the first delivery taking place
in October 2016. The first Falcon
8X for a Middle East customer was
handed over in November. “The
delivery of a Falcon 8X to a region-
al operator barely a month after
the entry into service of the first
aircraft says a lot about the impor-
tant role the Middle East is expect-

where the Phenom 100 and 300, as

well as the Legacy 450 and 500, are
assembled. The Phenom 300 proves
to be the most popular aircraft in
Embraer’s business jet range. So far,
372 have been delivered, followed by
the entry-level Phenom 100, of which
337 were in service at the close of
2016.
Newcomer Honda Aircraft is
already making a mark on the mar-
ket, delivering its first HondaJet in
December of 2015. Since then it has
handed over another 20 units to cus-
tomers in the US, Canada, Mexico
and Germany. Honda Aircraft is in
the process of ramping up produc-

ed to play in the success of our

new flagship,” says Dassault
Director of International Sales,
Middle East Region Renaud
Cloatre.
Brazilian manufacturer Embraer
Executive Jets was founded only
a little more than a decade ago, but
in April 2016 the company deliv-
ered its 1000 th Business Jet. “In a
remarkably short period we popu-
lated the Business Aviation market
with the most advanced and reli-
able aircraft in the industry.
Delivering 1,000 Business Jets to Embraer Executive Jets’ 1,000th air- tion. JetNet has forecasted that the
more than 60 countries in just over craft, a midsize Legacy 500, was the company can increase its market
a decade reflects our strong ability fourth of its kind to join the Flexjet share within the next ten years to an CELEBRATION
to listen to our customers and fleet and is part of a firm order for impressive 5%. Amjet Executive
respond to them with innovative both Legacy 500 and Legacy 450 jets. took delivery of
solutions for different needs,” says Flexjet offers travelers access to the Turboprops Continue to Grow the first Falcon
Embraer Executive Jets President world’s most luxurious fleet of private The turboprop market has held up, 8X (top).
and CEO Marco Tulio Pellegrini. jets. Its fractional program fields an posting 2.2% increase, on par with its HondaJet
“We are especially pleased to cele- exclusive array of business aircraft — 2015 performance. The global turbo- (center).
brate this important achievement some of the youngest in the fractional prop fleet has grown from 14,708 units Embraer reaches
with our distinguished customer jet industry — including the best- to 15,030 units. Textron Aviation’s the four-digit
Flexjet, which has honored us with selling Phenom 300. Embraer has Beechcraft King Air family is still the mark in business-
their trust since we first entered manufacturing facilities in Brazil, most popular turboprop family, with an jet deliveries
Business Aviation.” Portugal and in Melbourne, Florida, installed fleet base of nearly 6,000 (below).

BART: FEBRUARY - APRIL -2017 - 37

 FLEET REPORT
company Wheels Up is planning to
expand into Europe this year, mean-
ing the number of twin turboprop air-
craft based in Europe is expected to
grow, too.

Other Perspectives
The annual Honeywell Aerospace
Global Business Aviation Outlook,
which was published in November
during NBAA-BACE, is based on
multiple sources, including inter-
views with 1,500 non-fractional
operators, OEMs and other
experts.

units, followed by another Textron

Aviation’s turboprop family, the
Cessna 208 Caravan/Grand Caravan,
of which 2,306 aircraft are in service.
The decision of the European Union
to allow commercial flights of single-
engine turboprop aircraft in IFR mete-
orological conditions (IMC), the unit
numbers in this category are expect-
ed to rise on the Continent where
Pilatus with their legendary PC12
powered by the reliable PWC PT6A,
occupy a privileged position thanks to
a roomy cabin and a capacious bag-
gage compartment. Furthermore,
membership-based aircraft charter

“We continue to see relatively slow

economic growth projections in
many mature business jet markets,
and while developed economies are
generally faring better, commodities
demand, foreign exchange and polit-
ical uncertainties remain as con-
cerns,” says Honeywell Commercial
Aviation President Brian Sill.
“These factors continue to affect
near- term purchases, but the sur-
vey responses this year indicate
there is improved interest in new
aircraft acquisition in the medium
term, particularly in the 2018–19
period.”

SURVEY HIGHLIGHTS

CONTENDERS
Cessna Grand
Caravan (top),
PC-12 NG
(center)
and King Air 350i
(below).

38 - BART: FEBRUARY - APRIL -2017

 Worldwide flight
planning

Fuel pricing and

arrangements

Datalink and
fleet status

Airport
and FBO
information

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 FLEET REPORT

In the meantime, operators surveyed

indicated modest plans to increase air- AIRCRAFT DELIVERIES IN THE LIGHT CATEGORY
craft usage over the next 12 months,
providing some welcome momentum
to otherwise flat aftermarket activity.
This is part of the reason why the com-
pany lowered its 10-year business jet
delivery forecast to 8,600 aircraft, with
a value of $255 billion, down from last
year’s forecasted 9,200 units and a pro-
jected value of $270 billion.
Overall, Honeywell is more opti-
mistic than NetJets, expecting 1,220
new aircraft deliveries more in the

For 2017, Honeywell (as well as

AIRCRAFT DELIVERIES IN THE MEDIUM CATEGORY
JetNet) predicts lower delivery figures
than last year. One of the reasons for
this trend is seen in transitions to new
models slated for late 2017 and 2018
service entry. Operators who partici-
pated in Honeywell’s survey say they
are planning to make new jet purchas-
es equivalent to about 27% of their
fleets over the next five years as
replacements or as additions to their
current fleets. But Honeywell admits
that this encouraging number is less
than firm in timing.

ne x t t e n y e a r s t ha n N e t J e t s
expects. AIRCRAFT DELIVERIES IN THE LARGE CATEGORY
Embraer Executive Jets also weighs
in on the business aircraft market pre-
diction game. According to its latest
forecast, it expects 8,400 new business
jet deliveries between 2017 and 2026,
ANTICIPATION worth US$244 billion. According to
Bombardier is Embraer Vice President for Sales in
expecting larger the Middle East and Asia Pacific
aircraft to Claudio Camelier, he doesn’t believe
continue the market will ever come back to the
dominating the level of 2008, when over 1,200 business
market. jets were delivered in a single year.

40 - BART: FEBRUARY - APRIL -2017

 Another finding of the Honeywell sur-
vey is that of the total purchase plans for
new business jets, 21% are intended to
occur already by the end of 2017, while
18% are scheduled for 2018 and 2019
respectively. Honeywell and JetNet —
as well as other industry sources –
agree that operators continue to focus
on larger-cabin aircraft segments, which
are expected to account for more than
85% of all expenditures on new business
jets in the next five years.
Parting Thoughts
Quite interesting are the purchase
inhibitors that keep operators from
ordering new business aircraft.
According to JetNet, 19.5% of those
surveyed said their fleet matches
their demand and that they just do
not need any additional aircraft. 14.2%
stated that the purchase price or the
trade-up cost were too high, while
13.7% answered that the uncertainty
about the economy and/or the regu-
latory environment kept them from
new aircraft purchases. 12.1% experi-
enced a decline in business activity
and therefore needed no new or addi-
tional aircraft, while for 9.3% the
inability to sell their current aircraft
put a stop to any thoughts of buying a
new one. Only 5.9% of the respon-
dents did not find a compelling air-
craft and only 5.0% saw the availability
of financing or capital for purchase as
an inhibitor to a new aircraft pur-
chase.
About 10 percent of today’s business
aircraft fleet is up for sale, far lower
than the 16% back in 2009. But the
inventory levels are trending up, espe-
cially for jets that are less than 10
years old. “We see a lot of overcapaci-
ty there,” says JetNet’s Rolland
Vincent. According to Honeywell’s
findings, in 2016, the total number of
recent model jets listed for resale
rose significantly to about 675 air-
craft, excluding personal jets and
business liners.
In proportion to the level of overall
listings, the share of recent model
jets for sale has risen noticeably.
This puts a lot of pressure on pric-
ing. Factors driving lower residual
values in the last two years were,
according to JetNet, over-production
of new aircraft, the number of late-
model pre-owned aircraft on the
market, deep discounting of new air-
craft, cost of regulatory upgrade
requirements, a rapid technology
change and the drop in fractional
and charter demand.
The used aircraft inventory is a
major factor to new aircraft sales, and
there are just too many young used
aircraft on the market. As long as
they remain, the OEMs will have a
hard time selling new jets. But,
according to Honeywell, operators
are responding that they plan to
increase aircraft usage over the next
12 month.
Overall, this year’s fleet report
numbers are impressive, especially
when framed historically. The global
business jet fleet has grown from
7,300 aircraft in 1991 to over 20,000
in 2016. The value of the annual
deliveries rose from $2.6 billion in
1991 to $18 billion in 2016. The num-
ber of different business jet models
has seen a tremendous expansion
too. 15 years ago there were only 13
different models available. Today
this number stand at more than 30.
These aircraft have become more
capable and more comfortable, too.
The longest range of any business
jet grew from 4,500nm in 1991 to
7,500nm today. And the cabin diame-
ter went up in parallel. In 1991, the
biggest cabin diameter was 92 inch-
es. Today, it is at 102 inches.
While the US is still and by far the
largest market for Business
Aviation, its market share has suf-
fered a little. In 1991, the US had a
market share of 72%. Today, the
market share in new deliveries is at
65%.
There’s no doubt about it that
North America will continue to dom-
inate the Business Aviation market
within the foreseeable future, with
Europe holding its number two posi-
tion. If an operator needs an aircraft
now, there has never been a better
time to purchase a business jet. TIMING
Aircraft financing is once again avail- If an operator
able at low interest rates and bar- needs an
gains on new or like-new Business aircraft now,
Jets have rarely been better than there has never
today. been a better
In other words, there’s all the rea- time to
son to be optimistic again. purchase a
✈ business jet.
BART: FEBRUARY - APRIL -2017 - 41
 FLEET REPORT
2017 MARKET
OBSERVATIONS
AND OUTLOOK
SMART INVESTMENTS IN THE BIZAV INDUSTRY
A
t this point in time, any discus-
sion about BRIC countries as
they relate to Business Aviation
would seem quite blasé. Brazil’s politi-
cal, currency and debt issues are, in
large part, driven by the fall of oil
prices – a critical contributor to its
economy. Meanwhile, Russia has had
international economic sanctions
levied against it and, as a result, has
seen commodity prices – its lifeblood –
plummet. India, always said to be the
next big thing, still lacks the basic
infrastructure needed to support any
kind of sizeable fleet. Last but not
least, in China, the Shanghai stock
exchange was down around 11 percent
in 2016. Today it hovers around a level
of 3000, although it had been as high
as over 5000 as recently as 2015.
Problems here are being exacerbated
SLUMP by a weaker currency and rising inter-
A faded appetite est rates – with no end in sight.
for business That all being said, we cannot forget
aircraft resulted that it was these countries who helped
from the the industry keep the lights on during
sluggish BRICs the worldwide financial crisis. Without
economy. their continuous buying contribution
42 - BART: FEBRUARY - APRIL -2017
during that tumultuous period, the
effects on the industry would have
been far worse – arguably costing
even more in the way of additional air-
craft manufacturer failures.
Economic healing in the BRICs can
take a long time. Just take a look at
Europe, who is just now starting to
show the first signs of life since 2008.
In fact, it’s conceivable that it could
take upwards of a decade for the for-
mer BRIC powerhouse to return to its
former self. There’s no doubt this will
eventually happen, but perhaps not at
the speed anyone would like it to.
That’s not to say there will be no
sales from coming from these regions
in the interim. Even today there are
still the one or two sales occurring, but
certainly not on the scale of just a cou-
ple of years ago. As such, companies
need to keep some chips on the table
by maintaining a local presence and
building and maintaining relation-
ships. After all, success in the
Business Aviation industry takes a lot
of tenacity and can take literally years
to consummate just one sale.
Brian Foley shares vital
insight and predictions
on what we can expect
from Business Aviation
in the years ahead
Countries of Big Opportunities
So where can we expect to see sales
be more near-term and plentiful? The
most obvious place, in case you
haven’t noticed, is the United States.
First, according to AMSTAT, just
under 60 percent of the active world
business jet fleet is located here,
making it by far the industry’s center
of gravity. Next, relative to the rest of
the world, the US economic recovery
has been progressing, albeit slowly,
for several years now. The US is
again attracting foreign investment,
which is a testament to the world’s
confidence in the country’s economy.
As is usually the case, there may
have been some potential buyers
with a ‘wait and see’ attitude before
the US election. Now that it has come
and gone and financial markets have
reacted positively, it’s likely that
some of these cautious buyers will
finally come forward.
Another interesting fallout from
the election is that the new president
understands the value of Business
Aviation, as he himself is an avid
owner of both personal fixed-wing
jets and rotorcraft. It’s conceivable
that corporate buyers will no longer
be seen as “fat cats flying off into the
sunset on their private jets”, as they
have been labeled by previous
administration. Instead, there may
now be more comfort in buying and
operating jets without feeling the
need to publicly stay under the
radar.
After the US, Western Europe is
the next region we should be keep-
ing an eye on. Historically a strong
market, the area has been economi-
cally whipsawed for nearly a decade.
While not anticipated to be anywhere
near as robust as America, it should
nonetheless begin to show signs of
slowly firming.
Cabin Demand Prospects
As for longer-term trends, expect to
see the market for large cabin jets no
longer performing any better than the
small or medium class. During the
financial crisis, the big segment
seemed to be completely recession-
proof, with deliveries remaining rela-
tively strong, while their small and
mid-cabin brethren saw a 67 percent
decline in deliveries.
The hypothesis for a future of more
normalized big cabin sales is rather
straightforward: supply has finally
caught up with demand. The market
was flooded with small and medium
size jets from the birth of the business
jet age in the mid-1960s. As the big
cabin phenomenon really didn’t begin
in earnest until the mid-1980s, large
segment supply was always trying to
catch up with demand – and I argue
that it finally has.
That’s not to say there won’t be a
nice run in big cabin deliveries begin-
ning in the 2019 timeframe, as such
new products as Gulfstreams’ G500
and G600, the Bombardier Global 7000
and Dassault’s 5X begin to hit the mar-
ket. However, it can be assured that as
we wait for these new products there
will be a noticeable sales lull in the
upper end of the market.
Another relatively recent change in
the market that’s likely to remain is a
significant decrease in aircraft residual
values. For years, perhaps again
because of more demand than supply,
private aircraft bucked the convention-
al behavior of capital goods. Airliners,
cars and even refrigerators have
always lost significant value every
year, and are practically written off
within 10 years. Corporate jets, on the
other hand, could be depended on to
still be worth more than 70 percent of
their purchase price after five years.
And in many cases, they were actually
worth more than the owner originally
paid for them.
This has now all changed. With a
fleet of active business jets that num-
bers 21,356 units, it’s expected that
used jets will become more of a com-
modity. As they do, they will follow a
steeper and more traditional diminu-
tion of value over time.
My 10-year worldwide business jet
delivery forecast calls for a relatively
flat decade, with deliveries in the
range of 650 to 750 units per year. This
period is reminiscent of the 1986-1996
timeframe when deliveries were con-
sistently stuck in the 350 unit range.
That moment in history has affection-
ately been named the “Dead Zone”.
While the next 10 years could also be
referred to as that, it will have the
advantage of having yearly delivery POSITIVE
numbers that are twice what they were The new U.S.
during the preceding flat period. President,
✈ Donald Trump
(center)
understands the
About Brian Foley Associates (BRiFO) value of
Since 2006 BRiFO has provided avia- Business
tion investors and companies with Aviation.
advice, research, branding and invest- Gulfstream
ment banking services. His complete G500 (top).
business jet forecast is available at Falcon 5X
www.BRiFO.com (bottom).
BART: FEBRUARY - APRIL -2017 - 43
FLEET REPORT
With market confidence
still uncertain, Richard
Koe doesn’t expect much
to change in new aircraft
sales in 2017. But it
could be a much
different story for aircraft
activity trends
T
he Business Aviation industry
had a sorry start to 2016, with
market confidence sliding in the
face of the geopolitical tremors which
would characterize a memorably seis-
mic year. Cowed by volatility across
all the major indices which have tradi-
tionally supported the industry, air-
craft purchasers kept their heads
down. Three quarters into the year,
Business Aviation shipments were
down 5 percent by volume, more than
10 percent by value. Trump’s election
was expected to darken the market
further. But in an ever-unpredictable
year, the US economy’s performance
44 - BART: FEBRUARY - APRIL -2017
LONG-AWAITED
TURNAROUND
MAY GET
TRACTION IN 2017
has since brightened, and industry
surveys are showing that Business
Aviation has taken heart.
The positive ripples from Trump’s
victory are now not hard to see. A big
infrastructure program, including air-
ports, is going to boost corporate rev-
enues. His intended tax cuts will dis-
proportionately benefit the ultra-
wealthy individuals capable of pur-
chasing business jets. The fiscal
expansion will support oil prices, and
indeed Trump’s foreign policy, espe-
cially if he renews sanctions on Iran,
will see the barrel price head back
towards 100US$. Not good news for
energy importing economies, but a
certain bonus for the US energy sec-
tor, as well as the balance sheets of
the global oil exporters which in bet-
ter times were great markets for new
business jet sales.
What’s good for the US market is
not necessarily a boon for the global
business jet market – even if the US
share of new aircraft deliveries is now
creeping above 60 percent. Promise
of a Trump-fueled fiscal expansion of
the US economy will accelerate the
US Fed’s interest rate program and
with it the greenback’s appreciation.
That will dampen US exports, and
may particularly concern the business
jet manufacturers with large interna-
tional exposure such as Gulfstream
and Bombardier. They would have
benefited from the likely support of a
Clinton administration for Export-
Import bank financing, which Trump
has signaled his intention to disman-
tle.
As well as making US-manufactured
aircraft more expensive, a rampant
dollar will also imperil the debt sus-
tainability of various emerging mar-
kets such as Brazil and Turkey. Other
BRICs such as China and India may
LONG TERMS TRENDS IN BUSINESS JET ACTIVITY IN NORTH AMERICA AND EUROPE
CHART 1
benefit from their currency’s relative
competitiveness, and the strong trend
in US domestic consumption. But
these countries are still relatively tiny
Business Aviation markets, con-
strained primarily by domestic barri-
ers, whether import taxes, infrastruc-
ture and skills shortages, airspace
limitations, with corruption scandals
undermining demand. Russia and
Middle East are bigger markets for
business jets and both will benefit
from higher oil prices in 2017.
For Europe, Trump’s election adds
fuel to the populist fire. With Italian
Prime Minister Renzi carried away by
the latest referendum, the next flood
barriers are the Dutch, French and
German elections during 2017. The
jury is still out on the repercussions
of Brexit, but it shouldn’t surprise
anyone to see UK businesses holding
back on investments, business jets
included. And regardless of Brexit,
the economic recovery cycle across
the Eurozone continues to be
depressingly anaemic. Still, it was
notable to see a relatively strong out-
look for Europe in Honeywell’s annu-
al survey of aircraft purchasing inten-
tions, taken in November: Operators
plan up to 30 percent fleet renewal in
the next 5 years, compared to a global
average of 27 percent.
Global financial markets have react-
ed well to the president-elect but the
prospects of a rising tide for global
GDP will soon reverse if some of the
feared downsides of Trumponomics
materialize. His fiscal program will
bloat an already huge federal debt,
exacerbated as interest rates rise.
Expansion could boomerang into
contraction if he then needed to
raise taxes and cut spending to stay
solvent. Much may depend on the
willingness of foreign lenders, not
least the Chinese, which makes
Trump’s fighting trade talk perilous.
A protectionist shift has already seen
the US exit regional trade agree-
ments with Asia and Europe.
Trump’s signature wall with Mexico
will further complicate life for US
corporations, especially those off-
shoring production facilities across
the border.
One of the big questions for fore-
casters looking into 2017 will be
whether to focus more on the macro
or micro. The macro – at least a hon-
eymoon boost to US GDP, before the
complications emerge – does suggest
a better year for Business Aviation.
But the consensus forecast for deliv-
eries of new business jets next year is
downwards, with the pick-up not com-
ing until 2018. Partly that’s the time it
takes economic growth to feed
through. But a more important indus-
try barrier to growth is the excess
supply of aircraft. The OEMs will SLOW
need to take further pain in cutting Flight
production to correct the imbalance. departures have
Until they do, prices will continue to grown this year
languish, sapping residual values and in North
discouraging new business jet pur- America at a
chases. mere 1 percent.
BART: FEBRUARY - APRIL -2017 - 45
 FLEET REPORT
GROWTH IN CHARTER DEMAND IN NORTH AMERICA
CHART 2
At the aggregate level, Business
Aviation activity trends in the last
year appears to reflect an industry
on-hold. As shown in Chart 1, flight
departures have grown this year in
the North American market, but at
barely 1 percent on a last 12-month
basis. European activity trends have
stopped declining this year, but have
little momentum. The collapse in
demand from emerging regional mar-
kets – Russia, Ukraine, Turkey – has
been a significant contributor.
Measured by arrivals into Europe,
business jet demand in the Middle
East is still pretty resilient.
Transatlantic arrivals were up 5 per-
cent in 2016, and inbound flights
from Asia-Pacific are up more than 20
percent. The UK is getting a large
share of these arrivals, with the
cheaper post-Brexit pound no doubt a
factor.
Notable in the slow overall trend in
North America is the underlying
growth in various forms of Charter
activity. This has been true of the last
few years: combined Part 135 and
Part 91K operations have maintained
a last 12-month growth trend of at
least 5 percent, as shown in Chart 2,
whilst owner activity, almost 70 per-
cent of all flights, has fluctuated
around zero growth. Considering the
steady increase in the overall fleet of
active aircraft, that flat trend is an
accurate indicator of declining utiliza-
TENDENCY tion as many owners effectively
Underlying parked their aircraft for sale. The
growth in solid growth in charter suggests that
charter activity many other would-be aircraft owners
is a notable are instead looking to ad-hoc solu-
trend in North tions for their flight requirements.
America.
46 - BART: FEBRUARY - APRIL -2017
MOST ACTIVE BUSINESS AVIATION AIRCRAFT IN NORTH AMERICA
The aircraft driving the growth in
North American activity, as shown in
Chart 3, feature the most popular
light and midsize jets in the largest
Part 135 and 91K fleets. A third of the
Challenger 300 platform’s activity
comes from Part 135 operators like
XO Jet, with the influx of the
Challenger 350 boosting activity by
20 percent this year. The Phenom
300, the industry’s top-selling jet the
last 3 years, and a major part of Net
Jets’ fleet rejuvenation, shows similar-
ly strong growth. The PC-12 contin-
ues to be the most frequently flown
Business Aviation aircraft. Together
with the King Air 350, the PC-12 is
increasingly employed in short-haul
shuttle flights, a semi-scheduled prod-
uct which is starting to diffuse
Business Aviation into the traditional
airline market.
Also in Europe, as shown in Chart 4,
business jet activity can be distin-
guished by stagnant trends in owner
flights but discernible growth in char-
ter demand. The decline in owner
flights is steepest in the older midsize,
heavy jet and entry-level aircraft.
There has been an almost direct
migration of demand to newer ultra-
long range, super-midsize and very
light jets. As in the US, the Challenger
300 and Phenom 300 are the main-
stays for this demand. The distinctive
feature of the European charter trend
is the VLJ, with on-demand flights up
more than 15% in 2016. This contrasts
with the US, where VLJ activity has
been declining, with turboprops pre-
ferred as the entry-level aircraft for air
taxi operations.
CHART 3
Charter demand will again be the
growth factor for Business Aviation
activity in 2017. The glut of under-uti-
lized aircraft, low fuel cost, and a more
expansive economy offers a good
opportunity for those looking to disrupt
this market. Fleet consolidation is a
pretty sure trend, both in and across
European and North American mar-
kets. Last year’s activity trends showed
clear correlation between larger fleets,
especially owned and operated, and
higher aircraft utilization. High fixed
operating costs, and the challenge of
getting deadhead sectors anywhere
below 30%, clearly favour scaled-up and
geographically distributed fleets.
Alongside, the relentless tide of regula-
tion – NCC in Europe this year, ADSB
coming up in the US – will also encour-
age operator consolidation.
Beyond the physical consolidation of
aircraft fleets, it’s the virtual consolida-
tion of supply which is powering the
most interesting growth in charter
demand. The headline has been pro-
vided by Jet Smarter, the world’s first
‘flying unicorn’ following its US$105M
financing in December 2016. Jet
Smarter gets classed within an increas-
ingly diverse category of online charter
platforms. Where Jet Smarter is dis-
tinctive is that its membership model
requires it to manage an increasingly
large but virtual fleet capacity.
Whereas other online brokers are get-
ting some traction by matching spot
market demand to availability, Jet
Smarter has pre-purchased sufficient
idle or distressed capacity, in an effort
to guarantee lift to its members when-
ever they want to fly.
BUSINESS JET CHARTER AND PRIVATE FLIGHTS IN EUROPE
CHART 4
The Jet Smarter city shuttle, to
which its members get free access,
has rapidly expanded in 2016, with
transatlantic as well as Middle East
connections being added to estab-
lished routes within the US and
Europe. Operators such as Wheels
Up and Surf Air have already demon-
strated the popularity of membership-
based shuttle services, but Jet
Smarter has the greater agility to
grow, able to pop-up new shuttles
wherever supply and demand make
sense. These are not the Ubers of
Business Aviation, and the industry’s
regulatory rigour is unlikely to
license that model in any case. But
they are one of several disruptors to
import elements of the sharing econo-
my to Business Aviation.
Almost a decade on from the crash,
many in the Business Aviation indus-
try have resigned themselves to a
deflationary, slow-growth environ-
ment. The long-awaited J curve recov-
ery is still two corners on; no one
expects much to change in new air-
craft sales in 2017. That makes sense
because, notwithstanding the benefit
of a short-term economic stimulus,
there are no significant signs that
ownership demand is going to come
back. But it could be a different story
for activity trends, particularly for
chartered aircraft. Higher perfor-
mance aircraft and scaled-up opera-
tions are having an impact. But the
most important and positive disrup-
tion is coming from the online aggre-
gation and marketing of spare capaci-
ty. A combination of these factors
could see Business Aviation breaking
out of its traditional silo in 2017.
✈
Richard Koe is joint Managing
Director of WINGX, a provider of
Business Aviation data, tools and tech-
nology. Together with partner, Christoph
Kohler, Richard has developed WINGX
into one of the industry’s foremost suppli-
ers of business intelligence. Our aim is to
equip anyone with a vested interest in
the industry with immediately accessible,
transparent and actionable insights into
all aspects of the business aviation mar-
ket globally.
As well as managing WINGX, Richard
is a regular speaker, panelist and moder- DOWNWARD
ator at industry conferences worldwide, Private flights
writes on a wide range of Business activity for
Aviation issues and works closely with business is
regional regulators and industry associa- stagnant in
tions. Europe.
BART: FEBRUARY - APRIL -2017 - 47
 FLEET REPORT

