May 20

EBACE: Bombardier opens Munich support centre

Bombardier Business Aircraft has opened a new regional service office (RSO) in Munich in response to growing demand in Europe.

The German facility will be its second in Western Europe, alongside an existing RSO at Farnborough in the UK. It will be staffed initially by 10 employees, including four field service representatives and three customer support account managers.

“We believe the growth of the market in Europe is such that it warrants a second office in addition to Farnborough,” says Bombardier Business Aviation vice-president customer support and training Andy Nureddin.

The Munich centre increases to 15 the number of Bombardier service centres worldwide.

Article source:

Category: Uncategorized
May 20

EBACE: LHT to provide cabin completions on ACJ319 Elite

Lufthansa Technik will carry out cabin completions for the Airbus ACJ319 Elite corporate jet, following on from its cooperation with the airframer on the ACJ318 Elite.

“Due to the huge market recognition, we have maintained the basic layout of the original ACJ318 Elite,” says Walter Heerdt, senior vice-president of VIP Executive Jet Solutions at Lufthansa Technik.

“However, in order to make full use of the additional floor space of the ACJ319, customers can choose to add the optional executive office as an additional private room.”

In addition to the executive office and shower, the ACJ319 Elite features more than 20 additional layout and systems options for customers to choose from.

Article source:

Category: Uncategorized
May 16

VIDEO: Pilatus PC-24 ‘super versatile jet’ takes to the skies

Pilatus’s first business jet, the PC-24, made its maiden sortie on Monday, 11 May 2015, two years after the seven-seat twin – dubbed a “super versatile jet” by the Swiss manufacturer because of its proposed short-runway performance and its ability to land on rough landing strips – was unveiled.

The first prototype, P01, registration HB-VXA –– took off at 10.00 local time from Buochs airport, in Stans. Piloted by Paul Mulcahy, the PC-24 flew for 55min across central Switzerland. “The flight went exactly as planned with no problems whatsoever,” says Pilatus, manufacturer of the PC family of civil aircraft and military trainers.

“The PC-24 is capable of exceptional performance,” it continues. “This maiden flight was a first opportunity to showcase some impressive credentials: the twin-engined business jet took off from runway 07 in just under 600m and climbed to 10,000ft… in around 3min, where the two pilots completed a series of meticulously planned tests.”

Throughout the flight, the PC-24 was accompanied and monitored by a PC-21 single-engined turboprop trainer.

asset image


In recent months, the PC-24 handling characteristics had been trialled and refined during numerous tests involving a wind tunnel and simulators. The flight test was designed to verify the accuracy of these findings, says Pilatus.

Oscar Schwenk, chairman of the board of directors described the milestone event as an “emotional moment”.

“Seeing our new business jet take off on its maiden flight is something we’ve worked very hard for, and dreamt about for a long time. Today, at last, that ‘Swiss Dream’ became a reality!” he says.

asset image


Three PC-24 prototypes will take part in the two-year certification campaign, flying around 2,300h between them. Fewer than half of those hours will actually be flown in Switzerland, Pilatus says, but it has not disclosed where the remainder of the flight test programme will be conducted.

Certification and service entry are scheduled for 2017. The first two years of production – equivalent to 82 aircraft – is already sold out and Pilatus plans to reopen the orderbook in late 2019 to early 2020.

Article source:

Category: Uncategorized
May 15

ANALYSIS: What you will and won’t see at 2015 Paris air show

Paris is the undisputed queen of the air shows. The most venerable – the first was staged in 1909 – it is also by far the largest, with over 2,200 exhibitors and almost 140,000 professional visitors turning up to the 2013 event. The week-long bonanza – with four trade days – is not to everyone’s taste. Its sheer scale and location – on a business airfield in a down-at-heel suburb north of the city, often gridlocked during the week – mean getting into and around the show can be difficult. Humidity and frequent downpours can add to the discomfort. However, there is no doubt that the biennial event remains the place to meet and be seen for anyone in the aerospace industry.

