premier trans-atlantic business aviation magazine · 9 jet aviation 37 jetnet llc 19 jet support...

PREMIER TRANS-ATLANTICBUSINESS AVIATION MAGAZINE

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FOCUS TRAINING - Behind Every Safe Flight is a Well-Trained Pilot

LABACE 19Coming to Congonhasin Search of aNew Site for 2020

LATIN AMERICAHuge PotentialHigh Risks

1 COVER II.qxp 2/07/2019 10:01

FOLLOWALL OTHERS

The Gulfstream G650ERTM recently achieved the fastest longest-range business jet

flight in history—flying from Singapore to Tucson, Arizona, 44 minutes quicker than

the previous record. With an industry-leading 90-plus world speed records for the

Gulfstream G650TM and G650ER, you simply can’t go farther faster.

THE BEST NEVER REST

“An optimist may see a light where there is none, but why must the pessimist always run to blow it out?” Rene Descartes

UPFRONT

IT'S FUNDAMENTALLY PART OF BEINGHUMAN: We are always attracted to bad newsand all kind of fatalities. That's why financialanalysts are constantly kicking off the New Yearby filling our TVs, newspapers and magazineswith predictions for all sorts of cataclysms. 2019was no exception, with predictions for the FTSE100 to tumble, a gloomy year for Europeanequities, the Central Bank to offer less support togrowth, the Chinese economy to go into crisismode, the ongoing fiasco of Brexit, deepeningtrade conflicts … and more! Will these shamblesaffect Business Aviation? I doubt it!

Releasing the General Aviation ManufacturersAssociation 2018 year-end results at its "State ofthe Industry" conference, GAMA Chairman andGulfstream Aerospace President Mark Burnsannounced that globally, airplane shipmentsincreased 4.7%, to 2,443 units in 2018. Airplanebillings increased 1.5%, from $20.2 billion to$20.6 billion. Worldwide, rotorcraft shipmentsrose 5.4%, from 926 to 976 units. Turbopropairplane shipments also increased, to 601 units,and business jet deliveries went from 677 up to703 units. And let's not forget that there were281 piston rotorcraft deliveries last year,compared to 264 in 2017. "This is the first yearsince 2013 that we've seen all segments up indeliveries," said GAMA President Pete Bunce.

Most recently the Business Aviationcommunity gathered in Geneva for the 19thedition of EBACE, where it was welcomed by anupbeat mood. The inventory in the used aircraftmarket is back to normal, flight activity inEurope is gaining momentum, and new aircraftmodels are spurring demand.

Perhaps most importantly, aircraft deliveriesare prolific! Just one day after Pilatus reopenedits order book for a limited number of 80PC-24 jets, company chairman Oscar Schwenkannounced they had already sold 40 of theseavailable slots. At EBACE, Honda AircraftPresident and CEO Michimasa Fujino said thatdue to a strong demand for the HondaJet Elite,an additional simulator would be necessary.

Now I could go on and on about the successof our OEMs, but there is another reason whyBusiness Aviation will prevail. The decadenceof the airline industry!

From airport to airplane, the completejourney has become a nightmare. According toSkycop, a company that stands up for airpassenger rights, 2.34 billion (3 times morethan the total number of Europe's population)used European airports last year, with flightrescheduling having doubled in Europe overthe same period. Flights being delayed orsimply cancelled are becoming more and morefrequent, giving you time to shop at theairports, which nowadays have become realshopping malls with runaways! Flying economymeans you will be confronted by poor service,disheveled quarters, scroungy lookingpersonnel and a rotten attitude. Of course ifbusiness is the reason of your flight, you areprobably waiting in a business lounge and youwill have better seats and finer company, butyou will still be challenged with flight delaysand cancellations, near-impossibleconnections, standing in line at TSA …etc.!For all these reasons, Business Aviationwill prevail!

Fernand M. FrancoisEditor and Publisher

AHEAD OF THE GAME

03 UPFRONT.qxp 2/07/2019 10:04

3 Upfront6 Briefing Room8 Quick Lane

20 Business News22 On the Move24 Trans-Atlantic Update

DEPARTMENTS

PREMIER TRANS-ATLANTICBUSINESS AVIATION MAGAZINE

MEMBER OF

Volume XXX1 N°3

EDITOR AND PUBLISHERFernand M. Francois

ASSOCIATE PUBLISHERKathy Ann Francois

ASSISTANT to the PUBLISHERVictoria Graham

EDITOR IN CHIEFVolker K. Thomalla

MANAGING EDITORBusra Ozturk

EXECUTIVE EDITORNick Klenske

EXECUTIVE EDITORMarc Grangier

SAFETY EDITORMichael R. Grüninger

COACH EDITORCaptain LeRoy Cook

TECHNOLOGY EDITORSteve Nichols

CONTRIBUTING EDITORSLouis Smyth, Derek Bloom,

Richard Koe, Brian Foley,Anna Naznarova,

Aoife 0'Sullivan

PRODUCTION MANAGERTanguy Francois

CONTACT USFor all the above

[email protected]

ADVERTISINGKathy Ann FrancoisMarketing Director

[email protected]

BART InternationalPremier Transatlantic Aviation Magazine ISSN 0776-7596. Printed in Belgium is published and owned by

SA Frankie&Lette, 20 rue de l’Industrie at B1400Nivelles. Phone +326 788 3603.

[email protected]. BART Intl is governed by theInternational copyright laws. Free professional sub-

scription available. International distribution byASENDIA. USPS O16707 Priodical postage paid.

Call IMS I (800) 4283003Responsible Publisher Fernand M. Francois

EBACE OFFICIAL PUBLICATION

FEATURES28 LABACE Preview32 Bizav in Latin America 38 Flying to Brazil 44 Focus on Training50 EBACE Report 58 Avionics at EAA and LABACE62 Paris Air Show Report64 Oshkosh Preview66 Maintenance Conference68 Cybersecurity74 The Docket78 Safety Sense80 From the Cockpit

4-5 CONTENTS.qxp 3/07/2019 13:55

OUR ADVERTISERS and their Agencies17 Air BP

35 AMSTAT31 Avfuel Corporation

49 CAE13 Collins Aerospace15 Duncan Aviation57 EBACE 2020

7 FlightSafety International (GRETEMAN GROUP)61 Garmin73 GCS Safety Solution

2 Gulfstream Aerospace Corporation

9 Jet Aviation37 JetNet LLC19 Jet Support Services Inc. (JSSI)41 NBAA-BACE 201911 Rolls-Royce

23 RUBAE 201984 Textron Aviation (Copp Media Services, Inc.)77 The Air Law Firm83 Universal Avionics Systems, Corp.43 Universal Weather and Aviation, Inc.67 West Star Aviation Inc.

OUR COVEREmblematic Icon of Brazil, the Christ Redeemer'sStatue is welcoming the resurgence of LABACE inSao Paulo, one of the four Regional BusinessAviation Trade Shows, organized in partnershipbetween a Regional Business Aviation Associationand the NBAA.

NEW BUDS ON THE TRAINING LIMBSIn competition with the training segment, Piperintroduced at this year's SUN'n FUN Fly-In expo,two new value priced additions to its trainer-class line:The Piper Pilot 100 and Pilot 100i. These new productsenter the trainer segment at a competitive price pointof $259,000 VFR equipped.

4-5 CONTENTS.qxp 3/07/2019 13:55

AIRVENTUREJuly 22 - 28, 2019Oshkosh WI, USA

LABACEAugust 13 - 15, 2019Sao Paulo, Brazil

RUBAESeptember 11 - 13, 2019Vnuoko 3 Moscow, Russia

NBAA-BACEOctober 22 - 24, 2019Las Vegas, USA

Dubai AirshowNovember 17 - 21, 2019Dubai, UAE

6 - BART: JULY - AUGUST - 2019

BRIEFING ROOM

A ccording to Forbes,poor knowledge-sharing costs

Fortune 500 companies$31.5 billion annually – anumber that puts someweight behind the sayingthat “knowledge is power”.Furthermore, Forbes statesthat the average workerspends 25% of their daysearching for internal infor-mation. When time ismoney, this time can add upfast! Knowledge sharing doesn’t have to be a huge under-taking. In fact, it can be something as simple asholding a five-minute staff meeting between shifts todiscover what happened during the prior shift andwhat the team can learn from those experiences.What is important is that it happens, as it’s often oneof the most efficient ways for organizational membersto learn.Within the realm of Business Aviation, knowledge shar-ing is particularly important for FBOs, as learning fromeach other is one of the best ways to manage a busi-ness and provide exceptional service. So, what does itlook like in practice?A good place to start is to keep a logbook of eventswhere employees can make note of a situation andhow it was resolved, or—perhaps—how it could havebeen better handled. This logbook can be used as ahelpful resource in a variety of ways. For example,employees can use it to keep up-to-date on currenthappenings and reference it when similar scenariosoccur, while managers can choose scenarios from thelogbook to go over in meetings as customer serviceand safety lessons.But what about beyond the FBO? How can an FBOnetwork learn from its members? In response to cus-tomer feedback, Avfuel developed a way for its networkof 650+ branded FBOs to connect with one another ona regular basis to share experiences—to share theirknowledge. We call it the Avfuel Network DiscussionBoard.

With this new tool, FBOs can ask questions by startinga discussion and respond to existing discussions toshare their expertise. Furthermore, members can “fol-low” discussions to stay updated on any additionalpostings. It’s a simple-to-use tool with high-impactpotential for FBO operations, providing for heightenedconnectivity that encourages knowledge sharing insafety and training. With the Avfuel Network Discussion Board, indepen-dent FBOs no longer need to operate in silos—or col-laborate only during face-to-face opportunities, such asconventions. Rather, the individual FBO can benefitfrom the collective sharing of best practices—and safeoperations—with one another. The new FBOs candraw on the experiences of the long-established opera-tions, while the long-established can seek fresh per-spectives and assistance from the group. When we collaborate as a networkand share best practices, notonly do the FBOs win, sodo their customers –making for a strongernetwork to fly and fuelwithin.

Marci AmmermanVice President of Marketing, Avfuel Corporation

Agenda

Events

Follow us on Instagram @bart_intl and Twitter @BARTIntl

KNOWLEDGE SHARINGFOR BETTER OPERATIONS

06 Briefing Room.qxp 2/07/2019 10:06

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QUICK LANE

CAE EXTENDS PILOT AND CABIN CREWTRAINING AGREEMENT WITH SASCAE and SAS announced the extension of their exclusivelong-term pilot and cabin crew training contract. Underthe terms of the agreement, CAE instructors will deliverAirbus A320, A330, A340 and Boeing 737 full-flight simu-lator (FFS) pilot training to the airline’s pilots near SASheadquarters, mainly in CAE Copenhagen, CAE Osloand CAE Stockholm for a further period of five years. Inaddition, SAS will have access to train on CAE’s AirbusA350 full-flight simulator in CAE London Gatwick andCAE Madrid.

HAI ANNOUNCES RETIREMENT OF PRESIDENT AND CEO MATT ZUCCAROThe Board of Directors for Helicopter Association International (HAI) announced the impend-ing retirement of Matthew Zuccaro, president and CEO, effective June 30, 2020. This date coin-cides with HAI’s fiscal year and the installation of a new Board of Directors on July 1, 2020.Zuccaro has led the association as President and CEO since November 1, 2005. The ExecutiveCommittee of the Board of Directors will use an executive search firm to aid in findingZuccaro’s successor and will consider candidates both internal and external. “The HAI Boardof Directors, on behalf of the entire industry, offer our deepest appreciation to Matt for his ser-vice,” says outgoing HAI Chair James Wisecup.

AIR BP AND CNAF EXPAND PARTNERSHIPIN CHINESE AVIATION MARKET

Air BP and China National Aviation Fuel Group (CNAF) announced thesigning of a joint venture agreement to operate a general aviation fuelbusiness in Southwest China, covering Sichuan Province, GuizhouProvince and Chongqing Municipality. Subject to regulatory approvals,the joint venture, CNAF Air BP General Aviation Fuel Company, intendsto support the growth and development of China’s fast-growing generalaviation sector – civil aviation other than commercial air transportation –with the intention to expand the scope further in future.

TEXTRON CELEBRATES LIGHT JET LEADERSHIP WITH DELIVERY OF 300TH CITATION CJ4Textron Aviation Inc. celebratedits leadership of the light jet seg-ment with the delivery of the 300thCessna Citation CJ4, the industry’stop performing aircraft in this seg-ment. The milestone aircraft wasdelivered to McNeilus Steel, basedin Dodge Center, Minnesota. “TheCitation CJ4 continues to be astandout in the light jet segmentdue to its combination of high per-formance, low operating costs andclass-leading cabin amenities,”said Rob Scholl, Textron Aviationsenior vice president, Sales andMarketing.

08-18 QUICK LANE.qxp 3/07/2019 13:30

FBO Exceeding Your Expectations

Americas – Boston/Bedford l Dallas l Houston l Los Angeles/Van Nuys l Nassau Palm Beach l St. Louis l San Juan l Teterboro l Washington/Dulles

EMEA – Amsterdam l Berlin SXF, TXL l Dubai DWC, DXB l Dusseldorf l Geneva Jeddah l Medina l Munich l Riyadh l Rotterdam l Vienna l Yanbu l Zurich

Asia Pacific – Brisbane l Brisbane Jet Base l Cairns l Darwin l Perth Shanghai PVG, SHA l Singapore l Sydney

One Jet Aviation. Many Advantages. Maintenance, Refurbishment, Completions, FBO, Aircraft Management, Flight Support, Charter, Staffing


FLIGHTSAFETY NOW OFFERS EFVSTOUCHDOWN, ROLLOUT TRAINING FOR GULFSTREAMFlightSafety International now offers Enhanced Flight Vision System Touchdown andRollout training for Gulfstream G280, G450, G500, G550, G600 and G650 aircraft.“The development of these courses highlights our commitment to provide trainingthat will enable our Customers to take full advantage of the approval Gulfstream hasreceived for use of the Enhanced Flight Vision System for instrument approaches allthe way to touchdown and rollout,” said Dann Runik, senior vice president,Operations. Once the courses are completed, pilots can obtain FAA authorization toengage in EFVS to touchdown operations which will enable them to begin instrumentapproaches when visibilities are lower than the published approach minimums.

QUICK LANE

UNIVERSAL AVIONICS UNVEILSNEXT GEN SOFTWARE-BASED FMSUniversal Avionics (UA), an Elbit Systems Company, intro-duces the next generation of Flight Management System(FMS), the ClearVision Interactive-FMS (i-FMS). The i-FMSis a software-based FMS designed to be an end-supplier solu-tion for flight management in an Integrated ModularAvionics (IMA) infrastructure. The i-FMS offers the latest inHuman-Machine Interface (HMI) by augmenting Head-UpDisplays (HUD) and Head-Wearable Displays (HWD) to theflight deck itself, allowing pilots to ‘fly-by-sight.’ Certificationis expected during the second half of 2020.

COLLINS AEROSPACE CELEBRATES45-YEAR RELATIONSHIP WITH AIRBUSCollins Aerospace Systems celebrated its 45-year rela-tionship with Airbus by delivering the 1,000th nacellefor the A320neo program, delivering the 9000th V2500nacelle, and continuing to support the ramp-up of theA220 nacelle program. These milestones were com-memorated at a ceremony hosted by CollinsAerospace at its Foley, Alabama facility. More than 900employees at the facility were joined by leaders fromAirbus in the US, as well as Alabama CongressmanBradley Byrne, to mark the milestones. In support ofthe Airbus A320neo program, Collins has investedhundreds of millions of dollars to expand manufactur-ing capacity at six global sites.

DUNCAN AVIATION INSTALLSALTO SWITCHES & SPEAKERSDuncan Aviation’s full-service facility in Battle Creek, Michigan, hasinstalled an ALTO Cadence Cabin Management System (CMS) andspeaker system in a Challenger 604. The ALTO system was a perfectfit for this customer, who did not want to replace the existing switch-es with touchscreen cabin controls. Avionics Sales RepresentativeJustin Vena said: “The ALTO Cadence is an affordable, scalableCMS for customers who like the retro look and tactile sensation ofactual switches.”

08-18 QUICK LANE.qxp 3/07/2019 13:30

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JET AVIATION EXPANDS GLOBAL FBO FOOTPRINTThe recent groundbreaking at Jet Aviation’s FBO in West PalmBeach, Florida, for new hangar and office space is just the lateststep in the company’s efforts to expand and improve its globalFBO network, now at 35 locations. The company is investingheavily to ensure its facilities are designed and equipped to meetall the business-aviation needs of its global customer base. JetAviation’s FBO business in EMEA and APAC saw significantgrowth in 2018.

QUICK LANE

GARMIN G5000 RECEIVES CERTIFICATIONFOR CITATION EXCEL/XLSGarmin International, Inc. announced the certification of theG5000 integrated flight deck for Textron Aviation’s CitationExcel and Citation XLS. The G5000 integrated avionics suitemodernizes the cockpit, significantly reduces operational costs,addresses airspace modernization requirements, and solveslong-term concerns related to parts obsolescence. “With close to50 customer commitments, the market has proven that the ever-popular Citation Excel/XLS is a perfect platform for the G5000,”said Carl Wolf, Garmin vice president of aviation sales and mar-keting.

ROLLS-ROYCE EXPANDSBUSINESS AVIATION SERVICE NETWORK

Rolls-Royce is strengthening its Business Aviation services infra-structure by expanding the global network of Authorized ServiceCenters (ASC) for its large CorporateCare customer base. TheAuthorized Service Centers form an important component of theRolls-Royce services portfolio and add to the existing global servicecapabilities. The latest addition to the ASC network is Inflite TheJet Centre at London Stansted Airport, supporting the AE 3007Aengines that power the Embraer Legacy 600 and 650 aircraft.

EBACE OPERATORS CROSS ATLANTICON AVFUEL’S SAJFIn an effort to further carbon neutrality goals, Avfuel made sus-tainable alternative jet fuel available to operators headed toEBACE out of Republic Airport at Sheltair FRG. Avfuel sup-plied 8,000 gallons of SAJF to the FBO to fuel transatlanticoperators headed to EBACE-dedicated destinations (such asFarnborough, England, Geneva, Switzerland and others) begin-ning May 15. To supply the fuel for this occasion, Avfuelacquired a concentrated delivery of SAJF from Gevo, Inc., andblended it with petroleum-based jet fuel. This mixture was thentested for fuel quality and to ensure it met ASTM D1655 stan-dards—simply making it jet fuel.

MORE OF GULFSTREAM’S IN-SERVICE AIRCRAFTAPPROVED FOR ADDED SAFETY FEATUREGulfstream Aerospace Corp. announced its flagship GulfstreamG650ER as well as the G650, G550 and G450 now have USFederal Aviation Administration (FAA) approval for touchdownand rollout using an Enhanced Flight Vision System (EFVS).These aircraft join the company’s new large-cabin G500, whichwas certified for this operational capability in December 2018,along with the super-midsize G280, which was authorized forthis feature in April 2019. Gulfstream’s other new large-cabinaircraft, the Gulfstream G600, will be certified for touchdownand rollout using an EFVS after the aircraft receives its typecertification.

08-18 QUICK LANE.qxp 3/07/2019 13:30

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QUICK LANE

JSSI PARTS & LEASING SIGNS SUPPLY CHAINSERVICES AGREEMENT WITH CONTOUR AVIATIONJSSI Parts & Leasing has signed a new supply chain services agree-ment with Contour Aviation to provide extensive parts procurement,logistics and billing support to Contour Aviation’s diverse fleet ofbusiness jets. Jim Sellers, president, JSSI Parts & Leasing, said:“Each year, we support more than 8,000 maintenance events forclients across virtually every make and model of aircraft. With over30 years of expertise to draw on, and the global buying power of JSSIbehind us, we are uniquely positioned to support the Contour fleetand bring significant time and cost savings to their business.”

TEXTRON AVIATION ANNOUNCESNEW AIRCRAFT MAINTENANCE DATA HUB Textron Aviation Inc. has announced a new AircraftMaintenance Data Hub for owners and operators ofBeechcraft, Cessna and Hawker aircraft. The new data hubwill be available in summer 2019 and will offer a more com-prehensive record of all aircraft maintenance performed onTextron Aviation products by working with multiple industrytracking system providers. “This new data hub will offer cus-tomers more choices in their tracking system and a compre-hensive picture of maintenance records across all theirTextron Aviation products,” said Kriya Shortt, TextronAviation SVP, Global Customer Support.

PIPER EXPANDS KEY WESTERN US DEALERPARTNERSHIPSPiper Aircraft, Inc. has realigned and expanded the sales and ser-vice territories for three key, independent Piper dealer partnerslocated in the Western US: Cutter Aviation, KCAC Aviation andWestern Aircraft. “With an eye to the future we are growing ourproduct lines, our customer services and the business opportunitiesfor proven dealer partners,” said Ron Gunnarson, VP of Sales,Marketing, and Customer Support.

FIRST HONDAJET ELITE WITH GOGOAVANCE L3 WI-FI INSTALLED BY BANYANBanyan Air Service announced the completion of an installationof a Gogo AVANCE L3 Wi-Fi system in a HondaJet Elite; thefirst install of its kind in the country. This project was strictly astandalone avionics install and was quoted with respect to manhours at 15 business days. This install provided inflight con-nectivity domestically for a startup charter business whosedream is to move into a fleet of HondaJets (10+). The weekafter delivering the above HondaJet Elite, Banyan acceptedanother HondaJet Elite to perform a hybrid installation.

WEST STAR AVIATION GRANTEDODA NO-PNL PRIVILEGES

West Star has been granted “NO-Program Notification Letter(PNL) Projects” on FMS, CVR, FANS, IRIDIUM DLU andConquest RVSM. Under their Organization DesignationAuthorization (ODA) this authorization allows projects at allfour main locations to be completed without submittal of aprogram notification letter (PNL). This authorization allowsWest Star to issue, amend or reissue STCs without submittalof a PNL on the above certification projects.

JPNA PLACES WORLD’SFIRST ORDER FOR SUBARU BELL 412EPXBell Helicopter, a Textron Inc. company, and SUBARU CORPORA-TION announced that the Japan National Police Agency (JPNA) hasplaced the first order for a SUBARU BELL 412EPX. Mitch Snyder,president and chief executive officer, commented: “These aircraft willcontribute to the overall safety and security of the people in Japan’sIwate Prefecture. We look forward to further collaboration and con-tinued success with SUBARU for many years to come.”

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AIRBUS AND SAFRAN HELICOPTER ENGINESTEAM UP FOR GREENER VERTICAL FLIGHTAirbus Helicopters and Safran Helicopter Engines are teamingup to prepare the future of cleaner, quieter and more efficientvertical flight, ahead of the upcoming Horizon Europe researchprogramme which should be carried out during the next decade.A Letter of Intent was signed at the Paris Air Show between thetwo companies which formalized their willingness to jointlydemonstrate future technologies that will significantly contributeto the reduction of CO2 emissions and sound levels for futurevertical take-off and landing (VTOL) platforms.

PC-24 LANDS ON GRASS RUNWAYIN GOODWOOD FOR THE FESTIVAL OF SPEED A first in England at the legendary Festival of Speed, the Pilatus PC-24Super Versatile Jet landed on the grass runway 06/24, which is only 2,621feet long (799 meters) at Goodwood Aerodrome. The PC-24 is the firstever business jet to land on very short and unpaved runways, allowingaccess to almost twice as many airports than other jets. The PC-24 hasobtained initial certification from the European Aviation Safety Agency(EASA) and the US Federal Aviation Administration (FAA) for use on dirtand gravel runways. The PC-24 has also been certified for steep approach-es, as required for the approach into London City Airport, for example.

QUICK LANE

UAS CELEBRATES INNOVATIONIN BUSINESS AVIATION INDUSTRY AWARDGlobal trip support solutions provider UAS InternationalTrip Support (UAS) has been lauded as winner of theInnovation in Business Aviation Category at the 2019 fourthannual Sapphire Pegasus Business Aviation Awards. Theaward and certificate was formally presented at the gala din-ner during The Caribbean Aviation Meet-up event in StMaarten. The award is the fourth endorsement for UAS atthe awards, which recognize excellence in the EMEAregion.

RUAG SELLS BIZAV SITESIN GENEVA, LUGANO As part of its new strategic alignment, RUAG, the inter-national technology group, is selling its Swiss businessaviation sites. The buyer of the sites at the Geneva-Cointrin and Lugano-Agno airports is the French aero-space group Dassault Aviation. All of the 87 employeeswill be taken over by the new owner. The successfulsale of RUAG Business Aviation AG is the first step torealign the portfolio of RUAG. The said group willacquire all shares of RUAG Business Aviation AG. Thisalso includes all 73 members of staff at the Geneva siteas well as the 14 members of staff at the Lugano site.

08-18 QUICK LANE.qxp 3/07/2019 13:30

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STANDARDAERO SELECTED BY IASLTO PROVIDE PT6A & PW123 SUPPORT SERVICESStandardAero recently signed a multi-year agreement with Island AviationServices Limited (IASL) to provide support for the Pratt & Whitney (P&W)PT6A-27 and PW123 turboprops. These engines power the fleets of TwinOtter and Dash 8 aircraft operated by Maldivian, the national airline of theMaldives. StandardAero will support IASL’s engines from its PT6ADesignated Overhaul Facility (DOF) in Brisbane, QLD, Australia and fromits PW100 DOFs in Summerside, PE, Canada and Gonesse, France.

SMARTSKY ENTERS FINAL PHASE OF INFLIGHT NETWORKDEPLOYMENT USING 5G TECHSmartSky Networks has initiated the final site completion phase of its nextgeneration Air-to-Ground (ATG) network for Business and CommercialAviation, launching later in 2019. SmartSky’s airborne network, which beganits nationwide deployment a few years ago, incorporates many 5G wirelesstechnologies that have been experienced during a large number of highlysuccessful inflight demonstrations for the media and market. It has receivedthe critical threshold regulatory certifications from the Federal AviationAdministration and the Federal Communications Commission.

GOGO TO LAUNCH 5G NETWORK IN 2021Gogo, global provider of broadband connectivityproducts and services for aviation, announced itsplans to build a 5G network for aviation. The newATG network will be designed for use on BusinessAviation aircraft, commercial regional jets, andsmaller mainline jets operating within the contigu-ous US and Canada. Gogo expects the network tobe available for business and commercial aviationin 2021.