WORLD HELICOPTER
MARKET 2017 The world fleet of

western made civil

helicopters grew most

unimpressively last year,

but opportunities remain.

Mark Huber presents

highlights from 2016

helicopter fleet data

T
hose who predicted a difficult
2016 for the world civil heli-
copter market proved correct as
Western OEMs took a pounding.
How bad was it? The civil helicopter
fleets in the US, Canada, Brazil,
Japan, Italy and Germany all contract-
ed in absolute numbers according to
data from JetNet. That’s how bad.
The US fleet dropped from 9,395 to
9,047; Canada’s dropped from 2,417 to
2,246; Brazil’s from 1,848 to 1,843;
Japan’s from 755 to 726; Italy’s from
742 to 714 and Germany’s from 720 to
697. The number of piston helicopters
in Central America, Europe and
Oceania all declined slightly, as did
the number of multi-engine turbines in favor of joint venture projects from
in Central America and the number of which it can glean technology to that
turbine singles and twins in South end. In January, state-owned Avicopter
America. North America posted a announced that it was integrating its
modest gain – thanks largely to civil and military helicopter design and
Mexico, where the imbedded fleet manufacturing capability, saying that it
grew from 689 to 730 – as did Europe had produced more than 50 models
and Oceania. The “big” gain, if you across 12 series of helicopters, had
want to call it that, came in Asia – that annual capacity to locally produce
is to say mostly China – where the more than 300 civil helicopters and
regional fleet increased from 3,499 to had even greater aspirations.
3,673. The Chinese portion of that “Avicopter is among the world’s seven
grew from 595 to 691, but, to give that leading helicopter manufacturers. In
number some perspective, that still recent years, we have developed one
makes it smaller than Italy’s fleet of new model nearly every two years,”
714. said Avicopter Chairman Yu Feng ear-
China’s Western helicopter civil fleet lier this year. Yu added that the com-
WHIRLYBIRD is comprised mostly of Airbus turbine pany was “going all out” to meet local
Landing in Sao singles (94) and Twins (81) along with demand and “conquer” contemporary
Paulo (top), 229 almost exclusively piston technologies including high-speed
Avicopter Robinsons. China’s long-term industri- tiltrotor. Avicopter points with under-
AC352 (center) al policy calls for development of an standable pride to its co-development
and AW189 indigenous civil helicopter manufactur- (with Airbus) of the H175/AC352
SAR (below). ing capability and it is limiting imports super-medium twin as an example of

