With the skies becoming increasingly congested, business aviation often finds itself on the outside looking in. To stay viable, the sector is turning to satellite navigation as being the key to access.

According to some statistics, 66% of business flights happen between city pairs lacking daily commercial service. However, because many of these airports are located in demanding environments, landing at one creates new challenges, such as complex approach trajectories.

Furthermore, airports that are located near or within major cities are obligated to develop complex approaches to avoid heavily populated areas. And on top of this, many of the smaller and regional airports lack the funding for the high-tech equipment found at commercial airports. For example, ILS navigation aids are either limited or nonexistent, increasing the risk of a flight diversion.

This is all of concern to business aviation as many business aircraft are not specifically catered to by existing Air Traffic Management systems (ATM) and thus unable to utilize many of the traditional ‘hub’ airports. As the skies become increasingly congested, business aviation finds itself being pushed out of many of the world’s key airports.

As accessibility is everything, finding an alternative is essential to maintaining the viability of the industry.

One solution is to use approach procedures with vertical guidance (APV) or localizer performance with vertical guidance (LPV) approach procedures. These types of approaches do not require ground equipment and therefore have the potential to enable near-precision approaches for all airports—thus increasing their attractiveness to business aviation.

Decision Height

To illustrate some of the advantages, consider that LPV approaches are designed with a 250 feet decision height (DH) in Europe, although this figure could decrease to 200 feet in the near future. By comparison, the average DH for non- precision approaches (NPAs) is 470 feet in the US. In addition, as the final approach segment of an LPV approach is entirely virtual and not linked to a ground-based guidance system, using different approaches on the same runway end for

different aircraft categories is a real possibility.

Performance Based Navigation (PBN) represents a fundamental shift away from sensor-based navigation. In fact, ICAO recommends deploying approaches with vertical guidance at all instrumental runways by 2016.

Following such recommendations, in Europe a regulatory approach is under way and the current draft PBN Implementing Rule (IR) proposes implementation of Approaches with Vertical guidance (either Baro or SBAS/ EGNOS) in all instrumental runway ends by 2018, synchronized with the aircraft capability required by 2020.

• Closest US port of entry from Europe• CAT III, 11,440 ft. (3,486 m.) runway • Excellent weather record–renowned

worldwide for its ability to stay open • 24 hour on-field Customs &

Border Protection • 24 hour FAA ATC Tower• Custom catering

• Contract fuel arrangements • Full service above & below wing • Complete cargo handling • US Department of Agriculture,

Public Health and Animal/Plant quarantine services

• Low cost all inclusive/all aircraft ground and cargo handling services

• No restrictions, surcharges, Canadian NAV/User fees, or other “hidden costs”

• 12 million sq. ft. of ramp space • 20,000 sq. ft. of heated cargo

storage space • FAA/EASA aircraft maintenance • Uncongested access–air and land

to LAXto BJS

DXB

SVO

FRABGR

IAH

ORD

See ACCESSIBILITY page 3

Accessibility is everythingJanuary, 2015

Number 1 on The Great Circle Route

By Nick Klenske Editor, FlyCorporate

Bangor International has long enjoyed its reputation as the leader in trans-Atlantic tech stops, thanks to the airport’s unique location, world-renowned service standards and competitive pricing.

However, following a report by Maine Maritime Academy, which is recognized as a global leader in its field and which was recently ranked as the premier Public College on Money magazine’s Best Colleges list, the airport sales and marketing team has also been focusing on BGR’s economic benefits, most recently at World Routes in Chicago, where the term “economic tech stop” found particular resonance with visitors.

“We’re already well known for our fast turnaround times, low airport fees, 24/7 Customs availability

and so on,” says Marketing Manager Risteen Bahr. “When we explained the economic tech stop concept to those who visited our booth, especially those involved with cargo, it proved very popular.”

Using Bangor International as an economic tech stop allows aircraft to take on less fuel for the initial leg

of their journey and increase the payload, access US Customs and Border Protection more quickly due to the lack of congestion and take on the remainder of their fuel at highly competitive prices. “Our flexible fuel arrangements and contract pricing

make us the most competitive fuel supplier on the East Coast,” says Bahr. “The largest aircraft to come through the airport stands to save $100,000 on a 40,000 gallon top-up. Add that to the ability to carry more cargo and you soon see why the economic tech stop concept is proving so popular.”