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SR TECHNICSNOW AUTHORIZED REPAIR STATIONOF DIEHL AVIATION GILCHINGMRO service provider SR Technics has beenselected as the exclusive authorized repair stationfor Diehl Aviation Gilching in Asia Pacific. As theexclusive authorized repair station, SR TechnicsMalaysia provides Diehl Aviation Gilching with anin-region repair facility to bring them closer to theircustomers in Asia Pacific. SR Technics is already arecognized MRO service provider in the region andcan now support its customers with quality value-added services on Diehl Aviation Gilching compo-nents, with the backing of an OEM.

08-18 QUICK LANE.qxp 3/07/2019 13:30

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IT’S TIME FOR A BETTER APPROACH.

3 0 Y E A R S

Elbit Systems Ltd. the international hightechnology company, reported its consoli-dated results for the first quarter.Revenues in the first quarter of 2019 were$1,021.7 million, as compared to $818.5million in the first quarter of 2018. Thestrong growth was mainly driven by theconsolidation of IMI and Universal perfor-mance in the first quarter of 2019.Non-GAAP gross profi t amounted to$283.4 million (27.7% of revenues) in thefirst quarter of 2019, as compared to$239.8 million (29.3% of revenues) in thefirst quarter of 2018. GAAP gross profit inthe first quarter of 2019 was $277.6 million(27.2% of revenues), as compared to$235.4 million (28.8% of revenues) in thefirst quarter of 2018.The company’s backlog of orders as ofMarch 31, 2019 totaled $9,658 million ascompared to $8,046 million as of March31, 2018. Approximately 59% of the currentbacklog is attributable to orders from out-side Israel. Approximately 61% of the cur-rent backlog is scheduled to be performedduring 2019 and 2020.Operating cash flow generated in thethree months ended March 31, 2019 was$46.5 million, as compared to $147.9 mil-l ion used in the three months endedMarch 31, 2018.Bezhalel (Butzi) Machlis, president andCEO of Elbit Systems, commented: “Theresults of the first quarter of 2019 mark thefirst full quarter that includes the results ofIMI. I am pleased with our results, espe-cially the 25% growth in revenue with awell-diversified global presence in whichour major geographic regions grew on anabsolute basis. Our economies of scaleenabled us to maintain a similar level ofoperating margins despite lower gross mar-gins following the IMI acquisition. The sig-nificant increase in our backlog and theprogress in the integration of IMI into thecompany, support our long-term growthpotential.”

The business year 2018 was an exceptional-ly successful one for Pilatus, but also a chal-lenging one. At around 1.1 billion Swissfrancs, sales revenue was brought back tothe billion mark again. The 128 aircraftdelivered in total included the first PC-24 – amilestone in the company history. All in all,18 PC-24s were handed over to customers inthe past year.Financial 2018 was better than the previousyear. At 1,092 million Swiss francs, sales rev-enue surpassed the one billion mark for thefirst time since 2015. The operating resulttotals 157 million Swiss francs. And thefuture looks good: following incomingorders worth 1 billion Swiss francs, the cur-rent order volume stands at 2.1 billion Swissfrancs – the equivalent of just under twoyears of sales revenue. A total of 128 air-craft were delivered to customers – 18 PC-24s, 80 PC-12 NGs, 27 PC-21s and three PC-6s.

PC-24 in FocusThe delivery of the first PC-24 to the firstcustomer in February 2018 marked a mile-stone in the development phase spanningover eleven years. The brand-new SuperVersatile Jet was the focus of much workthroughout 2018: besides bringing PC-24series production operations up to speed,the customer service unit and entire servicenetwork also switched to “live” mode.Pilatus continued to make improvements tothe PC-24 in parallel, pushing ahead withvarious post-certification test programmesaimed at delivering all aircraft capabilitiespromised to customers at the outset. Thenext milestone is just around the corner: thereopening of the PC-24 order book.

Customer Service Business Growsin Both PillarsWhilst the military sector is hugely impor-tant to Pilatus, the lack of new trainer fleetcontracts in 2018 is not unduly worrying:Pilatus is focused on the necessaryupstream work and has reinforced its sales

efforts in this area. Constant growth in after-sales business is encouraging.The Business Unit General Aviation alsosaw continued expansion of its customerservice operations. The volume of PC-24s inoperation grows with every week that pass-es, generating similar growth in the numberof customers requiring support. The net-work of Authorized Pilatus Centers was fur-ther strengthened to offer customersaround the world the level of service theyare entitled to expect in the business aircraftleague.

Preparing for Success in the FutureAt the end of 2018 the Pilatus Groupemployed 2,283 people, including 127apprentices. Over 150 new jobs were creat-ed. 93 percent of all employees work inSwitzerland. At the headquarters in Stanswork progresses on the construction of thenew structure assembly hall: this new cen-ter of competence for airframe constructionoperations will be commissioned in spring2019 – a clear sign of commitment to thelocation in Switzerland.The new completion center run by the USsubsidiary Pilatus Business Aircraft Ltd inBroomfield, Colorado, opened in theautumn. In Adelaide, preparatory work con-tinued for the construction of a new, compa-ny-owned building for the subsidiary,Pilatus Australia Pty Ltd.Commenting on these results, ChairmanOscar J. Schwenk remarked: “I am pleasedto note that financial 2018 was a very suc-cessful year for us. A year in which a greatdeal of energy went into performing muchdetailed work. Work which will take us for-ward throughout the coming year, creatingadded benefit for our customers. The goodfinancial results of the past year will alsobenefit our employees under our profit-shar-ing programme. In addition to an extramonth’s salary, they have also been paid abonus of 1.5 salaries. Our next challenge isalready in sight: the imminent re-opening ofthe PC-24 order book. This is the year inwhich the reputation of the PC-24 and allother related services will be established.We are consistent in our efforts towards thatgoal, thereby consolidating our success andour future.”


ELBIT SYSTEMSREPORTS FIRST QUARTER2019 RESULTS

SUCCESSFULBUSINESS YEAR 2018FOR PILATUS

$ $

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BART: JULY - AUGUST - 2019 - 21

Avia Solutions Group, the largest aviationservices and solutions company group fromCentral & Eastern Europe, earned €420 mil-lion in consolidated revenue in 2018, a 25%increase from the year before €337 million).Avia Solutions Group consolidated net profitincreased by 96% to €14.05 million (€7.1 mil-lion in 2017).Can you make this quotation mark as "„The2018 was another successful year for AviaSolutions Group. We consistently followedour strategy and ambitious development tar-gets, and by wining trust of major global avia-tion companies by providing high-quality andflexible services, we have managed to keepsteady growth rate of at least 25% for the past7 years,” says Jonas Janukenas, CEO of AviaSolutions Group.All the major group business segmentsincreased revenue in 2018: aircraft mainte-nance, repair and overhaul segment (FLTechnics, Storm Aviation and JetMaintenance Solutions) revenue grew by16% to €157.5 million, aircraft ground han-dling and fueling (Baltic Ground Services) –31% to €204.5 million, crew training andstaffing (BAA Training and AviationCV) –12% to €20 million, private jet charter, flightand tour operations (KlasJet and Kidy Tour)– 39% to €36.4 million.Avia Solutions Group invested €38.9 millionin 2018: €10.5 million were allocated forBAA Training installing 2 Airbus andBoeing full flight simulators at Vilnius(Lithuania) training center, €11.3 million foracquisition of railway freight business BGSRail in Ukraine, and €6.2 million for pur-chase of logistic & fueling trucks for BalticGround Services.In 2018 Group's MRO company FLTechnics signed a long-term contract withLufthansa group companies, FL TechnicsIndonesia earned Part-145 certificate fromU.S Federal Aviation Authority to providemaintenance and repair services to aircraftoriginating from the US or those with partsfrom the United States. FLTechnicsestablished FL ARI - joint venturewith China Airlines Leasing Group HoldingsLimited (CALC) and its subsidiary AircraftRecycling International (ARI) that will ser-vice aircraft in Harbin (China).Group's aviation training company BAATraining installed 2 full flight simulators inVilnius (Lithuania), started construction of

training center in Ho Chi Minh City(Vietnam) and opened Ab Initio flight basein Lleida-Alguaire international airport(Spain) to ensure all-year-round training.Avia Solutions Group aircraft ground han-dling and fueling company Baltic GroundServices expanded its presence to 16 airportsand established new railway freight transportcompany BGS Rail in Ukraine."We caught a good momentum and we willcontinue with ambitious development in 2019.We will service aircraft at our joint venture FLARI 15,000 square meters hangar in Harbin,we will install 4 real flight simulators at theBAA Training Center in Ho Chi Minh City, aswell as will begin construction of 6 real flightsimulators center in Zhengzhou, China, whichshould open its doors in 2020", commentsJanukenas, CEO of Avia Solutions Group.

CAE reported revenue of $1.0 billion for thefourth quarter of fiscal year 2019, up 42%from the fourth quarter last year. Fourthquarter net income attributable to equityholders was $122.3 million ($0.46 per share)compared to $82.3 million ($0.31 per share)last year. Net income before specific itemsin the fourth quarter was $127.5 million($0.48 per share), which represents a 55%EPS increase over the same period lastyear.Annual fiscal 2019 revenue was $3.3 billion,up 17% from the prior year. Annual netincome attributable to equity holders was$330.0 million ($1.23 per share) comparedto $346.0 million ($1.28 per share) in fiscalyear 2018. Before specific items, net incomewas $335.2 million ($1.25 per share) thisyear, compared to $297.9 million ($1.11 pershare) last year, which represents a 13%EPS increase over the same period lastyear. All financial information is in Canadiandollars.Fourth quarter civil revenue was $593.4 mil-lion, up 50% compared to the same quarterlast year, and segment operating incomewas $115.5 million (19.5% of revenue) com-pared to $74.5 million in the fourth quarterlast year. Fourth quarter civil segment oper-ating income before specific items was$122.3 million (20.6% of revenue), up 64%compared to the fourth quarter last year.Fourth quarter civil training center utiliza-tion was 75%.

Annual civil revenue was $1.9 billion, up15% compared to last year, and segmentoperating income was $344.3 million (18.4%of revenue). Annual segment operatingincome before specific items was $351.1million (18.7% of revenue) this year and$311.8 million (19.2% of revenue) last year,representing a 13% increase. Annual civiltraining center utilization was 76%, reflect-ing continued strong usage of existing sim-ulators and the recent deployment of addi-tional simulator capacity to meet newdemand from customers.The civil book-to-sales ratio was 1.87x forthe quarter and 1.48x for the last 12months. The civil backlog at the end of theyear was a record $5.0 billion, which is up22% from the prior year period.Free cash flow from continuing operationswas $116.8 million for the quarter com-pared to $117.3 million in the fourth quarterlast year. Free cash flow for the year was$323.8 million, compared to $288.9 millionin the same period last year. The cash con-version ratio for fiscal year 2019 was 98%.Income taxes this quarter were $19.3 mil-lion, representing an effective tax rate of13%, compared to 8% for the fourth quarterlast year. The tax rate this quarter washigher due to the change in the mix ofincome from various jurisdictions and dueto a lower recognition of deferred taxassets in Europe. Also this quarter, thecompany recognized deferred tax assets inCanada that were mostly offset by taxaudits. Excluding the effect of the netdeferred tax assets and the tax audits inCanada, the income tax rate would havebeen 20% this quarter. On the same basis,the income tax rate for the year would havebeen 19%.Growth and maintenance capital expendi-tures totaled $96.2 million this quarter and$251.8 million for the year.Net debt at the end of the year was $1,882.2million for a net debt-to-capital ratio of43.9%. This compares to net debt of $649.4million and a net debt-to-total capital ratio of22.0% at the end of the last year. CAEissued US$450 million of unsecured seniornotes and US$150 million term loans tofund the acquisition of Bombardier's BATBusiness and to monetize its existing futureroyalty obligations to the aircraft manufac-turer.Return on capital employed was 11.9% or12.9% before the impacts of the recentlyacquired Bombardier BAT Business, com-pared to 14.7% last year or 12.7% before spe-cific items.

$

AVIA SOLUTIONS GROUP’SNET PROFIT REACHES€14.05M IN 2018

CAE REPORTS RECORD 4QAND FULL FISCAL YEAR2019 RESULTS

$

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PEOPLEStandardAero has appointedRoger Ross as president of thecompany’s Airlines & Fleets divi-sion. He will be located at thecompany’s Scottsdale, Arizona,headquarters office and beresponsible for the largest divi-sion of StandardAero, with mul-tiple sites in the US, Canada,Europe, Africa and Australia.“We are fortunate to have Rogerjoin our executive team and lookforward to his knowledge andexperience in our path forward.His operational expertise comesat a perfect time to help us tosuccessfully execute our aggres-sive growth objectives,” saidRussell Ford, chairman andCEO of StandardAero.

FlightSafety Internationalannounced that Suren Merashas been promoted to executivedirector, Operations for thecompany’s global network ofbusiness and commercial avia-tion Learning Centers. Meras’responsibilities include pilot,maintenance, cabin safety, dis-patch and instructor training aswell as customer support,courseware development andsimulator operations.FlightSafety International alsoannounced that PatriciaArundell-Lampe has been pro-moted to senior vice presidentand chief financial officer. “Trishis an outstanding executive whohas consistently demonstratedher ability to effectively leadFlightSafety’s finance organiza-tion and contribute to our finan-

cial and business success,” saidDavid Davenport, president &CEO. She will assume responsi-bility for all financial matters forthe company. The National BusinessAviation Association (NBAA)applauded Bob Quinn, the asso-ciation’s Central regional repre-sentative, who retired June 30,after 13 years of service onbehalf of NBAA members inIllinois, Indiana, Iowa, Michigan,Minnesota, Missouri, Nebraska,Ohio and Wisconsin. Since join-ing NBAA in 2006, Quinn hasbeen a tireless advocate for theinterests of Business Aviation inthe Midwest.Jet Support Services, Inc.(JSSI) has announced that AshReddy has been appointed tothe new role of vice president,global strategy and corporatedevelopment. Reddy will beresponsible for identifying,developing and executingorganic and inorganic strategicinitiatives globally for all JSSIbusiness units. The new roleincludes long-range strategicplanning, driving synergiesacross the organization andlinking business trends toenterprise strategies and oppor-tunities.Marc Bouliane, vice president ofStrategic Business Developmentfor Universal Avionics (UA),announced that Robert Randallhas been appointed to the newlycreated position of director ofStrategic BusinessDevelopment. In his new posi-tion, Randall will lead marketdevelopment activities withOEMs (airframes and avionics),refocus and expand UA’s pro-posal process and contribute tothe development of strategicpartnerships to complementUA’s offering.Meanwhile, at UniversalAvionics, Bob Sanchez hasbeen appointed to the newly cre-ated position of director ofGovernment BusinessDevelopment. In his new posi-tion, Sanchez will oversee theefforts to promote UA’s commer-cial products to government cus-tomers worldwide.

SR Technics announced theappointment of Abdel Farah asArea Sales director for the Asia,Australia and Indonesia market.Farah joined SR Technics inFebruary 2015 as a customerprogram manager, moving tothe commercial department inMarch 2019 with the responsibil-ity of the marketing and salesstrategy as well as customerrelations. With over 20 years ofservice in the AircraftMaintenance Repair & Overhaulbusiness, Farah is an experi-enced aviation professional, whois based in Melbourne,Australia. Abdel will also serveas – Managing Director – SRTechnics Australia Pty Ltd.TAG Aviation has announcedthe appointment of Pete Beilbyas director of Flight Operationsfor the UK and Malta. Beilbyjoins TAG Aviation (UK) Ltddirectly from Cobham AviationServices where he has been theDirector of Flight Operations,UK Special Mission, for the lastthree years. Prior to this role heworked for the organization as aType Rating Instructor andExaminer which involved under-taking secondments to the FarEast, Europe and Africa wherehe was responsible for deliver-ing Operational ReadinessTraining.Jet Aviation announced thatDavid Best has been appointedas the new SVP & GeneralManager, Regional OperationsUS. Best succeeds DavidPaddock, who was recentlyannounced as the new presidentof the Jet Aviation Group.

West Star Aviation announcedthat John Lowe has beennamed the new satellite manag-er at their Chicago, IL (PWK)location. Lowe will be responsi-ble for the managerial oversightof the 24/7 on call mobile facili-ty and staff. Lowe has over 36years of aviation experience andhas previously held variousleadership roles in the industryas crew chief, director of main-tenance, chief inspector andaccounts manager.Duncan Aviation recentlyannounced Scott Stoki as thenew engine overhaul manager.In this position, he oversees theday-to-day operations of theDuncan Aviation TurbineEngine Maintenance facilitylocated in Lincoln, Nebraska.Stoki says: “With the addition ofthe new 20,000 lb.-thrust-classtest cell along with added andexpanded capabilities, I want tokeep that momentum going andbring this shop and team to itsfull potential.”Also at Duncan Aviation, LukeSwager has transitioned tomanager of Customer Servicefor Duncan Aviation’s BattleCreek, Michigan, location.Swager began his career withthe Duncan Aviation facility inBattle Creek as an AirframeMechanic on the Falcon/IsraeliAerospace Industries team. Hebecame project manager in2005, assistant manager ofCustomer Service in 2013, andin January 2019, he assumedhis new role with the company.John Petersen has acceptedthe position of DuncanAviation’s regional manager forthe Northwest region of theUnited States. As an 11-yearresident of Puyallup,Washington, Petersen bringswith him a vast knowledge ofthe area and strong relation-ships with many of DuncanAviation’s customers.Anna Mascolo has beenappointed vice president ofShell’s aviation business, tak-ing over from Anne Andersonwho is moving to a senior lead-ership role in Shell’s Chemicalsbusiness.


ON THE MOVE

Roger Ross

David Best

22 ON THE MOVE.qxp 3/07/2019 15:08

23 RUBAE.pdf 1 04/07/2019 09:09


In April 2019, EBAA along with 15 otherassociations signed a joint statement –We are all ONE in the sky – calling for anextensive public awareness campaign andmandatory tra ining andcertificate/license relevant to operations,as well as facilitation of incident report-ing. These proposed action areas wouldlay the foundations for safe drone inte-gration in- and cooperation with the cur-rent aviation framework.Fol lowing the publ icat ion of theCommission Delegated Regulation (EU)2019/945 and Commission ImplementingRegulation (EU) 2019/947 on 11 June,EBAA is happy to see that the new rulesreflect a proportionality with respect tothe nature and risk level of the opera-tions performed. This is in l ine with the long-standingPerformance-Based approach that EASAemphasizes in their yearly edition of theEuropean Plan for Aviation Safety (EPAS).The Regulation takes notice of the opera-tional characteristics of the unmannedsystems and proposes an appropriate riskassessment of each operational scenarioand environment. Whenever low-riskoperations within the “Specific” categoryare planned, operators may submit a dec-laration towards their authority, shouldthese operations fit within a pre-definedstandard scenario.

What’s Next? According to EASA’s press release on theEU wide drone rules , these two new piecesof regulatory material will enter into forcein the next 20 days following the publica-tion, but will only be applicable one yearfrom now. This will allow the operators toprogressively adopt the rules and makesure they comply with all the specifications. Starting with these regulations, theunmanned aviation community enters aone-year transition period, at the end ofwhich the registration of UAS in the certi-fied category becomes mandatory. Thisprocess aims at enabling the free circula-tion of drones in the EU while setting thestandard for safe operations that protectthe privacy of the EU citizens. From June 2020 onwards, the operators ofUAS in the open category over 250g orlighter than 250g, but fitted with sensorsable to capture personal data, as well as ofdrones in the specific category, will have tobe registered. To pave the road, EASA will publish theAcceptable Means of Compliance (AMC)and Guidance Material (GM) in October2019, together with the first five pre-defined risk-assessments.In the same month, EASA will publish anOpinion proposing to add two standardscenarios covering low risk operations(rural Visual Line of Sight - VLOS and urban

TRANS-ATLANTICEUROPE ON OUR RADAR THIS MONTH

NEW RULES FOR DRONES ARE HERE

EBAA COORobert Baltus

From the Desk of

24-25 TRANSATLANTIC EU.qxp 2/07/2019 10:13

Beyond Visual Line of Sight - BVLOS), as anamendment to the European ImplementingAct. The following steps would see thisopinion transposed into a legislative act bythe EC and, following a positive vote fromthe EU member states, adopted. EASA expects that in June 2020, based onan authorization granted by the local NAA,operations falling in the “Specific” categorymay be conducted. The authorization willbe granted as long as the applicant com-plies with the risk assessment and proce-dures defined by the EU Regulation or usesone of the pre-defined risk assessments asAMC.June 2020 will also mark the momentwhen drone users can start operating inlimited “Open” category, gradually over atime span of 2 years, first with droneswith a weight of less than 500g in areaswhere overflying people is not to beexpected. Progressively, drones withweight up to 2 kg could be operated up to50 m horizontal distance from people andfinally, heavier drones (= 25 kg) may beoperated at 150 m horizontal distance ofresidential, recreational and industrialareas, whenever overflying people is notto be expected during the entire durationof the flight.According to EASA’s timeline, nationalauthorizations, certificates and declarationswould be fully converted to the new EU sys-

tem until June 2021 and all model clubs andassociations should receive an authorizationby the NAA before June 2022.

Our InterpretationThe two significant differences betweenpre-defined risk assessment and standardscenarios refer to the risk level and theprocedure the operator needs to followprior to engaging in any operations. Should the operator wish to perform a lowrisk operation that is described throughone of the standard scenarios, they mayuse it as a basis to justify submitting a dec-laration. This approach has the advantagethat the operator does not need to applyand wait for an authorization to be issued.On the contrary, if the operations involve asignificant degree of risk, the operatorsmay make use of the pre-defined riskassessments to prove compliance with theregulatory requirements. We were pleased to see that, following theEASA Counter Drone Task Force’s recom-mendations, the UAS operators and remotepilots are encouraged to make sure theyhold all the information on the applicablenational and European rules and regulations,before engaging in any operations. Theseshould include, but not be limited to safetyand security of operations, privacy and dataprotection, insurance and liability, as well asthe environmental protection aspects.

Furthermore, the Light UAS OperatorCertificate (LUC) is equivalent to the AirOperator Certificate (AOC), which means asafety target level equivalent to the one inmanned aviation. The most welcomeaspect is the requirement for a SafetyManagement System (SMS) in which theoperator needs to document all safetymanagement key processes, such as safetyreporting and internal investigations, com-pliance monitoring and training and safetypromotion.

Our Recommendation Under the Regulation, member states mayissue national regulations covering scenariosoutside the scope of the Basic Regulation(EU) 2018/1139. However, this might goagainst the desire to harmonize regulationsand create a level playing field in theEuropean unmanned aviation market. While technology is evolving rapidly in theunmanned aircraft industry, the regulationdevelopment curve often lags far behind.Thus, member states would most likelyalready have established regulations fittingto a higher level of technological develop-ment by the time a suitable EuropeanRegulation will be in place. To that extent,we would encourage the development ofnational regulations while making sure thatthe NAAs stay in close contact with EASA toensure a state of equity and fair competi-tion. Due to the similarities in the businessmodel between UAS and Business Aviationoperations, especially in terms of size andprofile of the operations, the EBAA is con-tinuously engaged in promoting theunmanned aviation community and sup-porting their integration in the currentframework.

The EBAA team is working on a more elabo-rate document reflecting the association’sposition with respect to the current andupcoming regulations, all while offeringconcerned members an overview of whatto expect in terms of their interactions withthe unmanned vehicles. For questions and comments, please getin touch with the Safety Team [email protected].

/EUROPE


TRANS-ATLANTIC

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NBAA President& CEO Ed Bolen

The global Business Aviation industry con-tinues to embrace new technologies as itlooks to the exciting possibilities in itsfuture. This forward-looking spirit is seenthroughout an impressive roster of interna-tional events sponsored by the NationalBusiness Aviation Association (NBAA)including the recently concluded EuropeanBusiness Aviation Convention & Exhibition(EBACE) in Geneva. Co-hosted by the European BusinessAviation Association (EBAA) and NBAA, the2019 edition of EBACE built upon its statusas Europe’s premier Business Aviationevent. Attendees came to Geneva frommore than 80 countries to network withtheir peers and discuss the latest develop-ments affecting Business Aviation acrossEurope and around the globe.EBACE2019 also highlighted emerging tech-nologies within the industry, perhaps mostnotably sustainable flight and urban airmobility. The first-ever EBACE InnovationPavilion featured three distinctive electricvertical takeoff and landing (eVTOL) aircraftand concepts, while the adjacent InnovationZone hosted a panel discussion on eVTOLand the urban air mobility revolution.The event’s Opening Keynote Session alsolooked to the industry’s future. VolocopterCEO Florian Reuter described his compa-ny’s eVTOL air taxi as “the perfect comple-

ment and addition to Business Aviation.”UK Member of Parliament Grant Shappscalled Business Aviation “essential” andpredicted that EBACE, “will be here inanother decade’s time with this exhibitionbigger and more important than ever.”While EBACE2019 demonstrated the indus-try’s evolution, it’s important to note thatinnovation has long been a hallmark ofother NBAA-sponsored events, includingthe annual Asian Business AviationConference & Exhibition (ABACE) and theassociation’s own Business AviationConvention & Exhibition (NBAA-BACE.)Held earlier this year in Shanghai and joint-ly hosted by NBAA and the ShanghaiAirport Authority (SAA) and coordinatedwith the Asian Business AviationAssociation (AsBAA), ABACE2019 featuredkeynote addresses that examined theemerging role of eVTOL, as well as severalurban air mobility vehicle concepts fromcompanies across the region.This technology also played an importantpart at last year’s NBAA-BACE in Orlando, FLwith two keynote addresses headlined byvisionaries pioneering the future of BusinessAviation. Uber Elevate CEO Eric Allisonshared the company’s plans for fosteringurban mobility, while Solar Impulse ChairBertrand Piccard told his story of flyingaround the world without a drop of fuel.

From the Desk of

TRANS-ATLANTICU.S.A. ON OUR RADAR THIS MONTH

INTERNATIONAL BUSINESS AVIATIONCONVENTIONSSHOWCASE INDUSTRY’S EVOLUTION

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/U.S.A.

