Archive for October, 2012

Happy Halloween from Aviastra Flight Charter …

Wednesday, October 31st, 2012

 

 

Happy Halloween from Aviastra Flight Charter!

 

 

Business aviation being squeezed out of Dubai International Airport …

Friday, October 26th, 2012

 

Business Aviation On the Move in Dubai

 

The rapid growth of Emirates Airline and its low-cost sister Flydubai is squeezing business aviation operators out of the Middle East’s busiest airport.

The two fixed-base operators at Dubai International – ExecuJet and Jet Aviation – expect to begin relocating to the city’s new Dubai World Central (DWC) airport next year, along with some of the dozens of business aviation services providers based in offices in the airport’s free zone.

However, the plan remains controversial because the new airport – in the industrial zone of Jebel Ali – is much further from the city’s commercial centre than Dubai International and – although one runway is functional – is still in the early stages of construction. Over the past decade the original Dubai airport has become firmly established as the region’s hub for business aviation.

ExecuJet has this month considerably expanded its presence at Dubai International, taking over the next-door FBO formerly run by Executive Flight Services, a subsidiary of Dubai Airports. It acquired EFS’s maintenance operation two years ago, giving it two hangars at the airport.

But time appears to be running out for business aviation at Dubai International. Take-off and landing slots are constrained, and with Emirates and Flydubai adding three new aircraft to their fleets each month between them, there are at least 12 fewer stands available for business jets each year, even before the expansion of foreign airlines is accounted for, says Michael Rücker, vice-president and general manager at Jet Aviation Dubai.

The Swiss company plans to have moved some activities to DWC by the time of the next Dubai air show in November 2013 and Rücker expects “95% of business aviation traffic” to have relocated to the new airport within five years.

ExecuJet, meanwhile, is in the “final stages” of commissioning a facility at DWC and expects to begin transferring operations during 2013, although it plans to continue offering services at both airports for several years. ExecuJet Middle East managing director Mike Berry says he is “impressed” by progress at DWC: “The infrastructure is amazing and I have been taken aback by the progress over the past four months.”

Dubai Airports says it is positioning DWC “as a more attractive and less congested airport” for business and general aviation. However, Richard Talian, senior vice-president for strategy and development for Dubai Airports, insists operators will not be compelled to vacate the current airport. “Although the increased pressure on capacity at Dubai International will mean that accommodating the requirements of business aviation will become increasingly challenging, we do not plan to enforce any policies which effectively force the sector into a wholesale move,” he says.

 

source:Flight International

Europe’s airports record surge in ultra-long-range jet departures …

Monday, October 22nd, 2012

Surge in Ultra Long Range Jet Departures

 

In the first eight months of 2012, Europe’s airports recorded a 10% rise in departures of ultra-long-range business jets, according to Eurocontrol data analysed by online charter marketplace Avinode.

“This increase stands in stark contrast to the downgrade trend currently affecting other jet categories on the continent,” says Avinode. “On the surface, this trend may seem to contradict general market forces in the region, but in actuality it reflects the vast differences between general aviation consumer groups in Europe,” it adds.

Ultra-long-range jet travellers are typically far less sensitive to shifts in the economy than those who choose to fly on other jet classes, Avinode continues. “Travellers in this sector commonly own their aircraft and operate them mostly for personal use,” it says.

According to the Eurocontrol data, the UK is responsible for 14% of all ultra-long-range departures on the continent, followed closely by France (13.9%); Switzerland (12%); Germany (6%); and Spain (4%).

Russia and the USA are also significant contributors to ultra-long-range traffic in the region. Inbound flights from these two countries have seen rises of 15% and 8% respectively during the past eight months, while outbound traffic has also experienced a boost. Traffic from the UK to the USA has undergone a year-on-year increase of 26% during the past eight months, while traffic from Germany to Russia has also risen by 26% in the same period, the figures show.

“By far the most popular destinations for ultra-long-range flights into and within the EU are those associated with leisure travel,” says Avinode. Flights from the UK to Italy are up 12%, while flights from Germany to the South of France are up 37% and flights from Russia to Nice have increased by 54% in the first eight months of the year.

The latter figure represents the majority of Russian ultra-long-range traffic into Europe, receiving 143% more ultra-long-range flights from Russia than Geneva, the second most popular destination for inbound Russian ultra-long-range jets.

 

 

source:Flight International

Embraer displays new Legacy 500 …

Friday, October 19th, 2012
 

Embraer Legacy 500

 

Embraer has publicly displayed a freshly-painted Legacy 500 for the first time as the company moves closer to a long-delayed maiden flight of the mid-size business jet by the end of the year.
“That was just all a bad dream now,” Edwards says. “The components are bolted in, the software was plugged in. [Parker] got into some difficulties. We and BAE had to move in and help them through those difficulties.”

Embraer plans to complete the flight certification programme for the Legacy 500 by the end of 2013, with the first Embraer 450 beginning its certification testing around the same time.

The Legacy aircraft initially will be assembled at Embraer’s headquarters in Sao Jose dos Campos, with the composite sections delivered from a newly-opened facility in Evora, Portugal. But company executives are open to moving the final assembly site to other locations if necessary to meet market demand.

Embraer started building the Phenom-series light jets in Gaviao Peixoto, Brazil, but is moving production to Melbourne, Florida, except for Phenoms ordered by Latin American customers. A similar strategy could be adopted for the Legacy series if demand is sufficient, Embraer says.

The first of four flight test aircraft was rolled out in a private ceremony for Embraer employees last December. But the company kept the aircraft out of public view as problems with the jet’s unique fly-by-wire system delayed first flight from October last year to the fourth quarter of 2012.

But the company is now showing more confidence as the first flight milestone finally approaches, allowing a group of journalists on 5 October to board the aircraft and even make side-stick inputs to move the flight controls of the parked aircraft.

The company is now working to validate the final software block for the flight control system, with the programme’s chief test pilot on site at Parker Aerospace to finish the job.

The Legacy 500 and the smaller 450 were launched in 2007, targeting the mid-size business jet sector long dominated by such aircraft the Cessna Sovereign, Hawker 950 and Learjet 65XR. The delay of the Legacy 500 has eroded some of Embraer’s first-mover advantage, as Cessna has launched the Latitude and Bombardier has revealed the Learjet 70/75 programmes during the past year.

“Back in 2008 nobody else was talking about mid light or mid-size airplanes with a stand-up cabin. Now our competitors are responding,” says Ernest Edwards, Embraer’s president for executive jets. “We see our competitors coming out with their products as a validation of the market we identified several years ago.”

The Legacy 500 also features a three-axis fly-by-wire control system, a unique technology in the mid-size business jet sector. But Embraer’s supplier — Parker Aerospace — struggled with the task of integrating the control devices with the fight control computer. As delays mounted, Embraer brought in engineers from BAE Systems to help Parker, and finally took over the integration task itself, Edwards says.

 

 

Source:Flight International