48 - BART: FEBRUARY - APRIL -2017

 HELICOPTER SUMMARY BY MODEL AS OF DECEMBER 31, 2016

PISTON MFG/MODEL TOTAL EUROPE AGUSTA/WESTLAND A109K2 28 16

ENSTROM 280 SHARK 7 1 AGUSTA/WESTLAND A109S GRAND 174 62
ENSTROM 280C SHARK 120 31 AGUSTA/WESTLAND A109SP GRANDNEW 146 59
ENSTROM 280F SHARK 12 0 AGUSTA/WESTLAND AW139 802 218
ENSTROM 280FX SHARK 105 26 AGUSTA/WESTLAND AW169 12 9
ENSTROM F-28 3 0 AGUSTA/WESTLAND AW189 33 15
ENSTROM F-28A 99 22 AIRBUS AS-332C1E SUPER PUMA 4 0
ENSTROM F-28C 65 9 AIRBUS AS-355NP ECUREUIL II 58 36
ENSTROM F-28C-2 29 1 AIRBUS AS-365N-3 DAUPHIN 2 196 69
ENSTROM F28F FALCON 98 10 AIRBUS EC-135P2+ 392 159
ROBINSON R22 68 14 AIRBUS EC-135T2+ 218 124
ROBINSON R22 ALPHA 51 4 AIRBUS EC-145 741 119
ROBINSON R22 BETA 1058 288 AIRBUS H135 31 20
ROBINSON R22 BETA II 1590 306 AIRBUS H145 64 47
ROBINSON R22 HP 62 4 AIRBUS H155 141 48
ROBINSON R22 MARINER 106 18 AIRBUS H175 9 7
ROBINSON R22 MARINER II 40 14 AIRBUS H225 170 71
ROBINSON R44 ASTRO 534 124 BELL 206LT TWINRANGER 4 1
ROBINSON R44 CADET 3 0 BELL 212 472 51
ROBINSON R44 RAVEN I 1349 355 BELL 214ST 30 0
ROBINSON R44 RAVEN II 3412 769 BELL 222A 33 4
SCHWEIZER 300CB 86 15 BELL 222B 15 3
SCHWEIZER S-300C 457 159 BELL 222SP 5 2
SCHWEIZER S-300CBI 193 30 BELL 222UT 36 1
Total Piston 9.547 2.200 BELL 230 32 0
Turbine Make/Model BELL 412 112 32
AGUSTA/WESTLAND A119 KOALA 86 19 BELL 412EP 545 35
AGUSTA/WESTLAND A119KE 101 25 BELL 412EPI 2 1
AGUSTA/WESTLAND AW119Kx 42 0 BELL 412HP 68 19
AIRBUS AS-350B-2 ECUREUIL 1.215 154 BELL 412SP 30 4
AIRBUS H120 628 289
BELL 427 78 9
AIRBUS H125 541 166
BELL 429 GLOBALRANGER 276 44
AIRBUS H130 187 26
BELL 430 113 8
BELL 204B 29 1
BELL/AGUSTA AB-412 28 26
BELL 205A-1 129 6
BELL/AGUSTA AB-412EP 17 17
BELL 206A JETRANGER 57 4
BELL/AGUSTA AB-412HP 4 3
BELL 206B JETRANGER II 927 60
BELL/AGUSTA AB-412SP 22 16
BELL 206B-3 JETRANGER III 1.868 192
EUROCOPTER AS-332L SUPER PUMA 60 22
BELL 206L LONGRANGER 95 9
EUROCOPTER AS-332L1 SUPER PUMA 67 32
BELL 206L-1 LONGRANGER II 399 23
EUROCOPTER AS-332L2 SUPER PUMA 45 22
BELL 206L-3 LONGRANGER 470 23
EUROCOPTER AS-355E ECUREUIL II 2 0
BELL 206L-4 LONGRANGER IV 420 6
EUROCOPTER AS-355F ECUREUIL II 116 46
BELL 210 3 0
EUROCOPTER AS-355F-1 ECUREUIL 62 25
BELL 214B BIGLIFTER 32 2
BELL 407 1.066 65
EUROCOPTER AS-355F-2 ECUREUIL 158 49
BELL 407GX 323 28 EUROCOPTER AS-355N ECUREUIL II 147 73
BELL 407GXP 21 1 EUROCOPTER AS-365C DAUPHIN 2 45 21
BELL/AGUSTA AB-206A JETRANGER 25 12 EUROCOPTER AS-365N DAUPHIN 2 96 33
BELL/AGUSTA AB-206B JETRANGER II 76 59 EUROCOPTER AS-365N-1 DAUPHIN 2 36 11
BELL/AGUSTA AB-206B-3 JETRANGER 77 65 EUROCOPTER AS-365N-2 DAUPHIN 2 121 26
ENSTROM 480 29 10 EUROCOPTER BK-117A-1 50 0
ENSTROM 480B 126 13 EUROCOPTER BK-117B-1 53 18
EUROCOPTER AS-350B ECUREUIL 295 54 EUROCOPTER BK-117B-2 67 17
EUROCOPTER AS-350B-1 ECUREUIL 46 22 EUROCOPTER BK-117C-1 53 24
EUROCOPTER AS-350B-3 ECUREUIL 1.027 314 EUROCOPTER EC-135P1 44 14
EUROCOPTER AS-350BA ECUREUIL 486 122 EUROCOPTER EC-135P2 154 62
EUROCOPTER AS-350D ASTAR 54 5 EUROCOPTER EC-135T1 86 46
EUROCOPTER EC-130B-4 ECUREUIL 415 55 EUROCOPTER EC-135T2 145 104
EUROCOPTER SA-315B LAMA 176 84 EUROCOPTER EC-155B 30 17
EUROCOPTER SA-316B ALOUETTE III 125 47 EUROCOPTER/KAWASAKI BK-117A-1 10 0
EUROCOPTER SA-318C ALOUETTE II 73 35 EUROCOPTER/KAWASAKI BK-117B 87 1
EUROCOPTER SA-319B ALOUETTE III 25 9 EUROCOPTER/KAWASAKI BK-117C-1 9 0
MD MD 500E 350 71 MD MD EXPLORER 114 59
MD MD 520N 98 10 SIKORSKY S-76A 107 2
MD MD 530F 156 3 SIKORSKY S-76A+ 34 1
MD MD 600N 60 7 SIKORSKY S-76A++ 35 3
ROBINSON R66 625 110 SIKORSKY S-76B 76 16
SCHWEIZER 330 14 4 SIKORSKY S-76C 25 5
SCHWEIZER S-333 49 9 SIKORSKY S-76C+ 145 10
Total Single Turbine 13.046 2.219 SIKORSKY S-76C++ 214 22
Turbine Make/Model SIKORSKY S-76D 64 2
AGUSTA/WESTLAND A109A 54 22 SIKORSKY S-92A 282 100
AGUSTA/WESTLAND A109A MK II 88 44 Total Multi Turbine 8.559 2.432
AGUSTA/WESTLAND A109C 64 20 Grand Total 31152 6851
AGUSTA/WESTLAND A109E POWER 373 108 © AVDATA/JETNET
 FLEET REPORT
just how far its civil helicopter industry showing a net gain of just 406 total
has progressed over the last decade. TOP TEN FLEETS aircraft to 31,152. The world piston
Several of its “indigenous” turbine sin-
gle and twin designs are actually large-
BY COUNTRY market actually contracted from 9,557
to 9,547; turbine singles increased
ly based on existing Airbus models. United States 9514 from 12,818 to 13,046 and multi-
India is on the cusp of one of the Canada 2326 engine turbines increased anemically
largest global military helicopter from 8,371 to 8,559. These are basical-
buys in recent memory and it is Brazil 1830 ly life support numbers.
hoped that this will translate eventu- Australia 1791 A dive into data provided by the
ally downstream into more trained United Kingdom 1109 General Aviation Manufacturers
pilots and mechanics to support a Association (GAMA) paints an even
civilian helicopter industry there that France 901 starker picture. For the first nine
is still very much in the nascent South Africa 900 months of 2016, Bell delivered just 79
phase. India has announced its inten- Japan 744 commercial helicopters, down from
tion to acquire more than 1,000 119 from the year ago period and for
attack, utility and multi-role heli- Italy 725 the third quarter of 2016 just 25,
copters for its military branches over New Zealand 719 down from 45 from the year ago peri-
the next decade – a deal that could od; Robinson delivered 177 for the
first nine months of 2016, down from
266 from the year ago period and for
PISTON VERSUS TURBINES the third quarter delivered 61, down
World Area Pistons Single Multi Total from 92 from the year ago period; and
Africa 556 606 401 1.563 Sikorsky delivered just 8 helicopters
Asia 651 1.198 1.824 3.673
during the first nine months of 2016,
Central America 285 661 260 1.206
Europe 2.200 2.219 2.432 6.851 down from 29 from the year ago peri-
North America * 3.876 6.375 2.497 12.748 od and for the third quarter delivered
Oceania 1.376 909 375 2.660 just 3, half of what it did from the year
South America 888 1.337 817 3.042 ago period. And remember, by any
Unknown 0 398 203 601 objective standard, 2015 was awful.
Total 9.547 13.046 8.559 31.152
It came as no surprise when Bell
* North America includes Central America counts posted lower sales and profits for
the third quarter –profits of $97 mil-

be worth between $16 and $20 bil-

lion. Estimates are that the civil mar-
ket there will require rotorcraft dur-
ing the same period worth another
$10 to $20 billion. But doing busi-
ness in India requires joint ventures
and local content with a heavy up-
front investment. By its own account,
Bell has done this, starting Indian
operations in 1995, growing its local
workforce to more than 100, with its
parent Textron establishing a tech-
nology center in Bangalore. Yet, over
the course of more than two
decades, this has resulted in a grand
total of 89 Bell turbines on the Indian
civil registry, according to JetNet
(Airbus has 88). Over the summer, long-run as part of well-advertised lion, down $2 million from last year
Bell announced that it was partner- national policies to develop indige- and revenues declined by about 3
ing with India’s Tata while Airbus nous manufacturing capabilities as percent to $734 million. What was a
teamed up Mahindra to chase future opposed to rich direct export mar- surprise is that the company made
military business. But overall, the kets for pre-assembled finished prod- any profit at all, helped along by
world’s most populous democracy ucts. For now, those two markets sales of a few more V-22 tiltrotors to
READY had just 248 Western turbine heli- remain largely promissory, unlikely the US Military. For the first nine
Bell 407 GXP at copters on its civil registry at the end to contribute to meaningful boosts in months of 2016, Bell delivered 8
the Textron of 2016. While both China and India the bottom line for years to come. Model 206L-4s and 45 Model 407
India technology hold enormous promise for Western In the here and now, the world fleet singles and 20 Model 429 light twins
center in OEMs, this will be in the form of of western made civil helicopters and just 3 Model 412 EPI medium
Bangalore. joint ventures of collaborations in the grew most unimpressively last year, twins.

50 - BART: FEBRUARY - APRIL -2017

 Likewise it seems almost incongru-
ous that Sikorsky was able to post a
$25 million profit on such anemic sales
figures, delivering just four S-76Ds and
four S-92As – until you remember that
they do not include the much larger
military side of the house.
Nevertheless Sikorsky parent
Lockheed Martin noted that its rotor-
craft unit’s operating results were
impacted by “favorable impacts of risk
retirements, which were offset by
intangible asset amortization and other
adjustments required to account for
the acquisition of this business” (from
United Technologies).
Deliveries at Airbus Helicopters are
running considerably ahead of 2015
and at first glance this appears a posi-
tive. For the first nine months of 2016,
Airbus delivered 237 units, a sharp
increase from the 175 for the same
year ago period, and 86 in the third
quarter, up from 63 in the third quar-
ter of 2015. Looks good, right? Not so
fast. A dive into the numbers shows
that most of the deliveries were sin-
gles and light twins, traditionally low-
margin products: Of the 237 deliveries,
118 were singles and 93 were light
twins. This helps explain why third
quarter earnings were down 17 per-
cent.
Leonardo also noted that disappoint-
ing results at its helicopter division
helped dragged down results although
its civilian product mix was weighted
toward larger helicopters. For the first
nine months of 2016, Leonardo deliv-
ered 99 units, up from 60 from the
year ago period and third quarter num-
bers doubled to 34 from 17 from the
year ago quarter. For the first nine
months of 2016, the multi-role AW139
twin again was the hot seller with 38
deliveries; however, deliveries of
newer twins including the AW169 and
AW189 proved disappointing with just
13 AW169s being delivered and only 3
AW189s. Deliveries of next-generation
medium twins since certification
across all OEMs is clearly disappoint-
ing. In total, Leonardo had delivered
only 13 AW169s and 33 AW189s, with
a good chunk of the latter going to ful-
fill Bristow’s UK SAR contract, while
Airbus had delivered a mere 9 H175s
and Sikorsky 64 S-76Ds, with the latter
being certified in 2012.
Sales of these larger helicopters are,
of course, what keep the lights on in
the long run and last year, as in 2015,
there was a reason for all this purchas-
ing reticence: Cheap oil. The price of
West Texas Intermediate crude col-
lapsed to as low as $26 per barrel last
year before beginning to rise but at
this writing is still below $60, a far cry
from the $100 price that was sparking
those large fleet buy announcements
and spawning the launch of new leas-
ing companies at Heli-Expos of the
recent past. Early last year, Ed
Washecka, CEO of helicopter leasing
company Waypoint, said: “There is no
doubt that 2015 was a difficult year for
the entire energy industry and a chal-
lenging time for many of our cus-
tomers. While we expect further head-
winds through 2016, we are optimistic
that as operators make capital alloca-
tion decisions, they will increasingly
recognize the benefits associated with
leasing solutions, which enhance oper-
ational and financial flexibility.”
English translation: The market stinks.
OGP helicopter services company
Bristow reports revenue from that sec-
tor is off 25 percent and what is really
surprising, given the slide in oil prices,
is that it is not off more. To understand
the market and where it is going, you
need to look at the offshore rig count.
Baker Hughes tracks this metric per-
haps better than anyone else. Their
take:
“The international offshore rig count
for December 2016 was 210, down 1
from the 211 counted in November
2016, and down 40 from the 250 count-
ed in December 2015.”
Some parts of the world are doing
demonstrably worse than others. In
Latin America, the offshore rotary rig
count dropped from 57 in December
2015 to 32 a year later, in Africa from
27 to 11 and in the Middle East from 55
to 45 during the same period. The
industry consensus seems to be that a
sustained price of $60 per barrel is the
floor price to encourage further off-
shore exploration, but even with the
recently announced OPEC production
limits, there is healthy skepticism
whether this price can be reached and
sustained this year. Offshore energy
industry observers note that the rig
market is currently in its worst down-
turn since the 1980s and worldwide uti-
lization has dropped about 20 percent –
that’s right in line with the drop in busi-
ness reported by OGP helicopter ser-
vice companies. A significant oversup-
ply of offshore rigs is currently being
reported and rates on existing rigs are
in some cases down 50 percent. When
existing rigs are not as profitable, it
places downward price pressure on
those who supply services to those
rigs, including helicopter companies.
The promise of $60 oil may encour-
age some increased energy exploration
and production spending, but it is only
expected to be up about 3 percent to
$450 billion worldwide according to the
firm Wood Mackenzie. Before things
started to head south in 2014 that num-
ber was fully 40 percent higher. That’s
a big gap. There is a growing consen-
sus that the helicopter OGP market
may not recover until energy does –
around 2020.
So where will the growth opportuni-
ties be in the meantime? The parapub-
lic sector and helicopter EMS look like
good prospects for starters. Bristow
has cushioned the blow from the off-
shore energy downturn with an inven-
tive contract that privatized the search
and rescue mission once performed by
UK Royal Air Force helicopters and
turned this into a substantial revenue
source – and a home for Sikorsky S-92s
and Leonardo AW189s. It is hoping to
replicate it elsewhere. Bell has had suc-
cess selling multi-mission 429 light
twins to the Turkish National Police.
Over the summer Airbus Helicopters
announced a ten-year deal to provide
100 H135 light twins for assembly in
China, primarily for the
parapublic/EMS market there. Airbus
is forecasting a demand for up to 600 EFFECT
light twins in China over next 20 years. The drop in oil
Unquestionably, the market for prices does not
Western civil helicopters is more diffi- make significant
cult and the demand curve has impact on OGP
changed, but opportunities remain. company
Bristow Group
✈ operations.
BART: FEBRUARY - APRIL -2017 - 51
 AVIONICS
WHAT’S NEW
IN HELICOPTER AVIONICS
Steve Nichols provides a
glimpse into the
helicopter avionics
market, keeping up to
date on the latest
happenings in the
industry
H
elicopter owners generally have
access to the same types of
avionics as fitted to fixed-wing
aircraft. Advanced synthetic vision
systems (SVS), traffic collision avoid-
ance systems (TCAS), connectivity
and integrated glass cockpits are all
available.
For example, Garmin’s G500H is
designed to fit neatly into the limited
panel space available on a helicopter.
It features dual LCD screens with the
primary flight display located on the
right side and the multifunction dis-
CUTTING- play on the left.
EDGE Garmin’s helicopter synthetic vision
Universal technology (HSVT) is also available
Avionics' EFI- as an optional upgrade to the G500H.
890H advanced Using sophisticated computer model-
flight display ling to recreate a virtual topographic
upgrade on landscape from the system’s terrain
AS332L (right). alerting database, HSVT gives heli-
52 - BART: FEBRUARY - APRIL -2017
copter pilots a clear depiction of
ground and water features, airports,
obstacles, traffic and more.
When flying in areas where rising
terrain may pose a hazard, Garmin’s
HSVT uses its database to “paint” the
landscape with amber or red overlays
showing where potential controlled
flight into terrain (CFIT) risks exist.
Towers or obstacles that may
encroach upon one’s flight path are
also colour-highlighted with hazard-
appropriate symbology.
Garmin’s helicopter terrain aware-
ness system (HTAWS) also provides
five-colour terrain shading and obsta-
cles on the display. A pilot selectable
configuration lets HTAWS alert the
pilot with voice call-outs when their
altitude descends in intervals to 500,
400, 300, 200 and 100 feet. Garmin
was also recently granted an STC for
the installation of the GTX 345 ADS-B
In/Out and GTX 335 ADS-B Out
transponders in an approved model
list (AML) of part 27 helicopters.
Universal Avionics says it has been
providing flight management systems
(FMS) with multi-mission search
capabilities to the rotorcraft market
for many years. Grady Dees,
Universal’s director of technical sales,
said it was the standard option on the
S-76 up through the S-76C models, as
well as the standard FMS option on
the S-92. “We have also installed our
FMS as retrofit on Bell 412s, AW-109
and BK-117 helicopters,” he said.
“Plus, our MFD-640 and MFD-890H
displays have been installed as retro-
fit on a number of rotorcraft including
AS-332, S-76 and the UH-60.”
More recently, Universal has imple-
mented helicopter qualification
changes and begun tailoring its EFI-
890H advanced flight display software
specifically for the helicopter market.
“Our EFI-890H primary flight displays
(PFD) are now flying on numerous
rotary-wing platforms and with autho-
rized dealer Heli-One, we completed
a two PFD EFI-890H advanced flight
display integration with dual FMS
that is certified for 3D coupled RNAV
approaches to LPV minimums,” Dees
said.
Integration is also under way for
the installation of a four display EFI-
890H advanced flight display suite in
the S-61 helicopter. “We are also
responding to numerous proposals
to install EFI-890H advanced flight
displays onto the AS-365 platform.
InSight displays are also being inte-
grated into the MD900 for both for-
ward fit and retrofit applications,”
Dees said.
Rockwell Collins says its “Helicopter
Cockpit Display System”, designed
specifically for Leonardo-
Finmeccanica’s new AW-189 and AW-
169 platforms, plus the AW-101
“extends scalability and configurabili-
ty to new levels and features
advanced graphics processing,
ARINC 664 AFDX networking, and
support for third-party developed
applications.”
It also debuted its Pro Line Fusion
integrated avionics system for the
helicopter market in 2015. The sys-
tem combines large, high-resolution
displays with the ease of touch-screen
operations and complemented by
intuitive keypad and cursor controls.
This has been selected for the new
AW-609 helicopter.
Proline 21 is also standard fit across
many Airbus medium and heavy heli-
copters. Dan Toy, Rockwell Collins’
principal marketing manager, said:
“We also have a new generation of
cockpit displays developed for
China’s Avic AC312 platform, plus we
have our MultiScan weather radar on
KAI’s Korean Utility Helicopter.
There is also increasing interest in
our synthetic vision products.”
Rockwell Collins says its helicopter
synthetic vision system (H-SVS) gives
pilots a “real-world” view of the ter-
rain and obstacles along their flight
path.
H-SVS is part of the Rockwell
Collins HeliSure product family,
which offers increased situational
awareness through a unique combi-
nation of integrated visualization, dis-
plays, sensors and database compo-
nents.
The options helps helicopter pilots
when operating in close proximity to
hazardous terrain and obstacles.
Takeoffs and landings in restricted
areas and operation at low altitudes,
often in limited visibility, put these
flights at high risk of wire or tower
strikes and controlled flight into ter-
rain (CFIT) accidents.
But what else can we expect from
Rockwell Collins? “We are currently
developing sophisticated voice recog-
nition systems and will probably see
these available commercially in three
to four years,” Toy concluded.
Aspen Avionics also makes reliable,
solid-state avionic technologies specif-
ically for helicopter applications. It
says its products increase situational
awareness and reduce pilot workload.
For example, its Pilot H PFD is a
lightweight, compact and all solid-
state digital replacement for legacy
mechanical flight instruments.
The Pilot H is geared towards heli-
copter operators that fly VFR-based
missions and features a base map
view with flight plan overlay, display
of real-time winds aloft, outside air
temperature, true airspeed and
ground speed, built-in backup battery
and emergency GPS functionality. Its
top of the range Evolution 2000H
combines the 1000H Pro PFD and the
1000H MFD to provide a system with
MFD versatility as well as the safety
and confidence of full PFD instru-
ment redundancy.
Aspen recently announced it had
partnered with Howell Instruments to
provide the cockpit display system for
new production, single-engine MD
Helicopters.
Sandel’s ST3400H HeliTAWS is certi-
fied and exceeds the current HTAWS
TSO-C194 requirement. Specifically
built for helicopters, the ST3400H
combines an advanced HTAWS com-
puter with the industry’s best display
technology to provide a single panel-
mount, self-contained solution. The
system also includes WireWatch,
Sandel’s advance defence system
against wire strikes that helps heli-
copter pilots avoid transmission lines
whether they are powered on or off.
WireWatch uses unique wire alerting
algorithms that use Sandel’s propri-
etary three-arc second wire database.
It also features TruAlert – Sandel’s
proprietary alerting technology that
enables pilots to take off, cruise, hover
and land at off-airport locations with-
out triggering nuisance alerts.
Honeywell’s Primus Epic is being
delivered as the standard flight deck
for some of the world’s most
advanced commercial helicopters. Its
large LCD flat-panel displays include
Honeywell’s intuitive INAV interac-
tive navigation and patented graphical
flight planning functionality, with the
ability to monitor weather, terrain and
air traffic along the route of flight.
Up to six 8” x 10” or four 10” x 13”
LCDs can be specified, allowing
charts, maps and electronic engine
instrumentation images to be sized
for easier viewing along with engine
instrumentation and crew advisories
as well aircraft system synoptic, con-
figured to meet aircraft design
requirements. The cockpit includes
dual primary flight displays (PFDs),
dual multifunction displays (MFDs)
and an engine instrument and crew
advisory system (EICAS) display.
Primus Epic’s Flight Management
System is integrated with the iNav
system, making it the first navigation
system with patented flight-plan icons GRANTED
pilots can use to revise flight plans Garmin GTX
and routes. The intuitive pilot inter- 345 is approved
face shows key information, such as for installation in
navigation, weather, terrain and air more than 60
traffic, on one display so pilots have helicopter
unmatched views. models.
BART: FEBRUARY - APRIL -2017 - 53
 AVIONICS
Honeywell has also received sup-
plemental type certificate approval
from the EASA to install its model
1134 health and usage monitoring
(HUMS) on the Leonardo-
Finmeccanica AW-139. This system
allows operators to perform rotor
track and balance and continuously
monitor key mechanical rotating
components and subsystems on their
helicopters, enabling early detection
and prediction of potential problems
before they occur. Any exceedance
alerts can also be sent in real time
via satellite communications link
using Honeywell’s Sky Connect
Tracker III. The transmission cost is
minimal as the message is sent in a
short data burst similar to a text
message.
Honeywell also offers HTAWS. To
date, the enhanced ground proximity
warning system has more than 800
million flight hours of data on terrain
and obstacles, making it the most
advanced and thorough such data-
base in the global market. The inte-
grated viewing technology provides
real-time information on objects such
as towers, bridges and antennas.
AWARENESS The system is based on integrated
Rockwell Collins modular avionics architecture,
HSVS provides meaning operators can take advan-
helicopter pilots tage of future system updates, like
with a real-world future communication, navigation,
view of the and surveillance/air traffic manage-
terrain and ment (CNS/ATM) products via easy
obstacles upgrades to the software and sys-
ahead. tem.
54 - BART: FEBRUARY - APRIL -2017
Primus Epic is available for the
Leonardo-Finmeccanica AW-139 heli-
copter and Honeywell Aerospace was
recently awarded the “Most
Innovative Helicopter Avionics
Award” by China Aviation News for
the integrated avionics suite for the
helicopter. Head-up displays are mak-
ing their mark on the rotary-wing
market too.
Thales’ TopEagle is the first-ever
full-colour day/night head-up civil
helicopter solution compatible with
all types of helmets and head-worn
equipment. Using high accuracy
hybrid inertial/optical position track-
ing technology that enables passive
integration in cockpits, the system
delivers compliant colour symbology.
But what about inflight connectivity
on helicopters? This has always been
a little problematic due to the
microwave satellite signals having to
pass through the rotor.
Iridium, with its slower data rate,
has always been a fairly safe choice.
Used in more than 15,000 helicopters
around the world, Iridium says it is
the only satellite communications
company to offer connectivity under
moving rotor blades due to optimal
degree “low look” angle connectivity
near the horizon.
The Thales LiveAero solution,
enabled by Iridium OpenPort broad-
band service, gives business heli-
copters reliable, low-latency and high-
speed in-flight connectivity for tablets
and laptops. Iridium Certus broad-
band, available as soon as Iridium’s
next-generation satellites come online,
will offer broadband service for opera-
tional and passenger communications
with greater speeds, up to 1.4Mbps
with a single user terminal.
But there are other options. A cou-
ple of years ago Inmarsat introduced
new High Data Rate (HDR) capabili-
ties for SwiftBroadband, the aircraft
connectivity service provided through
the Inmarsat-4 (I-4) satellites. The
new service doubled the streaming in-
flight Wi-Fi speeds for commercial,
government and helicopter users
through a simple on-aircraft software
upgrade. HDR came about after
Inmarsat performed a software
upgrade to its satellites.
SwiftBroadband’s original short-burst
waveform was extended to include
longer bursts of data.
The new interleaving bearers can re-
arrange information packets across a
longer burst, making it more robust
in tough conditions, including under
helicopter rotors. SwiftBroadband will
work under a rotor without HDR, but
an industry source told me that you
are more likely to see just 150-
200kbps.
Honeywell developed and tested
HDR to increase the data speeds from
Inmarsat’s L-band SwiftBroadband
network over its HSD-400 and HD-
710 onboard hardware. In March
2016, Honeywell signed a services
agreement with Safran Engineering
Services to make satellite communi-
cations solutions available on more
helicopter airframes and for more
operators around the world.
Inmarsat’s Kurt Weidemeyer said:
“We now have a lot of data regarding
HDR on a helicopter. We also have
some promising data from another
partner having success with
SwiftBroadband without using HDR.”
But what about Inmarsat’s latest Ka-
band offering – GX Aviation – which
has now had its commercial service
introduction and is available in its
business aviation guise as Jet
ConneX? “Regarding GX, we have
done nothing with respect to heli-
copters, nor do we plan to investigate
this soon,” Weidemeyer said.
It may be that the higher frequency,
higher bandwidth waveform used for
GX is just not happy passing through
rotor blades.
✈
 The most comprehensive suite
of flight services in the world.
Your best-in-class flight support solutions:

Intuitive desktop and mobile flight planning

Seamless, high-speed cabin connectivity

Award-winning international trip support

Integrated flight operation and

scheduling system

All with the superior customer support

you expect from the industry’s
innovation leader.

Learn more at
rockwellcollins.com/arincdirect

© 2017 Rockwell Collins. All rights reserved.

rockwellcollins.com
 HELICOPTER MAINTENANCE

A MILLION PARTS FLYING

IN CLOSE FORMATION
The helicopter
maintenance market is
thriving and the oil prices
evolution could soon push
the industry forward,
writes Marc Grangier

S
omeone once said that a heli-
copter is really just a million
parts flying in close formation,
meaning its maintenance is no easy
task. Though this assertion remains
undoubtedly true, it is becoming
dated as technological development
has made a lot of progress in the last
decades.

and customization to component,

engine and blade repair and over-
haul. This is why, according to Bell
Helicopter Executive Vice President
for Customer Support and Services
Glen Isbell, from the beginning Bell
has spent effort and money on estab-
lishing a large support network.
Today, this network includes more
than 100 Authorized Customer
Service facilities in 34 countries.
Last November, Bell unveiled plans
for significant growth in its aftermar-
ket support network in China. It
appointed Zhenjiang Aerochine
Aviation Limited, located in
Zhenjiang City, Jiangsu Province, as
its newest authorized Customer
ASSISTANCE Service Facility (CSF). CSF has
Through HCare, served as Bell’s official independent
Airbus representative for China, Hong Kong
Helicopters Thanks to the efforts of a number providers, who were initially mainly and Macau since 2009 and, during
provides global of dedicated and creative engineers, specialized in fixed-wing aircraft, but this time, sold more than 70 Bell
customer rotary wing machines have estab- have since diversified their activities Helicopters to corporate, state-
support (right). lished themselves as an important to come onto the helicopter mainte- owned enterprises and general avia-
Zhenjiang actor in the aviation world – particu- nance market. tion startups. In addition to
Aerochine larly in the Business Aviation field. Aerochine, Bell Helicopter now has
Aviation is Bell Because of its relatively small size, Expanding the Support Network three authorized CSFs located in
Helicopter's the civil helicopter MRO market is The marquee helicopter manufac- China, including Shanghai KingWing
authorized largely dominated by OEMs and civil turers are convinced that providing General Aviation and Chongqing
Customer helicopter operators. These players the most reactive support available is General Aviation. Bell Helicopter’s
Service. Facility are in turn supported by third party the backbone of the business. This maintenance facility in Singapore,
(left). or independent MRO service includes everything from completion which recently completed 5,000 hour

56 - BART: FEBRUARY - APRIL -2017

inspection and customization for two
Bell 412EPs, is also very active in the
region, providing aircraft delivery
and complete aircraft refurbishment,
customization and MRO.
Airbus Helicopters has also strong-
ly invested in expanding its global
maintenance capabilities, bringing
on new partners like MRO expert
Vector Aerospace, which it acquired
in 2011, and McAlpine in the United
Kingdom (now Airbus Helicopters
UK). Today, Airbus Helicopters is
represented through its nearly 30
Airbus Helicopters customer centers
and more than 100 MRO service cen-
ters. Last year, through the launch of
HCare, Airbus Helicopters simplified
and reshaped its material support
services to provide a more easy-to-
use service, performance guaran-
tees, competitive pricing and larger
coverage. Among its enhancements
are the “Easy Repair” secured turn-
around time offer, which now covers
800 components across the range,
meeting the vast majority of cus-
tomer repair needs.
Last November,
Sikorsky/Lockheed Martin
announced that Colombia’s civil avia-
tion authority had approved the
Offshore and Utility Type Certificate
for its Sikorsky’s S-76C series (C, C+,
C++), S-76D and S-92A helicopters.
These helicopters will enable
Colombia’s commercial aviation
operators to add the multi-role heli-
copters for VIP transportation and
regional airline passenger service. In
Colombia, Sikorsky maintains train-
ing and support facilities in Melgar,
which also serve as Sikorsky’s
regional hub for support in Latin
America.
MD Helicopters recently appointed
Kuala Lumpur-based Sapura Aero as
its authorized representative serving
the South East Asian countries
(ASEAN) of Malaysia, Brunei,
Cambodia, East Timor, Indonesia,
Laos, Myanmar, Philippines,
Singapore, Thailand and Vietnam.
Sapura Aero will offer the full range of
MDHI’s commercial helicopter prod-
ucts, as well as the optional equipment
and accessories required to support
them.
In December, Heli-One announced
that its Rzeszow, Poland facility
received EASA approval to provide
base maintenance service for
Leonardo AW139 helicopters. Heli-
One Poland’s facility, which opened
in 2014, already provides base mainte-
nance support for Airbus AS332,
H225 and H135 aircraft. Meanwhile, a
month ago, RUAG Aviation was
named Authorized Service Center for
the Leonardo AW139 helicopter.
Capabilities include MRO, component
MRO, cockpit and cabin upgrades,
refurbishments and painting, as well
as warranty and support services.
Last autumn, Russian Helicopters
signed an agreement with Cuba’s
Tecnoimport on the provision of docu-
mentation for the overhaul of Mi-8MT
and Mi-8MT-1 helicopters. The work
will be performed by Yuri Gagarin
Aircraft Repair Plant in Cuba. The
number of Russian helicopters in Latin
America exceeds 400, with the most
commonly used helicopters being the
Mi-8/17s – their fleet is about 320
units. In Cuba, there are about 60 heli-
copters of Soviet and Russian origin,
and about 50 of them are Mi-8/17s.
Russian Helicopters is developing a
comprehensive after-sales service sys-
tem for rotorcraft in Latin America.
Duncan Aviation's avionics & instru-
ments department has expanded its
helicopter avionics capabilities by
building three new diagnostic test
sets in support of products from
Northern Airborne Technology LTD
(NAT), dba Cobham Avionics. Also
since 2015, Duncan Aviation has been APPROVAL
offering non-destructive testing Vector
(NDT) services to helicopter opera- Aerospace
tors. Along with the appropriate main- provides
tenance manuals and documentation, worldwide
helicopter operators can remove and support for
send in components for any required Airbus
NDT testing. Helicopters
(left).
Engine Maintenance Sikosky
Safran and Hindustan Aeronautics rotorcraft got
Ltd. (HAL) recently inaugurated certified by
Helicopter Engines MRO Pvt. Limited Colombia's civil
(HE-MRO), their new joint venture in aviation
Goa/Southwest India, created to authority (right).
BART: FEBRUARY - APRIL -2017 - 57
 HELICOPTER MAINTENANCE
maintain helicopter engines. This
new center will provide MRO services
for Safran TM333 and HAL Shakti
engines installed on HAL-built heli-
copters. It will commence its activities
in 2017, with a capacity of 50 repaired
engines a year and a full-capacity goal
of 150 in the coming years. The cen-
ter’s capabilities may be enlarged to
include other engines as mutually
agreed.
JSSI, which provides hourly cost
maintenance programs for a wide
range of business aircraft, also pro-
vides different programs to provide
varying levels of coverage to suit its
clients’ engine maintenance needs. It
currently serves several helicopter
models, including the Airbus
Helicopters EC 135 T2 / T2+ / T2e
and H135.
According to Susan K. Marr, JSSI
co-president and CEO, one of the
advantages of its program is that
JSSI has now developed strong rela-
tionships with certain maintenance
providers and parts suppliers. In
return, the company can lower main-
tenance costs through discounted
VENTURE repairs and lower hourly rates. For
P&WC offers example, its Platinum program pro-
PT6A vides comprehensive coverage for
maintenance engine Removal and Replacement
program (top). (R&R) and shipping. Pioneered by
Indian Defence JSSI, the pro-rata - or cost-sharing
Minister plan - is available for engine program
Manohar clients in lieu of paying a fee for
Parrikar prior hours flown (i.e., “buy-in”) at
inaugurated the time of original enrollment.
HE-MRO Thus, a client with 1,000-hours flown,
(below). a 2,000-hour Hot Section interval,
58 - BART: FEBRUARY - APRIL -2017
and a 4,000-hour time between over-
haul (TBO), would be responsible
for 50 percent of the first Hot Section
and 25 percent of the first Overhaul
following enrollment – with the pro-
gram being fully responsible for all
future Hot Sections and Overhauls.
Last November, StandardAero
signed a new agreement with
Chinese partner, Chongqing General
Aviation Co., Ltd. (CQGA), establish-
ing CQGA as the company’s first
StandardAero approved service cen-
ter for Rolls-Royce M250 engine
maintenance services in China.
StandardAero has serviced the Rolls-
Royce helicopter engine family for
nearly 50 years.
At NBAA, Pratt & Whitney Canada
disclosed its new Eagle Service Plan
(ESP) maintenance program tailored
to PT6A customers, as well as a
major enhancement to its current
ESP plan offering. The ESP plan is a
simple, cost-effective pay-per-hour
engine coverage program that pro-
vides long-term costs and ensures a
planned and preventative approach
to maintenance. The ESPecially for
Your PT6 engine provides the first
400 hours of coverage for free to cus-
tomers of new PT6A engine-powered
aircraft. On the other hand, an
enhancement to P&WC’s current
ESP plan offering enables customers
to apply their ESP plan investment
toward a new engine of the same
model or a new engine conversion at
time of overhaul.
Last but not least, MD Helicopters
and Rolls-Royce recently announced
they were continuing their partner-
ship to provide and service M250
engines, including the new M250-
C47E/3 variant, for MD530-series
aircraft as well as growth airframes.
Light at the End of the Tunnel
There is no argument, the tradition-
al civil helicopter markets of North
America and Europe have been sub-
ject to a noticeable decline for several
years, and the global market contin-
ues to face significant headwinds
while witnessing anemic demand
growth. But there could be light at
the end of the tunnel. Technavio
Research’s latest “Outlook of the Civil
helicopter MRO Market” anticipates
the global market to grow at a moder-
ate compound annual growth rate
(CAGR) of approximately 4 percent
until 2020.
Even if it represents a comparatively
small percentage of the overall aviation
MRO market, the helicopter mainte-
nance market is indeed worth some
US$6B annually at present.
Furthermore, the oil prices evolution
now taking place could soon contribute
to push up the rotorcraft demand and
therefore maintenance requests.
✈
R OTO R-WIN G COMPONENT SERV I C E
Duncan Aviation provides the highest in quality component
repairs and overhauls with the lowest warranty rates in the
industry. We have more than 1,500 avionics and instrument
repair capabilities on the following model helicopters:
Agusta (A109A/C/E), Bell (205, 206, 222, 412, 430, 212, 214, 429), Airbus (AS 350B/C/
D/E, AS355F/N, SA 365C/N), McDonnell Douglas (369D), Sikorsky (S-76A/B/C, S-92A)

Search online for Duncan Aviation parts and repair capabilities, request a quote,
or contact a Customer Service Rep at www.DuncanAviation.aero/parts/search.