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TRANS-ATLANTIC

Of course, innovation has long been a stapleof Business Aviation. EBACE2019 continuedthis tradition, in part by promoting environ-mental sustainability and reducing the indus-try’s carbon footprint. Of the 58 aircraft onstatic display, 23 arrived at Geneva poweredby sustainable alternative jet fuel (SAJF) aspart of the inaugural EBACE SAJF “fly-in” thatfollowed an industrywide “Fueling the Future”demonstration day held at London TAGFarnborough Airport immediately before theshow’s opening.Our industry also faces an ongoing challengein attracting the next generation of industryprofessionals, so every NBAA-sponsored eventincludes a dedicated Careers in BusinessAviation Day for area students who wish tolearn about the industry and explore potentialcareer opportunities.EBACE and other NBAA-sponsored industryevents not only look toward tomorrow; how-ever, they also highlight the most exciting andinnovative aircraft, products and servicesavailable today, making these events truly“can’t miss” opportunities where companiesmay introduce their latest offerings before aninternational audience.For example, the EBACE2019 static displayincluded several “firsts” among aircraft manu-facturers, including the first display ofEmbraer’s Praetor 600 following its certifica-tion in Europe, the U.S. and Brazil, whileABACE2019 hosted the first internationalappearance of Bombardier’s Global 7500. Lastyear, NBAA-BACE featured the unveiling ofEmbraer’s Praetor 500 and 600 business jetsand the debut of an advanced electric-hybridpropulsion system for eVTOL aircraft fromHoneywell. Taking place Oct. 22-24 in Las Vegas, NV, the2019 edition of NBAA-BACE promises to buildon this tradition of showcasing an extensivearray of emerging, next-generation technolo-gies and key new product introductionsdemonstrating how the international BusinessAviation community continues to evolvebefore our eyes. I encourage BART International readers toattend ABACE and EBACE in 2020 and join theestimated 25,000 industry professionals whowill attend NBAA-BACE this October, to wit-ness firsthand the many ways our industrycontinues to embrace new ideas, advancedtechnologies and – above all – the promise ofan exciting future.


The National Business Aviation Association(NBAA), in conjunction with an industry-ledworking group, has released recommendationsfor aircraft operators, fixed-base operators(FBOs), fuel suppliers and other stakeholders tomitigate the possibility of diesel exhaust fluid(DEF) contamination in jet fuel.DEF is a colorless liquid, injected directly intothe catalytic convertor in diesel engine light-and heavy-duty vehicles in order to meet strin-gent Environmental Protection Agency (EPA)emission control standards. When mistakenlyadded to aircraft jet fuel, DEF crystalizes andclogs fuel systems leading to engine failure.In three separate and distinct instances over thepast three years, DEF has been mistaken forfuel system icing inhibitor (FSII), a clear liquidthat is added to aircraft jet fuel.“Currently, there is no available field test thatcan detect the injection of DEF into aviationfuel. FBO staff and aircraft operators cannotvisually, or chemically (using current field meth-ods) detect that a contamination event hasoccurred,” the Aircraft Diesel Exhaust FluidContamination Working Group said in its report.“This situation places the full burden of risk mit-igation upon initial contamination prevention.”“NBAA calls on all Business Aviation stakehold-ers to familiarize themselves with risk of dieselexhaust fluid contamination of aircraft fuel andto partner in our industry’s efforts to preventanother DEF contamination event by immedi-ately adopting the report’s short-term mitiga-tion recommendations and incorporating futuremitigations and technologies as they are identi-fied,” said NBAA President and CEO Ed Bolen.The recommendations focus on “preventative,detection and response” measures for aircraftoperators, FBOs, fuel suppliers and aviationindustry groups and government agencies.

Additionally, the Federal AviationAdministration (FAA) has made efforts to alertvarious stakeholders, issuing a Safety Alert forOperators (SAFO), two Special AirworthinessInformation Bulletins (SAIBs) in 2018 and 2019,and the Office of Airport Safety and Standardssent a letter to airports providing further back-ground and recommendations.The report strongly urged “all stakeholders toreview this report and use it to review their par-ticular segment of the overall system and makeimmediate and appropriate changes, once iden-tified, and continually monitor, check and re-check to ensure the proper processes and pro-cedures are, and remain, in place.”The working group charged industry associa-tions with continued communications and edu-cational efforts with their members, and calledon the industry to “request an emergencyexemption from the rules requiring DEF in on-airport equipment from the EPA.”“The working group members and broadercommunity must and will remain vigilant inmonitoring the entire system, reinforcing whereneeded, and act quickly, if another event unfor-tunately occurs,” the report noted in its sum-mary.In addition to NBAA, the working group is com-prised of representatives from the AircraftOwners and Pilots Association, Avfuel,CommScope, Dassault Falcon Jet, Fair Wind AirCharter, the FAA, FBO Partners, Epic Fuels, theGeneral Aviation Manufacturers Association,GAMMON Technical Products, Gulfstream,Murray Equipment Inc., Midwest Aviation, theNational Air Transportation Association, Phillips66, Sheltair, Signature Flight Support, TAC Air,Total Control Systems, Truckee Tahoe Airport,Union Pacific and World Fuel Services.

NBAA, INDUSTRY TASK FORCE ISSUEREPORT ON JET FUEL CONTAMINATION

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TOTAL The Praetor 600

(top) hasearned its

Brazilian typecertificate.

650 Aircrafthave been

displayed atLABACE so far

(below).

L ABACE at São Paulo’sCongonhas Airport is the largestBusiness Aviation only event in

Latin America. The annual trade showattracts attendees from all over theregion. This year, it will take placefrom August 13 to August 15.LABACE is one of only four NBAAglobal partnership tradeshows. Theshow is celebrating its 16th anniver-sary this year. The organizers havedone their math and found out thatduring the last 15 years, LABACE hasattracted 1.830 exhibitors and over145,000 visitors. In all, 1,830exhibitors have shown their productsand services and 650 aircraft havemade their way to the static displays.

Most probably, LABACE 2019 willbe the last time that the event will beheld at the Congonhas Airport as theapron on which the show was locatedhas been leased to a local store com-pany that has plans to build a store inthat area. The construction of the newbuilding should begin shortly afterLABACE 2019, forcing the organizersto search a new home airport for theshow. They are in discussions withthe Campo de Marte Airport operatorto host the show from 2020 on. Theairport is located north of São Paulo’scity center and is the country’sbusiest Business Aviation airport andfeatures a single 5,250 ft long runway.

São Paulo is Brazil’s epicenter forBusiness Aviation and for rotorcraft.There’s no other city anywhere in theworld with more corporate and busi-ness helicopter movements than SãoPaulo. No wonder that at last year’sevent, Bell, Airbus Helicopters andLeonardo were present with their cor-porate rotorcraft offerings.Helicopters will play an importantrole at this year’s LABACE onceagain.

The show in Brazil is Embraer’shome turf. The manufacturer willhave a meaningful presence at theshow as 2019 is a milestone year forEmbraer in more than one way. Thecompany is celebrating its 50 anniver-sary, looking back at a rich history ofdedication, commitment and chal-lenges. The celebrations won’t befocused on the retrospective only;they will offer a perspective, too.Embraer has built a remarkable port-folio of business aircraft from theentry-level Phenom 100, the best-sell-ing Phenom 300, the Legacy 450,

LABACE SAYSFAREWELLTO CONGONHAS

LABACE PREVIEW

LABACE is the most important Business Aviation

event in Latin America. The annual trade show is

coming to São Paulo in August again, where it will

find a positive mood amongst Brazilian aircraft

operators. But the annual show needs to find a new

site for the next year. Volker K. Thomalla reports

28-30 LABACE Preview.qxp 2/07/2019 10:15


LATEST Cessna CitationLongitude (top).Falcon 6X (left)and GulfstreamG600 (right).

Legacy 500, the two new Praetor jetsup to the Legacy 650 and 650ER andto the top-of-the line offering, theLineage 1000 bizliner. The companyintends to play an important role onthe global stage of Business Aviationno matter what the future will bring.

Embraer is currently setting up ajoint-venture with the Boeing compa-ny to produce and market theEmbraer E-Jet regional jet family. It ismost likely that Embraer Executive

Aircraft will be left as the only busi-ness unit to continue to bear thename Embraer as Boeing hasannounced that it will not keep thename for the joint venture. Instead, itwill be named Boeing BrasilCommercial (BBC) with the Brazilianspelling Brasil instead of the EnglishBrazil, being a recognition of thecountry’s achievement for the jointventure.

Embraer’s new Praetor 600 supermidsize jet – which was launched inOctober 2018 together with its small-er sibling Praetor 500 – was recentlycertified by Brazil’s ANAC, the USFederal Aviation Administration(FAA) as well as by Europe’s EASA. Itmade headlines in Europe when itcompleted its first transatlantic flightusing sustainable alternative jet Fuel(SAJF) on its way from Teterboro,New Jersey, to Farnborough in theUnited Kingdom, prior to coming toEBACE in Geneva. At the Paris AirShow in June, Embraer showed thePraetor 600 in the flying display in thesky over Le Bourget as the only busi-ness aircraft besides DassaultAviation’s Falcon 8X.

The Praetor 600 is the first supermidsize jet with a full fly-by-wire(FBW) flight control system. It fea-tures an active turbulence reductionsystem that not only makes everyflight the smoothest, but also themost efficient, states the manufac-turer. The new jet is the best per-forming super midsize jet, surpass-ing all its main design goals andbecoming capable of flying beyond4,000 nautical miles in long-range

cruise speed or beyond 3,700 nauti-cal miles at Mach .80 from runwaysshorter than 4,500 ft, complementedby an outstanding payload capabili-ty.

There’s no doubt that the majorexhibitors of past LABACEs will bereturning for this year’s event,because the market is coming back.The political and economic uncertain-ty has changed and optimism is pre-vailing in the Brazilian economy. TheFrench manufacturer DassaultAviation has a strong presence in thecountry with its factory-ownedSorocaba service center. DassaultFalcon aircraft proves to be popular inBrazil with their combination of rangeand take-off and landing capabilities.

Dassault Aviation has given a statusreport on its newest jet, the Falcon6X. It has begun manufacturing majorparts as the program tracks to assem-bly of the first aircraft early next year.The Falcon 6X will make its first flightin 2021 and begin deliveries in 2022.

The Pratt & Whitney Canada’sPW812D powered twinjet features amaximum range of 5,500 nm (10,186km). It can fly directly from São Paulo

to Chicago or from Los Angeles toLondon at Mach 0.85. The Falcon 6Xoffers the largest cabin cross sectionof any purpose-built business jet aswell as the quietest and most comfort-able cabin of any aircraft in its class.

The Pratt & Whitney Canada’sPW812D turbofan of the 6X has accu-mulated over 1,000 hours of runtimeon their test bench in Montréal,Canada, using five developmentengines. To date, P&WC has accumu-lated more than 13,000 hours on thevariant of the geared turbofan (GTF)core at the heart of the Dassault-spe-cific PW812D. The GTF core isshared by 16 different engine applica-tions that have amassed more than585,000 flight hours in all. “ThePW812D engine program continuesto achieve milestones in line with theinitial program plan, with high-risktests almost all completed,” said EricTrappier, CEO and president ofDassault Aviation.

Gulfstream Aerospace showed itssoon-to-be certified flagship the G600at LABACE 2018 for the first time inSouth America. Departing from majorcities in Brazil, the G600 can reach



ENTRY Piper M600 (top)

and HondaJetElite (center)

debuted atLABACE last

year.CAE (below)will be at the

show this year.

the continental United States andEurope nonstop at speeds from Mach0.85 to Mach 0.90. The aircraft is alsocapable of reaching Africa and partsof the Middle East nonstop. As themarket in the region is recovering,the manufacturer is confident aboutthe region, which has proved to bebeneficial for Gulfstream. More than205 Gulfstream aircraft were based inLatin America at the end of 2018;nearly 70 percent of these businessjets were large-cabin models such asthe Gulfstream G650ER, GulfstreamG650 and Gulfstream G550. Mexico,Brazil and Venezuela were the threelargest Gulfstream operator bases

within the region, with approximately100, 45 and 25 aircraft, respectively.The fleet in Brazil alone has grownnearly 10 percent since 2013.

At LABACE 2018, Textron Aviationhad a prominent presence at theshow with its Cessna CitationLatitude, Cessna Citation CJ3+,Cessna Citation M2, Beechcraft King

Air 350i, Beechcraft King AirC90GTx, Cessna Grand Caravan EXand Beechcraft Baron G58 aircraft ondisplay. It is expected that theWichita, Kansas, manufacturer willreturn to LABACE 2019 with a similarimpressive line-up. There’s a chancethat the Citation Longitude couldmake its South America debut.

Last year saw an impressive list ofnew aircraft type at LABACE. HondaAircraft’s HondaJet debuted at theshow as well as Piper Aircraft’s M600turboprop single. Both manufactur-ers have local dealers which haveseen a tremendous interest in thesenew aircraft. It is expected that bothdealers J.P. Martins Aviação forPiper Aircraft and Lider Aviação forHonda Aircraft will both be at theshow again to spur additional inter-est for their offerings.

But not only OEMs are planning toattend LABACE 2019. CAE, theCanadian training provider and simu-lator manufacturer, has also

announced to come to São Paulo forLABACE. CAE wants to raise theawareness of a potential pilot short-age, especially in the BusinessAviation. The company expects thatthe number of cockpit crews of busi-ness jets will increase to 65,000 by2028. That’s an 18 percent increaseover the current 55,000 business jetpilots. However, according to find-ings of the CAE market researchers,there will be major changes. Due todepartures to the airlines and age-related retirements, BusinessAviation needs about 40,000 newpilots by 2028, just to maintaintoday’s level. In addition, there is anadditional need of around 10,000 newpilots to cope with the expectedgrowth of the industry. In otherwords, in ten years, according to theauthors of the study, almost theentire pilot population will beexchanged within the BusinessAviation community!

LABACE PREVIEW

✈



VERSATILE The PC-24 (top)

is the firstbusiness jet

operable fromshort

unpreparedrunways.

L atin America seems to meet allthe requirements for a prosper-ous Business Aviation industry.

The region stretches across enor-mous distances, economic centers arefar apart from each other and theground-based infrastructure does notsupport travelling between the cen-ters in a timely manner. In mostcases, there isn’t even a railway sys-tem in place, not to mention theabsence of a high-speed train systemto support business travel. Airlinesconnect only the larger cities and donot serve smaller communitiesaccordingly. But in most countriesthere is a net of airfields and smallerairports which are suitable for busi-ness aircraft. The stage should beperfectly set for Business Aviation.But it’s not.

Latin America (which consists ofCentral and South America) is hometo a large fleet of business aircraft.Three of the region’s countries evenmake it to the top ten business fleetsby country. Brazil – the largest coun-try in the region – holds its secondplace in the ranking behind the USwith 1,539 business aircraft, followedby Mexico with 1,414 units andVenezuela with 765 aircraft according

BIZAV IN LATIN AMERICA:REGIONAL REPORT

Business travel in Latin

America is set to double

within the next 20 years.

But the region’s growth

potential continues to be

challenged by economic

and political uncertainty

as well as in some

countries by a lack of

modern airport

infrastructure. Volker K.

Thomalla reports

HUGE POTENTIAL,HIGH RISKS

32-36 Bizav Latin America.qxp 3/07/2019 11:23


SERVING UniversalAviation FBO atToluca (1st and3rd from top).Greg Evans(2nd from top).DAS atSorocaba(bottom).

to JetNet iQ’s numbers from Januarythis year. These countries featurefleets which are larger than those ofGermany, Australia, the UnitedKingdom, France and China.According to Honeywell Aerospace’slatest Business Aviation Outlook fromOctober last year, Latin America ishome to 12 percent of the global busi-ness jet fleet. But the average aircraftage in South America is higher thanin other parts of the world, includingAfrica. Hence there’s much morepressure on the aircraft owners andoperators to modernize their fleets. Alarge quantity of new aircraft comingto Latin America will be replacementsof aircraft which have come to theend of their useful service life.There’s a huge potential for aircraftsales in the region.

But the market is not as stable norpredictable as in other regions.Brazil’s business aircraft fleet forexample fluctuates with the increaseand decrease of commodity prices.Despite having the largest fleet ofbusiness aircraft outside the US, thecountry still has only a very limitednumber of runways suitable to busi-ness jets, which is a major hurdle infurther developing the industry. Theonly business jet in production whichis certified to operate from unpre-pared runways is the Pilatus PC-24.

Brazil is in the process of privatizingairports to attract investments in theinfrastructure, but this process takestime. Generally speaking, the infra-structure and the security at airportsin the country and in the region ismuch better than foreign visitorsexpect. In Mexico and Brazil, thereare even dedicated Business Aviationairports like Toluca close to Mexico

City or Sorocaba near São Paulowhich offer a choice of world-classFBO facilities.

Universal Aviation Mexico, a jointventure between Avemex andUniversal Weather and Aviation, hasrecently officially opened its new US$3.5 million hangar at TolucaInternational Airport. The hangaroffers 50,000 square feet of space,including 32,000 square feet built-inoffice space and 17,200 square feet ofstorage space. “Both based and tran-

sient, non-based operators at Tolucahave struggled to find parking andhangarage due to shortages in recentyears at this already congested air-port. That challenge is only exacer-bated during high-traffic periods inMexico City, so we made this invest-ment in this fifth Universal AviationMexico hangar at Toluca to meet thatgrowing demand,” said Greg Evans,Chairman, Universal.

Business aircraft manufacturers areinvesting in South America, too.Dassault Aviation’s factory owned ser-vice center Dassault Aircraft ServiceSorocaba just recently celebrated its



POWER From the top:Eric Trappier,

Embraer’s SãoJosé dos

Campos facility,TAM AviaçãoExecutiva in

Brazil andFrancisco

Zozaya.

ten year anniversary. “Brazil hasalways been a very strong market forDassault so expanding our servicehere was a natural extension of our‘whatever it takes’ philosophy for ourcustomers who are based in Brazil ortravel there often,” said Eric Trappier,chairman and CEO of DassaultAviation. “We continue to invest inour company-owned service centerhere to provide the industry-leadingsupport our operators deserve andexpect. ”The center will furtherexpand and Dassault expects to addadditional technicians this year. The

Sorocaba Service Center is autho-rized to perform line maintenanceand airframe inspections on all Falconmodels except the Falcon 10, Falcon20 and Falcon 200. In addition, thefacility is qualified to provide enginemaintenance on the CFE-738,Honeywell TFE731 series enginesand Pratt & Whitney Canada PW307Aand PW308C models. The center isprepared to dispatch an AOG team tosupport Falcon aircraft anywhere inSouth America, along with the partsand tools necessary to get the aircraftflying again as soon as possible.

There are well over 850 CessnaCitation business jets based in LatinAmerica, more than from any othermanufacturer. For 37 years now, theWichita, Kansas, based OEM has part-nered with TAM Aviacão Executive tosell and support aircraft in the region.In 2017, Textron Aviation expanded1CALL, the company’s AOG supportresource to customers across Centraland South America. Textron is work-ing with TAM Aviacão Executive aswell as with Central Charter deColombia to provide AOG support forcustomers flying in the region.

Brazil is the only country in LatinAmerica which has a notableBusiness Aviation industry. EmbraerExecutive Aircraft of São José dosCampos is the only Latin Americanbusiness jet manufacturer. The com-pany is already celebrating its 50th

anniversary and has developed animpressive product range of businessaircraft, from the light jets Phenom100EV and Phenom 300E over themidsize and Super Midsize Legacy450/500 and Praetor 500/600 jets upto the bizliner type Lineage 1000.Embraer will join forces with Boeing

in a new joint-venture which will pro-duce the E-Jet regional jet family inthe future – and eventually lose thename Embraer, but not the BusinessAviation unit. Once, Boeing Brazil isestablished, Embraer Executive Jetswill relocate its production to GaviãoPeixoto, where the company will con-tinue to build the Legacy 450/500 aswell as the Praetor 500/600. Fromthere, the aircraft will be flown asgreen aircraft to Melbourne, Florida,where they will be completed andhanded over to customers.

In January this year, FranciscoZozaya has been appointed to the newrole of president of Jet SupportServices, Inc. (JSSI) Latin America.Before joining JSSI, he spent morethan a decade as pre-owned directorfor Aerolineas Ejecutivas (ALE) inMexico, where he managed the pre-owned aircraft sales and acquisitionsbusiness unit. He established anextensive network within the globalaviation broker and financial commu-nities and with OEMs and MROs,while facilitating key industryalliances for the largest BusinessAviation company in Latin America.

REGIONAL REPORT


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BAN Foreign air

transportationbetween the USand Venezuela

have beensuspendedsince May.

He knows the Business Aviation mar-ket in the region very well. In his newposition, he leads all activities of JSSI,the independent provider of mainte-nance support and financial servicesto the aviation industry throughoutLatin America. At EBACE, BARTInternational discussed with him thestate of the industry in Latin America.He said: “We had some very interest-ing years. Mexican customers werenot hit by the crisis we’ve seen in theregion. Mexico has one of the largestbusiness aircraft fleet in the regionwith well over 1,000 aircraft. 2018 wasa great year in Mexico for BusinessAviation. Now, we see a differentpanorama. Right now, it’s a bit quiet.On average, we saw around 100 trans-actions per year in Mexico alone.”

According to Zozaya, Brazil seemsto be upfront again. “After having afew periods of socialist presidents,everyone is feeling much more confi-dent. Multiple big iron aircraft arecoming back to Brazil”, he said.

On the other hand, Venezuela is stillexperiencing a deep economic andpolitical crisis, which last for someyears. The country experiences anunprecedented inflation rate and apolitical instable situation. The num-ber of business aircraft has, surpris-ingly enough, not fluctuated so far,but right now, there is no BusinessAviation activity in the country at all.The US Department ofTransportation (DOT) has evenissued an order in May this year toimmediately suspend all foreign airtransportation between the US andVenezuela on all US and foreign aircarriers, including charter flights.“This order is a rare move by theDOT and highlights the significant

risks of travel to and withinVenezuela at this time,” commentedBrian Koester, NBAA’s senior manag-er of flight operations and regula-tions. ”Business aircraft operators, ifnot subject to the DOT order or relat-ed NOTAM, are still encouraged toexercise extreme caution in flightoperations to, from or overVenezuela.”

“Venezuela is dead as a business air-craft market, right now”, summarizedJSSI’s Francisco Zozaya. But once,the crisis has been solved, Venezuelawill come back as a market with ahuge potential for business aircraftand related services.

Zozaya sees Central America and theCaribbean as a quiet region. Countrieslike Puerto Rico, the DominicanRepublic and Guatemala are good for15 business aircraft transactions eachper year. Zozaya sees that Chile isdoing extremely well compared to pre-vious years in terms of business air-craft transactions. The number of tur-bine-powered business aircraft in thecountry rose from 122 in 2017 to 130 atthe end of 2018, which is an increaseof 8.8 percent within a year. Thisdevelopment reflects the economicdevelopment of Chile. According tothe World Bank, Chile has been one ofLatin America’s fastest-growingeconomies in recent decades thanks toa solid macroeconomic framework,which enabled the country to reducethe population living in poverty (onUS$ 5.5 per day) from 30 percent in2000 to 6.4 percent in 2017.

He acknowledges that the LatinAmerican market is a much moreeducated market than it used to be.The market has become much moreentrepreneurial with the buyers look-

ing much deeper in the numbers.“The typical aircraft owner in LatinAmerica is different from the one inthe US,” he says.

JSSI sees promising opportunities inLatin America because the customersnow want to enroll into maintenanceprogram, contrary to previousdecades. They see the advantages ofmaintenance programs and the valuethey add to the aircraft. Zozaya is opti-mistic to increase the number ofenrolled customers into JSSI’s pro-gram largely within the next fiveyears in the region as JSSI’s servicesspectrum is extremely wide.

Honeywell Aerospace forecasts inits latest Business Aviation Outlookthat about 12 percent of all new jetpurchases within the next five yearswill be from Latin America.Compared to 2017, the expected pur-chase plans dipped by 7 percent,largely due to Venezuela, and adecrease in purchase decisions inMexico which are related to someuncertainty in conjunction with thefuture of the NAFTA free trade agree-ment with Canada and the US. Brazilis countering the trend with anincrease in short-term purchaseplans, which could not counterbal-ance the deficit in other countries inthe region.

Taking into account the vast dis-tances that business travelers have tocover within the region, it is no sur-prise that they like going fast. JetNetiQ of Utica in New York has asked inits Q1 survey what business aircraftoperators think about the statement“I believe that a supersonic businessjet will be in service in the next tenyears”. While 34.4 percent of theEuropean participants of the surveydisagreed and only 14.1 percentstrongly agreed, the answers fromLatin America and the Caribbeanlooked very different. Only 5.0 per-cent of the participants from thatregion disagreed with this statement,while 43.3 percent strongly agreedthat they believe that a supersonic jetwill be in service within the next tenyears.

The appetite for business aircraft inLatin America is strong, but in somecases, the economic and political envi-ronment is just not suitable to supportthe demand. Where there is a chance,there’s risk.

REGIONAL REPORT

✈


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EVERYTHING YOU NEEDTO KNOW FOR YOURBIZAV FLIGHT TO BRAZIL

OPERATING IN SOUTH AMERICA

In the lead up to this summer’s Latin

America Business Aviation Conference

and Exhibition (LABACE) in Sao Paulo,

the experts at Universal Aviation

Brazil discuss what Business

Aviation operators need to know

before they go

38-42 South America.qxp 3/07/2019 11:25


RIGOROUS Landing permitsare mandatoryfor every stop inBrazil,regardless ofthe type offlight.

G enerally speaking, airport avail-ability, infrastructure, and ser-vices in Brazil are of a high quali-

ty for business jet operators and airportrestrictions are not onerous. However,challenges do exist, including someunique operational elements like itsslot system, which should be takeninto consideration. For example,Brazilian flight planning regulationsare complex – with many detailsinvolved in successfully completingBrazilian flight-plan requests.

“Most operators don’t realize howdetailed this process can be untilthey’re faced with it,” says AdonisBastos, Operations Supervisor,Universal Aviation Brazil. “It’s alwaysbest to enlist the assistance of a groundhandler with local knowledge and thelatest updates on NOTAMs file yourflight plan.”