Any air show will have several success criteria. First is the number of high profile aircraft, both flying and on the ground. On this count, visitors this year will have plenty to write home about, on the civil side at least, with debuts from the two variants of Bombardier’s CSeries, a first Paris flying display from the Airbus A350 and a probable maiden appearance in the skies from Dassault’s new flagship business jet, the Falcon 8X. While US military aircraft programmes – including the Lockheed Martin F-35 Lightning II – will be absent from the flying display, this year’s show will mark a return, to the static exhibition area at least, by the US Air Force, with a contingent of up to a dozen types.

A second factor – not so high profile – is the number of exhibitors. The extensive halls of the Paris air show are where the world’s suppliers – from technology giants such as the engine makers and aircraft systems integrators to third- and fourth-tier small and medium-sized enterprises – come to show their wares and establish contacts. The increasing globalisation of the industry, where an aircraft such as the Boeing 787 will have a supply chain extending into dozens of countries, means these covered bazaars of component manufacturers and equipment vendors are arguably a more important aspect of the show than the gleaming metal on display outside.

Thirdly, there are the deals. Most business transacted at Paris is, of course, out of sight – over coffee or fine wine in the hospitality suites of the chalets, or round the desk in the more modest environs of the hall stands. However, big orders of airliners are what make the headlines. It is difficult to call what might happen this year. One possible big show story – a launch customer for the CSeries – was confirmed (as Swiss International Air Lines) earlier this month. The big Gulf carriers have used Paris for major announcements in the past, but Emirates, at least, often opts for its home show, later this year in Dubai, as its big publicity platform.

There is always an element of artifice to the so-called orders battle. Airbus, which also will have its A380 on display again, works with its customers to time announcements during both Paris and Farnborough in particular. Boeing insists it refuses to play the count-the-tally game, opting only to participate in announcements if its airline clients specifically wish. While there will doutless be confirmed orders for both of the big two during the week, Paris could also present an opportunity for some of the other airframers to help drive the news agenda. Aside from Bombardier, ATR, Embraer and Sukhoi Civil Aircraft will be present. The show also gives the manufacturers an opportunity to provide programme updates.

Bombardier will be very much in the spotlight – and not only for the reason it might have hoped. The Canadian manufacturer – which will debut the CS100 and CS300 at Paris ahead of the CS100’s planned year-end certification – will be able to thrust its troubled narrowbody programme centre stage. However, unless the airframer – which is also showing its CRJ1000 regional jet and Q400 turboprop – has a major order up its sleeve, executives will be bombarded with two questions: where the next customers for the Pratt Whitney PW1500G-powered CSeries are going to come from, and the future of the entire Bombardier business, hit financially by the cost of the programme.

Embraer – which chose Paris 2013 to launch its re-engined and re-winged E2 E-Jet family – will have only an ERJ-135 on show. However, after a flurry of commitments two years ago, it could announce further E2 orders. The only other new regional jet contender to have an aircraft in service, Sukhoi Civil Aircraft, will again display its Superjet 100 with partner Alenia Aermacchi. The Italian company’s other co-venture, ATR – which it owns with Airbus – will have an ATR 72-600 at Paris. However, any hoped-for announcement about a stretch version of the turboprop is highly unlikely. Japan’s Mitsubishi has a chalet presence, but its Mitsubish Regional Jet is not due to fly until later this year.

On the military side, air show chief executive Emeric d’Arcimoles is claiming some credit for the return of the US military, stopped by the sequestration crisis from attending last time. He says he “lobbied heavily” in Washington DC to bring the Americans back. However, while the world’s biggest military customer will be at Paris, many contractors, including Northrop Grumman, will not – or will have a diminished presence. Paris has been out of favour with US defence firms for years, partly as a result of France’s policy to the Iraq war over a decade ago. An exception is Textron AirLand, which will be exhibiting its Scorpion low-cost close air support aircraft that has still to find a buyer.