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There’s a distinct technological flavor to this issue of Contrails, the tone of which is set in the contributed article by FlyCorporate’s Nick Klenske, who looks at some of the recent advances in aircraft landing procedures.

With the elimination of VOR, these new systems, with their higher performance values, will mean continued safe aviation, allowing aircraft to land at airfields with minimal facilities and infrastructure. Aircraft equipped with Next Gen receivers will be able to perform their approach to all airfields, including Bangor International, with much greater precision.

The highlight of this issue is the launch of FBO One (see facing page), which is already streamlining our ground handling and fuel management procedures, further reducing the airport’s turn-around times and improving our service standards. We are particularly proud that BGR is the first airport in North America to install the system.

Our new runway weather system will utilize new technology to provide more accurate and up-to-date reports for pilots, also contributing to an enhanced customer experience.

For all BGR’s technological advances, however, we still place great emphasis on traditional customer service values, as can be seen from our back page interview with Assistant Airport Director James Canders. The unpredictability of a busy airport, where scheduled and impromptu events co-exist on a daily basis, certainly keeps us on our toes, with no room for complacency.

Finally, on behalf of all of us at Bangor International, we extend our warmest wishes for the New Year to all readers of Contrails. We have appreciated and enjoyed your support over the past 12 months and very much look forward to working together in 2015.

Technology and service go hand in hand

Tony CarusoAirport Director

BGR the economic tech stop

Like the system it replaces, the new technology provides information on the runway’s current temperature, as well as wind speed and other weather conditions. A major enhancement is the remote access the system provides to 10 users, including those in operations and maintenance, who will be able to monitor conditions from any computer. Importantly, this will give them more time to prepare for adverse conditions, including the heavy snow falls, to which BGR is prone.

“The tool that this replaces only allowed access from two stations,” says Beaton. “What with the updated technology that the new system provides on the runway sensors,

as well as its remote monitoring capability, we will be able to alert pilots much earlier and begin preparing for the work at hand even before we start up our equipment.

“In particular the new system will help our snow team battle a storm even better than in the past.”  

New runway weather system a boonInstallation of a new runway weather information system will mean greater efficiencies for BGR’s airfield maintenance and operations teams and more accurate and up-to-date reports for pilots, according to Superintendent of Operations Robbie Beaton.

Maine Maritime Academy

Phot

o by

Ken

Woi

sard

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ACCESSIBILITY continued from pg 1

European air navigation service providers (ANSPs) are working to develop EGNOS-based procedures for key regional airports. According to recent statistics, a total of 95 LPV approach procedures are available in 68 European airports. In addition, 91 APV Baro-VNAV procedures are allowed to be flown using the European Geostationary Navigation Overlay Service (EGNOS) vertical guidance in Germany and Czech Republic.

But it’s not just Europe benefiting from GNSS landing procedures – and in many

ways Europe is following the US’ lead. According to the General Aviation Manufacturers Association (GAMA), who has been heavily involved in setting up GNSS procedures since the late 90s, the access to runways that GNSS systems provide is essential to the business aviation sector.

On this side of the Atlantic, it can be said that the US has done a fantastic job at rolling out new LPV approach-capable runways for general aviation, averaging 300 per year. On the other side of the

Atlantic, with EGNOS we fully expect to see the same success, creating a real opportunity for the US business and general aviation sector to increase its access to Europe.

Of particular interest to those who frequently fly transatlantic from BGR, this process of LPV approaches is greatly simplified as EGNOS operates on the same equipment standards used for other GNSS systems. The result is the same aircraft equipped for the US can land in Europe using the EGNOS signal.

The airport is the first in North America to install the system, which will mean much greater efficiencies for its ground handling and back office staff, as well as an enhanced customer experience.

The closest US port of entry from Europe, Bangor International (BGR) is one of a small number of airports to own its FBO, while also owning and operating a 2.9 million gallon capacity fuel farm. That makes it a sizeable regional player, capable of meeting the needs of every plane that comes its way, from light aircraft and corporate jets to the giant Antonov An-225, as well as regular scheduled and diverted commercial aircraft.

“With the new program we will be able to accept airside credit card payments for fuel using hand-held tablets on which the FBO One system is also accessible,” says Assistant Airport Director James Canders. “This will save pilots the hassle of waiting while we process their payment in the office before returning it to them. This will now be a simple ‘gas and go’ operation,” he adds.