Any missing or incorrect informationwill cause a flight plan to be rejected.Even the smallest of errors or omis-sions will trigger rejections. When aflight plan is rejected, it must be cor-rected and re-submitted with the nec-essary information. This is usually easi-er for local pilots who can call ATC andcommunicate in their native languageto make corrections. The process can,however, be more complicated forpilots who do not speak Portuguese.

Flight plan corrections may be sub-mitted by phone to ATC or via AFTN,but all change requests must be madeby either a pilot or a certified dis-patcher. “So, if it’s simply a case ofmissing information in remarks 18,you may have a certified dispatcheror pilot make the required changeswith ATC,” says Universal. “You’llthen wait another 45 minutes todepart in order for the re-filed flightplan to become active.”

There are detailed requirements forcorrectly completing remarks 18 of theICAO portion of the flight plan.Remarks must include the landing per-mit number (when the next destinationis within Brazil), the name of the air-craft operator, the previous departureairport, and receipt number fromINFRAERO for landing fees that havebeen paid. Another unique characteris-tic to be aware of relates to VisualFlight Rule (VFR) flight plans when fly-ing below FL090. In such cases, youmust include the wording “alreadyflown VMC” in remarks 18 or the flightplan will be rejected.

Landing Permit and FeesLanding permits are mandatory for

every stop in Brazil, regardless of thetype of flight. For non-Brazilian regis-tered aircraft, there are cases wherepermit validity isn’t approved for along period of time – your groundhandler will be able to provide guid-ance regarding the validity periodextension options.

For a permit, you’ll need to providestandard aircraft, passenger and crewdetails, including certificate of airwor-thiness, registration, insurance withthird-party liability coverage, crewtype rated licenses and first classmedical certificates. Brazil’s CivilAviation Authority (CAA) requires atleast 48 hours’ notice to process land-ing permit requests. Permits are validfor planned day of arrival with a devia-tion of 24 hours prior and 48 hoursafter your Estimated Time of Arrival(ETA).

Your permit will be validated afterarrival when customs is cleared.Customs decides on the timeframe ofyour permit, which can be a maxi-mum of 60 days. If you want to staybeyond the approved date, 15 days isrequired to revise the permit, but itmay be approved within a shortertimeframe at CAA’s discretion. Permitrevisions are required for crewchanges or if your arrival is beyondthe approved deviation. No revision isnecessary for changes in passengers,destination, departure point, or sched-ule if it’s still within the permitteddeviation. ATC will check to makesure your permit is valid and that feeshave been paid before validating aflight plan.

After landing in Brazil, operatorsmust pay landing fees prior to anonward flight plan being validated,

regardless of the next destination,even if it’s a tech stop. Landing permitcharges are standard, regardless ofaircraft type, and included in the land-ing fee, which must be paid afterarrival to the airport authorities, priorto departure to your next destination.Upon payment, you’ll be given a num-ber, which must be put in “remarks18” when filing your flight plan.

All landing fees must be paid beforea flight plan will be validated. After aflight plan is validated, it takes 45minutes to become active, and youmay not depart before this time. Oncea flight plan becomes active, it’s onlyvalid for 45 minutes, and any delaysmust be advised within 30 minutesafter initial scheduled departure time.For example, if your fees are paid andthe flight plan is validated at 1600



FACILITY Embraer's FBO

at Sorocabarepresents amix of MRO

capability andpassenger

service.

local, the earliest you may depart is1545 local, and the latest the flightplan remains valid for is 1645 local. Ifyou wish to delay departure beyond1645 local, you must advise by 1615local, which is within 30 minutes ofthe latest flight plan remains valid.“While you can delay your flight

plan multiple times, it’s important tounderstand that additional landingfees will be applied,” explainsUniversal. “Therefore, in case ofdelays, it’s advisable to pay for anadditional 1-2 hours’ worth of landingfees upfront as this will avoid addi-tional delays from repayment, whichwill cost you additional time to com-plete.”

To depart earlier than planned,you’ll have to submit a new flight planrather than a revision.

Parking, Ground Handlingand Fuel

Aircraft parking availability is thefirst consideration when looking at anextended stay in Brazil. Furthermore,Prior Permission Required (PPRs)are utilized only for aircraft parkingpurposes at Vitoria, Brazil (SBVT),and Guarulhos, Sao Paulo, Brazil(SBGR) and Campinas, Brazil(SBKP). This is determined by localauthorities at a later time. To obtain aPPR, send the tail number, firmschedule, and operator information toairport authorities, or to your groundhandler, who can request this foryour trip. Requests should be madeas early as possible due to frequentlack of aircraft parking spaces atthese airports.

Scheduled commercial operationstake priority over general aviation(GA). Commercial-traffic volume isgrowing 20-30% per year, putting a

strain on GA parking. “If aircraft park-ing is an issue at your desired airport,it’s recommended to obtain Plan “B”and possibly Plan “C” options fromyour ground handler for alternateparking or to drop passengers andreposition,” notes Universal.

Although hangar space for corpo-rate aircraft is generally not availablein Brazil, the condition of the tarmac,taxiways, and runways is goodthroughout the country. You can alsoexpect full service ground handling atmajor locations such as Rio deJaneiro, all three Sao Paulo airports,Brasilia, Manaus, Recife, andSalvador. However, many smallerdomestic airports in Brazil may nothave ground handlers available andEnglish-speaking personnel at ATCor the terminal may be inadequate.It’s possible to reposition ground han-dlers to any location, either travelingaboard the aircraft or sent in advancevia airline, at the operator’s request.

You’ll need to supply schedule, crewand passenger information, aircraftregistration, certificate of airworthi-ness, worldwide insurance, and bothpilot-in-command (PIC) and second-in-command (SIC) airline transportlicenses (ATP) and ‘first class’ med-ical certificates. Without this informa-tion in advance, ground handling, per-mits, and aircraft parking cannot beset up. A landing permit must beobtained prior to any operation intoBrazil if you’re making more than onestop, and most locations require aminimum of 48 hours’ notice.

If you require a domestic landingpermit to operate domestically withinBrazil, your ground handler will needat least 48 hours’ notice and requireall necessary documentation inadvance. If no domestic landing per-

mit is needed – in the case of opera-tors flying to only one internationalairport within Brazil – 24 hours’advance notice is sufficient. For inter-national tech stops, 24 hours’ advancenotification is adequate. Note that, inBrazil, a tech stop is defined as onlyone stop within Brazil for fuel at anAOE.

Speaking of fuel, it’s recommendedthat your ground handler set up andconfirm jet fuel delivery well beforearrival. This way, they can have thefuel truck on location and waiting foryou before the ETD. You’ll be fueledby the same trucks – Petrobras orShell – that service commercial air-lines, and you may face 1-2-hour deliv-ery delays if the fuel uplift hasn’t beenarranged and confirmed in advance.Communication between the groundhandler and the fueler is done by e-mail when there’s a fuel releaseinvolved. Short- notice fuel requests,and confirmations of fuel uplifts, aredone via phone.

A Unique Approach to SlotsThe airport-slot process in Brazil

has unique elements, and it’s impor-tant to understand how the systemworks when planning BusinessAviation flights. “Airport slots will notbe confirmed until relatively close toyour time of arrival and departure, soyou’ll need to consider options ifrequested airport slots are not avail-able,” says Universal. “Your third-party provider can assist in findingworkable airport-slot solutions.”

Airport slots are required atCongonhas, Sao Paulo, Brazil (SBSP),Florianopolis, Brazil (SBFL) andCuritiba, Brazil (SBCT) and may beneeded at Brasilia, Brazil (SBBR)and Porto Seguro, Brazil (SBPS)



Join over 23,000 industry professionals for the most important three days of business aviation, with 1,000 exhibitors, 2 static displays of aircraft – one inside the exhibit hall and the other outside at Henderson Executive Airport, and more than 50 education opportunities. Save the date and visit the NBAA-BACE website to learn more.

www.nbaa.org/2019


during high-traffic or event periods.Airport slots are only available(released) online 25 hours prior toyour ETA and you will only be able torequest slots within this period. InBrazil, airport slots are controlled bythe Department of Airspace Control.However, it’s always important to ver-ify if your destination airport has slotrequirements, since this couldchange due to traffic or seasonalevents.

Airport slot requests are usuallymade through a ground handler whowill obtain slot reservations via a web-site. The handler must have a previ-ous registration to the slot website.When operating a non-Brazilian-regis-tered aircraft domestically within

Brazil, your ground handler will needa copy of your domestic overflightpermit (AVANAC), airworthiness,registration, a firm schedule, your tailnumber, and the slot letter to autho-rize your handler to apply for slots onyour behalf. This is the case whetheror not you are operating as a privatenon-revenue or charter (non-sched-uled commercial) flight. For tech

stops, your ground handler will onlyrequire overflight permits, airworthi-ness and registration, firm schedule,and tail number.

Airport arrival and departure slots inBrazil have a deviation of – 15 min-utes and + 30 minutes of the slot time.For arrivals only, some flexibility inairport slot deviation is allowed atATC’s discretion. In terms of back-up

options, that depends on whetheryou’re arriving or departing. Fordeparture only, if no airport slots areavailable, you may request an ‘oppor-tunity slot’ and wait for the first open-ing that comes up after someone can-cels a flight. To request an opportuni-ty slot, the pilot or certified dispatch-er must go to ATC in person.Requests cannot be made by phone,fax or e-mail. For arrival, if yourrequested airport slot is not available,you may have to change your flightplan for the appropriate airport slotprovided, or you may have to file aflight plan to another city near thelocation desired and, while airborne,ask ATC for authorization to landusing an opportunity slot.

See You in Brazil!With this information in hand, it’s

time to get planning, as LABACE willbe here before you know it. See youin Sao Paulo.


STANDOUT Jetex FBO in Sao

Paolo (top).Universal Aviation

team in Brazil(center). Nearly

all aviation fuel inBrazil originatesfrom Petrobras

(below). ✈


Shannon Airport is #1 for a reason.

Shannon Airport is Europe’s #1 tech stop. It has a long runway, 24/7/365 operating hours, no curfews, slots, or noise restrictions, and some of the best fuel prices in Europe when you’re using your UVair® Fuelling Card. And it’s now even more convenient with extended U.S. pre-clearance hours.

Count on our team at Universal Aviation Shannon to give you a great, quick-turn VIP experience on your next trip across the big pond.

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PILOT CAE Oxford has

been trainingaspiring pilots

since 1963 (top).Air Commodore

Dai Whittingham(center).

W hen it comes to safety train-ing, Air Commodore DaiWhittingham has something

to say. “Operators and plane manufac-turers are keeping safety training toan absolute minimum,” says the UKFlight Safety Committee’s ChiefExecutive. “Under pressure to keepcosts low, the industry has less desireto provide training.”

Needless to say, this opinion is notone shared by the Business Aviationindustry, but it is good for starting alively conversation on a very impor-tant topic. In talking to a range ofOEMs, pilots and passengers inpreparing this article, it is clear thatOEMs work to keep costs down,which can mean keeping trainingcosts down. On the other hand, busi-ness aircraft owners, who very oftenare also passengers, want to fly intotal safety and therefore requirewell-trained pilots.

What this all means is that at theend of the day, the ball is in thetraining companies ’ court , whohave no choice but to f ind newways to cut costs while providingefficient pilot training. To accom-plish this cost/efficiency balance,some companies are leveragingthe latest in technology to roll-outa range of integrated services thatreduce the complexity of manag-

ing pilot training before, duringand after full-flight simulator ses-sions.

One such company is CAE, whorecently announced such cutting-edge digital solutions as its newElectronic Training Suite, whichincludes lesson plans, instructorgrading and records. “Lesson plansare created in conjunction with oper-ators and consist of a series of train-ing tasks to be performed in eachtraining session, while the gradingcapabil it ies al low instructors toassess task performance as well aspilot competencies,” explains CAE

Group President, Civil AviationTraining Solutions Nick Leontidis.

CAE has also developed a StandardOperating Procedures (SOP)Management Tool configured in col-laboration with operators and aimedat augmenting the instructors’ abilityto identify pilot proficiency gaps.“Both of these tools are clear exam-ples of how CAE is working hard tooffer cost-effective training solutionsthat meet rising demand,” addsLeontidis.

Likewise, FlightSafety Internationalrecently announced that the DassaultFalconEye Combined Vision SystemHUD has been incorporated into itsFalcon 900LX simulator in Dallas, aswell as Falcon 8X and Falcon2000LXS simulators in Paris. It willalso be installed in a new Falcon2000LXS/900LX interchangeable sim-ulator, which is scheduled to be avail-able for training at the TeterboroLearning Center in October 2019.

“Incorporating the DassaultFalconEye HUD into our simulatorsfor the Falcon 900LX, Falcon2000LXS, Falcon 2000S, and Falcon8X highlights FlightSafety’s commit-ment to develop and deliver trainingprograms that meet the current andupcoming requirements of ourCustomers,” says Steve Gross, SeniorVice President, Commercial.

BEHIND EVERY SAFE FLIGHTIS A WELL-TRAINED PILOT

PILOT TRAINING

There’s an old sayingamongst pilots along thelines of “Train like youfly, fly like you train!”With the ever-increasing complexityof today’s aircraft,this saying is moreimportant than ever.Marc Grangier explains

44-48 Training.qxp 3/07/2019 11:28


EXECUTIVE CAE Shanghai(top). CAE’sNick Leontidis(center).FlightSafety’sFalconEye HUD(bottom right)and SteveGross.

Joining ForcesA larger scale and more complex

solution to cutting costs whileenhancing training and services isthrough mergers and joint ventures.This is the approach taken byFlightSafety International and TRUSimulation + Training, a Textron Inc.company, who joined forces to formFlightSafety Textron AviationTraining. The new joint venture willprovide training services forTextron’s business and general avia-tion aircraft.

According to company CEO BrianMoore, the new company startedoperations on April 1st of this yearand will offer training for 48 Cessna,Cessna Citation, Beechcraft,Beechjet, King Air and Hawker air-craft models at 16 locations, with atotal staff of 800, 100 of which cameover from TRU Simulation +Training.

In addition to the afore mentionedtechnology upgrades, CAE is alsoturning to acquisitions as a means ofexpanding its Business Aviation foot-print. Last November, the companysigned an agreement withBombardier to acquire its BusinessAircraft Training (BAT) business foran enterprise value of $645 million.All the required conditions for closinghave now been met.

The acquisition significantlyexpands CAE’s ability to address thetraining market for customers operat-ing Bombardier business jets which,at more than 4,800 aircraft, is one ofthe largest in-service fleets of busi-ness aircraft in the world. The acqui-sition also serves to provide CAE witha loyal customer base and an estab-

lished recurring training businessthat is highly complementary toCAE’s network. Bombardier BAT alsocomes with a modern fleet of full-flight simulators and training devicescovering the Bombardier Learjet,Challenger and Global product lines,including the latest large cabin Global5500, 6500 and 7500 business jets.

With this agreement, CAE will beadding 12 Bombardier BusinessAviation full-flight simulators locatedin Dallas and Montreal to its trainingnetwork (including one deploymentalready planned for CAE’s fiscal year2021), for a total of 29 such simulatorsavailable for training worldwide, withfurther growth planned in the near- tomid-term.

But don’t expect CAE to stop here.“We’re still hungry for growth andlooking for further acquisitions if theright opportunities arise,” notesLeontidis.

A Look Across the PondA similar trend can be seen in

Europe. For example, as of 2017, allof the Lufthansa Group’s flightschools have been united under theEuropean Flight Academy brand. Assuch, the previous training centersoperated by Lufthansa FlightTraining, Swiss Aviation Training,

44-48 Training.qxp 3/07/2019 11:28


EXERCISE European Flight

Academyaircraft (top).BAA Traininghas 45 EASA

approvedprograms(center).

Pilot Training Network, the BremenCommercial Flight School, and theAirline Training Center Arizona havemerged to support future pilots withover 50 training planes and state-of-the-art simulators at a variety of loca-tions in Germany, Switzerland, andthe United States.

BAA Training, a subsidiary of AviaSolutions Group, provides pilot typerating and recurrent training on morethan 15 aircraft types, using 110 fullflight simulators in 40 locationsworldwide. Headquartered in Vilnius,Lithuania, the company has Ab Initioflight bases in Lithuania and Spain,operating a fleet of 17 aircraft. It iscurrently in the process of expandingits European training capabilities withthe addition of a training center inRome, Italy, where two full flight sim-ulators will be installed in 2019-2020.The company also has facilities inVietnam (Ho Chi Minh) and China(Henan Province).

A topic close to BAA Training’sheart is pilot fatigue. The companycites EASA, which estimates thatpilots are experiencing unusuallyhigh levels of fatigue as they areincreasingly asked to fly up to thelimits of what is legally allowed. Itis believed that pilot fatigue con-tributes to 15-20% of all fatal airaccidents related to human error,with duties of more than 10 hoursat the less favorable times of theday and disruptive schedules beingnoted as the biggest sources offatigue. According to EASA, nightflights, regardless of their length,cause excessive fatigue to the crewand critically disrupt the humanbody’s internal clock and wake-sleep cycle. In this respect, EASAis planning to review the rulemak-ing or safety promotion actions andthe prioritization of rulemaking inits next safety programming cyclein 2020.

Simulation vs the Real DealThe recent Boeing 737 Max crashes

have put safety management coursesback in the spotlight. Loss of ControlIn-flight (LOC-I) remains the numberone cause of fatal accidents and, assuch, is a significant risk to flightoperations. According to the USCommercial Aviation Safety Team(CAST) and General Aviation JointSteering Committee (GAJSC) data,within the last 10 years, LOC-I wasresponsible for roughly 45% of allfatalities. Because of numbers likethese, Upset Prevention andRecovery Training (UPRT) hasgained a lot of interest in recentyears. EASA has even gone as far asrequiring all operators to incorporatesuch courses into their pilot trainingprograms.

Although most large pilot trainingcompanies have integrated thesecourses into their training, othersbelieve that real in-flight training isthe only way to go. These companiesare quick to point out that not longago, simulators weren’t able to faith-fully reproduce certain situations,such as continuous and instant accel-erations and sudden changes of out-side air temperature. Lacking suffi-cient fidelity outside the normal enve-lope for upset training applications,they argue that simulators couldteach an inappropriate and unsaferecovery technique or lead to overstressing the simulated aircraft modelbeyond its physical limits, whichcould be considered an inappropriateand counter-productive use of simula-tion.

PILOT TRAINING

44-48 Training.qxp 3/07/2019 11:28


TUITION Skyborne AirlineAcademy B737MAX flightsimulator (left).FlightSafetyUPRT (right).

Fortunately, technology has greatlyadvanced, meaning actual aircrafttraining may no longer be essential.Below we look at some of the latesttraining options – both in the sim andin the sky.

Upset Preventionand Recovery Training (UPRT)

Three years ago, FlightSafetyInternational started delivering tech-niques for recovering an out of con-trol aircraft. For this purpose, thecompany developed a GulfstreamG550 simulator with full stall data.The course includes four hours oftheory on such advanced topics aslow/high speed aerodynamics, stabili-ty and control, aircraft performance,and upset recovery technique, andfour hours of simulator time to allowpilots to recognize, experience, andrecover from full aerodynamic stalland speeds in excess of VMO/MMO.

According to Dann Runik, SeniorVice-President of Operations andExecutive Director, AdvancedTraining Programs at Flight Safety,approximately 1,500 pilots havealready followed the course, which isavailable at the company’s LearningCenter in Savannah, Georgia.

FlightSafety has also upgraded aGulfstream GIV simulator to the newFlightSafety VITAL 1100 VisualSystem – a move that significantlyenhances training by providing highlydetailed mission-specific imagerywith vastly improved scene contentand exceptional environmentaleffects. “FlightSafety’s APRT presentscompelling scenarios that allow pilots

to safely experience and recover fromhistorically accurate, in-flight upsetevents in a way that would be far toodangerous to experience in an actualaircraft,” explains Runik.

In association with AviationPerformance Solutions (APS), CAE isalso offering UPRT courses, includingcomprehensive web-based academic,in-flight, and full-flight simulator pro-grams. According to Captain JeanLiardon, Senior Advisor Emirates-CAE Flight training, LOC-I is indis-putably one of the leading causes ofaircraft crashes and crash-relatedfatalities worldwide. “Rivaled only byControlled Flight into Terrain (CFIT),LOC-I highlights a serious deficiencyin a pilot’s ability to deal with a varietyof unusual flight attitudes and flightenvelope excursions,” he says.“Regrettably, current pilot trainingregulatory standards and certificationrequirements do not address this skilldeficiency.”

The three-day UPRT course pro-vides a comprehensive understandingand practical live aircraft training inCAE’s Grob G120TP aircraft.

Last year, APS released an all-newUPRT program uniquely designed forthe Multi-engine Turboprop (METP)pilot. This course is founded upon 15years of UPRT services to US ArmyKing Air operators, arguably operat-ing in the most demanding operationof multi-engine turboprop aircraft inthe world. The APS team has integrat-ed web-based preparatory, high per-formance prop on-aircraft, and multi-engine turboprop simulator trainingprograms into a comprehensive and

effective three-day course, integratingUPRT simulation in night, weather,and low altitude operations.

SIMCOM Aviation Training, whichwas bought last year by DirectionalAviation, operates training centers inOrlando and Scottsdale, as well as inthe United Kingdom, also providesUPRT courses. In 2017, it partneredwith Patty Wagstaff Aviation Safety toprovide such courses. Led by one ofthe most celebrated female aerobaticpilots in history, Wagstaff and herteam of instructors have walked hun-dreds of students from around theworld through these courses.

The company owns and operates 48flight training devices and full flightsimulators, providing training toapproximately 6,500 pilots each year.In 2018, it added a new CitationMustang full flight simulator at itsScottsdale Arizona Training Center.Last year, it also bought TurbineSolutions, the in-aircraft training sup-plier for the Daher TBM series air-craft, providing simulator based train-ing sessions and additional in-aircrafttraining support.

Since 1981, California-based FlightResearch has been offering UPRTcourses, utilizing among other moreconventional aircraft, North AmericanSabreliners and AerMacchi Impalas.Both of which emulate the aircraft itscustomers fly. Pilots learn in flighthow to handle extreme upset scenar-ios, including extreme nose high andlow upsets, bank angles upsets from70 to 180 degrees, upright and invert-ed spin recovery, neutral, pro, andanti-aileron inputs and stall recovery.

44-48 Training.qxp 3/07/2019 11:28 Page 47


TUITION Skyborne AirlineAcademy B737MAX flightsimulator (left).FlightSafetyUPRT (right).

Fortunately, technology has greatlyadvanced, meaning actual aircrafttraining may no longer be essential.Below we look at some of the latesttraining options – both in the sim andin the sky.

Upset Preventionand Recovery Training (UPRT)

Three years ago, FlightSafetyInternational started delivering tech-niques for recovering an out of con-trol aircraft. For this purpose, thecompany developed a GulfstreamG550 simulator with full stall data.The course includes four hours oftheory on such advanced topics aslow/high speed aerodynamics, stabili-ty and control, aircraft performance,and upset recovery technique, andfour hours of simulator time to allowpilots to recognize, experience, andrecover from full aerodynamic stalland speeds in excess of VMO/MMO.

According to Dann Runik, SeniorVice-President of Operations andExecutive Director, AdvancedTraining Programs at Flight Safety,approximately 1,500 pilots havealready followed the course, which isavailable at the company’s LearningCenter in Savannah, Georgia.

FlightSafety has also upgraded aGulfstream GIV simulator to the newFlightSafety VITAL 1100 VisualSystem – a move that significantlyenhances training by providing highlydetailed mission-specific imagerywith vastly improved scene contentand exceptional environmentaleffects. “FlightSafety’s APRT presentscompelling scenarios that allow pilots

to safely experience and recover fromhistorically accurate, in-flight upsetevents in a way that would be far toodangerous to experience in an actualaircraft,” explains Runik.

In association with AviationPerformance Solutions (APS), CAE isalso offering UPRT courses, includingcomprehensive web-based academic,in-flight, and full-flight simulator pro-grams. According to Captain JeanLiardon, Senior Advisor Emirates-CAE Flight training, LOC-I is indis-putably one of the leading causes ofaircraft crashes and crash-relatedfatalities worldwide. “Rivaled only byControlled Flight into Terrain (CFIT),LOC-I highlights a serious deficiencyin a pilot’s ability to deal with a varietyof unusual flight attitudes and flightenvelope excursions,” he says.“Regrettably, current pilot trainingregulatory standards and certificationrequirements do not address this skilldeficiency.”

The three-day UPRT course pro-vides a comprehensive understandingand practical live aircraft training inCAE’s Grob G120TP aircraft.

Last year, APS released an all-newUPRT program uniquely designed forthe Multi-engine Turboprop (METP)pilot. This course is founded upon 15years of UPRT services to US ArmyKing Air operators, arguably operat-ing in the most demanding operationof multi-engine turboprop aircraft inthe world. The APS team has integrat-ed web-based preparatory, high per-formance prop on-aircraft, and multi-engine turboprop simulator trainingprograms into a comprehensive and

effective three-day course, integratingUPRT simulation in night, weather,and low altitude operations.

SIMCOM Aviation Training, whichwas bought last year by DirectionalAviation, operates training centers inOrlando and Scottsdale, as well as inthe United Kingdom, also providesUPRT courses. In 2017, it partneredwith Patty Wagstaff Aviation Safety toprovide such courses. Led by one ofthe most celebrated female aerobaticpilots in history, Wagstaff and herteam of instructors have walked hun-dreds of students from around theworld through these courses.

The company owns and operates 48flight training devices and full flightsimulators, providing training toapproximately 6,500 pilots each year.In 2018, it added a new CitationMustang full flight simulator at itsScottsdale Arizona Training Center.Last year, it also bought TurbineSolutions, the in-aircraft training sup-plier for the Daher TBM series air-craft, providing simulator based train-ing sessions and additional in-aircrafttraining support.

Since 1981, California-based FlightResearch has been offering UPRTcourses, utilizing among other moreconventional aircraft, North AmericanSabreliners and AerMacchi Impalas.Both of which emulate the aircraft itscustomers fly. Pilots learn in flighthow to handle extreme upset scenar-ios, including extreme nose high andlow upsets, bank angles upsets from70 to 180 degrees, upright and invert-ed spin recovery, neutral, pro, andanti-aileron inputs and stall recovery.