Not that US industry will be un-represented. Kallman Worldwide is again organising the US pavillion, which will feature 220 exhibitors, the largest representation after France. The fact that seven state governors will attend the pavillion during the week is evidence that, while many of the major US contractors may be lukewarm towards the show, Paris is still seen as a major opportunity for smaller suppliers to attract the attention of buyers in Europe and beyond. The USA will be one of 26 national pavillions at this year’s event, with others ranging from Brazil and Belgium to Taiwan and Ukraine. Israel, traditionally one of the biggest supporters of Paris, will again have its dedicated outdoor hub.

Back on the military front, France’s flagship fighter naturally will play a prominent role. Fresh from its latest export success in Qatar, Dassault will display the Rafale in both its C and M variants. The French military will show two of its Rafales, as well as a Dassault Mirage 2000. After a fatal crash on 9 May in Seville, there are question marks over the Airbus A400M, also scheduled to be there. Other military aircraft are few and far between, with the Pilatus PC-21 single-engined turboprop trainer an exception. A rare highlight could be the JF-17 fighter, developed jointly between China’s Chengdu and Pakistan Aeronautical Complex, making its first appearance at Paris.

Although the organisers say “all the Russian companies” have booked chalets or exhibition stands, this year’s show is unlikely to see a repeat of 2013, which featured the first Western appearance of the thrust-vectoring Sukhoi Su-35. Political tensions over the Ukraine situation could also play a part. Many Russian aerospace executives stayed away from last year’s Farnborough air show, either through choice or because their UK visas were denied or delayed, leaving chalets oddly half-full. Ironically, other than the Sukhoi Superjet, the type from the former Soviet Union likely to get most attention could be the newly-flown Antonov An-178 military and civil transporter from Ukraine.

Although the main forum for the sector happens a month earlier, at EBACE in Geneva, business aviation has a presence at Paris, mainly courtesy of national champion Dassault. As well as the probable debut of its Falcon 8X, the St Cloud-based firm will show its other three in-service jets, the 900LX, 2000S, and the 7X. General aviation, multimission and utility aircraft also make a strong showing, with three aircraft from Austrian airframer Diamond, including its new DA62, as well as the Pilatus PC-12 and RUAG Aviation’s Dornier 228. France’s Daher will be displaying its TBM 900 single turboprop for the first time at Paris.

As at every Paris air show, the organisers are promising innovations to enhance visitors’ experience. This year’s include a mobile app with the schedule of flying displays and exhibitor list. It also includes the ability for up to 25 people to create a private group that can message and find each other during the event. A “speed dating” service, introduced in 2007, will again be available. Last show, 610 participants held over 7,000 business-to-business meetings in the Concorde hall. The show infrastructure has also been updated, say the organisers, with better access for the disabled, a new taxi station at gate L3 and air conditioning in hall 3.

Flightglobal, as ever, will have a weighty presence at the show. Here are the highlights:

·FLIGHT INTERNATIONAL: Following our bumper Paris air show scene-setter issue on 9 June, the Flight International 23 June issue, available digitally on 20 June, will contain a full show report.

·LANDING PAGE: During the show, will cover all breaking news with pictures, video and analysis on our Paris landing page.

·FLIGHT DAILY NEWS: The liveliest, most colourful and most informative show daily at Paris will be distributed by our red-flight-suited distributors as visitors arrive at the show from Monday to Thursday.

·INTERACTIVE: Not a Flight International subscriber? We will be previewing the show with a special free interactive magazine available on the Flight International app and Our review issue will be out on the last day of the show.

·PREMIUM SERVICES: Flightglobal’s marketing message around the show will highlight our range of high-value information and analysis services around the line: “Your global partner for expert aviation data, news and insight.”