Vi s i t u s at H e li - Ex po Bo o t h # 6 0 04.
+1 402.475.2611 | www.DuncanAviation.aero | 800.228.4277
 PREVIEW HAI
‘TEXAS BIG’ ILLUSTRATES
HELI-EXPO 2017 SHOW
I
t was in 1948 that the Helicopter
Association International was
founded, and now, 69 years later,
looking forward to displays of some 66
rotor craft, nearly 700 exhibitors and
14,000 attendees at Heli-Expo 2017,
can legitimately bill itself as “the
biggest helicopter trade show in the
world.”
The slogan of the host City of Dallas
is Big Things Happen here, and accord-
ing to Heli-Expo show organizers in
early January: “We’re ahead of year-to-
date projections for exhibitors and
attendees and it appears we’re going
to live up to that slogan.”
In fact, the future of the industry
appears to be tipping to the positive
side. HAI President Matt Zuccaro
noted that the oil and gas industry are
starting to recover, and flight depart-
ments have begun looking at improv-
ing economic conditions and replacing
aging helicopters in their fleets. “The
industry is poised for another expan-
sion,” he said in an interview with
BART International.
Zucarro also pointed to the growing
use of unmanned helicopters as yet
another for confidence in an industry
EXCLUSIVE expansion. “Every day, people are
HAI President identifying new uses for helicopters, in
Matt Zuccaro is particular in the form of unmanned air-
interviewed by craft,” he explained.
Kirby Harrison Zucarro highlighted that OEM
from BART Kaman has successfully demonstrat-
International. ed the ability of the Unmanned Aerial
60 - BART: FEBRUARY - APRIL -2017
System (UAS) variant of its K-Max
heavy lift helicopter for underway
ship-to-ship cargo transfer for the
Navy. The UAS K-Max has also
served the US Marine Corps in
Afghanistan, frequently delivering
cargo in-theater when such a role
might be too dangerous for resupply
convoys.
“Every time you can eliminate even
a portion of a convoy, you eliminate
the possibility of someone losing
their life from an IED on the roads,”
said Vice Admiral David Architzel,
former head of Naval Air Systems
Command.
The K-Max UAS is capable of lifting
up to 6,000 lbs of cargo and can carry
4,000 lbs up to altitudes of 15,000 feet.
Unmanned helicopters may also be
one answer to the growing shortage
of pilots, Zucarro added. “It would
also open the door for other uses of
pilot skills, as well as to introduce
new people to our industry.”
In fact, Heli-Expo also sponsors a
number of free programs for military
veterans and active duty personnels,
to assist them in making the transi-
tion from the military to the civilian
world. It interfaces well with a career
fair designed to bring employers and
potential employees together.
Two of the newest elements of Heli-
Expo are “HAI Connect” and the
“Meetup Lounge.” HAI Connect has
its own floor space at the show for
demonstrations, presentations and
meetings on a range of topics. There
will be short educational courses, an
industry town hall, regulatory updates
and exhibitor demonstrations.
The Meetup Lounge has been set
aside for attendees to arrange meet-
ings, or simply stop to relax and
recharge.
As it does every year, explained
Zuccaro, Heli-Expo has expanded its
emphasis on safety, in particular its
annual Rotor Safety Challenge. “It’s a
three-day opportunity for anyone to
become involved in any of the safety
sessions [and] we’re very proud of
that.”
The future of the
helicopter industry
appears to be tipping
to the positive side and
the growth of Heli-Expo
is a proof for that.
Kirby Harrison
previews
A Stage for the
Global Helicopter Industry
The show will be a stage for the
annual meeting of international heli-
copter associates, including involve-
ment by ICAO out of Montreal,
Canada. There will also be the annual
meeting of HAI’s global affiliates. And
there is the opportunity to network
and interface with regulatory agen-
cies on a variety of matters, from
compliance to commerce.
The show is “not really a forum for
speakers,” said an HAI spokesman.
However, it does provide more than
100 educational opportunities featur-
ing panels and discussions.
Four general sessions are sched-
uled in Ballroom D. The first on
Monday, March 6 is the HAI Safety
Symposium and the topic is
“Integration of UAS into the National
Airspace.”
On Tuesday, March 7, HAI will host
the Annual Membership Meeting and
Breakfast, featuring a presentation on
HAI activities by Zuccaro. Candidates
for the HAI Board of Directors will
also speak, allowing members to
learn more about the people who may
be providing direction and leadership
for the association.
There will be two scholarship fund-
ing-raising events on behalf of the
Helicopter Foundational
International. They include an Online
silent auction that begins February 27
and a golf tournament on Sunday,
February 5 before the official show
opening. Both events raise money for
scholarships allowing students pursu-
ing careers as pilots or maintenance
professionals.
Most of all, Heli-Expo provides the
industry an opportunity to exhibit the
latest technology and products, and
to conduct commerce. According to
HAI, Heli-Expo 2016 resulted in more
than $2 billion in business, from the
show itself throughout the following
year. “One smaller exhibitor told us
he did more business in the three

Heli-Expo, in particular its CH-47D

Chinook. A Columbia Helicopters
Vertol 107-II played the starring role
in the recent installation of a new
heating, ventilation and air condition-
ing unit into place at the South Center
Mall in Seattle. And in Minnesota,
Columbia added internal fire-fighting
tanks to its fleet of CH-47D heli-
copters and the success was immedi-
ate. In its first action, the big twin-
engine rotorcraft filled its fire-fighting
tanks 21 times in a single fuel cycle to
extinguish a 100-acre fire.

days of the show than he had done

the entire year before,” said Zucarro.
It was in 1980 that Heli-Expo out-
grew hotel meeting rooms and moved
to larger venues offered by exhibition
centers. The first of those was in Las
Vegas, the same place Heli-Expo 2018
will convene February 27 to March 3.

The Big Show Draws

the Big Names
Heli-Expo traditionally draws the big-
name helicopter manufacturers, some
arriving on a wave of recent orders and
others celebrating a big year in 2016.
Orders and profits aside, Heli-Expo is
the place to be for the entire industry.
Airbus Helicopters comes to Heli-
Expo with a Contractor Logistics
Support contract from the US Army to
provide spare parts, material and engi-
neering support for the Army’s UH-72A
Lakota fleet of utility and training heli-
copters.
It includes a base year and four one-
year options with a potential five-year
value of more than $967 million. Also in
December, the rotorcraft giant deliv-
ered three H145 helicopters to Air
Methods for hospital-based air medical
operations.
Bell Helicopter and TRU
Simulation+Training, both Textron
companies, announced in January
that the Bell Helicopter Training
Academy in Valencia, Spain, along
with its Bell 429 full flight simulator,
have been certified by EASA. The cer-
tification marks the official comple-
tion of the academy, serving training
needs of European, Middle Eastern
and other global customers. In addi-
tion, the Bell 505 Jet Ranger X has
been certified by Transport Canada.
Columbia Helicopters will be fea-
turing its heavy lift capabilities at
Enstrom Helicopter delivered an
F28F in September, the third rotor-
craft to be sold through Sharkey’s in
nine months. Other customers have
taken delivery of a 480B and an F28F.
Elsewhere at Enstrom, the flight test
program on the TH180 continues.
The third aircraft is a fully conform- DISPLAY
ing prototype and certification is Airbus UH-72A
anticipated this year. The TH180 is Lakota (top),
intended as a training helicopter and TRU's Bell 429
the company anticipates global mar- Full Flight
ket reception. Certification flight test- Simulator
ing is expected to be complete by (center) and
mid-2017. Enstrom F-28.

BART: FEBRUARY - APRIL -2017 - 61

 PREVIEW HAI
Erickson will arrive at Heli-Expo
after filing for Chapter 11 bankruptcy
on November 8 last year. According
to the Oregon-based heavy lift spe-
cialist: “This is first and foremost, a
financial restructuring [and] during
LEGACY the restructuring the company will
The Sikorsky operate in the ordinary course of
S-92 (top), business.” The plan of reorganiza-
MD 920 tion, according to Erickson, “will dra-
Explorer (left), matically reduce its total indebted-
AW169 (right) ness and allow it to exit bankruptcy
and Kaman with a stronger balance sheet in
K-MAX (below). early 2017.”
62 - BART: FEBRUARY - APRIL -2017
Kaman Aerospace plans delivery of
two of its manned K-Max heavy-lift util-
ity helicopters to Lectern Aviation
Supplies of China. The orders are the
first from a Chinese customer and the
two craft will be employed fighting
fires for the China Department of
Forestry.
The newly christened Italian OEM
Leonardo Helicopters (formerly
AgustaWestland) comes to Heli-Expo
following the sale of 30 additional EMS
helicopters to China. The order is for a
mix of AW139 and AW169 medium
twin rotorcraft. Deliveries to Sino-US
Intercontinental Helicopter Investment
are slated to being this year.
This quarter, MD Helicopters is
delivering the last of an order for six
MD 530G scout/attack helicopters to
the Malaysia Ministry of Defense.
Meanwhile, MD is promoting enhance-
ments to its MD 902 Explorer and
working on plans for a new single-
engine attack helicopter it calls the
6XXX.
At Heli-Expo, Robinson Helicopter
will be showing off its new, two-place
R44 Cadet. The company believes
HeliSAS Autopilot, air conditioning and
a 2,400 hour TBO brings operating
costs closer to the R22, making it an
attractive trainer for flight schools and
pilots trying to build hours. Robinson
has delivered two Cadets to Heliflite
Australia and another two to Sky
Helicopters, a Part 141 flight school
and a Robinson dealer.
Sikorsky is at its second Heli-Expo
as a Lockheed Martin company and
the critical design review of the VH-
92A President Helicopter Replacement
Program is near completion. The $1.24
billion, US Navy contract was awarded
in 2014; good news is that since Heli-
Expo 2016 there was a contract for six
S-70i Black Hawks for the Chilean Air
Force. When delivered in 2018, they
will fulfill Chile’s requirement to per-
form both military and humanitarian
missions. In addition, Colombian avia-
tion authorities have approved a
Sikorsky S-76C series and S-92 to be
used in offshore oil and gas support
and Sikorsky has made delivery to
Alaska’s North Slope Borough of an S-
92 heavy twin configured for EMS and
SAR.
✈
 The 2017 NBAA Business Aviation Convention & Exhibition
(NBAA-BACE) will have over 27,000 attendees, 1,100 exhibitors,
and 2 static displays of aircraft – one inside the exhibit hall
and the other outside at Henderson Executive Airport. Don’t
miss this important opportunity to gain brand recognition and
be seen as an industry leader at the world’s largest business
aviation event. Learn more and submit your application today.

SUBMIT APPLICATION:
www.nbaa.org/2017/exhibitbart
 EASA
EASA FINALLY EMBRACES
CAT SET-IMC OPERATIONS
After over two decades of seemingly
fruitless discussions, this spring the
European Commission is expected to
implement a new ruling to allow
single engine turboprop commercial
air transport aircraft to operate at
night or in IFR conditions.
Written by Volker K. Thomalla
T
his is welcome news for EU
operators, who have been wait-
ing for this ruling for a long time
while watching their counterparts in
the US, Canada, New Zealand and
Australia using single engine turbo-
prop aircraft for commercial transport
at night and in IMC (CAT SET-IMC)
since the 1990s.
EASA first looked at the issue in
2012, taking steps to create a level
playing field across Europe. The rea-
son for the move was that although
some countries like France,
Switzerland and Finland allowed this
type of operations for domestic
flights, the conditions differed from
country-to -country. As a result, EASA
felt that a harmonization was overdue.
Two factors played a role in EASA’s
decision to pursue CAT SET-IMC.
First was environmental. As the regu-
lations did not allow operators to use
the most modern aircraft with a better
environmental footprint, they had to
use older twin engine types. The other
factor was pure economics. Due to the
lack of aircraft, low-density routes in
Europe were not being served, thus
limiting the possibility for those living
in remote areas of Europe to travel – in
contradiction to the EU’s principle of
the free movement of people.
The Details
With Opinion 06/2015, EASA pro-
posed to introduce a new Subpart L
into Annex V of Regulation (EU) No
965/2012, which defines the require-
64 - BART: FEBRUARY - APRIL -2017
ments for CAT SET-IMC, especially
in terms of aircraft equipment, flight
planning, flight procedures and crew
experience and training. The proposal
sees the introduction of a specific
approval procedure for CAT SET-IMC
operations. First, the aircraft/engine
combination has to have a proven
safety and reliability track record.
EASA has used several risk assess-
ment studies to show that the fatal
accident rate for CAT SET-IMC oper-
ations is in line with the required tar-
gets. Today, only one engine family
can realistically fulfill the require-
ments: Pratt & Whitney Canada’s
PT6A.
The aircraft itself will not need a
specific SET-IMC certification, but
the operator has to have an approval
for CAT SET-IMC operations from his
competent authority. To get this
approval, the operator needs to pro-
vide evidence that the turbine engine
has an acceptable level of reliability,
achieved in-service by the world fleet
for that particular airframe/engine
combination. Furthermore, specific
maintenance procedures have to be in
place to ensure the continued airwor-
thiness and reliability of the aircraft
and its engine, and the aircraft must
be equipped with an engine monitor-
ing program.
Other equipment required for SET-
IMC operations includes – amongst
others: an airborne weather-detecting
system; a radio altimeter; a landing
light capable of illuminating the
touch-down point on the power-off
glide path from 200ft away; an emer-
gency electrical supply system with
sufficient capacity and endurance to
power all essential flight and area nav-
igation instruments during descent
from maximum operating altitude
after an engine failure; and an ignition
system that activates automatically or
is capable of being manually operated
for take-off, landing and during flight,
in visible moisture.
Flight crews operating under IFR
are required to have a minimum of
700 hours of flight time, including 400
hours as pilot-in-command. These
hours must include 100 hours under
IFR and 40 hours in multi-engined
operations. In operational terms, the
crew has to plan their flights in a way
that they are “only conducted along
routes or within areas where surfaces
are available that permit a safe forced
landing”.
Set to Spur Demand
The new regulations will spur
demand, there’s no doubt about it. As
Denis Parisien, Vice President
General Aviation at Pratt & Whitney
Canada, told BART: “We have been
working closely with EASA on single-
engine IFR certification. The ruling
will open up new short-haul routes
between city-pairs, including smaller
airports that cannot accommodate
jets, but can easily manage small pas-
senger turboprops.”
✈