44-48 Training.qxp 3/07/2019 11:28


INTENSIVE CAE graduate

1500+ newspilots each year

(left).FlightSafety hasG650 course for

London CityAirport steep

approach ops(right).

“One can’t beat real in-flight train-ing, as for example in a simulator, astudent cannot get the inverted feel-ing and simulate the queasiness, northe stress and confusion caused byencountering higher G loads and theother sensations that come from anunusual attitude,” says FlightResearch CEO William Korner.

Other smaller training companiesand pilot schools also offer UPRTcourses, including PrevailanceAerospace, based in Chesapeake, VA,which uses a fleet of Extra 330LXs totrain flight crews to recognize andrecover from unusual attitudes andaircraft upsets.

Steep Approaches, AdvancedRejected Takeoff Go/No-Go

FlightSafety International will soonoffer a specialized London City air-port steep approach operations train-ing program for Gulfstream G650pilots. FlightSafety courseware devel-opers and simulation engineersworked with their counterparts atGulfstream to develop this new pro-gram, which includes an eLearningmodule, ground school, and simulatorsession at a Learning Center. Topicsinclude an overview of the LondonCity airport and regulatory require-ments, followed by modules onarrivals, approaches and landings,ground operations, departures, noiseabatement, and Human Factors /CRM Elements as required.

The company is also offering a four-hour course on Advanced RejectedTakeoff Go/No-go. Of vital impor-tance for crew members, during thecourse each will face up to 18 differ-ent scenarios, requiring a decision bythe flight crew to either continue the

takeoff or abort. In addition to pro-moting go/no-go decision-makingproficiency, this invaluable coursealso gives pilots an opportunity to flytheir aircraft under the high stressdemands of an emergency return tothe airport in the case of an extremeemergency after takeoff. Each pilotwill have the opportunity to practicemultiple emergency return scenariosto proficiency.

Advanced Energy ManagementCosidering that in-flight loss of con-

trol represents the single greatestcause of fatal aviation accidents in thelast decade, most instructors believethat advanced energy managementcourses are necessary. Such courses,which present compelling scenariosthat allow pilots to safely experienceand recover from historically accu-rate, fatal, in-flight upset events, aresimply far too dangerous to experi-ence in an actual aircraft. This is whynew simulators now incorporate anaerodynamic model that replicatesthe flight envelope from full aerody-namic stall to speeds well beyond

VMO/MMO, which allows pilots torecognize, experience, and recoverfrom inflight loss of control in the safeand controlled environment of a simu-lator.

These courses also help to increaseknowledge about aerodynamics anddevelop new skills that are critical tosafe operations, thus greatly reducingunstable approaches. Courses focuson the physics of operating aircraftduring the descent phase of flight,meaning pilots learn the tools avail-able to understand their “energystate” at any given point on thedescent. By utilizing these tools,

pilots will be able to predict inadvance whether or not they willmeet stabilized approach criteriawhile still very far out from touch-down.

An Eye Towards Tomorrow According to the last CAE Business

Jet Pilot Demand Outlook, over thenext decade, 10,000 new business jetpilots will be required to sustaingrowth and 40,000 new business jetpilots will be needed to support retire-ment attrition across the segment, notto mention the recurrent training ofthe already qualified pilots. Giventhese perspectives, one can now fullyunderstand why Research andMarkets projects that the global sim-ulators market has a compound annu-al growth rate of 4.78% and shouldgrow to $20.99 billion in 2022.

Judging by what we’ve learned inthe report, the training industry iswell-positioned to meet this growingdemand and, in doing so, ensure aculture of safety that begins with well-trained pilots.

PILOT TRAINING

✈

44-48 Training.qxp 3/07/2019 11:28

How does CAE elevate your training experience?

Work with the team that works with you. cae.com/business-aviation

1.With centers located in some of the world’s most desired locations

2.By offering relevant up-to-date OEM supported interactive training classes

3.Through a customer service team offering a friendlier, more cultural experience

6.By providing diverse customers training for challenging and unique circumstances

4.By working with OEMs and NAAs to deliver programs specific to your needs

5.By using simulators equipped with advanced capabilities, improving training efficiency


FLY-IN A total of 23

aircraft arrivedat EBACE

powered bySAJF (top).

EBAA ChairmanJürgen Wiese

(center)and NBAA CEO

Ed Bolen(bottom).

E BACE 2019, which took placefrom May 21 to May 23 inGeneva, will definitely not be

remembered for the number of dealsmade. That’s because only one majorcontract was announced during theevent. Although others were surelymade, they just weren’t publiclyannounced – a practice that is far lessexciting!

The show also attracted fewerexhibitors than previous years. Infact, organizers did not publish a con-crete number, just saying that therewere “nearly 400 exhibitors” on site.The exact number of visitors atEBACE 2019 also seems to fall underthe trade secret.

But this secrecy is a piece of non-sense, as talking with exhibitors,everyone said they were satisfied withthe quality of visitors. Furthermore,the show’s major topics of“Sustainability”, “Innovation” and“Future of Business Aviation” werewelcomed by attendees andexhibitors alike.

To highlight just how serious every-one was about these themes, no lessthan 23 of the 58 aircraft on the staticdisplay came to Geneva fueled by sus-tainable alternative jet fuels (SAJF).“This week’s record-setting EBACESAJF Fly-In is a milestone in BusinessAviation’s commitment to sustainabili-ty and reducing carbon emissions,”said EBAA Chairman of the Board of

Governors Jürgen Wiese. “We areproud that Europe’s leading BusinessAviation event, which has alwaysshowcased innovation, is proving theviability and value of alternative fuels.”

The EBACE SAJF Fly-in was anindustry-wide initiative supported byAir BP, Avfuel, Aviator, Bombardier,Cirrus Aircraft, Daher, DassaultAviation, Diamond Aircraft, Embraer,Gulfstream, JSSI, Neste, TextronAviation, TAG Aviation AirportFarnborough and World Fuel Services.

Innovation on Display“The excitement and enthusiasm

surrounding this year’s show hasbeen palpable throughout the week,”summarized EBAA General SecretaryAthar Husain Khan. “EBACE 2019was characterized by new products,new business models, new invest-ment opportunities and a new genera-tion of aviation professionals deter-mined to make their mark.”

“Business Aviation continues chang-ing right before our eyes, and here atEBACE, we have seen and touchedthe industry’s future,” added NBAAPresident and Chief Executive OfficerEd Bolen. “We’re finishing EBACEinspired by a vision of sustainableflight, urban air mobility and othergame-changing innovations.”

Here we look at some of the newproducts and innovations on displayduring the show.

EMBRACING THE FUTURE OFBUSINESS AVIATION

EBACE REPORT

EBACE 2019 was by far

the greenest edition yet –

with the spotlight being

on the many sustainable

innovations happening

across the industry.

Marc Grangier and

Volker K. Thomalla report

50-56 EBACE Report.qxp 3/07/2019 11:33


INNOVATIVE This year’sDassault stand(top).TextronDusseldorfService Center(right).Embraer CEOMichaelAmalfitano (left).

Dassault AviationDiscussing its newest Falcon Jet,

the Falcon 6X, Dassault Aviationannounced that it has completed theCritical Design Review (CDR) for thenew twinjet and has frozen thedetailed design of the aircraft. Thecompany has already begun manufac-turing major parts as the programtracks to assembly of the first aircraftby early 2020, with first flight to fol-low in 2021 and deliveries beginningin 2022.

“Our design teams and partnershave done an excellent job so far,”

said Dassault Aviation Chairman andCEO Eric Trappier. “Completing thedesign review this month and releas-ing the aircraft to the manufacturingprocess is a significant milestone as itdemonstrates our confidence in theairframe and engine design, as well asin the collaborative process we haveput in place with our global partners.”

According to the manufacturer, theFalcon 6X offers the largest cabincross section of any purpose-builtbusiness jet and the quietest andmost comfortable cabin of any aircraftin its class. The Pratt & WhitneyCanada PW812D 13,000-14,000 lbsthrust turbofan that will power the 6Xhas accumulated nearly 1,000 hoursof runtime on the test bench inMontre?al, Canada, using five devel-opment engines. To date, P&WC hasaccumulated more than 13,000 hourson the variant of the geared turbofan(GTF) core at the heart of theDassault-specific PW812D. The GTFcore is shared by 16 different engineapplications that have amassed morethan 585,000 flight hours in all.

Embraer Executive AircraftEmbraer unveiled two new aircraft

at NBAA-BACE last October: Themidsize Praetor 500 and the super-midsize Praetor 600. In April thisyear, the Brazilian Aviation authorityANAC certified the Praetor 600. AtEBACE, the company announced thatboth the FAA and EASA have alsocertified the aircraft type.

“Now certified by the key aviationsafety agencies of the world, thePraetor 600 has proven to be the mostdisruptive and technologicallyadvanced super-midsize business jetto enter the market, paving the way tobegin deliveries now in the secondquarter,” said Embraer ExecutiveAircraft president and CEO MichaelAmalfitano. “Just over six monthssince its launch, the Praetor 600 hasalready been outperforming its certifi-cation goals, raising expectations ofthe ideal super-midsize.”

At the launch, the manufacturerhad envisioned a range of 3,900 nau-tical miles (7,223 kilometers) at long-range cruise and IFR reserves. Now,

the Praetor 600 is certified with 4,018nautical miles (7,441 kilometers).Even at a cruising speed of Mach0.80 and IFR reserves, the new jethas surpassed its targets by featur-ing a range of 3,719 nautical miles(6,888 kilometers) instead of the tar-geted 3,605 nautical miles (6,676kilometers).

Firm orders for the $21 million(EUR 18.8 million) aircraft arealready in the order book for morethan one year of production.

Textron AviationTextron Aviation had delivered

more aircraft to Europe than anyother manufacturer, with 1,800 jet andturboprop aircraft currently beingoperated by European customers.Furthermore, 75% of all midsize jetsdelivered to Europe were Citations.With numbers like these, it’s no sur-prise the company is expanding itsservice footprint in the region by dou-bling the size of its EuropeanDistribution Center (EUDC) inDüsseldorf.

50-56 EBACE Report.qxp 3/07/2019 11:33


BLESSING Bombardier was

among thecompanies that

supported theSAJF Fly-in

initiative.

“The expansion of the parts distribu-tion center in Düsseldorf will increaseavailable part numbers to nearly35,000 items across Europe, includingall six service center parts rooms,”said Brad Thress, Textron Aviationsenior vice president, Parts,Programs and Flight Operations.“The additional space keeps us aheadof growing demand and ready to sup-port our customers at any time.”

Flying Colours Corp.MRO and Completions company

Flying Colours Corp. came to EBACEcelebrating 30 years of operations. To

celebrate, the privately owned compa-ny is expanding its business inPeterborough, Canada and abroad.Flying Colours is building an addi-tional 100,000 square feet of hangarspace in Peterborough, as well as asecond dedicated aircraft paint shop.The new hangar, which is expected tobe inaugurated before the end of thissummer, will be large enough toaccommodate airliner size aircraft formaintenance and interiors work.

Just days prior to EBACE, the com-pany announced the promotion ofAndrew Pearce to the newly createdposition of European sales manager.Pearce will help give Flying Coloursmore exposure to European businessaircraft operators and will encourageEuropean customers to think aboutletting Flying Colours do the manda-tory ADS-B installation work or anyother avionics upgrade or mainte-nance work.

BombardierJulien Boudreault, Vice President,

Program Management, BombardierAviation, told BART that the firstGlobal 6500 aircraft has been induct-ed at the company’s state-of-the-artcompletion center in Montreal. Thisnews means the new addition to theGlobal family has moved one stepcloser to entry-into-service later thisyear. Flight testing is progressingwell, with 90% of flight testing com-pleted at Bombardier’s test center inWichita, Kansas. The first flight testvehicle (FTV) has successfully com-pleted all mission testing and is nowretired. The Rolls-Royce Pearl 15engine is delivering on theunmatched total performance expect-ed, and FTV2 and FTV3 are perform-

EBACE REPORT

BART: How important is Europe foryour service organization?Kriya Shortt: Textron Aviation hasits largest installed base in Europe,with 1,800 Business Aircraft. We’realways looking to enhance our ser-vices not only in Europe, but global-ly. We need to offer our customersthe adequate service they expectfrom us. Textron Aviation providesinclusive support for all Beechcraft,Cessna and Hawker aircraft in Europe through its company-owned servicecenters in Doncaster, Düsseldorf, Paris Le Bourget, Prague, Valencia andZurich, and offers line service at Biggin Hill, Bremen, Cannes, Geneva,Nice and Stuttgart. We’re also investing and doubling the size of our partsdistribution center in Düsseldorf.

BART: You’ve introduced a European telephone number for your 1CALLAOG Service. What reaction from customers have you experienced?Kriya Shortt: 1CALL is growing in Europe. Our strategy there and aroundthe world has always been to provide unrivaled support for the aircraft weproduce with centrally located, company-owned service centers and partsdistribution centers, mobile service units, and fast AOG response with our24/7 1Call. Along with service center growth, this is a signal to us that ourstrategy continues to win customer approval.

BART: How has digitalization changed the way you offer customer ser-vices?Kriya Shortt: We’re the leader in a lot of service offerings, but we were lag-ging behind in other cases. We use technology to leverage customer rela-tions and the customer experience. The engineering team did a great job inbringing our documentation to a digital format. Now our customers have allthe information they need at their fingertips. Starting this summer, our newaircraft data hub will be operational within the Textron Aviation CustomerPortal. It’s important to our customers that they have a clear understandingand record of work done on their aircraft. Our new data hub will offer cus-tomers more choices in their tracking system and a comprehensive pictureof maintenance records across all their Textron Aviation products. We’venamed CAMP, flightdocs, SierraTrax and Traxxall as recommendedproviders for the new data hub.

ONE-ON-ONE WITH TEXTRON AVIATION SENIOR VICE PRESIDENT,GLOBAL CUSTOMER SUPPORT KRIYA SHORTT

50-56 EBACE Report.qxp 3/07/2019 11:33


FRONT Gulfstreambrought itsG280 (top),while Dahercame with TBM940 (left) andHonda Aircraftwith HondaJet(right).

ing exceptionally well throughout therigorous flight testing program.

Bombardier proudly mentioned thatits Global 7500 has demonstrated itsunmatched performance capabilitieswith the first ever non-stop flight fromLondon City Airport to Los Angeles,CA. The recent flight was carried outby a flight test vehicle (FTV5) called“The Masterpiece,” configured withthe equivalent weight of a fully fittedinterior, including a stateroom andshower, and 2,400 lbs. of additionalpayload, representing about 11 pas-sengers and their baggage.

Boudreault also disclosed that HongKong aircraft management companyHK Bellawings Jet Ltd. had signed aletter of intent (LOI) for five newGlobal 7500s and has exercisedoptions for two more Global 7500s, aspart of the initial agreement signed inMay last year. Furthermore, theCanadian company announced it hadadded enhanced interior repair andrefurbishment activities at its servicecenter at London Biggin Hill Airport.Austrian-based F/LIST will partnerwith Bombardier on the developmentof this enhanced interior shop.

GulfstreamGulfstream indicated that its new

G600 was nearing the end of functionand reliability (F&R) testing, the finalstage of flying required for aircrafttype certification by the US FAA. “TheG600 completed certification tests forflight into known icing in March, withF&R testing beginning in May,” saysMark Burns, president, Gulfstream.“During F&R testing, the G600 willdemonstrate that the aircraft, includ-ing its components and systems, isreliable and functioning properly.”

Gulfstream has been demonstratingthe capabilities and maturity of theG600 since the first aircraft flewDecember 17, 2016. To date, the fiveG600 aircraft in the flight-test pro-gram have completed more than 845flights.

Burns also told BART that hiscompany has begun operations atTAG Farnborough Airport by offer-ing aircraft line maintenance froman on-site hangar. Gulfstream’s ser-v ice center at London LutonAirport, approximately 55 miles (88ki lometers) from Farnborough,remains fully operational for sched-uled and unscheduled mainte -nance. Meanwhile, construction ofthe company’s new 220,060-square-foot/20,444-square-meter mainte-nance, repair and overhaul (MRO)faci l i ty at TAG FarnboroughAirport began ear l ier May.Announced a year ago, the MRO isscheduled to open in the thirdquarter of 2020 and will serve asGulfstream’s main resource for cus-tomers in the London area,Europe’s busiest Business Aviationhub.

DaherOn the first day of EBACE, Nicolas

Chabbert, senior vice-presidentDaher Airplane Business Unit,announced that the latest version ofthe company’s single-engine very fastturboprop aircraft – the TBM 940 –had just received EASA certification.Succeeding the current TBM 930 asthe upper-end product in Daher’sTBM family, the TBM 940 features anautomated throttle fully integratedwith the autopilot – the first everinstalled on a standard production tur-boprop aircraft weighing less than12,500 lbs. (5.7 metric tons).

Honda AircraftIn order to increase its training

capacity after the introduction of theHondaJet Elite in 2018, HondaAircraft is appraising different loca-tions for the simulator. HondaAircraft President and CEOMichimasa Fujino said at EBACE thatdue to a strong demand on theContinent, the new trainer would like-ly be sheltered in Europe.

Getting on with their expansionplans of their North Carolina facility,

50-56 EBACE Report.qxp 3/07/2019 11:34


SHOWCASE StandardAero

had its TFE731and PW300engines on

display at theshow.

Honda Aircraft is investing $15.5 mil-lion, developing a new 82,000 squarefeet building to render the productionmore efficient with automation tech-nologies.

Rolls-RoyceRolls-Royce announced that the first

sets of Pearl 15 production standardengines were delivered toBombardier and have been fitted tothe first Global 6500. WhileBombardier has started interior com-pletion work on the first customer air-craft, the Rolls-Royce site inDahlewitz, Germany, is ramping upthe Pearl 15 production. Flight testingis on track to support the aircraft cer-tification and entry into service laterthis year. Rolls-Royce is alsostrengthening its Business Aviationservices infrastructure by expandingthe global network of AuthorizedService Centers (ASC) for its largeCorporateCare customer base (atEBACE, the company disclosed it hadsigned its 100th customer for anenhanced version of itsCorporateCare service contract). Thelatest addition to the ASC network isInflite The Jet Center at LondonStansted Airport, which supports theAE 3007A engines that power theEmbraer Legacy 600 and 650 aircraft.Rolls-Royce now has 77 ASCs locatedat strategic hubs in the US, Europe,Middle East and Asia.

Pratt & WhitneyPratt & Whitney is adding three

new services to its popular pay-per-hour engine maintenance program,the Eagle Service Plan (ESP).Customers with select engine modelsand ESP plans can now benefit fromoil analysis, global engine connectivi-

ty and flyaway kits. The newly addedoil analysis technology offered to ESPcustomers is more sensitive than tra-ditional methods, allowing it to detectdeterioration of oil-wetted parts suchas carbon seals hundreds of hoursbefore there could be a potentialissue. This helps to turn unplannedengine maintenance into scheduledmaintenance, so customers can betterplan their flying time and costs.

Jet AviationJet Aviation is expanding and

improving its global FBO network.The company plans to provide FBOservices from a newly refurbished600 square-meter state-of-the art,double-story facility at Riyadh’s KingKhalid International Airport (KKIA)by the end of 2019, its 40th anniver-sary year in Saudi Arabia. Recently,the company signed an FBO serviceagreement with Wijet, a Paris-basedBusiness Aviation operator. JetAviation currently operates nineFBOs in Europe, including Genevaand Zurich, Switzerland; Amsterdamand Rotterdam, The Netherlands;Berlin (Schonefeld and Tegel),Dusseldorf and Munich, Germany;and Vienna, Austria. In October2018, it acquired the former KLMJet Center FBOs in Amsterdam andRotterdam, and later gained IS-BAHStage 2 certif ication for al l i tsEuropean FBOs, (with the exceptionof Amsterdam and Rotterdam) inDecember. The company is current-ly aligning its processes with the for-mer KLM Jet Center and intends toreceive IS-BAH certification for theDutch locations before the end of2019. Jet Aviation also signed anagreement with Collins Aerospace tobuy 150 units of i ts GFLU-2100

multi -mode receiver for ADS-Bupgrades before the January 1st 2020deadline.

JSSIJSSI Parts & Leasing, a division of Jet

Support Services, Inc. (JSSI), hassigned a new supply chain servicesagreement with Contour Aviation. JSSIParts & Leasing will provide extensiveparts procurement, logistics, andbilling support to Contour Aviation’sbusiness jets fleet. Under the agree-ment, the JSSI Parts & Leasing partsprocurement staff will support all partrequests for Contour’s jets, from theinitial request through to ensuring on-time delivery. The team receives item-ized orders and provides logistics sup-port and tracking services throughoutthe order process, including dailyparts update reports, shipmentupdates and core return support. Theywill also evaluate invoices and pur-chase orders and coordinate with ven-dors regarding delayed core billings.Sophisticated consumption analysisand forecasts will be utilized to assistwith advanced planning and accuratecost projections, with periodic pro-gram and cost performance reviews.

StandardAeroStandardAero’s engine MRO facili-

ty in Gonesse, France, recently cele-brated the delivery of its 1,500th

Pratt & Whitney Canada PT6A tur-boprop engine. The Gonesse facili-ty, which is located mid-waybetween Le Bourget and RoissyCharles de Gaulle Airport in Paris, isa Pratt & Whitney CanadaDesignated Overhaul Facility (DOF)for both the PT6A and the largerPW100 turboprop engine. Gonessehas over 40 years’ maintenance,repair and overhaul experience onthe PT6A, having processed its firstengine in 1975, and also supportsthe PT6A operator community withmobile repair team (MRT) services.Today, the facility has approvals fornine models of the PT6A family,including the widely used PT6A-41/-42 models, plus the PT6A-64, whichpowers the Daher TBM 700. TheGonesse facility was recently re-selected by Daher as the PT6Aengine MRO services provider forits TBM aircraft based in Europe,StandardAero having originally beenselected by Daher in 2016.

EBACE REPORT

50-56 EBACE Report.qxp 3/07/2019 11:34


SHOWCASE StandardAero

had its TFE731and PW300engines on

display at theshow.

Honda Aircraft is investing $15.5 mil-lion, developing a new 82,000 squarefeet building to render the productionmore efficient with automation tech-nologies.

Rolls-RoyceRolls-Royce announced that the first

sets of Pearl 15 production standardengines were delivered toBombardier and have been fitted tothe first Global 6500. WhileBombardier has started interior com-pletion work on the first customer air-craft, the Rolls-Royce site inDahlewitz, Germany, is ramping upthe Pearl 15 production. Flight testingis on track to support the aircraft cer-tification and entry into service laterthis year. Rolls-Royce is alsostrengthening its Business Aviationservices infrastructure by expandingthe global network of AuthorizedService Centers (ASC) for its largeCorporateCare customer base (atEBACE, the company disclosed it hadsigned its 100th customer for anenhanced version of itsCorporateCare service contract). Thelatest addition to the ASC network isInflite The Jet Center at LondonStansted Airport, which supports theAE 3007A engines that power theEmbraer Legacy 600 and 650 aircraft.Rolls-Royce now has 77 ASCs locatedat strategic hubs in the US, Europe,Middle East and Asia.

Pratt & WhitneyPratt & Whitney is adding three

new services to its popular pay-per-hour engine maintenance program,the Eagle Service Plan (ESP).Customers with select engine modelsand ESP plans can now benefit fromoil analysis, global engine connectivi-

ty and flyaway kits. The newly addedoil analysis technology offered to ESPcustomers is more sensitive than tra-ditional methods, allowing it to detectdeterioration of oil-wetted parts suchas carbon seals hundreds of hoursbefore there could be a potentialissue. This helps to turn unplannedengine maintenance into scheduledmaintenance, so customers can betterplan their flying time and costs.

Jet AviationJet Aviation is expanding and

improving its global FBO network.The company plans to provide FBOservices from a newly refurbished600 square-meter state-of-the art,double-story facility at Riyadh’s KingKhalid International Airport (KKIA)by the end of 2019, its 40th anniver-sary year in Saudi Arabia. Recently,the company signed an FBO serviceagreement with Wijet, a Paris-basedBusiness Aviation operator. JetAviation currently operates nineFBOs in Europe, including Genevaand Zurich, Switzerland; Amsterdamand Rotterdam, The Netherlands;Berlin (Schonefeld and Tegel),Dusseldorf and Munich, Germany;and Vienna, Austria. In October2018, it acquired the former KLMJet Center FBOs in Amsterdam andRotterdam, and later gained IS-BAHStage 2 certif ication for al l i tsEuropean FBOs, (with the exceptionof Amsterdam and Rotterdam) inDecember. The company is current-ly aligning its processes with the for-mer KLM Jet Center and intends toreceive IS-BAH certification for theDutch locations before the end of2019. Jet Aviation also signed anagreement with Collins Aerospace tobuy 150 units of i ts GFLU-2100

multi -mode receiver for ADS-Bupgrades before the January 1st 2020deadline.

JSSIJSSI Parts & Leasing, a division of Jet

Support Services, Inc. (JSSI), hassigned a new supply chain servicesagreement with Contour Aviation. JSSIParts & Leasing will provide extensiveparts procurement, logistics, andbilling support to Contour Aviation’sbusiness jets fleet. Under the agree-ment, the JSSI Parts & Leasing partsprocurement staff will support all partrequests for Contour’s jets, from theinitial request through to ensuring on-time delivery. The team receives item-ized orders and provides logistics sup-port and tracking services throughoutthe order process, including dailyparts update reports, shipmentupdates and core return support. Theywill also evaluate invoices and pur-chase orders and coordinate with ven-dors regarding delayed core billings.Sophisticated consumption analysisand forecasts will be utilized to assistwith advanced planning and accuratecost projections, with periodic pro-gram and cost performance reviews.

StandardAeroStandardAero’s engine MRO facili-

ty in Gonesse, France, recently cele-brated the delivery of its 1,500th

Pratt & Whitney Canada PT6A tur-boprop engine. The Gonesse facili-ty, which is located mid-waybetween Le Bourget and RoissyCharles de Gaulle Airport in Paris, isa Pratt & Whitney CanadaDesignated Overhaul Facility (DOF)for both the PT6A and the largerPW100 turboprop engine. Gonessehas over 40 years’ maintenance,repair and overhaul experience onthe PT6A, having processed its firstengine in 1975, and also supportsthe PT6A operator community withmobile repair team (MRT) services.Today, the facility has approvals fornine models of the PT6A family,including the widely used PT6A-41/-42 models, plus the PT6A-64, whichpowers the Daher TBM 700. TheGonesse facility was recently re-selected by Daher as the PT6Aengine MRO services provider forits TBM aircraft based in Europe,StandardAero having originally beenselected by Daher in 2016.