Article source:

Category: Uncategorized
May 15

TAG Aviation unifies global maintenance network under single brand

TAG Aviation has unified its global maintenance centre network under a single brand in an attempt to provide commonality for customers across the eight bases.

The new organisation, called TAG Aviation Maintenance Services, offers a full scope of service provision, says the Swiss company.

“The new name provides clarity and reflects the capabilities and capacity we offer across our maintenance network which includes six locations in Europe and one each in Hong Kong and Togo.

“TAG Aviation is approved by all main aircraft manufacturers and has certification to work on over 60 types of aircraft,” it adds.

Article source:

Category: Uncategorized
May 13

Business and general aircraft shipments show first-quarter decline

Worldwide shipments of business and general aviation aircraft declined across all sectors in the first quarter of 2015, triggered by a decline in the global marketplace.

According to the General Aviation Manufacturers Association (GAMA), deliveries of piston-engined, turboprop and business jets slumped by 15.2% year on year to 441 aircraft, prompting a fall in book value of over 12% to $4.5 billion.

“The first-quarter numbers show that while our industry has been gaining traction over the past few years, we face some renewed headwinds in several regions of the world, including Asia, parts of Europe and Latin America,” says GAMA president and chief executive Pete Bunce.

The association, headquartered in Washington, DC, recorded 133 business jet shipments between January and March: 21 fewer than in the first quarter of 2014. All the major airframers apart from Bombardier – which recorded a two aircraft hike – registered a year-on-year decline, according to GAMA.

Continuing decline in demand for agricultural aircraft prompted an 8% reduction in turboprop deliveries to 115 aircraft. Thrush Aircraft, for example, saw deliveries of its S2R series fall year on year from 12 to 4 units, while Air Tractor recorded a drop in shipments of its AT-family from 45 to 39 units during the same period.

Deliveries of single-engined executive types bucked the trend, however, recording a 7.5% gain. Daher and Piper led the charge, handing over an extra six TBM 900s and five Meridian 500s, respectively, compared with the first quarter of 2014.

Article source:

Category: Uncategorized
May 13

Cirrus to build dedicated facility for Vision SF50 customers

Seven months ahead of planned service entry of its Vision SF50, Cirrus Aircraft is building a dedicated facility for customers of the single-engined jet.

The “Vision Center” will be based in Knoxville, Tennessee, and will house all pre-and aftersales support related to the six-seat type, including sales, delivery, training, maintenance and support.

“This is the next step in our goal to re-imagine general aviation and the flying experience at Cirrus Aircraft,” says co-founder and chief executive Dale Klapmeier.

A key component of the facility will be a level D, full-motion flight simulator currently under development at CAE. “This full flight simulator will be the cornerstone in Vision SF50 type rating training and annual recurrent training,” says Cirrus, which also plans to provide maintenance support for its fleet of SR20/22 high-performance piston singles.

The Knoxville site will be the third base for Cirrus, complementing its manufacturing operations in Duluth, Minnesota – where it is headquartered – and Grand Forks, North Dakota.

The SF50 is scheduled for certification in the fourth quarter. Cirrus has secured more than 500 orders to date for the $1.96 million aircraft.

Article source:

Category: Uncategorized
May 9

AERO: Cirrus Vision SF50 personal jet on track for year-end service entry

Cirrus Aircraft says its Vision SF50 is on target to become the world’s first certificated single-engined personal jet to enter service, as it races towards the fourth-quarter finish line.

“We have been working at full steam to get this aircraft to market,” says company co-founder and chief executive Dale Klapmeier. “We should deliver at least one aircraft this year.”

Three aircraft are currently in flight testing, and the campaign had notched up almost 400 flying hours by 13 April, he adds.

The first Williams International FJ33-powered SF50, designated C-0, entered service about a year ago and has been used for aerodynamics, performance and stability testing. “These evaluations are now 85% complete,” continues Rick Hollander, vice-president, manufacturing and supply chain.