As EASA alleviates rules for
commercial air transport at night
or in bad visual conditions,
there is a significant boost in
single-engine turboprop sales.
Capt. LeRoy Cook reports
N
ow that EASA has finally begun
to craft rules permitting some
commercial operations using
single-engine turboprop airplanes, a
heretofore unavailable mode of trans-
portation may become available for
Europe, as it exists in most other
regions of the world. There can be no
doubt that operating economics of an
aircraft are improved by having only
one engine to feed and maintain. But
how can a reasonable expectation of
safety be assured? EASA, and, before
it, JAA, has wrestled with this conun-
drum for nearly a quarter of a century.
For the highest levels of safety, more
than mere engine-failure must be con-
sidered. Given the widespread accep-
tance of integrated avionics suites and
engine management, redundant elec-
trical power is vital. Because pressur-
ization will be lost if the single engine
ceases to function, supplemental oxy-
gen supply is critical. Fuel pumps,
pneumatic and hydraulic pressure and
environmental comfort are all subject
to engine power loss.
The likelihood of an inflight shut-
down of a PT6A engine is quoted as
occurring only once in 370,000 hours.
Piston powerplants can’t match such a
reliability record, and even if equipped
with two of them, the ability of the
pilot to maintain control with asym-
metrical thrust is often lacking.
Therefore, if commercial operations
are permitted with twin piston
engines, the odds would certainly
favor allowing single-engine turbo-
props to operate as well. But, statistics
notwithstanding, some clients will
never accept flying with only one pow-
erplant.
Beyond Europe, however, practically
all governing bodies allow CAT-SET
IMC (commercial air transport with
single-engine turbine airplanes in
instrument meteorological condi-
tions). Oddly enough, two of the major
SINGLE ENGINE
TURBOPROPS
IN COMMERCIAL
builders of single-engine turboprops,
Daher and Pilatus, are located in
Europe. Clearly, it’s time for EASA to
conclude the discussion of removing
the SET ban and let the marketplace
decide if single-engine turboprops are
acceptable.
Rather than widespread replacement
of turboprop twins with singles, SET
manufacturers are expecting a new
niche in the market to develop. For
reasons of payload, range, cabin vol-
ume and passenger comfort, there will
always be a need for twins. But there’s
also a place for the singles, from the
standpoints of environmental impact,
cost of operation and fitting the
machine to the mission.
As of this writing, the final rules have
yet to be seen, but EASA is logically
expected to require CAT SET air-
planes to have multiple sources of
electrical generation, extra crew train-
ing and maintenance requirements
and perhaps brighter landing lights to
increase survival chances in a night
forced-landing scenario.
The greatest safety enhancement of
the single-engine turboprop is the
crashworthiness afforded by its certifi-
cation requirements of a 61-knot
stalling speed in landing configuration.
While frequently compromised by pro-
viding “equivalent means of crashwor-
thiness”, such as stronger structure
and crushable seats and mountings,
TURBOPROPS
the SET’s inherently low stalling speed
assures a better chance of surviving in
a crash than would be case with a
faster-stalling twin-engine airplane.
Further, the glide ratio of a lightly
wing-loaded single-engine airplane
allows a wide radius of engine-out
range.
Market Overview
Pilatus PC-12NG
For now, the Pilatus PC-12 repre-
sents the largest and most-capable
single-engine turboprop, seating up to
nine passengers in an expansive
cabin. Because of the aircraft’s big
power-actuated aft cargo door and for-
ward airstair entrance, the PC-12 is
frequently used for a combination of
passengers and freight. The PC-12NG
was given a do-over last year with
aerodynamic clean-ups, a new five-
blade Hartzell composite-blade pro-
peller and improvements to the
Honeywell Apex flight deck.
Nearly 1,500 of the PC-12s have been
sold since it was introduced in 1995.
The company expected to deliver 90
PC-12NGs in 2016. With its 1,845-shp FAVORITE
PT6A-67P engine rated at 1,200 shp, The Pilatus
allowing flat rating for high tempera- PC-12NG has
tures, the PC-12NG can cruise as fast been a popular
as 285 knots. Thanks to the larger aircraft in its
wing and effective flaps, it can take off category since it
over a 50-foot barrier in 2,600 feet and entered service
range as far as 1,840 nautical miles. in 2008.
BART: FEBRUARY - APRIL -2017 - 65
 TURBOPROPS
Daher TBM 930
First to the single-engine turboprop
market, certificated in 1990, the ven-
erable TBM series offers speed and
utility approaching many light jets.
The TBM 900-series can cruise at up
to 330 knots and is certificated to fly
as high as 31,000 feet. Using the
PT6A-66D engine delivering 850 shp,
the TBM’s large cargo door, incorpo-
rating entrance stairs, adds versatili-
ty, with an optional forward crew door
for maximum use of the cabin. With
the TBM 930, Garmin’s G3000 avion-
ics suite was offered; the previous
TBM 900, with G1000 avionics,
remains in the product line.
An Elite cabin option permits rapid
conversion from executive club seating
to a forward-facing configuration, with
the rear-most seats replaced by a larg-
er cargo area. On the other hand, in
CHOICE 2016 an Elite Privacy aft lavatory instal-
Single engine lation was made available, with solid
turboprop giants walls unfolding at the touch of a button
Piper M600 to enclose a toilet area. There seems to
(top), be nothing the TBM can’t provide.
TBM 930 For workload-reduction and safety,
(center) and Daher has incorporated Garmin’s lat-
Cessna Denali. est ESP (electronic stability and pro-
66 - BART: FEBRUARY - APRIL -2017
tection) and USP (underspeed protec-
tion) to prevent loss-of-control and
envelope exceedances by monitoring
the flight parameters and stabilizing
the aircraft. Fuel balancing has
always been automated in the TBMs.
Piper M-Class Turboprops
Now delivering the M600 single-
engine turboprop, Piper has retained
the M500 for reasons of cost and per-
sonal-size individual use. In commer-
cial SET operation, the M600 will
probably be slightly more attractive,
since its higher gross weight provides
the payload and range needed.
Using the 600-shp version of the
PT6A-42A engine, the M600 incorpo-
rates a Garmin G3000 flight deck,
with safety features like automatic
level mode, electronic stability protec-
tion and underspeed protection. With
ESP, resistance is fed to the control
yoke to “nudge” a steep bank angle
back toward level flight, even with the
autopilot off.
The M600’s 6,000-pound takeoff
weight contributes to 2,400 pounds of
useful load, about 700 pounds more
than the M500, and larger fuel tanks
can allow a maximum range of 1,100
nautical miles. The six-place cabin is
compact, contributing to the airplane’s
260-knot maximum cruise speed.
Textron Aviation’s Cessna Denali
After the decision to proceed with
development of a single-engine turbo-
prop was announced by Textron
Aviation in 2015, the question was
whether it would be a Beechcraft or a
Cessna product. As the first all-new
aircraft since the merger of the two
companies, the nod went to .Cessna,
which produces the single-engine
Caravan turboprops.
The Denali, however, will serve an
entirely different market from the
Caravan. It will be a high-flying pres-
surized retractable, as large as any
competitor, and, unlike the rest of the
SET field, it will be powered by a
1,240-shp GE turbine, not the ubiqui-
tous Pratt & Whitney. The avionics
suite will be the Garmin G3000 sys-
tem.
The Denali is expected to cruise at
285 knots, offer a four-passenger
range of 1,600 nmi and have an 1,100-
lb full-fuel payload. Seen in mock-up
form, the Denali cabin will be spa-
cious, suited for executive use.
Cessna Grand Caravan EX
In production since 1985, Cessna
more-or-less scaled up its 206
Stationair six-seat piston airplane to
create the Caravan, using 600/675-
shp PT6A-114s to propel the unpres-
surized, fixed-gear, strut-braced,
high-wing airframe. In its latest vari-
ant, the Grand Caravan EX, 192 more
shaft-horsepower has been installed
to boost climb and altitude perfor-
mance, using the PT6A-140 of 867
shp. The short-cabin Caravan 675
remains in the line, if 340 cubic feet
of cabin space isn’t needed, but the
bulk of sales are for the Grand
Caravan EX.
The flight deck features a Garmin
G1000 suite of instrumentation and
avionics, and if plush seating is
desired, an Oasis interior option can
be installed by Cessna’s Wichita
neighbor Yingling Aviation.
No slouch in the performance
department, the Grand Caravan EX
can cruise at up to 195 knots and
range out to 1,125 nmi if fully fueled.
Seating up to 14, depending on the
rules in the operator’s country, the
aircraft’s useful load can be as high as
4,284 pounds. An optional belly pod
adds even more space.
Blackhawk Caravan Conversions
Given its 30-year plus production
history, Cessna’s Caravan is a logical
target for aftermarket engine
upgrades, like the Texas Turbines
Garrett 900-shp Supervan conversion
or the well-known Blackhawk
Modifications PT6A enhancements.
Blackhawk offers either its long-
established 850-shp PT6A-42A mod or
the more-recent 867-shp PT6A-140
conversion. Each offers significant
performance improvements.
Quest Aircraft Kodiak
Certificated in 2007, Quest
Aircraft’s Kodiak is only slightly
smaller than the Cessna 208, seating
up to 10 in a utility role. Similarly fit-
ted with a strut-braced high wing
and rugged fixed tricycle landing
gear, the Kodiak uses a 750-shp
PT6A-34 powerplant, turning a four-
blade Hartzell propeller, with a max-
imum useful load of just over 3,500
pounds. Cruise speed is as high as
183 knots and the cabin volume is
248 cubic feet. A belly pod is also
optional.
With eight feet less wingspan than the
Caravan, the Kodiak manages tighter
quarters more easily. The Garmin
G1000 three-panel flight deck is
installed and options from floats to sky-
diving kits provide every flexibility
desired. Owned by the Japan-based
Tsuenishi Group, Quest Aircraft recent-
ly sold 20 Kodiaks for use by a Tokyo
charter operator, Setouchi Holdings,
who is the Quest distributor for Japan.
Epic E1000
As a planned certificated outgrowth
of previous kit airplanes, the Epic speed is 325 knots, certification is
E1000 has roots dating back to 2004. planned to 34,000 feet and range will
Located in the former 200,000-square- be as much as 650 miles. Because the
foot Cessna composite single-engine airframe is built of carbon fiber, the
plant in Bend, Oregon, USA, Epic pre- full-fuel payload is quoted to be over
viously pursued an ambitious single- 1,100 pounds.
engine jet and other programs, and A three-screen Garmin G1000 avion-
after going through bankruptcy in ics deck is planned and torque limit-
2009 it is now concentrating solely on ing and automated fuel balancing will ASSORTMENT
certification of the E1000. Following a lessen pilot workload. The certifica- Kodiak (top),
brief Chinese ownership, the compa- tion effort began in April of 2013 and Cessna Grand
ny is presently owned by Russian has resulted in steadily-advancing tar- Caravan EX (left),
company Engineering LLC. get dates for completion. Blackhawk
An all-composite six-seat design, the Clearly, EASA’s relaxing of the CAT Caravan
E1000 is powered by a Pratt and SET prohibition will bring a boost to Conversion (right)
Whitney Canada PT6A-67A engine, single-engine turboprop sales. and Epic E1000
flat-rated at 1,200 shp. Quoted cruise ✈ (bottom).
BART: FEBRUARY - APRIL -2017 - 67
 RISK MANAGEMENT
RISK MANAGEMENT
FOR SINGLE ENGINE OPS
Even though accident
statistics are all in favor
of single-engine turbine
commercial operations,
zero risk does not exist.
Capt. LeRoy Cook shares
critical tips on risk
management and safety
precautions
C
ommercial operations using
single-engine aircraft are
permitted in most of the
regions of the world, with varying
restrictions depending on the country
involved. Some prohibit such opera-
tions during hours of darkness, given
the hazards of executing a forced
SAFETY landing in the dark should the one
The best risk- and only engine fail. In others, opera-
reduction tion in instrument meteorological
strategy for conditions cannot be undertaken
single-engine unless visual flight rules weather pre-
operations is vails under the IMC, providing a
simply to be somewhat reasonable chance of locat-
powered by a ing a forced landing spot after break-
turbine. ing out.
68 - BART: FEBRUARY - APRIL -2017
Restrictions such as these can give
pause to clients who are contemplat-
ing flight in a single-engine aircraft.
Prudent risk management has to con-
sider the likelihood of an engine or
system failure and what provisions
can be made to mitigate it, including
back-up systems. Obviously, there’s
no back-up for the powerplant, but
the electrical system, avionics and
other vital systems can, and should,
have redundancy.
Turboprop engines generate power
in response to a throttle setting,
which signals a fuel controller,
backed up by one or more governors
that manage engine speed. In gener-
al, single-engine turboprop power
quadrants will also include a manual
fuel control lever, so if the engine’s
complex controller system goes inop-
erative the pilot has a rough method
of setting engine power directly, ade-
quate to get the aircraft on the
ground.
Cessna Caravan airplanes also have
a back-up operating lever for the elec-
tric wing flaps, in case the primary
flap motor fails out in the bush with
the flaps fully extended. And, given
that most single-engine turboprops
have two wing tanks feeding only one
engine, fuel balancing is required to
keep weight equalized on both sides;
a back up method of equalizing the
fuel load will be provided. Electrical
redundancy is usually provided by
using multiple sources of electrical
generation, plus robust batteries.
The best risk-reduction strategy for
single-engine airplanes is simply to
have a turbine engine. Once they’ve
been started, turbine engines have
much less likelihood of an in-flight
shutdown than piston engines, on the
order of once in 370,000 hours for the
ubiquitous Pratt & Whitney PT6A tur-
boprop, for example. Turbines are
just very, very reliable. Nevertheless,
they have been known to quit, so
there should be mitigation techniques
applied to the operation of any single-
engine aircraft, turbine-powered or
not.
Consider Where You’re Going
Flight planning should take into
account the nature of the terrain over
which one is flying. Crossing large bod-
ies of water should be done only if per-
sonal floatation gear is provided, and a
stocked life raft must be ready for use.
If the route is over mostly mountainous
terrain, jungle, heavily wooded forests
or other inhospitable areas, consider
that it should be flown only in a reliable
twin-engine aircraft, particularly if the
flight is to be made in darkness.
As we said, there is an order of mag-
nitude difference in safety between sin-
gle-engine piston-engine operations
and single turbine operation. Although
turbine engines have been known to
stop without warning, it is quite rare
and with good trend monitoring their
health is relatively easy to assure.
Turbine stress is largely rotational;
slinging a fan blade or turbine disk
from the spinning shafts in the engine
is the usual failure mode. Piston
engines, on the other hand, are con-
stantly pumping their parts up and
down, reversing direction while manip-
ulating their explosive power pulses
into rotation. Stress on connecting
rods, crankshafts and even pushrods
and camshafts is a destructive force
requiring designed-in restraint.
Because today’s piston powerplants
usually peak out at under 400 horse-
power, commercial single-engine oper-
ation will rely heavily on more-powerful
turboprop engines of 500-1,200 shaft
horsepower. The amount of payload
available with a single-engine piston
engine seldom is enough to pay the
bills. Turboprops, and eventually sin-
gle-engine jets, can handily fill the void
between single or twin piston engine
aircraft and light jets.
Mitigating the Risks
Even so, commercial single-engine
turboprop operations require some
added risk management. As we men-
tioned earlier, routes should be chosen
to avoid surface features posing disas-
trous outcomes during a forced land-
ing. IMC conditions should be flown
with an eye on the prevailing surface
conditions; insist on at least 1,000 feet
of ceiling and three miles of visibility,
rather than zero-zero circumstances.
Give consideration to the availability of
airports within gliding range of the air-
craft, which can be surprisingly large,
thanks to the single-engine airplane’s
large wing area, a design criteria to
meet the low stalling speed certification
standards for single-engine airplanes.
From 20,000 feet AGL, a Pilatus PC-12
can glide just over 50 nautical miles,
with its propeller feathered and flying at
110 knots or less, as adjusted for
weight. A Piper M500 will glide 58 nau-
tical miles from 20,000 feet before
reaching sea level, in clean, feathered-
prop configuration at 100 knots. These
happy circumstances, however, must
be tempered with realization that the
ground isn’t always at sea level, and fly-
ing into an always-likely headwind
reduces the gliding range. I would plan
on safely gliding one nautical mile for
each thousand feet above the targeted
airport’s traffic pattern.
More importantly, the cabin’s pressur-
ization may quickly leak off during 30
minutes of gliding, requiring the don-
ning of emergency oxygen masks until
reaching 10,000 to 12,000 feet, which
probably means the descent rate will be
have to increased to reach a breathable
altitude before the O2 runs out, reduc-
ing available range. At the same time,
the battery-supplied electrical power is
draining away, despite load-shedding
efforts, leading to eventual failure of the
flight instruments and radios, and leav-
ing the flaps inert. The landing gear
may be deployable via an emergency
extension system, but its use requires
prior planning.
It’s best to plan an engine-out arrival
to reach the emergency airport or land-
ing spot with at least 1,500 feet of alti-
tude remaining, rather than depending
on maximum-range optimism. This
allows some maneuvering time to fly a
normal traffic pattern, whose twisting
and turning permits adjustment of the
approach to reach final with extra alti-
tude “in the bank”.
If a surfeit of height remains as the
aircraft coasts across the airport, be
careful how you use it up. If circling is
required, you should know, from prior
practice, how many feet a normal 360-
degree turn consumes. Do not make
overly-cautious shallow banked circles.
Less altitude will be lost per turn if you
use a steeper bank; the sink rate will
increase, but less time is spent in the
turn. Bear in mind that artificial attitude
references will probably be inoperative
at this point; use your visual skills to
establish a bank and avoid a stall. Stall
speed increase is minor up to 30
degrees of bank, less than 10 percent.
Glider Flying Techniques
One can borrow some basic rules
from glider flying to increase the
chances of reaching a safe engine-out
touchdown. The principles to be
applied are simply energy manage-
ment; keep enough stored energy in
the aircraft to overcome mistakes and
unplanned circumstances. Altitude is
our source of flying energy, so don’t
expend it all before you’re finished fly-
ing.
Begin by attempting to stay upwind
of the airport during the descent.
Center any circles on the departure
end of the runway, not the approach
end, so any uncorrected drifting will
be in a safe direction. Have key alti-
tudes in mind, vertical points where
you want to be when you finish the
downwind leg, turn base and roll onto
final. If you wind up lower than
desired, tighten up the pattern size
and fly directly toward the end of the
runway. Always be aware that drop-
ping the landing gear will add drag in
the last stages of the approach.
With the field well within reach as
you enter downwind, it’s a good idea
to deploy approach flaps and tack on
five or ten knots of extra airspeed.
Carry those through your pattern so if
a downdraft or late turn is encoun-
tered, you can retract some flap and
reduce to best-glide speed to make up
for the shortage of energy. Lower full
flaps only after a safe touchdown is
assured. Be high on final, not low; it’s
better to leave the far end of the run-
way at 20 knots than to hit the
approach lights at 120.
The best way to avoid an engine-out
scenario to insist on extra-careful
maintenance and piloting standards.
Keep plenty of fuel in reserve, keep
multiple alternate airports in range,
and avoid flying over totally unsurviv-
able spaces. Practice best-glide and
traffic patterns with the engine idling,
so your skills will be ready if needed.
Have an engine-trend monitoring pro-
gram in place, to spot early warning
signs, and don’t defer potentially criti-
cal maintenance items. If you only
have one engine, keep it healthy.
The statistics are all in favor of sin-
gle-engine turbine commercial opera-
tions. Just make sure you don’t wind
up as a statistic, due to your own fail-
ure to consider risk management.
✈
BART: FEBRUARY - APRIL -2017 - 69
 PREVIEW
Over the course of its 25
year history, Aero
Friedrichshafen has
evolved from a small
regional aviation show
into a global event for
the General and
Business Aviation crowd.
This year’s edition will
see an expanded focus
on Business Aviation.
By Volker K. Thomalla