EBACE REPORT

50-56 EBACE Report.qxp 3/07/2019 11:34 Page 54


AT WORK RUAG equipsFalcon 900DXwith GogoAvance L5(top).Jet Aviationand CollinsAerospace wereamong the busystands.

ComluxComlux announced the sale of one

Global 7500 and one Challenger 650to two different customers, as well asthe signing of a contract for AircraftManagement and Operation for theChallenger 650. Both transactionswere performed by ComluxTransactions, the aircraft sales, acqui-sition and consulting branch of theComlux Group. The Global 7500,belonging to the Comlux portfolio,was sold to an undisclosed customerin the United States and is due fordelivery in 2020. The Challenger 650

entered into service earlier in May.Based in Russia, it is operated underComlux Malta EASA AOC.

Collins AerospaceAs business aircraft owners in the

United States continue working tomeet the looming ADS-B Out year-end mandate, European operators areinvestigating options for completingtheir upgrades by Europe’s June 7,2020 deadline. Collins Aerospace hasvalidated several supplemental typecertificates (STCs) outside of theUnited States to meet rising demand.A number of certifications are alreadyapproved by EASA, with a fewremaining approvals targeted forcompletion by early this summer.

According to JP Rivet, Director ofMarketing/Business Development forBusiness and Regional Avionics forCollins Aerospace in Europe, MiddleEast and Africa, there are several con-siderations European operators shouldexplore as they look ahead to upgrad-ing their aircraft. “First, although the

European mandate does not dictatethe same GPS performance levels asthe FAA for aircraft operating in USairspace, aircraft that will be – or havethe potential to be – flying in the USwill need to be updated at the higherlevels,” he says. “Owners should con-sider future uses of their aircraft whenupgrading to ensure they can go wher-ever they want whenever they want,especially given that there are man-dates for ADS-B Out in place through-out the world”.

At EBACE, Collins also showcasedits next-generation Evolution seat,which combines commercial first-class seating with executive aircraftseating. The new seat providesgreater room inside the cabin due toits unique recline design, allowing forclose-to-bulkhead installations.Additionally, with a one-touch control,the seat adjusts immediately to theproper takeoff and landing positions,as well as providing a ‘zero gravity’recline position to reduce pressurepoints during flight.

RUAG MRO International/GoGoRUAG MRO International’s Geneva

facility recently installed on the GoGoAvance L5 system on a DassaultFalcon 900DX on the basis of aSupplemental Type Certificate (STC),designed by Dassault Falcon JetCorp, and specifically validated forthis project by EASA. The GoGoAvance L5 system installation waspart of a more extended and complexcabin upgrade project focusing onmodernization and enhanced comfort,including the integration of a state-of-the-art InFlight Entertainment (IFE)system.

Gogo Business also announced itplans to build a 5G network for avia-tion. The new air-to-ground (ATG)network, which should be available in2022, will be designed for use onBusiness Aviation aircraft, commer-cial regional jets, and smaller main-line jets operating within the contigu-ous United States and Canada.

✈

50-56 EBACE Report.qxp 3/07/2019 11:34


EBACE REPORT

As we mentioned it in our previousissue, Pilatus re-opened its PC-24order-book during last EBACE show tosell a second batch of 80 aircraft.Success was immediate and there isalready a long waiting list. Deliverypositions for the new orders areprogrammed for late 2020 and 2021.The base price of the PC-24 is now US$10.7 million in standard version andapproximately US$ 11.2 million for awell-equipped aircraft. BARTInternational has asked Oscar J.Schwenk, chairman of Pilatus, hisimpressions.

BART: Your strategy to develop a superversatile jet worked very well. You aredelighted with the success of your newtwinjet, aren’t you?Oscar J. Schwenk: Demand for thePC-24 has been phenomenal. From dayone, there has been keen interest fromvarious customer segments all over theworld. Feedback from the first PC-24operators is extremely positive, with spe-cial mention for the aircraft’s versatility,its spacious, quiet cabin and incredibleperformance. These remarks, plus thehigh degree of attention which the air-craft commands, all confirm our chosenPC-24 strategy.

BART: Tell us more about the additionalcertification.Schwenk: The greater part of our recentefforts was devoted to obtaining post-certification in several areas. Extensivetests involving 150 landings on unpavedrunways in Canada and Europe finallyresulted in the all-important certificationallowing the PC-24 to use this type ofrunway. In Europe, for example, we test-ed the PC-24’s capabil i t ies atWoodbridge airfield in northeast London.We are delighted to deliver on thepromises we made regarding the “off-road” use of our super versatile jet. Thepictures of the first landing on anunpaved runway were seen around theworld – over half a mil l ion viewerswatched the video on YouTube alone.Additional certification was also requiredfor steep approaches. In 2018, the PC-24 obtained certif ication for steepapproaches with angles of up to 6.6

degrees. This excellent outcome waspreceded by extensive testing at LondonCity Airport and Lugano Agno Airport inSwitzerland. Concerning landing onunpaved runways, the very first PC-24 ofthe Royal Flying Doctor Service ofAustralia (RFDS Central Operations)with serial number 118 arrived inAustralia on 29 April 2019. A few dayslater, its first landings on unpaved stripswent ahead in Kingoonya, a small andalmost totally abandoned farming settle-ment in the central outback of the Stateof South Australia. And after the flight,the RFDS pilots told us that their PC-24could fly exactly the same missions astheir PC-12s, simply much faster.

BART: How many aircraft have beendelivered to date?Schwenk: Pilatus has already handedover 30 PC-24s since the first customerdelivery in February 2018. The PC-24fleet leader, serial number 101 belong-ing to PlaneSense, has already flownover 1,100 hours in its first 15 months ofoperation. The PC-24 fleet as a wholehas clocked up over 5,000 hours of safeairborne time – an impressive result fora newly launched business jet. We planon delivering about 40 PC-24s in 2019,stepping up production to 50 aircraft in2020 and 60 the year after. In order toincrease the rate of production, newdevelopments in production are verymuch focused on our StructureAssembly Hall South – Hall S for short.Excavation work began in April 2018.The new building will provide a compe-tence center for airframe productionwork, and is due for completion by mid-2019. Hall S will reinforce our existingcore competencies in airframe develop-ment and production. The new Structure

Assembly Hall sends a clear signal ofour commitment to Switzerland as alocation for industry and research.Automation and intelligent logisticsprocesses are vital to achieving competi-tive airframe construction operations.The new Hall S wil l deliver some118,400 square feet (11,000 squaremeters) of production area and will bebuilt using regional timber, just like theexisting Assembly Hall 25. At 656 feet(200 meters). It wil l be 50 percentlonger. Up to 200 employees previouslystationed at different locations through-out Central Switzerland wil l cometogether in the new hall from summer2019. Our ultimate goal is to establishglobally competitive assembly produc-tion operations at the new location by2024. Work in the new hall will focus onthe PC-24. Until now, due to shortage ofspace and cost, part of our series pro-duction structure assembly operationswas outsourced to locations outsideSwitzerland. Automation will deliver areduction in costs, allowing us to bringwork back to Switzerland from locationsabroad. The new Structure AssemblyHall wil l house all the processesrequired for the autonomous productionof aircraft airframes. This will ensure theshortest possible logistical operations.We were somewhat surprised to notehigher costs and a much steeper learn-ing curve than expected. A supply chainwhich has not yet been fully stabilizedwas a source of problems. More person-nel were required than planned.

BART: What are your plans concerningthe future of the PC-12, as competitorssuch as the Cessna Denali are about toenter the market?Schwenk: The PC-12 has been on themarket for some 25 years – withupgrades, of course. Constant invest-ment in improving the PC-12 has driventhe service life and success of this air-craft on and on. Its global fleet hasgrown to over 1,650 aircraft and demandremains high. However, to efficientlycompete with new single-turboprop air-craft about to enter the market, our com-pany has been working very hard forseveral years on improvements but don’tworry, we will soon be ready and willshortly disclose a proper answer – mostcertainly at next NBAA. And do expect abig surprise!

PILATUS PC-24SALES SOAR

✈

50-56 EBACE Report.qxp 3/07/2019 11:34

SAVE THE DATE | ebace.aero

Join thousands of business leaders, government officials, manufacturers, flight department

personnel and all those involved in business aviation for the European Business Aviation

Convention & Exhibition (EBACE2020), which will take place at Geneva’s magnificent

Palexpo from 26 to 28 May. This is the perfect venue for investors considering aviation

as a business opportunity; companies thinking of using an aircraft for business; and flight

departments who have long used aircraft as a valuable business tool. Save the date and

visit the website to learn more.

SAVE THE DATE FOR THE PREMIER BUSINESS AVIATION EVENT IN EUROPE


HIGH-TECH Duncan Aviation’s

avionics atelier(top).

Garmin GPS 175(left).

AeroVue Touch(right).

T he next big aerospace eventstaking place this summer areEAA AirVenture Oshkosh, on

July 23–29, 2018, and LABACE, inSao Paulo, on the 13-15 August 2019.

LABACE is one of the four NBAA’spartnerships trade shows worldwideand the Latin American largestBusiness Aviation event.

Oshkosh describes itself as “TheWorld’s Greatest AviationCelebration”, featuring warbirds, vin-tage, homebuilts, ultralights andmuch more.

The events couldn’t be more differ-ent, but BART International contactedavionics companies to find out if a)they would be attending and b) whatthey would be displaying and promot-ing.BendixKing will be at Oshkosh

(stand 289-292) and will be showingits new AeroVue Touch IntegratedFlight Deck, which was unveiled atthe 2019 AERO Friedrichshafen tradeshow. This advanced Class III cockpitsystem includes three smart, high-resolution touchscreen displays that

incorporate all required functions intoone lightweight, panel-mounted flightdeck. The system is easily customiz-able, allowing aircraft manufacturersto create their own unique interfacethat shows different informationapplicable to a variety of aircraft,including electric aircraft and futurevehicles for urban air mobility.

Stephane Fymat, BendixKing’s VPMarketing and Product Management,said: “AeroVue Touch is suitable foreverything from Part 23 Class I air-craft, up to Part 23 Class III. In its

AVIONICS SUPPLIERSPREPARE FOR

OSKOSH AND LABACE

AVIONICS

Leading avionics

companies will continue

to show up and do

business at the EAA

AirVenture and LABACE

show floor this year.

Steve Nichols is offering a

sneak peek of the events

58-60 Avionics.qxp 3/07/2019 11:36


CONNECTIVITY SmartSky is in thefinal phase of itsATG network(top).SD’s Josh Wheeler(left).Gogo plans tolaunch in-flight 5Gin 2021 (right).

larger configuration for Class III air-craft it can have three displays, anautopilot, and a transponder. It is alsovery affordable, with prices starting at$99,000. That’s an introductory pricethat may go up after Oshkosh.”

Fymat said the feature that makesAeroVue Touch attractive is its sim-plicity.

“Installing AeroVue Touch in youraircraft is very simple. There are noseparate computer units and a lot lesswiring,” said Fymat. “Take out fourscrews and a display comes out. Thelast feature is connectivity. AeroViewTouch is a connected flight deck anddata generated on the aircraft can bestreamed to the ground in real time,”he said.

BendixKing will also be showingAeroPoint, its new engine monitoringsolution.

Because Duncan Aviation is anAuthorized Elite Repair Partner, it islocated in the BendixKing Pavillion atOshkosh.

Chris Gress, Duncan Aviation Partsand Rotables Sales BusinessDevelopment Manager, said:“Duncan Aviation Parts andComponent Repair Services supportsall fixed wing and rotorcraft aircraftwith avionics and accessoriesrepair/overhaul services from privateowners of small aircraft, to MROs,flight departments, domestic andinternational operators, avionicsshops, other maintenance providers,government entities and others.

“We have access to large invento-ries of legacy aircraft parts for sale,including those for Cessna, Beech,and Piper. Stop by our booth for achance to win a Bose Pilot Headset.”

Allan Orsi, Duncan AviationRegional Manager, Brazil, added: “AtLABACE, we will be located at Booth#2003, where we will be on hand tosay hello to our good customers andfriends and talk with prospects aboutour nose-to-tail service capabilities atLincoln, Nebraska; Battle CreekMichigan; and Provo, Utah; ourincreased investments in enginerepair, overhaul and Rapid ResponseAOG services; satellite avionics ser-vices at locations such as TEB andFXE; avionics and airframe AOG ser-vices.

“We will also have representativesavailable to talk about DuncanAviation’s Parts and Components

Repair Services. We repair a widerange of avionics, instruments, acces-sories and landing gear and have agood customer base in SouthAmerica.

“We also have several team mem-bers who speak multiple languages tobetter help our customers for whomEnglish is not their native language.”Garmin said it will be at both

LABACE and Oshkosh.It will be displaying its full range of

equipment, but particularly its GPS175/GNX 375. PS 175 and GNXTM375 GPS navigators with LocalizerPerformance with Vertical guidance(LPV) approach capability.

Pilots receive the benefits of high-integrity WAAS/SBAS GPS guidancein a compact, (6.25-inches wide by 2-inches tall) design that is both cost-effective and easy to incorporate intoan existing avionics stack.

The GPS 175/GNX 375 include aWAAS/SBAS GPS that is IFRapproach-capable. Dedicated pageswithin the GPS 175 include a movingmap, flight plan, nearest, procedures,waypoint information and terrainpages, and the GNX 375 adds trafficand weather pages.

The addition of a dedicated direct-tobutton on the touchscreen offersquick access to direct airport or way-point navigation. Customizable datafields and short cuts on the movingmap to pilot-selectable pages such asthe nearest airport allow for quick,one-touch access to important infor-mation in-flight.

The GNX 375 has all of the capabili-ty of the GPS 175 and adds AutomaticDependent Surveillance-Broadcast(ADS-B) Out, as well as dual-linkADS-B In via a built-in transponder.

Carl Wolf, Garmin’s vice presidentof aviation sales and marketing, said:“Many aircraft have not beenequipped with WAAS/LPV or ADS-Bdue to the lack of a compelling valueproposition for owners of these air-craft.

“The GPS 175 and GNX 375 offerWAAS/LPV approaches and optionalADS-B In/Out with an impressivearray of features, performance, andcompelling value.”

Garmin’s certification efforts on G3XTouch were also huge as its STC cov-ers nearly 500 aircraft.

It says it will be hosting live trainingseminars at the Garmin exhibit every

58-60 Avionics.qxp 3/07/2019 11:36


CUTTING EDGEUniversal Avionics

has unveilednext-gen

software-basedFMS.

day, as well as select training classesthat customers can sign-up for eitheronline or at the show.

Garmin said it also hopes to be ableto announce something for LABACEthat may be of importance to its cus-tomers in South America, but it would-n’t be drawn on what.Gogo says it will be at Oshkosh

(stand 444), but not LABACE, andmade an important announcementrecently that could be of interest toOskosh visitors.

Gogo has announced plans to build a5G network for aviation. The new air-to-ground (ATG) network will bedesigned for use on Business Aviationaircraft, commercial regional jets, andsmaller mainline jets operating withinthe contiguous United States andCanada.

The company expects the network tobe available for business and commer-cial aviation in 2021.SmartSky Networks says they will

be at Oshkosh speaking about innova-tion in aviation at the LindberghInnovation Forum.

The company is now in its final sitecompletion phase of its next-genera-tion Air-to-Ground (ATG) network forbusiness and commercial aviation,launching later in 2019.

SmartSky’s airborne network, whichbegan its nationwide deployment a fewyears ago, incorporates many 5G wire-less technologies that have been expe-rienced during a large number of suc-cessful inflight demonstrations for themedia and market.

Other avionics companies atOshkosh include Advanced PanelSystems, Avilution, DragonairAviation, Dynon, Epic Optix, GEAviation, NexAir Avionics, SarasotaAvionics, SiriusXM Radio,

SportairUSA, TruTrak Flight Systemsand Wingbug.Satcom Direct says it will be

exhibiting at LABACE and will be pro-moting the SD Xperience portfolio andthe benefits that its FlexExec connec-tivity brings to the existing portfolio.

FlexExec gives Business Aviationoperators the ability to budget hourlyconnectivity rates for the first timeever. The “Power-by-the-Hour” plan,only available through the SDXperience portfolio, provides clientswith greater flexibility to plan for main-tenance and down time.

The hourly rate is inclusive of the fullecosystem of SD services, meaningcabin connectivity, datalink, schedul-ing, cybersecurity, post-flight report-ing and more are all included, on a sin-gle consolidated monthly invoice.

It will also be promoting its cyberse-curity solutions for Business Aviationafter noting a year-on-year increase ofattempted cybersecurity attacks onBusiness Aviation aircraft subscribedto its multi-layered CybersecurityThreat Monitoring module.

SD says %81 of around 600 sub-scribed aircraft have experienced acyber event that has been thwarted bythe its service. In addition, the serious-ness of the attempted attacks haveamplified with a %54 increase in criticaland high-level threats up from thesame period last year.

Josh Wheeler, Senior Director ofCybersecurity at SD said: “These per-petrators making particularly nastythreats invariably involve a group ofblack-hat hackers working in a closednetwork that continuously attack air-craft.

“This determined, networkedapproach is harder to mitigate, but oursophisticated threat monitoring

approach combines technology withhuman intervention to effectivelydetect, block, and prevent threats.”

The SD Threat Monitoring module,accessible through the SD Pro dash-board, constantly monitors all inboundand outbound threats from some 600tails subscribed to the 24/7 monitor-ing service.Universal Avionics won’t be at

either show, but its products may bepromoted via vendors.

Corey Wilkinson, Universal’sProgram Development and RegionalSales Manager for Latin America, said:“There has been a recent resurgencein the market in Columbia and Mexicodue to the ADS-B mandates. Othercountries in South America are start-ing to formulate their own regulationsfor similar mandates as well.

“Brazil, Chile, and Argentina are allin various stages of writing these regu-lations. As a result of these regula-tions, the demand for upgrading ourFMSs is ever-increasing.

“The slow increase in PBN and LPVis also increasing demand for our lat-est-generation FMS. In addition, a lotof aircraft in this region are very anti-quated and flying old EFIS systems, sowe are also seeing an increase in cock-pit retrofit requests.

“For future demand, we see NextGenairspace mandates creating the mostdemand for our FMS, UniLinkCommunications Management Unit(CMU), Cockpit Voice and Flight DataRecorders (CVR/FDR), and displaysystems.

“Our new Enhanced Flight VisionSystem (EFVS) is also creating a greatinterest as more certified installationsbecome available to offer.”

AVIONICS

✈

58-60 Avionics.qxp 3/07/2019 11:36

IF YOU NEED ADS-B FOR YOUR AIRCRAFT, YOU DO.

WHO CARES THAT WE HAVE MORE ADS-B SOLUTIONSFLYING TODAY THAN ANY OTHER MANUFACTURER?

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GARMIN.COM/BUSINESSADSB© 2018 Garmin Ltd. or its subsidiaries.

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TEAMWORK Daher, Airbus

and Safranpartnered forthe EcoPulse

hybrid-electricpropulsion

system.

W ith 2,450 exhibitors, this year’sParis Air Show was the biggestin the event’s over 110 year his-

tory. The event takes place every otheryear at Le Bourget, Paris’ busyBusiness Aviation airport, and drawswell over 300,000 visitors from all overthe world.

Most business aircraft manufacturerswere exhibiting in Paris. For instance,Bombardier flew in its flagship Global7500 to make its debut at the show.Gulfstream, who has a long history ofproviding powerful platforms for spe-cial mission applications, sent its com-plete range of business aircraft, fromthe G280 to the soon-to-be-certifiedG600.

With Paris being Dassault Aviation’shome turf, it should come as no sur-prise that the manufacturer had aremarkable presence at the show,showcasing both its military aircraft

and range of Dassault Falcon Jets. Themock-up of the company’s newest air-craft, the Falcon 6X, which debuted inMay at EBACE in Geneva, was onhand in Paris, attracting a constant line-up of delegations and potential cus-tomers. Dassault’s flagship, the three-engined long-range Falcon 8X, showedits performance capabilities, as well asits quietness, during the daily flyingdisplay. Dassault explicitly shows itsaircraft and services during the publicdays to promote Business Aviation andthe use of business aircraft.

With Embraer’s recently triple-certi-fied (ANAC, FAA and EASA) midsizePraetor 600, there was another busi-ness jet in the sky over the airshowsite. The Brazilian manufacturer willjoin forces with Boeing to form a joint-venture for its commercial aircraft busi-ness unit. Once finalized, it will berenamed Boeing Brasil Commercial

(BBC) and loose the Embraer name.As Embraer’s Business Aviation unitEmbraer Executive Aircraft will not beincluded in the joint-venture, it willhave to relocate from São José dosCampos to Gavião Peixoto in Brazil toproduce the Praetor 500/600 and theLegacy 450/500. These aircraft willthen be flown from Brazil to Embraer’sown Melbourne, Florida, facility forcompletion, painting and customerhandover. Textron Aviation, along with its

Textron sister company Bell, came inforce to Paris. They had a CessnaCaravan with special mission equip-ment on display, as well as the best-selling Citation Latitude midsize jet,which is well-positioned for flightinspection work. Textron also showeda twin-turboprop Beechcraft King Air250, which can be used in a wide vari-ety of special mission roles.Meanwhile, Bell debuted the Bell 525Relentless Mock-up, in addition to dis-playing a Bell 429 and Bell 505 JetRanger X. Honda Aircraft had the HondaJet

Elite on display. The aircraft has beenvery successful with French charteroperator Wijet, which has ordered noless than 16 HondaJets. As early asJuly this year, Honda Aircraft willstart to expand its global headquar-ters in Greensboro, North Carolina byinvesting an additional $15.5 millionin a new 82,000-square-foot facility.The additional building will allow formore wings to be assembled concur-rently, resulting in a major increase inproduction efficiency. The facility isexpected to be completed in July2020.

Start of the Hybrid-Electric Era?Hybrid-electric aircraft are a hot topic

in today’s aviation ecosystem. But willwe soon see this disruptive type of air-craft engine in business aircraft?

Judging by the news coming out ofParis, the answer is yes.

Three French aerospace companies,Daher, Airbus and Safran, have joinedforces in a collaborate effort to developa TBM with an EcoPulse hybrid-elec-tric propulsion system. They plan tohave the technology demonstrator fly-ing as early as 2022. This project waskick-started by CORAC, the FrenchCivil Aviation Research Council, withsupport from the French Civil AviationAuthority DGAC.

PARIS 2019:SPECIAL MISSIONSARE BUSINESS, TOO

PARIS AIR SHOW REPORT

The Paris Air Show is dominated by the commercial

aviation industry and defense companies, with

Business Aviation playing the part of a supporting

actor. But special mission aircraft based on

business aircraft show the performance capabilities

and efficiency of modern aircraft,

reports Volker K. Thomalla.

62-63 PARIS AirShow.qxp 2/07/2019 11:30


LINE-UP From the top:Global 7500,Gulfstream G600,Falcon 8X,Legacy 450and GrandCaravan EX.

Each of the partner companies iscommitting different areas of techno-logical knowledge to the project.Safran will provide the distributedhybrid propulsion, while Airbus willhave responsibility for the aerodynam-ic optimization of the distributedpropulsion system, the installation ofhigh energy density batteries and theuse of those batteries to power the air-craft. Component and systems installa-tion, flight testing, overall analysis andregulatory construction will be under-taken by Daher using its TBM plat-form.

The partners do not expect to have amarket-ready product available at theend of the project phase. Instead, theirgoal is to validate technologiesdesigned to reduce CO2 emissionsand noise pollution and create newuses for air transportation.

“Reducing the environmental impactof aircraft is a priority for the industryas a whole, so it is with enthusiasm anddetermination that we welcome theopportunity to be part of this ambitiouschallenge,” says Nicolas Orance,Senior Vice President Aerospace andDefense Business Unit at Daher. “Weare determined to make it a distinctivefeature of the French aviation industryand are certain that all stakeholderswill unite around it.”

The EcoPulse distributed hybridpropulsion system consists of a so-called turbo generator, which is a com-bined turbine and power generator, anelectric power management systemand integrated electric thrusters,including electric motors and pro-pellers. The electric thrusters will beintegrated into the EcoPulse wing andwill provide propulsion thrust. At thesame time, they will deliver aerody-namic gains by reducing wing surfacearea and wingtip marginal vortices and,as a result, also reduce drag.

“Safran has developed a technologyroadmap for the installation of electricthrusters on aircraft, and EcoPulseoffers us an excellent opportunity toevaluate and identify the specific fea-tures expected by this market, particu-larly in terms of new hybrid propulsionaircraft projects,” says StéphaneCueille, Head of Research &Technology and Innovation at Safran.

“Safran intends to position itself asthe market leader in this type ofpropulsion system by 2025.”

✈

62-63 PARIS AirShow.qxp 2/07/2019 11:30


EVENTFULClockwise from

top left: EAAAirVenturecelebrates50th year,

Boeing 747,C-47 D-Day

aircraft,first man on the

Moon andBeechcraft Twin

Bonanza.

M ore than any other general avi-ation airshow, theExperimental Aircraft

Association’s annual convention andexposition, held in Oshkosh,Wisconsin, USA, gathers a massiveattendance from all over the globe.Some 600,000 people will passthrough the gates, over 10,000 air-planes will squeeze into the parkingspaces, and aircraft movements onthe runways in use for the show willtotal upwards of 20,000.

While not devoted to BusinessAviation per se, the EAA’s AirVentureshow is nevertheless an importantvenue for manufacturers and supportcompanies seeking to market to the

corporate flying community. Thesheer numbers of attendees meanthat a good portion of them are seri-ously involved in aviation, includingthose operating business aircraft.Among the more than 800 companiesshowing at Oshkosh are Daher,Embraer Executive Jets, HondaAircraft, Textron Aviation, PiperAircraft, Pilatus Business Aircraft,Jeppesen, Pratt & Whitney Canada,Aspen Avionics, Collins Aerospace,Garmin, BendixKing/Honeywell,FlightSafety and SimCom. Theirchalets and display stands will bebusy converting casual interest intosales, if past performance is any indi-cator.