C-1 joined the programme in November and has notched up nearly 80h of natural ice testing in the skies about Duluth, Minnesota. C2 – the final flying prototype – has been used for high-intensity radiated fuel and systems testing since entering service in December. “We have also just completed the 50thdrop test on the SF50’s emergency parachute system,” Hollander adds. This feature deploys in the case of loss of control and is standard across the Cirrus aircraft family, which includes the SR20/22 piston-singles.

The first production SF50, designated P1, will join the flight test programme in the second half of the year. It will be used for function and reliability testing and eventually as a company demonstrator. Cirrus has secured more than 500 orders for the $1.96 million SF50 to date. It plans to deliver 50 of the Garmin G3000-equipped aircraft in 2016, increasing to 100 per year in 2017.

Article source:

Category: Uncategorized
May 9

AERO: Diamond secures European certification for DA62

Diamond Aircraft secured European certification for its DA62 at Aero 2015, and formerly opened the orderbook for the seven-seat piston-twin.

“We have already received a lot of interest in the aircraft, but we haven’t wanted to take anyone’s money until we are sure what we can deliver and when,” says Diamond Aircraft chief executive Christian Dries.

The DA62 – previously known as the DA52 – is the largest aircraft in the Austrian airframer’s family, and is pitched against high-performance piston-singles and piston-twins such as the Beechcraft Baron and Cessna 400 series.

Targeted at private owners, corporate operators and air taxi companies, the DA62 is powered by two 180hp (130kW) AE330 Jet A1/diesel-fuelled engines developed by Diamond’s sister company, Austro Engines. The aircraft boasts a maximum speed of 200kt (370km/h), a maximum range of 1,310nm (2,430km) and an operating altitude of 20,000ft.

Dries says the €920,000 ($983,000) DA62 is available in two variants. The first is a five-seat model with a maximum take-off weight of just under 2,000kg (4,400lb). “This is ideal for the European market, where aircraft over this weight [benchmark] are subjected to Eurocontrol [air traffic control user] fees,” Dries says.

The other version is equipped with seven seats, has a MTOW of 2,300kg and is targeted at the US market. US Federal Aviation Administration validation is now being sought, and Dries anticipates a high take-up for the all-composite type – especially from the county’s growing population of piston-engined air taxi operators. “There are around 120 Cirrus [SR22s] operating in the air taxi market in the US. A number of these owners have already expressed interest in the DA62,” Dries adds.

No less than eight DA62s will be manufactured this year, Dries continues, adding that this will reach one per week by early 2016.

Aero also marked the show debut of Diamond’s first single-engined turboprop – the DA50-JP7. The seven-seat aircraft made its first flight in January, powered by Motor Sich’s new 465hp (347kW) AI-450S turbine engine. Certification and service entry are earmarked for 2016.

Article source:

Category: Uncategorized
May 7

Industry veteran Ernie Edwards joins Aerion as chief commercial officer

Aerion, developer of the AS2 supersonic business jet, has appointed aviation industry veteran Ernie Edwards as its senior vice-president and chief commercial officer.

Edwards is responsible for all sales activity related to its Mach 1.5 SBJ, which is slated to make its first flight in around 2019 and enter service three years later.

Edwards’ career in the aviation industry has spanned 45 years. This includes a two-and-a-half-year spell as president of Embraer Executive Jets, which he helped to shape into a leading business aviation brand before retiring from the company in 2013.

Most recently, Edwards served as non-executive chairman of Veling Tayara, a Dubai-based business jet leasing firm. He also held senior management positions with Cessna and Gulfstream and is the former president of Swift Aviation, which introduced Embraer to the business aircraft market in 2002 by offering the Legacy 600, a variant of the EMB-135 regional jet.

“The most rewarding times in my career have been those when I had the chance to run with a new idea, and remake the industry,” says Edwards. “Aerion will do more than that; it will simply revolutionise the way the world travels. I could not ask for a more exciting opportunity.”

Article source:

Category: Uncategorized