AERO FRIEDRICHSHAFEN
TURNS 25
A
ERO Friedrichshafen 2017,
which will run April 5 – 8, comes
with big expectations. Last year
the show boasted over 600 exhibiting
companies and more than 30,800 indus-
try visitors – and this year’s edition
looks set to surpass these impressive
numbers. In fact, the show was nearly
fully booked as of November 2016. The
show’s success is partially due to its
location. On the one hand, the purpose-
built Messe Friedrichshafen offers
direct access to the Friedrichshafen
Airport, making it convenient for visi-
tors to stroll outside onto the static dis-
play without having to go through addi- Embraer first Melbourne-assembled Legacy
tional security screening. On the other Embraer Executive Jet will be exhibit- 450 was already handed over to an
hand, the show’s location on the shores ing via its German dealer Atlas Air undisclosed US customer, who also
of pristine Lake Constance in Sothern Service. The company plans to show- owns a Phenom 300. The second
Germany is a selling point in its own case its entry-level Phenom 100E jet, Legacy 450 from Melbourne is
right. along with the Phenom 300, Legacy 450 scheduled to be delivered in the first
Although historically a General and Legacy 500. According to the com- quarter of 2017. Assembly of the
Aviation show, over the past decade pany, it is currently in the process of larger Legacy 500 will begin in
ACHIEVEMENT show organizers have focused on moving the production for all four of Melbourne in early 2017 following
Last year's show expanding the event’s Business these aircraft from Brazil to the US. The the arrival of the first fuselage sec-
saw a high Aviation offering. This year Embraer, Phenom 100, Phenom 300 and Legacy tion from Botocatu, Brazil.
number of aircraft Textron Aviation, Gulfstream, Pilatus, 450 assembly is already in place at Meanwhile, the Legacy 500’s wings
displays, including Honda Aircraft, Daher, Kodiak and Embraer’s Melbourne, Florida facility. are being manufactured in
the Legacy 500 Piper Aircraft all have exhibition Although assemblage of the Embraer’s facility in Evora, Portugal,
(below). space booked. Legacy 450 only started in June, the and shipped over to the US.

70 - BART: FEBRUARY - APRIL -2017

Textron Aviation
Textron Aviation will have sever-
al business aircraft on display,
including the Beechcraft King Air
250, Cessna Citation M2 and
Cessna Citation CJ3+. In the first
three quarters of 2016, the compa-
ny has handed over – amongst oth-
ers – 23 King Air 250, 15 CJ3+ and
26 Citation M2.
Highlighting the importance of
the German and European markets,
the company recently announced
the addition of a new mobile ser-
vice unit (MSU) based at
Egelsbach Airport, near Frankfurt.
The MSU will be located in Hahn
Air’s brand new hangar. “We are
very pleased to welcome the first
Textron Aviation MSU in the
Frankfurt area to our hangar in
Egelsbach,” says Hahn Air Lines
General Manager and COO Daniel
Rudas. “For us, it is more than pro-
viding space for an MSU – it is a
reinforcement of our commitment
to our partner Textron Aviation.”
The new MSU enhances Textron
Aviation’s factory-direct service
offerings for Citation, King Air
and Hawker operators in Germany
and across Europe. The MSU’s,
which are equipped to respond to
scheduled and unscheduled air-
craft service needs, are staffed
with technicians who can perform
limited inspections, engine, tire
and brake service on Citation,
King Air and Hawker aircraft.
“With more than 300 jet and turbo-
prop customers throughout
Germany, we remain committed to
making quality, factory-direct sup-
port convenient and accessible,”
says Textron Aviation Senior Vice
President of Customer Service.
“The addition of this MSU is fur-
ther evidence of the significant
investment we continue to make
in our service network in
Germany and throughout
Europe.”
HondaJet
Last year’s AERO Friedrichshafen
marked an important milestone for
Honda Aircraft, with the company
delivering the first HondaJet in
Europe. The aircraft was officially
handed over to dealer Rheinland Air
Service (RAS) during a special cere-
mony held on the exhibition floor.
“For more than 40 years, Rheinland
Air Service has been serving the
European Business Aviation market
with superior aircraft maintenance,
repair and overhaul capabilities, as
well as aircraft sales, support and
fueling,” said RAS Chairman
Johannes Graf von Schaesberg.
“With the delivery of our HondaJet,
we look forward to showcasing its
class-leading performance and fuel
efficiency to our customers across
central Europe.”
Since then, Honda Aircraft has not
only received EASA type certification
for the HA-420 HondaJet in Europe,
but also the FAA’s production certifi-
cate, which allows the company to
produce, flight test and issue airwor-
thiness certificates for the HondaJet
for customer deliveries. Furthermore,
production ramp-up continues to gain
pace. With the first two aircraft being SHOWCASE
delivered in December 2015, as of the Cessna Citation
first quarter of 2016 the delivery num- CJ3+ (top)
ber rose to three aircraft and to seven and HondaJet
during the second quarter. The third (below) were
quarter closed with six deliveries, present at the
with plans for continued ramp-up fairgrounds last
throughout 2017. year.
BART: FEBRUARY - APRIL -2017 - 71
 PREVIEW
The Single Engines
In the light of the upcoming new EU
regulations that are expected to allow
single engine commercial operations of
turboprop aircraft at night and in IMC
in Europe, this market segment is set
to take center stage at the show in
Friedrichshafen. Textron Aviation have
its Cessna Grand Caravan EX on the
static display, while Daher will be
showing its TBM 930. And Quest
recently announced that it will be
bringing its Kodiak.
The central European Piper Dealer,
Piper Deutschland AG, is one of the
longest-standing exhibitors at AERO.
At last year’s event, Piper Aircraft sold
the first Piper M500 turboprop single
UPCOMING into Switzerland. Since then, the air-
Turboprops are craft type has received EASA type cer-
set to take tification. Meanwhile, the M500’s larg-
center stage at er sibling, the Piper M600, made its
the show with NBAA-BACE debut in October 2016.
Pilatus PC-12 Powered by a Pratt & Whitney Canada
NG (top), PT6A-42A turboprop engine, it is the
Piper M500 most advanced and the most capable
(center) aircraft in Piper’s product line. It seats
and TBM 930 up to six and features a maximum
in display. speed of 274 kts. The maximum range
72 - BART: FEBRUARY - APRIL -2017
is at about 1,484nm (2,748km) at cruise
speed. The aircraft also comes with
enhanced safety features, including
Emergency Descent Mode, Electronic
Stability Protection, Level Mode and
Underspeed / Overspeed Protection.
Pilatus Aircraft will be landing a PC-
12 NG in Friedrichshafen. Again in
2016, the PC-12 remains the bestselling
single engine pressurized turboprop.
Last year the company delivered 90 air-
craft, which is an increase of 20 per-
cent compared to 2015’s deliveries.
The latest version of the type comes
with a new five blade composite pro-
peller. Together with some aerody-
namic refinements, the new model PC-
12 can accelerate to a maximum cruise
speed of 285 kts. Pilatus expects to
deliver the 1,500th PC-12 in mid-2017,
and the worldwide fleet of PC-12 air-
craft will also surpass the 6 million
hours milestone at about the same
time.
As the Swiss company is located a
mere 60 nautical miles (115 km) from
the show site, there is speculation
that it will send a prototype its light
utility jet Pilatus PC-24, which is in
flight test right now, for a surprise
visit. But that is purely speculation.
Beyond the OEMs
But AERO isn’t just about the aircraft.
There will be also be plenty of exhibits
from a range of suppliers, service
providers and MRO companies, includ-
ing Garmin International, Bendix/King
by Honeywell, Jeppesen, Air Alliance,
Atlas Air Service, and Beechcraft
Berlin Aviation.
The AERO conferences have also
become an important part of the four-
day show, bringing the event its repu-
tation as being the communication plat-
form for the industry to exchange
ideas and knowledge. As most of the
AERO visitors are pilots themselves,
companies are looking for their input.
In 2016, the show hosted over 100
panel discussions, workshops and con-
ferences covering general topics as avi-
ation security, aviation safety, new
trends in avionics and even the future
of Berlin-Tegel as a Business Aviation
airport.
✈
 Join European business leaders, government
officials, manufacturers, flight department
personnel and all those involved in business
aviation for the European Business Aviation
Convention & Exhibition (EBACE2017). Visit the
website to learn more and register today.

REGISTER TODAY
www.ebace.aero
 MEBAA REPORT

MEBAA:
A DECADE OF EXCELLENCE
International Sales for the Middle
East Renaud Cloatre. Due to its range
of 6,450 nm (11,930 km) – in combi-
nation with its large cabin – Dassault
expects the Falcon 8X to be a popular
aircraft in the region.
Another first at MEBAA 2016 was
Textron Aviation’s Citation Latitude.
The midsize jet is powered by two
Pratt & Whitney Canada PW306D1
turbofans, enabling it to cruise at a
maximum operating altitude of 45,000
ft (13,716 m) with a maximum cruise
speed of 446 ktas. The Latitude has a
range of about 2,850 nm (5,280 km)

T
he Middle East and Northern The Middle East and and features a flat floor stand-up cabin
Africa Business Aviation that can handle up to nine passengers.
Association (MEBAA) celebrat- Northern Africa Business The Citation Latitude is Textron’s
ed its 10th anniversary with the Aviation Association largest jet so far, with two larger sib-
MEBAA Show 2016 in Dubai. The lings entering the market in the near
key takeaway: thanks to rising oil (MEBAA) celebrated future. As the Middle East is more of a
prices the region is optimistic for a large-cabin market, the Wichita-based
return to growth in Business Aviation. its 10th anniversary manufacturer is expected to grab a
MEBAA 2016 was a success, with with the MEBAA Show larger market share with the Citation
over 460 exhibitors from 48 countries Longitude and the Citation
presenting their products and ser- 2016 in Dubai. Hemisphere. While the Hemisphere is
vices at the recently rebranded Dubai still in development, the Longitude is
South Aviation District. The event The region is optimistic well into the flight test and certification
welcomed 9,042 attendees and the for a return to growth in phase. Currently, two aircraft are in
static display boasted 45 aircraft, flight test, with the second Longitude
ranging from the piston-twin Business Aviation thanks taking to the skies on November 19,
Diamond DA42 to the bizliner Boeing 2016 – just three weeks before
757, of which two were on display. to rising oil prices. MEBAA 2016.
First-timers like the Falcon 8X, the Penned by Honda Aircraft was showing off its
Citation Latitude and the HondaJet HondaJet for the first time in Dubai.
were a welcomed addition to the Volker K. Thomalla “We are excited to display the
impressive line-up of business air-
craft.
One of the big headlines from the
show was Dassault’s choice of Dubai
for the Middle East debut of its new
ultra-long-range trijet Falcon 8X. The
type gained its FAA and EASA type
certificate in June 2016, and entered
into service in October. In November,
the first Falcon 8X was handed over
to the first Middle East customer.
DEBUT “The delivery of a Falcon 8X to a
It was the first regional operator barely a month
time Cessna after entry-into-service of the first air-
Latitude (left) craft says a lot about the important
and HondaJet role the Middle East is expected to
(right) showed play in the success of our new flag-
up at MEBAA. ship,” says Dassault Director of

74 - BART: FEBRUARY - APRIL -2017

HondaJet at MEBAA, where it
appeals to savvy Middle East
prospects and aircraft enthusiasts,”
says Honda Aircraft President and
CEO Michimasa Fujino.
Gulfstream’s lineup of business jets
remain very popular with Middle East
customers. The manufacturer had
brought three of its aircraft to Dubai:
the Gulfstream G280, G550 and
G650ER. Since the first delivery of a
Gulfstream aircraft to the region in
1976, the manufacturer has handed
over more than 120 aircraft to cus-
tomers in the Middle East and Africa.
“We continue to invest in product
support capabilities throughout the
region, including expanding our parts
and materials inventory at Dubai
World Central,” explains Gulfstream
President Mark Burns.

IS-BAH Registration
for Jet Aviation
Jet Aviation, which celebrates its 50th
anniversary this year, not only intro-
duced a new logo at the show, but also
announced that its entire network of
FBO facilities in Europe, Middle East,
Africa and Asia has received registra-
tion to the IS-BAH standard from the
International Business Aviation
Council (IBAC). The IS-BAH Standard
is based around a safety management
system that models the structure and
format of the standard for Business
Aircraft Operators (IS-BAO). IS-BAH
establishes criteria to ensure that han-
dling systems, processes and practices
meet rigorous safety and security stan-

Embraer Executive Aircraft used

the MEBAA spotlight to announce
the sale of a midsize Embraer Legacy
500 to Lebanon’s Cedar Executive,
the private-jet affiliate of Middle East
Airlines. It will be Cedar Executive’s
second Legacy 500 and the first in
service since January 2016. “Cedar
Executive has exceeded customer
expectations with a high-end premi-
um service in their very first year of
operation,” says Embraer Executive
Jets President and CEO Marco Tulio
Pellegrini. “It is a pleasure to be part CLASSICS
of this accomplishment by supplying Falcon 8X (top),
the aircraft that combines the com- Qatar Airways'
fort, technology and performance Challenger
desired for the ultimate travel experi- (center right),
ence.” The total fleet of Embraer air- G650ER (center
craft in the region now stands at 50 left) and PC-12
jets. (below).