Enthusiasm for AirVenture runshigh with its regular exhibitors, asshown in a pre-show press releasefrom Piper Aircraft. “Year after year,aviation enthusiasts and serious gen-eral aviation buyers from around theworld come together at EAAAirVenture,” said Simon Caldecott,Piper Aircraft’s president and CEO.“This unique aviation event on theshores of Lake Winnebago is a primemeeting place for the aviation com-munity and an ideal venue to show-case Piper products and engage withour customers.”

Piper will be hosting a press confer-ence on the first day of theExperimental Aircraft Association’s

FIFTY YEARS OFOSHKOSH AIRSHOWS

OSHKOSH PREVIEW

As every year, aviation enthusiasts fromall over the world will make their annualpilgrimage and gather at EAA AirVentureOshkosh, an important venue also formanufacturers and support companiesseeking to market to the corporate flyingcommunity. LeRoy Cook gives a glimpseof what to expect from the show

64-65 Oshkosh.qxp 2/07/2019 11:33


LIGHTS The show kicksoff with a 50thanniversarypresentation atthe Theater inthe Woods.

AirVenture to update the aviationmedia on recent activities at PiperAircraft, including an overview ofPiper’s second quarter performance.On display at the Piper static exhibitin the main aircraft display area willbe the single-engine turbo propM600, as well as the competitivelypriced M500 and the pressurized sin-gle-engine piston-powered M350,comprising the entire Piper M-Class.

Pilatus Business Aircraft will be onhand with its PC-12 turboprop andPC-24 Versatile Jet. Daher will beshowing its TBM 940 flagship as wellas the TBM 910, and, following theJune 13 announcement that it’sacquiring Quest Aircraft, will nodoubt be sharing booth space withthe Kodiak 100 turboprop. HondaAircraft will feature the latest iterationof the HondaJet light business jet,while Embraer will show the Phenomand Praetor executive jets. TextronAviation will be on hand with thecombined strength of its BeechcraftKing Air lineup and Cessna Citationjet models, perhaps announcingdetails of progress with the Denalisingle-engine executive turbopropand SkyCourier utility twin.

An Early Business AirplaneA minor, yet important, observance

for Business Aviation will be the 70th

anniversary of the first flight of theBeechcraft Twin Bonanza, whichoccurred on 11 November, 1949. TheModel 50 was designed to supple-ment the Model 18 Twin Beech’sthen-dominance of business flying,and it went on to grow into the QueenAir and King Air models. WalterBeech’s untimely demise just over ayear after the first Twin Bonanza flewdid not diminish its success, as itsdescendants went on to serveBusiness Aviation, continuing to thisday. A large contingent of TwinBonanzas are expected to attend theshow, to honor the type’s 70th birth-day.

The iconic Boeing 747 airliner willalso be honored at this year’sAirVenture show, marking the 50th

anniversary of its introduction.Through the years, Oshkosh appear-ances have been made by theConcorde supersonic airliner, theAirbus 380, and the Super Guppy,Beluga and Dreamlifter cargohaulers.

Because AirVenture embraces allaspects of aviation, from drones towarbirds, there is always specialemphasis placed on each year’s sig-nificant milestones. This year marksa half-century of EAA’s Oshkoshevents, during which the show grewfrom its homebuilt-aircraft roots toits present al l -encompassingumbrella. Other celebrationsplanned for AirVenture 2019 arefetes honoring the 50th anniversaryof the first landing by earth-men onthe Moon, and the 75th anniversaryof the D-Day landings in Normandy,which began the Allied conquest ofEurope to end conflict in that the-atre of World War II. AirVenture isone of the premier ex-military war-bird gatherings, and both the her-itage fighter planes and a currentline-up of fighter airplanes will befeatured as “the year of the fighter.”Among the vintage fighter aircraftto be at the show are a rare P-51HMustang, an XP-82 Twin Mustang, aGrumman Hellcat night-fighter, a deHavilland Mosquito and a FaireyFiref ly. Current USAF f ightersattending are the F-15, F-22 and F-35.

Getting ThereWhile Oshkosh, Wisconsin’s

Wittman Regional Airport (KOSH)is no longer served by commercialairlines, it will be possible to travelcommercially to nearby Appleton,Wisconsin during the 2019AirVenture show, via charter flightsprovided by Elite Airways. Elite’sCRJ regional jet airliners will flynon-stop from three US cities: FortWorth, Texas, Melbourne, Florida

and Portland, Maine. Shuttle busservice from Appleton to theAirVenture entry gate will operateevery two hours. Regular scheduledairline service is normally availablethrough Chicago O’Hare orMilwaukee Mitchell airports, requir-ing a rental car to reach Oshkosh.

Flying one’s own company or per-sonal aircraft into the AirVentureshow is possible, but it must bedone in strict compliance with theNotice To Airmen procedures devel-oped by the FAA and EAA. Slotreservations are required for IFRarrivals and departures. The airportcloses during airshow performancesand during hours of darkness, or atunscheduled times when unusualtraff ic or other circumstancesrequire a halt to movements. If theOshkosh airport is closed, Appletonand Fond du Lac airports can beused as alternates. Hardstand park-ing is sometimes limited at all theseairports during AirVenture, so itwould be wise to make advancearrangements to park with theFBOs.

Because nearly 20,000 movementswill take place on the three runwaysin use during AirVenture, such alevel of activity will temporarilymake Wittman Regional the busiestairport on the planet, all the moreremarkable because takeoffs andlandings are only allowed duringdaylight hours. Special air traffic con-trol procedures are in place, withreduced separation minima, withoutwhich it would not be possible tohandle this level of activity.

✈

64-65 Oshkosh.qxp 2/07/2019 11:33


MEASURE 8tree makes

3D surfaceinspection tools

that solvespecifically

defined chronicproblems(center).

T he annual NBAA-BACE regular-ly overshadows the smaller con-ferences and forums that the

NBAA organizes for its members.The NBAA Maintenance Conferenceis no exception from this rule.

This year’s edition took place jointlywith the flight attendants/flight tech-nicians conference in Fort Worth,Texas. About 1,500 attendees regis-tered for the combined event, whojoined around 190 exhibitors at theFort Worth Convention Center. Bothnumbers were the highest in the con-ference’s 33-year history.

One of the top topics at the confer-ence was “Who is the technician ofthe future?”. It’s a critical question, asBusiness Aviation is competing forskilled aviation maintenance techni-cians (AMT) not only in the future,

but already today. In the opening ses-sion, ServiceElements’ Bob Hobbiasked the audience to consider whatdrives their passion for BusinessAviation and to think about how theycan convey that passion to young peo-ple. “The industry needs to raiseawareness about AMT careers inBusiness Aviation with younger peo-ple, otherwise it will miss growthopportunities,” he said.

ADS-B Fast ApproachingAnother hot topic was the upcoming

ADS-B mandate. Some maintenanceproviders reported having already runout of slots for ADS-B updates for2019, while others are filling theremaining slots for the rest of theyear quickly. It is a tough challengefor all maintenance providers to modi-fy the non-compliant aircraft beforethe end of this year.

FIGHTINGTHE SKILLSHORTAGE

NBAA MAINTENANCE CONFERENCE

NBAA’s smallerconferences and regionalforums play an importantpart in sharing bestpractices and tacklingchallenges amongBusiness Aviationstakeholders. The recentNBAA MaintenanceConference, held in FortWorth, Texas, focused ondeveloping andrecruiting the industry’sfuture AMT workforce.Volker K. Thomallareports

66-67 Maintenance ConfØrence.qxp 2/07/2019 11:34

On the Exhibition FloorLike last year, the conference opened with a kind of speed

dating event showcasing new products and services. 15 com-panies – which had been chosen by a working group – eachhad five minutes to present their newest offerings. The newproduct showcase was highly welcomed by the attendees andprovided a valuable overview of what to expect on the exhibitfloor.

Speaking of the exhibit floor, this year’s edition saw boothsfrom OEM’s like Bombardier, Gulfstream, Dassault, andTextron Aviation. There were also engine manufacturers likeRolls-Royce, GE Aviation, Pratt & Whitney, and such suppli-ers as Collins Aerospace, Honeywell, Garmin and LamarTechnologies. Service Centers and modification companieslike Blackhawk Aerospace, Duncan Aviation, Flying Colours,StandardAero, Jet Aviation and Raisbeck Engineering werealso on hand, as were training providers FlightSafetyInternational and CAE.

A first time exhibitor was 8tree, a start-up company thatdeveloped a 3D dent-mapping tool for aircraft maintenance.Their dentCheck device measures and analyzes dents andbumps in aircraft skins after lightning strikes or collisionswith ramp vehicles. The technician just points the handhelddevice to the affected region and click to immediately receivevisual feedback and accurate data about the dent’s depth orbump’s height.

This easy-to-use tool works on all surfaces, be it metallic,composite, curved or flat. Engineers can immediately create adetailed damage report or send a report to the manufacturerfor a deeper analysis. dentCheck is approved by Airbus,Boeing and Bombardier. Delta Air Lines is already using itand reports a time savings in excess of 90% compared to tradi-tional methods.

Flightdocs of Bonita Springs, Florida, highlighted its rangeof maintenance tracking services for business aircraft andinventory management software. It provides customers withcloud-based solutions to track and manage the maintenanceand airworthiness of their aircraft. The company started in2003 and has already attracted a large array of different opera-tors – both fixed wing as well as rotorcraft – who have signedup for their services.

The Leather Institute of Red Bank, New York, used theshow to announce its Ink Resist, a special coating that pro-tects leather or synthetic leather from ink stains, an annoyingand costly mark on seats in business aircraft cabins. InkResist inhibits most pens to leave marks or stains on seats. Itlasts for up to six months in high wear areas and up to a yearin low wear areas. The Leather Institute has done 300 burntests with different materials coated with Ink Resist thatproved the product meets and exceeds all aircraft cabin flam-mability requirements.

A Valuable EventWorkshops and additional presentations complemented the

exhibits and helped the attendees in pursuing their profes-sional development. The value of an event like NBAA’sMaintenance Conference can’t be overstated. Proper aircraftmaintenance keeps aircraft flying, helps reduce operating costand above all, saves lives.

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66-67 Maintenance ConfØrence.qxp 2/07/2019 11:34

A LN I GJT I C H A I PC D I P W K I A PA I A S E I C XO I S D L I M S P

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THE RELENTLESSCYBERSECURITY THREAT

CYBERSECURITY

One year ago, we reported that the risk

that cybersecurity poses to businesses

in general – including Business Aviation

– had never been higher. Well, we lied.

Nick Klenske updates us on the latest in

cybersecurity

68-72 CyberSecurity.qxp 2/07/2019 10:41


FOOTPRINT Satcom Direct’sRob Hill (center)and data centerbuilding(bottom).

L ast year, BART Internationaldove into the topic of cybersecu-rity in Business Aviation. We

noted that one of the most commonmyths in the industry is that onceyour aircraft’s Wi-Fi signal is out ofthe range of those on the ramp, it’ssafe from an attack.

Talking with the cybersecurityexperts at Satcom Direct, we learnedthat in fact nothing could be fartherfrom the truth. That the hard realityis that regardless of whether you areon the ground or in the air, if you cansee the internet, then the internet–and the hackers – are most definitelyable to see you. “Hackers want theinfo that’s profitable, and that’s yourpassenger info,” said Rob Hill,Business Development Director,Global Data Solutions at SatcomDirect.

Since last year, the situation seemsto have gone from bad to worse. Inthe lead up to EBACE 2019, SatcomDirect noted a year-on-year increasein attempted cybersecurity attacks onBusiness Aviation aircraft subscribedto the multi-layered SD ThreatMonitoring service. According to acompany press release, 81% of thenearly 600 subscribed aircraft haveexperienced a cyber event that hasbeen thwarted by the SD service.

The SD Threat Monitoring module,accessible via the SD Pro dashboard,offers 24/7 constant monitoring of allinbound and outbound threats.Abnormal network behavior is high-

lighted using a variety of threat analy-sis and prevention solutions, as well ashuman expertise. All potential threats,attacks and intrusions are blockedbefore they reach the digital devicesor aircraft. If a compromised device isidentified in flight, threats can beblocked before they propagate toother passengers or ‘call home’ to themalicious actor. Operating in real-time,the system alerts users, identifiescauses and provides remedial steps.

What’s perhaps even more concern-ing than the increase in number ofattempted hacks is the increase in theseriousness of these attempts.According to Satcom Direct, last yearsaw a 54% increase in critical andhigh-level threats. In particular, thecompany has identified a trend thatshows an increase in attacks fromadvanced persistent threat groupslike the well-known Fancy Bear, aswell as sophisticated hackers, whichare often commissioned by nationstates or criminal organizations tospecifically target VIPs.

“These perpetrators making particu-larly damaging threats invariablyinvolve a group of black-hat hackersworking in a closed network that con-tinuously attack the aircraft,” explainsSD Senior Director of CybersecurityJosh Wheeler. “This determined, net-worked approach is harder to mitigate,but our sophisticated threat monitor-ing approach combines technologywith human intervention to effectivelydetect, block and prevent threats.”



THREAT In-flight Wi-Fi

gives hackers,like Fancy Bear,

time to try outmultiple attacks.

A critical threat represents activitythat can affect default installations ofwidely deployed software, resulting inthe compromise of servers anddevices, as well as leaving the dooropen to other hackers. Trojans, virus-es and operating system vulnerabili-ties all fall into this category. A highlevel attempt represents a threat fromweb browser exploitation or malware,which can be elevated to critical sta-tus. This type of threat can potentiallycause serious long-term damage tocorporate networks.

“As the digitization of aviation trendcontinues, aircraft are becoming oper-ating systems in themselves, so miti-gating data risk imperative,” addsWheeler. “Altitude does not make yousafe, and we encourage everyone tobe prepared.”

FAA Found Underprepared In terms of being prepared, unfortu-

nately, operators and flight depart-ments aren’t getting much help fromthe FAA. According to a recent reportby the Department ofTransportation’s Office of InspectorGeneral (OIG), it seems the FAA isunderprepared to identify and miti-gate cybersecurity vulnerabilities.Specifically, the agency has failed tocomplete a comprehensive frame-work for identifying and mitigatingrisks.

With the aim of recommendingrulemaking and policies for aircraftsystems, the FAA had established agovernment-industry working group.But due to what the FAA cited asbeing other rulemaking priorities, ithas not yet set target dates for imple-menting recommendations onengines, propellers, rotorcraft andgeneral aviation.

The OIG report, which assessed theFAA’s progress in meeting the cyber-security enhancements that Congressmandated as part of the 2016 FAAExtension, Safety and Security Act,was conducted on the request of theUS House Transportation andInfrastructure Committee. Accordingto the OIG, the FAA is falling short ofthe Act in two primary areas: deter-mining R&D priorities in cybersecuri-ty and creating and applying a cyber-security risk assessment model.

Specifically, in the report, the OIGstates that “the FAA’s lack of targetdates…inhibits the agency’s ability tofully implement regulations and poli-cy to mitigate cybersecurity issues forthe diverse range of aircraft operatingin the National Airspace System(NAS) as required by the FAAExtension, Safety and Security Act.”

But the news isn’t all bad. Thereport did commend the FAA for hav-ing taken some steps towards enhanc-ing security, including completing astrategic plan on cybersecurity, work-ing with other agencies to identify

vulnerabilities, and researching anddeveloping a threat model. It has alsodeveloped a cybersecurity risk model.

Based on this assessment, the OIGhas recommended that the FAAdevelop:❍ Target dates for all outstandingrecommendations❍ Plan for full implementation ofcybersecurity risk model❍ R&D priorities

“We need to adopt sensible, mean-ingful cybersecurity protections,” saidSenators Edward Markey andRichard Blumenthal in a joint state-

ment. “We need to ensure our air-craft, ground support equipment, andoperations and maintenance practicesare protected from cyberattacks, andwe are still at risk.”

EASA Proposes New AmendmentsMeanwhile, in Europe, EASA

recently issued a proposal to amendits certification standards to includecybersecurity-specific provisions – amove the agency says will help miti-gate the increasing threat theseattacks have on aircraft safety.

According to the proposed amend-ments, manufacturers and operatorsseeking certification of new aircraftsystems (or modifications of existingsystems) will have to address threatsthat can lead to unauthorized accessand disruption of electronic informa-tion or electronic aircraft systeminterfaces.

The new amendments come at atime when the industry is seeing anincreasing level of technology, bothwithin traditional aircraft design andvia the launch of new autonomous air-

CYBERSECURITY



SAFE Usingblockchain techis significantlymore securethan traditionalencryptionmethods.

craft (see side article). “Aircraft sys-tems are increasingly connected, andthose interconnections are suscepti-ble to new threats, which may poten-tially have catastrophic effects on thesafety of air transport,” says theagency in its NPA. “All recently-designed large aircraft are known tobe potentially sensitive to those air-worthiness-related security threatsdue to the interconnectivity featuresof some of their avionic systems.”

The amendments are based onrecommendations by an AviationRulemaking Advisory Committee

(ARAC). The FAA has tasked theARAC with standardizing the wayaircraft systems are protected fromcyberattacks, with the aim of intro-ducing more harmonizat ionbetween EASA and FAA regula-tions.

Not If, WhenThe unfortunate reality is that it’s

not a matter of if a breach will occur,but when. And, as we’ve seen, theproblem isn’t going to go away any-time soon. “These days, the cabin of abusiness jet is a hub of informationand data flowing to and from the air-craft,” says a spokesperson forARINCDirect. “Making financialtransactions, video conferencing,chatting, texting, watching movies,using social media, really using theinternet however you want, it’s all anormal part of the modern passengerexperience – which makes securingthat data pretty critical to your pas-senger.”

Although regulatory bodies on bothsides of the Pond are working to

update policies and procedures todeal with this evolving threat, there’salso a number of actions you cantake yourself. According to awhitepaper on cybersecurity pub-lished by Satcom Direct, theseinclude:

Messages that ask for sensitiveinformation or that need informationurgently should always raise a redflag.

Before clicking, hover your curserover a link to see what the URL is. Ifthe website is unfamiliar, don’t click,just delete.

Always confirm that an email islegitimate before opening an attach-ment. This could be as simple as call-ing or emailing the sender to letthem know you received an unex-pected document and want to con-firm it was from them before open-ing.

Always use a secure, password-pro-tected connection.

By creating procedures that limitaccess, eliminate out-of-date emailaddresses and establish a protocolfor transmitting sensitive informa-tion, many of the doors used byhackers can be wholly or at least par-tially closed.

Educate both crew and passengersabout the threats and advise themthat a company’s exposure to hack-ing or corporate espionage could beelevated when traveling.

Use geolocation-based services thatsend an automatic alert to pilotswhen entering questionable air-space. This raises awareness of therisk of internet traffic transfer, andpilots and passengers can then

decide whether to terminate theirinternet connection.

Implement maintenance protocolsthat prohibit the use of unauthorizedUSB drives.

A Bit of Good News TooDespite the increase in cyberattacks

and the complexity of trying to pre-vent them, Satcom Direct assures usthat there is some good news outthere too. “Whether you are a ChiefPilot, DOA or DOM, when it comes tocybersecurity, there are several quickfixes you can easily implement todayto potentially save you and your com-pany significantly tomorrow,” saysthe SD white paper.

The place to start is with what SDcalls a full cybersecurity assessment.A cybersecurity assessment is bestthought of as an insurance policy.Satcom Direct uses the analogy of carinsurance: Even if you have theworld’s best driving record, you stillget auto insurance to protect youfrom everyone else on the road. Thesame goes for your cybersecurity

A NOTE ON BLOCKCHAIN

You’ve probably heard of blockchain, most likelywithin the context of cryptocurrencies (i.e., Bitcoin).For those still unsure what exactly it is, blockchaintechnology is a common data file or ledger for trans-action history that cannot be changed or altered. Most interesting for our readers is the increasingrole the technology is playing in aviation. In fact,according to the NBAA, blockchain technology hasthe potential to change the way Business Aviationcompanies manage their most important data, withpotential applications ranging from payment sys-tems to secure data storage of maintenance or pilotrecords. Blockchain could even be used to stream-line parts tracking and creating audit trails for main-tenance records. The main benefit of using this technology is that it issignificantly more secure than traditional encryptionmethods. “Blockchain identification methods aresimilar to individual fingerprints, which makes it anenticing option for payment and transactionprocesses,” says AeroChain founder and CEOAnthony Shook, who spoke about the topic atNBAA-BACE 2019 in Orlando.



EFFICIENT One of the

urban mobilitysolutions is the

eVTOL vehiclessuch as theBell Nexus.

assessment: Even if you have theworld’s most secure network and lat-est cybersecurity technology, youneed to protect yourself from the ven-dors, suppliers and employees whodon’t.

“As information governance reduceslosses by $1 million annually, there’snever been a better time to invest inan assessment of your data controls,”says the company. “And all you haveto do is to pick up the phone and callyour aviation data provider.”

The Future is (Nearly) HereBoth NBAA-BACE 2018 and EBACE

2019 had a lot to say about the future.Not a Star Trek-we-all-live-in-spacetype of future so much as a nearfuture – and one that involves high-tech aircraft and autonomous vehiclesinstead of spaceships. “There’s astrong sense that the future is aboutinnovation, technology and inspira-tion,” says NBAA President and CEOEd Bolen.

One of the fastest growing aviationsectors is Unmanned AircraftSystems (UAS), better known asdrones. Although recent headlinestend to focus on how drones pose achallenge to our already crowded air-space, they are also getting the atten-tion of our industry. This was madeclear at NBAA-BACE last year, whichhad a dedicated session on the topic.

“We all understand that drones arepart of the aviation industry, but weneed to understand how this is goingto transform the industry,” said BradHayden, President and CEO of

Robotic Skies and a panelist at theNBAA-BACE session. “This is goingto impact our careers, our businessesand, of course, our airspace.”

According to the NBAA, the imple-mentation of FAR Part 107 openedthe door to a variety of mainstreamcommercial unmanned aircraft sys-tem operations. “As flight depart-ments seek authorization for increas-ingly complex missions, questions onthe regulatory endgame for this para-digm-shifting technology arise,” saysan NBAA report on the session.

Drones themselves will likely beused for applications that fall justoutside of the Business Aviationsphere, such as infrastructureinspection, package delivery, emer-gency services, mapping, etc.However, the infrastructure thesedevices will use (called UAS TrafficManagement, or UTM) lays thegroundwork for the development ofurban mobility – which does fall with-in the bizav realm.

Introducing the eVTOLChief among these urban mobility

solutions is the development ofautonomous electric vertical takeoffand landing vehicles (eVTOLs).Ideal for efficiently transportingpeople over urban environments –including taking a busy executivefrom the business airport to the citycenter – eVTOLs could have a sig-nificant, even disruptive, impact onBusiness Aviation and, in particular,the helicopter sector.

Need proof? Look no further thanBell ’s development of its NexuseVTOL. The Bell Nexus is poweredby a hybrid-electric propulsion sys-tem and features Bell’s signaturepowered lift concept incorporatingsix t i l t ing ducted fans that aredesigned to safely and efficientlyredefine air travel.

“As space at the ground levelbecomes limited, we must solvetransportation challenges in the ver-tical dimension – and that’s whereBell’s on-demand mobility visiontakes hold,” says Bell President andCEO Mitch Snyder. “We believethe design, taken with our strategicapproach to build this infrastruc-ture, wil l lead to the successfuldeployment of the Bell Nexus to theworld.”

Bell, Safran, EPS, Thales, Moogand Garmin are all collaborating onthe Nexus. Bell is leading thedesign, development and productionof the VTOL systems. Safran is pro-viding the hybrid propulsion anddrive systems, EPS the engine stor-age system, Thales the FlightControl Computer (FCC) hardwareand software, and Moog the flightcontrol actuation systems. Garminwill integrate the avionics and thevehicle management computer(VMC).

Taking it to the Next Level“The things we talked about five

years ago are actually coming topass,” sa id Paul McDuffee,Business Development Executiveat Boeing Horizon X and a panelistat the NBAA-BACE event. “We areno longer a science-project indus-try anymore, we’re serious busi-ness partners that need your helpnow – it’s time to move to the nextlevel.”

CYBERSECURITY

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T he international aviation industryis a highly competitive, highlyregulated and international indus-

try which is also inherently susceptibleto allegations and instances of corrup-tion. Over-regulation, protectionism,and government ownership of industrycan lead to slow economic growth,high unemployment, and widespreadpoverty – such bureaucratic controllies at the core of endemic corruptionand can also create opportunities forbusinesses to gain significant businessadvantage.

High profile cases include investiga-tions against Airbus, Embraer andBombardier which have resulted ininvestigations worldwide by the UnitedStates Securities and ExchangeCommission (“SEC”), the USGovernment, UK Government, Canadaand Brazil. Whether buying, selling,financing or maintaining an aircraft,corruption risks associated with theaviation industry are well documented.

The legal and business consequencesof corruption in the aviation industryinclude criminal investigations, prose-cutions, convictions, fines, penalties,shareholder losses (resulting in civillaw suits) and ultimately jail terms forindividuals found guilty.

Countries and states worldwide havebeen taking new and tougherapproaches to corruption both on adomestic basis and internationally. InChina, a far-reaching campaign againstcorruption began in 2012 carried outunder the aegis of Xi Jinping. SaudiArabia claims to have recouped morethan $100bn through its anti-corruptionpurge and controversially jailed up to56 high-profile royal family membersand businessmen who refused to sur-render their wealth. Economic, trade,scientific and military embargos andsanctions continue to be implementedagainst countries for a variety of differ-ent reasons. Most notable are thoserecently Russia, historically being

Countries and states worldwide have been

taking new and tougher approaches to corruption

in the aviation industry both on a domestic basis

and internationally. Aoife O’Sullivan takes a close

look at these measures

MEASURES IN BUSINESSAND PRIVATE AVIATION

THE DOCKET

SLIPPERY The civil aviation

industry is exposed toa set of risks that

intersect with bribery.

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imposed by the U.S. government orunder US pressure by the internationalcommunity through the UnitedNations Security Council. In the UK,the Financial Sanctions Unit of theBank of England administers financialsanctions in the United Kingdom onbehalf of HMT (Her Majesty’sTreasury).