BART: FEBRUARY - APRIL -2017 - 75

 MEBAA REPORT
dards. AeroEx, an independent auditor,
confirmed that all of the company’s 11
FBOs in the region comply with IS-
BAH registration requirements, firmly
establishing the company’s leading
role in the industry. Jet Aviation’s FBO
facilities in EMEA and Asia are located
in Geneva and Zurich, Switzerland;
Berlin, Dusseldorf and Munich,
Germany; Vienna, Austria; Dubai,
United Arab Emirates (UAE); Jeddah,
Medina and Riyadh, Saudi Arabia; and
Singapore.
“We are delighted to see our member
list of IS-BAH-registered companies
expand,” says IBAC IS-BAH Program
Director Terry Yeomans. “By ensuring
registered ground handling organiza-
tions are conducting their operations
under a set of standardized best prac-
tices, IS-BAH registration helps raise
the industry’s safety standards while
offering assurance to aircraft owners
and operators that they are in good
hands.”
According to Jet Aviation FBO Safety
and Quality Manager EMEA Daniel
Brechbühl, the registration process
was both challenging and gratifying.
“Our first priority is to ensure our
clients arrive safely at their destina-
tions while providing premium service
throughout their travels,” he says.
“Continuous improvement is a priority
at Jet Aviation, and our FBO facilities
have been working closely together to
standardize our handling processes
OCCASION since the IS-BAH registration program
King Air 350i was introduced two years ago.”
(left). Also during the show, Jet Aviation
Jet Aviation announced that it had added a new
celebrates its Bombardier Global 6000 to its man-
IS-BAH aged fleet in the Middle East. The
Standard Global is based in the UAE, where it
registrations joins a fleet of 19 business aircraft in
(right). the region managed by Jet Aviation.
76 - BART: FEBRUARY - APRIL -2017
New FBOs
Jetex Flight Support used the
MEBAA Show to celebrate the grand
opening of its new FBO terminal at
the Al Maktoum International Airport.
With a 1,500 m2 (16,145 sqft) terminal
and a dedicated ramp parking space
of 50,000 m2, the new facility is the
largest FBO in Jetex’s worldwide
portfolio. “We designed this new icon-
ic facility to shatter expectations of a
traditional FBO by bringing upscale
contemporary interior design and 5-
star hospitality to the aviation arena,”
says Jetex President and CEO Adel
Mardini. “From the fleet of Rolls
Royce airside transport to a lavish
cigar lounge within the FBO terminal,
we strive to provide the highest level
of care and comfort to all of our
guests.” The company also
announced plans to further expand in
Dubai. A state-of-the-art hangar for
aircraft storage and maintenance is
currently under construction and set
to open in 2017.
Dubai-based DC Aviation Al-Futtaim
announced that it has expanded its
managed fleet in the region by one
Falcon 7X , bringing the total of five
business jets, including two
Bombardier Challenger 604, one
Bombardier Global XRS and a
Gulfstream 200. The joint-venture
between Al-Futtaim and Germany’s
DC Aviation broke ground at Dubai
South in early 2016 for a new 6,800 m2
hangar, which will bring the total
hangar space area to 12,500 m2 and
the apron area to 13,000 m2.
Connectivity and Completions
One of main overarching topics at
the show was connectivity and how
customers require more band width
and higher transfer rates in all
regions of the world. On this point,
Honeywell demonstrated its techno-
logical capabilities on board its
Boeing 757 flying test-bed and pro-
moting its GoDirect services. The
highly modified 757 is able to test
equipment and engines in flight. The
company also announced the signing
of a contract with Gulf Wings and
Arab Wings to provide its full suite of
connectivity services to their 20+
managed aircraft fleet.
Last but not least, Flying Colours of
Peterborough in Canada was on hand
to promote its refurbishing and com-
pletions capabilities. Shortly before
coming to the show, the company
completed two Satcom Direct Router
(SDR) installations. The first was fit-
ted as part of a Bombardier Global
5000 cabin refurbishment package,
while the second was part of a new
Global 5000 completion project for an
undisclosed private Middle Eastern
owner. While crew and passengers on
this aircraft are already benefiting
from SD services, the aircraft is now
expected to return to the Flying
Colours Peterborough facility early
this year to have the supplemental SD
WiFi Hub installed. This will add
functionality to, and augment the per-
formance of, the existing SDR. This is
the first time Flying Colours will have
fitted the complete suite of SD router
options onto an aircraft.
✈
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 FROM THE COCKPIT
G
etting out of one airplane and
quickly settling into another is
always a bit of a shock. While it
is certainly true that all airplanes are
basically similar horses under differ-
ent colors of hair, and they all need the
same things in order to fly – power,
attitude and energy management –
they do vary widely in capability, feel
and response. It takes more than a lit-
tle transition time to achieve proficien-
cy when switching airplane types.
Adding to the pitfalls of swapping
cockpits is the challenge of mastering
the avionics setup. Gone are the days
when one set of gauges and radios
operated pretty much like all the oth-
ers. Not only does one have to con-
tend with differing brands of avionic
suites and their operating logic, each
airplane usually has customized set-
tings and defaults that have been
selected by its owner, or the previous
HAZARD pilot. Even if you knew your way
Flying a around your own cockpit, saddling up
different type of a borrowed mount, even of the same
aircraft without make and model, is likely to be sub-
familiarizing tly, or not so subtly, different.
with the Preparation is the key. The logical
idiosyncrasies first step is to dig out the manuals for
and systems is the aircraft, in whatever form they are
too much risk furnished, and read them from start to
to take. finish. Make notes as you go and orga-
78 - BART: FEBRUARY - APRIL -2017
TRANSITIONING
nize those notes in operational check-
list fashion. Look for limitations, V-
speeds, cautions and warnings. If possi-
ble, sit in the airplane while you read
the books, where you can observe and
touch the relevant items. Know as
much as possible about the aircraft
before you approach it to fly.
The second most important step is
to avail yourself of tribal knowledge.
Talk with people who’ve flown the
exact same airplane or as close to it
as you can get. They can tell you what
to watch for, what not to do and what
the real expectations should be.
Respect their hard-won experience.
Then, get all the mentoring you can.
Find a knowledgeable instructor to
ride along with emphasis on the
knowledgeable part. It’s better to
have a non-CFI who’s well acquainted
with the aircraft than a person with an
instructor’s rating but no experience
in type. Understand, however, that
pilots who’ve never occupied the
right seat as a teacher may be reluc-
tant to let you wobble and swerve
while you’re feeling out the machine.
CFIs are used to tolerating a few ini-
tial foibles and their experience as
instructors can help them assess your
capability in short order.
A formal FAA-approved transition
training course, perhaps with visual
and motion simulation, is the only prac-
tical solution when moving into a com-
plex, high-performance aircraft. Sims
and FTDs allow us to practice the oper-
ational flow and cockpit management
in ways not practical during actual
flight. It’s far better to experience an
emergency at the hands of a simulator
trainer than in a dark cockpit.
For the pilots changing
to another make or
model aircraft, Capt.
LeRoy Cook advises:
Know as much as
possible about the
aircraft before you
approach it to fly
Beyond the Rating
Completing a course is not the
goal; being comfortable with the
plane and its avionics suite is what
we’re after and that will take some
time. Insurance stipulations and
your common sense should require
additional hours with a handler fol-
lowing the type rating, watching
your every move. Set your initial lim-
itations high and work down in care-
ful steps.
This can mean flying mostly in day-
VFR only at first; look for forecasts of
weather good enough to facilitate a
visual approach. If a few easy trips go
well and your capability with the
avionics is free of surprises, you may
accept 800-and-two arrivals, then 500-
and-one if you feel up to it. Avoid 200-
and-one-half weather until you’re
thoroughly satisfied with your perfor-
mance in the strange cockpit.
Transitioning is about more than
learning checklist procedures. It
starts with understanding the sys-
tems behind the procedures, where
different manufacturers do things in
different ways. Operating fuel boost
pumps, for instance, takes under-
standing of what is happening when
the switches go on. Continental pis-
ton engines usually don’t call for
pumps “on” for takeoff, unless that is
a “low” purge setting that automatical-
ly switches to “high” if an engine-dri-
ven pump goes out. An overly-rich
condition can result if the correct pro-
cedure is not followed. Lycoming
engines, on the other hand, mostly
call for pumps on for takeoff and land-
ing – but not always. Know your air-
plane.
 Don’t rush the transition, even if you
feel it’s going to be a no-brainer move
into just-another-airplane. At my
home airport, a highly-experienced
pilot recently jumped into an unfamil-
iar PT6A-powered aircraft to reposi-
tion it on a short ferry flight. The
plane had been sitting outside for a
while, but before that it had been run-
ning fine and it wasn’t going far. The
pilot and new owner neglected to
drain the fuel sumps among other
things. Naturally, there was water
waiting to plug the fuel filters and
when he tried to fire up he found that
he wasn’t going anywhere.
As I’ve said before, avionics set-ups
are one of the biggest bug-a-boos to be
faced when first flying a new plane.
We’ve all had trouble getting commu-
nication radios to work because the
audio panel switches were not set
right. When several frequencies are lit
up on the dashboard, how you know
which one is actually the active one
under your mike button? And I’ve seen
airplanes with a newer panel-mounted
radio installed while the old custom-
installed remote gear was still being
carried around, its switching panel
remaining in place but not operational.
Never ever launch into weather or
busy airspace unless you know exactly
what is or isn’t working in your cockpit
AND you are fully-schooled in how to
make it work.
Transfer of Knowledge
Does it get easier to move among dif-
ferent airplanes if you’ve done it a few
times? Yes, just because you will have
acquired some survival skills to protect
you from assuming too much, too
quickly. Basic stick-and-rudder ability
is honed by having flown different
types of aircraft. When I first flew a sea-
plane, I was amazed at how closely the
takeoff and landing attitude manage-
ment resembled what I had learned
earlier during glider flying. In the glid-
er, one balances on a single wheel,
located about under the cockpit and
that’s where the “sweet spot” of a hull
or float will be balancing when you’re
planning on the step. Keeping the nose
attitude just right to avoid “digging in”
applies in both cases.
Similarly, a light helicopter’s cyclic
stick is best moved gingerly, with one’s
forearm resting on the right leg to facil-
itate small inputs with fingertips. And if
you attempt to fly a sensitive, close-cou-
pled high-performance homebuilt air-
plane, its stick will also need a damped,
relaxed arm position, much like you
used in the helicopter.
I know an individual who claims to
have flown 438 different aircraft types,
documented by logbook entries. I once
scanned his list; I found that most of
the types he’s logged are not exotic
warbirds or type-rating airplanes, just a
long list of general aviation aircraft he
has sampled over a lot of years.
The first thing to decide when tally-
ing up such a list of cockpits occupied
is, “what constitutes having flown
something?” Everyone has to set their
own benchmark, but this pilot’s criteria
was to always include a landing/takeoff
operation while handling the controls.
Only after rolling rubber on the run-
way did he put that aircraft into the list.
He declined to pencil-whip time spent
holding a yoke or stick during cruise; if
he doesn’t feel capable of landing the
aircraft, he doesn’t consider that he’s
flown it.
And what constitutes a “different
type?” Again, you have to set up your
own standard, somewhere. It is sim-
plest to use the type certification or
model designation, but a continuation
of production under a single TC fre-
quently deserves more than one entry
in the list; a 1947 Beech Model 35 is
considerably different from a 1956 G35,
and the 1957 H35 and 1977 V35B are
not the same airplane, even though
produced on the basis of the same type
certificate. A Baron 95-55 and a Baron
56TC are both built under TC 3A16,
but they operate much differently.
And so, if you want to make up a list
of transitions you’ve made, pick your
own breakdown method and use your
own discretion. In the glory days of
G/A, manufacturers made annual
model changes, like Detroit auto mak-
ers, sometimes significant, sometimes
only involving a paint redesign. If you
feel there’s a difference, I suppose you
can log it as a different type. Cirrus
Aircraft, for instance, has used the
same basic airframe through several
generations of development, but it cer-
tainly takes some transition training to
move through a progression of Cirrus
cockpits. NECESSARY
Transitioning between cockpits can A sound
be subtle or extreme in the amount of transition
training and time needed. But always training program
do the preparation and learning need- should involve
ed and keep your limitations sacro- no matter what
sanct, no matter how much pressure model or
you’re feeling to perform. performance the
✈ aircraft is.
BART: FEBRUARY - APRIL -2017 - 79
 SAFETY SENSE
SYSTEM KNOWLEDGE STALL
L
ate in the morning of the 31st of
December 2013, N380CR a
Cessna 525A (Citation CJ2+) was
pulled out of the heated hangar
where it was kept at UK Leeds
Bradford Airport. The single pilot
completed the flight preparation for a
flight to Palma de Mallorca in Spain.
Once all set, the only passenger
boarded the aircraft together with
three small dogs. While the pilot and
the passenger wore the seat belts, the
three small dogs remained unre-
strained and rested near the passen-
ger.
Since the day was cold and some
layers of clouds were expected during
the climb, the pilot selected the pitot
and static heat on before departure.
Takeoff and initial climb were
uneventful.
The freezing temperatures above
MISHAP 4300ft posed no significant danger.
A Cessna 525A Regardless the pilot had selected
CitationJet both engine anti-ice and wind and tail
CJ2+ had a loss de-ice on as a precaution.
of control Regarding the autopilot, the pilot
accident during had noticed in previous flights that
a flight from the aircraft tended to “hunt” in pitch
Leeds/Bradford in Flight Level Change mode.
Airport to Palma Therefore he opted to operate in ver-
de Mallorca. tical speed (VS) mode during climb.
80 - BART: FEBRUARY - APRIL -2017
Experience might be an
expensive teacher when
the subject is travelling in
the air. Capt. Carl C.
Norgren and Michael R.
Grüninger exemplify the
importance of monitoring
airspeed
Initially he set the VS to 2,000 feet per
minute (ft/min) in Maximum
Continuous Thrust. While climbing,
the pilot decreased the VS in 500
ft/min decrements.
When passing FL 410 the aircraft
was climbing with 1000 ft/min and
the Indicated Airspeed (IAS) slowed
to 150 kts.
The pilot noted that the indicated
airspeed was lower than he had
expected. The green “donut” mark-
er on the speed tape showing a
Vref, slightly faster than the actual
airspeed at 128 kts. Based on his
experience the pilot believed that
the aircraft would have sufficient
energy in reserve, to reach FL 430
and he further reduced the VS to
5000 ft/min.
Between FL420 and 430 the pilot
discontinued monitoring the energy
status and focussed on checking the
forecast winds on his tablet.
Suddenly, while he was head-down,
he heard a “click” and the aircraft
pitched severely nose-down and
rolled to the right.
The aircraft had almost reached FL
430, but the airspeed had decreased
to stall speed. In stall, the aircraft exe-
cuted four 360s to the right losing
altitude with a rate of 20,000 ft/min.
It’s only when the pilot reached VMC
below high stratus clouds, that he
was able to regain control of the air-
craft.
The aircraft had not given any warn-
ing. No pre-stall buffet, no stick-shak-
er, no stall warning. In fact, the angle
of attack vane of the aircraft was
frozen.
Climbing with VS
Although the AFM does not prohibit
the use of the VS mode during climb,
a pilot selecting this mode risks that
the kinetic energy decreases below
stall speed.
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 SAFETY SENSE
The decision to select VS mode dur-
ing climb the distraction in the last
phase of the climb, combined with
the failure of the stall warning sys-
tem, put the pilot in a difficult situa-
tion and made the aircraft stall.
In VS mode the autopilot prioritises
vertical speed over airspeed. Pilot vig-
ilance and intervention are required
to avoid a low-speed condition.
Recognizing Decluttered PFD
When the AOA exceeds a certain
amount, the PFD displays a declut-
tered image which reduces complexi-
ty and focuses on the information
required to exit the upset condition.
The main features are big chevrons
indicating the direction to which to
pitch to recover from the stall. Large
red chevrons point towards the hori-
zon line when the pitch attitude
approaches 30° up or down.
Recovering from a Full Stall
The pilot had previously attended a
“jet upset” course on an L-39 aircraft in
Albuquerque, New Mexico. So pre-
pared, the pilot managed to stabilise
the Cessna 525A as soon as he was in
VMC again. The passengers and the
three small dogs remained unharmed.
Know Your Aircraft
The AAIB report highlighted the
relationship between systems knowl-
edge and decision-making. The pilot
did underestimate the necessity to
monitor airspeed while climbing. To
SAFETY focus on wind forecasts in a situation
A second pilot of low-energy was a wrong decision.
provides a
monitoring Structural Damage
function that The high overload exerted during
might prevent the stall recovery caused five ribs in
loss of control. the outboard wingbox of the left and
82 - BART: FEBRUARY - APRIL -2017
right wings to buckle. The bonded
joints between the ribs and the upper
and lower wing skins failed. The
upper and lower outboard wing skins
of both wings were permanently
deformed with a significant loss of
aerofoil shape.
Despite such deformation, the inte-
gral fuel tank did not leak. The dam-
age was consistent with symmetrical
pullout manoeuvre loads between
+3.6g (“limit load”) and +5.4g (“ulti-
mate load”). The limit load is the load
level that the aircraft’s structure must
be capable of sustaining without per-
manent deformation or damage
occurring.
The prescribed minimum factor of
safety in FAR/CS-23 aircraft, such as
the Cessna 525A, for limit loads is 1.5,
meaning that the ultimate positive
load factor on the aircraft is at least
+5.4g.
When the structure is subjected to
load levels above the limit load but
lower than the ultimate load, the
structure must withstand the addi-
tional load but may permanently
deform whilst doing so.
Human Factors
The pilot was operating a modern
aircraft approaching FL 430 as a sin-
gle flight crew member at the age of
69 and within the privileges of a pri-
vate pilot’s licence. At a critical
moment in the flight he took his
attention away from the primary
flight instruments to review weather
charts stored on a PED. Head-down,
with airspeed decaying and the air-
craft suddenly stalling and the
autopilot disconnecting, the pilot
was startled.
To overcome this startle effect the
pilot must regain situational aware-
ness and be able to effectively judge
the situation. Effective mitigating
actions were delayed by the confu-
sion of unfamiliar information on the
PFDs. The unfamiliarity with the
sights and sounds during an in-flight
upset delays corrective action as the
brain races to understand the situa-
tion.
The aircraft performed ever faster
spins and the rate of descent
increases to 20,000 ft/min. The dis-
comfort of high g forces and unfamil-
iar indications on the PFDs com-
pounded an already difficult situa-
tion for the single pilot. Despite the
aircraft being out-of-trim the pilot
regained control of the aircraft
around flight level 240.
The fact that the stall occurred at
FL 430 allowed sufficient altitude for
a recovery. Daylight VMC condi-
tions also facilitated spatial orienta-
tion.
Had the weather conditions not
been VMC and the stall occurred at
lower altitudes the aircraft may well
have been lost.
Know When You Need
a “Safety” Pilot
The decision to fly without a second
pilot, although in line with regula-
tions, has to be questioned consider-
ing the low recent flight experience
(16 hours in 90 days) as well as the
fact that the pilot was 69 years old. A
Cessna Citation jet is a fast-moving
complex machine.
A second pair of eyes reduces the
workload and provides a monitoring
function which might prevent such a
loss of control at altitude.
✈
Michael R. Grüninger 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, IOSA), consultancy, manual
development and process engineering.
GCS can be reached at www.gcs-safe-
ty.com and +41-41 460 46 60. The col-
umn Safety Sense appears regularly in
BART International since 2007.
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