Anti-Corruption Measures in the UK In December 2017, the UK

Government produced an anti-corrup-tion strategy which establishes alonger-term framework to guide UKgovernment efforts to tackle corrup-tion at home and abroad in the periodto 2022.

This strategy sets out 6 clear priori-ties for the UK Parliament. These are:

1. Reduce the insider threat in high-risk domestic sectors such as bor-ders and ports2. Strengthen the integrity of theUK as an international financialcenter3. Promote integrity across the pub-lic and private sectors4. Reducing corruption in publicprocurement and grants5. Improving the business environ-ment globally6. Working with other countries tocombat corruption

Some anticipated changes include:

❍ Public beneficial ownershipregisters for overseas legal enti-ties - The government plans toestablish a public register of benefi-cial ownership of overseas legal enti-ties. A key objective of this registeris to “identify, in a public and easilyaccessible way, the owners and con-trollers of overseas legal entities thatown property in the UK, increasingtransparency and trust in the UKproperty market and supporting lawenforcement in their investigations.”❍ Changes to government archi-tecture on economic crime - Thegovernment will establish a NationalEconomic Crime Centre, based inthe National Crime Agency. Thegovernment will “continue to supportthe Office of Financial SanctionsImplementation (OFSI) in imposingmonetary penalties” and will “contin-ue to assess the effectiveness of finan-cial sanction”.❍ Improving the SuspiciousActivity Reporting (SAR) regime -

The government will: “reform theSAR regime, upgrading capabilities(including IT) and making the neces-sary legislative, operational and tech-nical changes”.❍ Implementation of the remain-der of the Criminal Finances Act2017: April 2018 - The provisionsof the Criminal Finances Act 2017, asignificant overhaul and update tothe UK anti-money launderingregime will be implemented overtime on a staged basis. The govern-ment “will implement all key elementsof the Criminal Finances Act, includ-ing Unexplained Wealth Orders, bythe end of April 2018 (subject to par-liamentary time).”❍ Corporate offence of failure toprevent economic crime - Thestrict liability corporate “failure toprevent” offences are currently limit-ed to the sphere of bribery and thefacilitation of tax evasion. Moredetail on the Bribery Act is providedbelow.

The Bribery Act 2010 The Bribery Act 2010 was introduced

to update and enhance UK law onbribery including foreign bribery toaddress better the requirements of the1997 OECD anti-bribery Convention.The Act is not concerned with fraud,theft, books and record offences,Companies Act offences, money laun-dering offences or competition law allof which are regulated elsewhere.

Does your company (or anyone asso-ciated with your company) offer com-missions, bribes, hospitality and good-will gestures in return for services?Has your business ever facilitated orbeen aware of a broker or agent com-mission in the sale of an aircraft whichwas not made know to seller or buyer?Have you ever bought and sold an air-craft as a “back to back” deal? Do youpay facilitation payments to ensure thetimely landing and handling of youraircraft?

The Act creates a strict liabilityoffence of failing to prevent bribery.There is no need to prove negligenceor the involvement and guilt of thecompany. An organization will onlyhave a defense to this if it can showthat it had implemented “adequate”anti-corruption compliance proce-dures. The scope of the Act is exten-sive and has significant reach beyondthe UK.

Bribery OffencesThe four offences can be summarized

as follows:1. Bribing Another PersonIt will be an offence to offer or give afinancial or other advantage to a per-son

a. With the intention of inducingthem to behave improperly;b. As a reward for that person tobehave improperly; andc. Knowing or believing that therecipient’s acceptance of the“advantage” would constituteimproper behaviors.

2. Being Bribed It will be an offence to receive abribe if the person receiving itagrees to or receives an “advan-tage” to act in an improper manner.The offence occurs where the bribeis either paid directly or through athird party. In many cases it doesnot even matter if the recipientknows that his or her acceptancewould constitute a bribe.

3. Bribery of ForeignPublic OfficialsIt will be an offence to offer or giveany advantage to a foreign publicofficial with the intention of influ-encing them in their capacity as apublic official and to obtain orretain business or business advan-tage from them. There is norequirement under this heading forthe advantage to be “improper” andthere is a guarded exemptionwhere the law permits payments toofficials.

4. Failure of CommercialOrganizations to Prevent BriberyA company or a partnership will beautomatically liable for any bribeoffered or given in connection withits business unless it can show thatit has in place adequate proceduresdesigned to prevent bribery.

Who Does the Act Apply to?The Act is far-reaching and extends

to cover bribery committed world-wide by individuals who are UKnationals or are ordinarily resident inthe UK, as well as organizations whoconduct some portion of their busi-ness in the UK. The Serious FraudOffice (SFO) can take a more wide-ranging approach to investigating and

74-76 Docket.qxp 2/07/2019 11:06


prosecuting corporations and individ-uals involved in corruptive practicesin the UK and abroad. It is also likelythat an SFO investigation mayincrease the risk of parallel investiga-tions in other jurisdictions with coun-tries that have a close working rela-tionship to the UK (e.g. the US). Infact, US companies with a presence inthe UK will now not only have to com-ply with their local Foreign CorruptPractices Act (FCPA) but will alsoneed to comply with the Bribery Actwhich is more extensive.

For businesses, the new corporateoffence will make companies liable ifanyone acting under its authority com-mits a bribery offence, includingemployees, agents, subsidiaries, part-ners and consultants.

Furthermore, the offence does notneed to take place in the UK. So, com-panies that have a UK office or operatein the UK or even simply hire a UK res-ident will be liable under this Act. Allthat is needed is a UK presence.

What are the Sanctions underthe Act?

Convictions under the Act includejail and/or unlimited fines for individ-uals and the potential for the confisca-tion of property under the Proceedsof Crime Act 2002. Companies canreceive unlimited fines which are like-ly to be substantial. “Senior officers”(which is broadly defined and willinclude directors and key manage-ment; possibly even shadow or non-executive directors) can also be con-victed of an offence where they aredeemed to have given their consentor connivance to giving or receiving abribe or bribing a foreign public offi-cial. Importantly, it is possible thatomitting to act might be regarded asconsent or connivance and lead toprosecutions, fines and/or imprison-ment. A director convicted of abribery offence is also likely to be dis-qualified from holding a director posi-tion for up to 15 years.

A company commits an offence if aperson associated with it bribes anoth-er person for that company’s benefit.“Association” is loosely defined toinclude people who perform servicesfor or on behalf of the company,regardless of the capacity in whichthey do so. It does not stop at employ-ees and will include agents, consultantsand suppliers. The only way to avoid

criminal liability under the Act is forcompanies to establish a system of“adequate procedures” designed toprevent bribery.

The essence of the guidelines are sixbasic principles which are all designedto give commercial organizations abasis for planning and implementingtheir regime to combat corruption:

Principle 1: Risk Assessment Conduct a risk assessment on yourglobal business and identify areasof high risk. Do you operate incountries where corruption is per-ceived to be high (e.g. Africa,Russia, and India)? The WorldBank provides up to date data oncorruption risks in its WorldwideGovernance Indicators website. Doyou interact with public officialsand do you provide corporate hos-pitality as a way of encouragingbusiness with your company? Doyou make use of agents in high riskjurisdictions and do they ever ten-der for business? What processeshave you in place to ensure thesepeople are not engaging in corrup-tive practices? Do you have com-mission agreements, and do theyinclude warranties and undertak-ings from the various parties as toanti-corruptive compliance?

Principle 2: Top LevelCommitment Issue now a clear statement of anti-corruption culture at the highest lev-els of management. Stick to it andensure the message is not only givenbut also shown to be followed – leadby example. The anti-corruptionstatement should be clearly pub-lished and accessible, both internallyand externally.

Principle 3: Due DiligencePut in place processes for auditingthe anti-corruption program at all lev-els. Carry out an audit regularly –spot check arrangements with sup-pliers and brokers. Are your salesteam aware of their duties? Are theyreporting back and is your responseteam effective in dealing with thereports? Review your contracts andassess the structure you have inplace for appointing agents, the pur-pose of their appointment and theway they are remunerated. Appoint acompliance officer.

Principle 4: Clear, Practicaland Accessible Policies andProceduresEnsure all persons associated withyour business are aware of yourstance and have a system of report-ing in place. Train staff and updatethem regularly on anti-corruptivepractices. Make clear statementsabout your company’s stance on giftsand hospitality, payments to advisersand agents, political contributions.Check your stance on paying offi-cials simply to secure the perfor-mance of their normal duties (e.g.granting a license). These acts arecommonplace around the world butmay now constitute an offence underthe Act.

Principle 5: EffectiveImplementationYour system should include aprocess for investigating reports andset out your strategy on disciplinaryaction. Incorporate this strategy inyour commercial contracts at all lev-els - employee contracts, pilot andcrew arrangements, service and sup-ply arrangements, sales and manage-ment agreements etc.

AoifeO’SullivanPartnerT: +44 (0) 7709 432350E: [email protected]

For further details please see websitewww.theairlawfirm.com

The information and opinions containedin this document are for general infor-mation purposes, are not intended toconstitute legal or other professionaladvice and should not be relied on ortreated as a substitute for specific advicerelevant to particular circumstances.The Air Law Firm LLP is a limited lia-bility partnership registered in Englandand Wales.

THE DOCKET

✈

74-76 Docket.qxp 2/07/2019 11:06

The Air Law Firm

www.theairlawfi rm.com+44 (0) 20 7151 4185 | info@theairlawfi rm.com

The Air Law Firm LLP is a boutique aviation law practice providing international legal services to

the aviation industry. Our practice model sets us apart: we offer a bespoke and focused service

from an agile and responsive team who can react quickly to the changing demands of your

business environment.

FirmThe Air Law Firm LLP is a boutique aviation law fi rm providing international legal services to the aviation industry.

PracticeWe have an in-depth knowledge and understanding of the global aviation industry including the operational, regulatory, commercial and insurance sectors.

PeopleWe are international lawyers, qualifi ed in various jurisdictions and are independantly recognised as leading experts in our fi elds.


PAST 30 years ago,

there werealways two

pilots,an engineer

and a navigatorin the cockpit.

Safety: The QuestionStudent: Dr. Einstein, aren’t these the

same questions as last year’s physicsfinal exam?

Dr. Einstein: Yes; but this year theanswers are different.

The same applies to the question ofsafety.

How is safety achieved? This is thequestion. The answers change withmaturity.

Traditionally, safety is regarded asthe absence of accidents. In themeantime though, new answers aresought after by many safety practi-tioners and researchers.

One aircraft accident in particularhas triggered well known answers tothe safety question.

When at about 18:15 PacificStandard Time on December 28,1978, United Airlines Flight 173crashed into a wooded, populatedarea of suburban Portland, Oregon,during an approach into PortlandInternational Airport, it triggered anin-depth investigation.

Below, four approaches to finding asafety answer to this accident are pre-sented.

Safety I AnswerErik Hollnagel has introduced the

term “Safety I” to indicate the tradi-tional approach to safety and safetymanagement as laid out by the ICAOSMS framework. Accidents are theend of a chain of events. Along the

chain of events, each event is thecause for the one following.

Therefore, in the logic of Safety I,the standard answer states that safetyis achieved by creating reliable com-ponents of a process or system. Sinceour standard model on safetyinstructs us to see safety as the resultof the interaction of these compo-nents functioning without failures. Aslong as components and people arereliable, no accidents should occur.

In line with this logic, the investiga-tors of the Flight 173 accident con-cluded that a “contributing factor tothe accident was the failure of thecopilot and flight engineer either tofully comprehend the criticality of thefuel state or to successfully communi-cate their concern to the captain.”

The investigators dissected the acci-dent into its components, such asweather, technical components, crewand so on. Then they analyzed eachcomponent to discover which one hadactually failed and by failing causedthe accident.

The Portland United Flight 173 acci-dent sequence started with a greengear down indication light not illumi-nating after gear was selected down.The flight crew became concerned,forgot about the actual flying andspent such a long time analyzing theproblem that eventually they ran outof fuel and crashed.

The cause of the accident was, ulti-mately, identified as a lack of commu-nication between the flight crewmembers and their leader, the cap-tain. The unreliable component wasidentified as the communication pat-terns of the flight crew.

Therefore, to prevent such an acci-dent from happening again, communi-cation between flight crew membershad to be fixed. United Airlines pio-neered the introduction of CockpitResource Management, later calledCrew Resource Management, andsuch an accident should have neveroccurred again. However, similaraccidents happened again.

Safety II AnswerSafety II, in contrast to Safety I, does

not focus on linear causality and“Safety I: Avoiding That Things Go

THE ANSWERSHAVE CHANGED

SAFETY SENSE

The United Airlines Flight173 crash in 1978triggered an in-depthresearch of the recurringproblem of a breakdownin cockpit managementand teamwork whenthere is aircraft systemsmalfunction in flight.Michael R. Grüninger andCapt. Andreas Grauerinvestigate safetysolutions to theseproblems

78-79 Safety Sense.qxp 2/07/2019 11:54


Wrong”. Safety II focuses on “EnforcingWhat Goes Right”. While linear causality-based analytical models might work whenstudying mechanical systems, they do notwhen studying people. People do not eitherfunction or fail, but adapt to the situation.They do not function as a machine. Suchadaptations are variable, often not repeatedand often unique. Observable outcomes,such as the accident of United Flight 173,might be due to transient phenomena orconditions that existed at a particular pointin time and space.

On the other hand, how many times was agear light unserviceable and it did notresult in an accident? Reaction patterns ofhumans are not always the same. One timethe crew saves the day, the other time theyfail to do so. As James Reason once put it:The pilot is the hazard and the pilot is thehero.

It is therefore not so obvious to see the1978 investigators stating “the accident wasthe failure of the copilot and flight engineer(…) to (…) communicate their concern tothe captain.”

STAMP AnswerThe aviation community has moved for-

ward and it now understands that reliablecomponents alone are not sufficient toachieve safety. Nancy Leveson, an MITprofessor with considerable experience inaircraft and aerospace accident investiga-tion, denies that reliability of componentsnecessarily leads to safe outcomes. Highreliability is neither necessary nor suffi-cient for safety. In fact, accidents are com-plex processes involving the entiresociotechnical system. Traditional event-chain models cannot describe this processadequately.

Leveson reasons that the most basic con-cept in STAMP is not an accident, but aconstraint. In systems theory, emergentproperties, such as safety, arise from theinteractions among the system compo-nents. The emergent properties are con-trolled by imposing constraints on thebehavior of and interactions among thecomponents. Safety then becomes a controlproblem where the goal of the control is toenforce the safety constraints.

On these insights and further reasoning,mainly increased complexity and coupling,Leveson developed a new approach, com-plementary to Safety I reasoning, to under-standing accidents and designing safe sys-tems. She called it System-TheoreticAccident Model and Processes (STAMP).Leveson points out that ways to analyzeand prevent accidents must reflect the real-

ity of today’s complex socio-technical sys-tems and not oversimplify the causes ofaccidents

Leveson observes that we do not seem tobe making much progress lately in reduc-ing accidents in most industries. Majoraccidents that seem preventable and thathave similar systemic causes keep occur-ring. Too often, we fail to learn from thepast and/or make inadequate changes inresponse to accidents. More generallyLeveson asks, why don’t the approaches weuse to learn from events, most of which goback decades and have been incrementallyimproved over time, work well in today’sworld?

Safety I and Safety II approaches maywork well in certain well defined cases.However, when the problem is not anylonger the failure of a mechanical compo-nent or the emergence due to adaptivebehavior of individuals, new descriptions ofthe problem must be found. Leveson sub-verts the assumption “Most accidents arecaused by operator error and rewarding‘correct’ behavior and punishing “incor-rect” behavior will eliminate or reduce acci-dents significantly”.

Traditionally, human or pilot error is oftencited as the cause of an accident. The inves-tigators of the 1978 United Flight 173 acci-dent concluded also that the human, orrather the humans in this case, have erredby not communicating assertively enoughtheir concern about the fuel situation to thecaptain. But, as a US Air Force study of avi-ation accidents states, the designation ofhuman error, or pilot error, is a convenientclassification for mishaps whose real causeis uncertain, complex or embarrassing tothe organization.

Nancy Leveson concludes that traditionalevent-based accident and risk models areparticularly poor at dealing with humanerror and decision-making. Human error isusually defined as any deviation from theperformance of a specified or prescribedsequence of actions. However, instructionsand written procedures are almost neverfollowed exactly, as operators strive tobecome more efficient and productive andto deal with time and other pressures.

In studies of operators, even in such high-ly constrained and high-risk environmentsas nuclear power plants, modification ofinstructions is repeatedly observed and theviolation of rules appears to be quite ratio-nal, given the actual workload and timingconstraints under which the operatorsmust do their job.

Work-as-done is most likely not identicalto work-as-imagined.

‘Safety Differently’ Answer“Safety Differently” has become an

approach to safety which looks at it, as thename suggests, differently. The key princi-ples of Safety Differently are: Safety isdefined as the presence of positives, suchas the capacity to be successful in varyingconditions (as opposed to the absence ofnegatives); People are the solution (asopposed to the problem to control); andSafety is an ethical responsibility to thosewho do the organization’s risky work (asopposed to safety being a bureaucraticaccountability to those up the hierarchy).

While Safety Differently is not renegadingSafety I, Safety II or STAMP, it puts thefocus on assuming that even if we eliminateall negatives, such as accidents or compo-nent failures, success is not guaranteed.This is not necessarily true because of howpeople adapt to deal with complexity, whichleads to both success and failure, as RonGantt stated. Eliminating the causes of fail-ure will also eliminate the causes of suc-cess. Safety thus becomes an enabler, not apull on the organization.

If safety is an ethical responsibility, safetyshould be oriented towards supportingworkers, not towards meeting bureaucraticand regulatory requirements. Nobodyworks to create an accident. Workers wantto be successful and safe. The organizationshould ask workers what they need insteadof asking them why they are not followingthe rules.

In the context of the analysis of theUnited Flight 173 accident, the introductionof CRM might still have been a valid SafetyDifferently answer.

CRM did indeed give flight crews a spacein which variability and team-oriented deci-sion-making became possible. But whenCRM itself degenerates to a bureaucraticexercise, a tick in the box of the traininglist, its benefits are diminished.

Michael R. Grüninger is Managing Directorof Great Circle Services (GCS) SafetySolutions and Capt. Andreas Grauer is theDeputy Managing Director of GCS. GCSassists in the whole range of planning andmanagement issues, offering customized solu-tions to strengthen the position of a businessin the aviation market. Its services includeinterim and start-up management, trainingand auditing (IS-BAO, IOSA, EASA), con-sultancy, manual development and processengineering. GCS can be reached atwww.gcs-safety.com and +41-41 460 46 60.The column Safety Sense appears regularlyin BART International since 2007.

✈

78-79 Safety Sense.qxp 2/07/2019 11:54


DECISION It is the pilot’s

call whetherto divert,

go around or tryto land whenthere is fog.

PRECISIONPILOTING

FROM THE COCKPIT

Pilots must constantly strive for

the perfection they may never achieve

just to keep their skills sharp,

writes LeRoy Cook

80-82 From the Cockpit.qxp 3/07/2019 11:15


ADVANCED Today, the pilotscan program theauto pilot tocarry out thelandingautomaticallywhilst theymonitor.

T he government inspector givingme my flight check wanted toset the tone for what was to

come. As we taxied out from the park-ing ramp, he said: “See that taxiwaycenterline? Why are you staying fivefeet to one side? It’s put there for areason.” I dutifully toe-tapped the oldCommander twin back into align-ment. In reality, he was doing me afavor; he could see I was new to thegame and that I was a bit cocky, and Ineeded a little prodding.

One of the great truths of flying isthe admonition “He who stops getting

better stops being good.” We mustconstantly strive for the perfection wemay never achieve, just to keep ourskills sharp. Becoming satisfied withbeing almost good enough meansthat we’re no longer trying to stay oncenterline, on altitude or on track.

Why bother? Because the skills weneed at a critical juncture won’t bethere when called upon, if we don’tpractice at every opportunity. I recallreading a story from 50 years agoabout a transatlantic cargo flight thathad passed its “point of no return”when the weather in all of Europewent down in zero-zero fog, at leastthe parts that were within reach ofthe flight’s landfall. The flight deckcrew knew the situation was dire, butthe aircraft commander took charge,slipping into the left seat.

He marshaled all his resources forthe inevitable ILS approach to abelow-minimums destination. Thecopilot was assigned the tasks ofwatching for any sign of lights orrunway and calling out altitudes.The flight engineer was to take carethe engine controls, and all hands onboard were briefed on their duties atcrash stations. Gear down with halfflaps, the old man flew the ILS onrails, tweaking wheel and pedals

minutely to hold the crossed nee-dles immobile, past the middlemarker and across the invisibleapproach lights. As the radar alti-tude reading passed through 25 feet,he slowed the rate of descent imper-ceptibly, the callouts coming in 10foot increments as he continuedalong the localizer beam. There wasa sound of tires brushing pavement;he called for power off, tapped thebrakes to maintain an unseen cen-terline, and brought the indicatedairspeed to zero, setting the parkingbrake. Nothing but fog could beseen from the 30-foot cockpit height.The control tower was alerted totheir arrival.

Eventually, a slight bump was feltfrom below; the loadmaster exited theaircraft to see what it might have been.It turned out to be a follow-me truckthat had driven under the nose andbounced off the nosewheel tires. Thedriver was creeping along the center-line of the runway, attempting to locatethe immobile airplane, and couldn’tsee the huge shape in the fog. Thedual nose tires were sitting preciselyastraddle of the runway centerline.

Do you suppose that captain learnedhow to make a precision approach toa blind landing on that fateful morn-ing? No. He trained for it constantly,seeking perfection in the simulatorand actual flight, just in case suchskill would be needed someday. Hemay have been out of options, but hewasn’t out of luck. He made his ownluck.

Use It or Lose ItCreating such skills starts with dedi-

cation to the task and knowing how touse the tools to achieve as much per-fection as possible. My habit is tohand-fly the aircraft when below10,000 feet, unless workload dictates



LANDING Aircraft making

a steepapproach into

the London CityAirport.

otherwise. I need the practice andstaying in actual touch with the air-plane allows a bonding that wouldn’toccur otherwise. That’s not to say Iwill not use the autopilot in appro-priate situations; it is a tool, but onlya tool, not a replacement for thehuman element. Certainly theautomation should be employedwhen one has to divert attention tolook up information or enter data onthe pedestal. If the METAR is sit-ting at minimums, it makes sense touse every bit of capability, includinga coupled approach.

Even when flying on autopilot, wecan improve our precision flyingability by paying close attention tothe autopilot’s actions. Take note ofhow it anticipates a course intercep-tion by small, early increments ofcontrol, avoiding an overshoot; soshould we, when it’s our turn to fly.An altitude capture is not a matterof driving up or down to a numberand grabbing hold of it. Instead, theautopilot is aware of the closurerate, modifies pitch attitude accord-ingly and stops gently in level flighton target. There’s a lesson there forus, if we want to become a precisionpilot.

Manual flying doesn’t have to be adiscarded art, but it does have to berevisited more than occasionally inorder to maintain predictable perfor-mance. Chasing the instrument indi-cations is a sign of rusty skills, capa-bility that has atrophied from dis-use. When observing a flight check,I often see jerky movements ratherthan fluid control use. I advise thestruggling pilot to use half as muchinput, starting earlier and to apply ascan pattern of the sources of infor-

mation on the panel, rather fixatingtoo long on one indication.

Flying manually in flight directormode is a valuable tool, although itcan be detrimental to scanning therest of the displayed indications. Aswith all automation, the pilot has toremain in charge of setting up theguidance, so the course directorand attitude cues lead him or herright where the aircraft should go.As with ful ly automated f l ight,small, incremental, anticipatory con-trol input is the key to preciseresults. The pilot’s muscles are sim-ply replacing the servos of theautopilot.

No Such Thing As Non-PrecisionI’ve never cared for the term “non-

precision approach.” Any approachto a landing, even a visual arrival,should be conducted with precision.Without enhanced vertical and later-al guidance, we simply execute thedescent in a stabilized manner, set-ting up the aircraft to reach certaintargets at key positions, ones thatensure a stress-free landing. Do notallow the relief of breaking out ofthe clouds and acquiring the airportto deteriorate your quest for preci-sion. Stay on the altitude and air-speed targets that assure a properlyaligned final approach.

Getting the aircraft to the runwaywithout a programmed arrival pathseems to be a lost piece of creativeflying. Any good pilot must be capa-ble of keeping the airplane undersmooth, precise control simply bywatching the landscape and apply-ing knowledge of the environmentaround the airport. It is at this timethat basic pitch and power criteria

have to be drawn upon from priorpractice; in approach configuration,a certain amount of thrust and a cer-tain attitude will produce the levelflight or constant descent that isneeded. One cannot seek out theseparameters on the fly, so to speak.They need to be developed andstored in advance of need, whenyou’re twisting and turning on avisual arrival.

At the foundation of precision fly-ing are these basic pitch-and-powersettings, applied to configurationslike initial climb, cruise-climb, lowspeed and high speed level flight,descent and approach. Knowingwhat thrust is needed to hold levelflight or achieve a crossing altitudegives a familiar starting point, fromwhich one can modify techniqueslightly for icing, turbulence pene-tration, or wind shear conditions.But if you don’t know the basic set-tings, you can’t be creative with pre-cision flight path control.

Nowhere does this understandingof fundamental f lying techniqueshow up more than when flying aheavily-loaded aircraft with littleremaining power available. Tryingto stay on a target altitude simply byadding more pitch att i tude is arecipe for disaster; more thrust,applied in a timely manner, is theanswer. When faced with a saggingaltitude reading, my first reaction isto apply a small bit of back pressureon the yoke, perhaps with a touch ofpitch trim, as soon as I notice 25feet of altitude loss. That reducesIAS a knot or two, perhaps enoughto ease back to the target. If there’sno immediate rise in the altitudereadout, I’ll nudge the power upwithout delay, not letting the dis-crepancy increase. The secret is tonever allow 100 feet of altitude lossto occur; correct it when it’s small,when it’s more easily fixed.

Is precision flying exhausting,requiring too much work for practi-cal use? Perhaps, but that’s whyautopilots were invented. In reality,the ability to hold a precise flightpath while flying manually is anacquired skill that becomes a natur-al reaction, and thus it becomes eas-ier to achieve with practice. It willbe tiring at first, but it’ll be worththe effort when it’s needed.

FROM THE COCKPIT

✈


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