Fuel temperature conversion is critical, especially when just a one percent variation in outdoor temperature can make such a substantial difference to volumes. Developed by Amsterdam

Software, FBO One is thought to be the only program that meets BGR’s needs in this regard, while also integrating with the airport’s existing fuel truck meters.

BGR’s ground handling services include GPU, air starts, lavatory and water service, aircraft cleaning, air conditioning and heat, bottled oxygen, preheats and arrangements for airframe maintenance.

On-field aircraft maintenance services are available around the clock, as is de-icing for any type of aircraft with types I and IV fluid. Dispatch services and flight coordination are also available, while BGR is open 24/7 for refueling, aircraft servicing, federal inspection, passenger services and all transit needs. Together, all these services provide a huge amount of planning, paperwork and communications between all parties and departments involved.

“Keeping track of the bigger picture is vital,” says Ries Vriend, Amsterdam Software’s CEO. “One huge benefit of FBO One is the elimination of redundant data capture and data re-entry. The program connects and facilitates the workflow of the FBO customer service representatives, dispatch, ramp staff, the accounting back office and airport management.”

Prior to its installation BGR’s daily flight programs were compiled by the dispatch department using a stand-alone tool.

These overviews were then distributed by fax and e-mail to the various stakeholders at the airport, such as the FBO’s service representatives and line staff.

During the day, these overviews could become outdated quickly, while maintaining and managing the flow of information also proved problematical. Now, with FBO One, all flight reservations are kept up to date centrally, providing all stakeholderswith quick access and greater efficiency.

When aircraft arrive and remain parked overnight, FBO One tracks their current stand and automatically applies the ramp fees to the invoice, based on the customer’s contract rates and the aircraft type. Invoicing has also been made easier. Before its installation invoice data had to be re-entered manually, while FBO One invoices are produced automatically and exported to Sungard, the accounting system used by the City of Bangor, which owns and operates the airport. This saves considerable time and eliminates unreliable paper trails.

Enhanced customer service with new software programBangor International’s GA traffic will benefit from faster turnaround times following the installation of FBO One, a fully integrated and intuitive on-line aircraft handling and fuel management program.

Bangor International Airport • 287 Godfrey Blvd, Bangor, ME 04401, USA • 1.207.992.4600 • fax: 1.207.945.3607 • www.flybangor.com

If you have any questions or comments regarding this newsletter or story suggestions for the next edition, please contact Risteen Bahr: rbahr@flybangor.com or 1.207.992.4610.

4

“You never really know what the day is going to bring,” says BGR’s Assistant Airport Director James Canders. “Your day is all mapped out, with scheduled arrivals

and departures, routine maintenance tasks, planned staff meetings and so on and then, with little warning, you have six aircraft dropping by with varying requirements that all have to be met, from straightforward refuelling to having to find urgent overnight accommodation and local transportation for 300 passengers. It’s a real challenge.”

Such is the reality of life at Bangor International Airport, whose location on the Eastern Seaboard makes it the preferred diversion stop when a medical emergency, mechanical fault, the need to refuel or adverse winter weather conditions affect Boston, New York or other major metropolitan centers, forcing an aircraft to detour from its planned route.

“And we’re invariably up against the clock,” Canders adds. “Whether it’s freezing rain or fog that causes the problem, or a crew’s flight time limitation.”

The Assistant Airport Director’s responsibilities are wide and diverse. From deputising for Airport Director Tony Caruso in meetings with Bangor City Council’s Airport Committee to overseeing Bangor Aviation Services, the FBO, which provides ramp services, fuelling, ground support maintenance, passenger and customer services for every type of aircraft, from a small two-seater Cessna to the giant Antonov An-225.

BGR employs a team of FAA/EASA licensed A&P mechanics, available around the clock to perform routine maintenance or repair on most types

of aircraft, often at short notice. While a typical task might be the replacement of a fault indicator light in an instrument panel, they have been known to carry out major repairs, including a complete engine change on an MB-11 aircraft.

No two days are the same for Canders and his team.

Late last year strong headwinds forced several large commercial aircraft to make an unscheduled stop at BGR to take on board additional fuel as a precautionary measure. However, a routine ‘gas and go’ tech stop turned into a ‘land and stay’ flight for one plane when a maintenance issue was identified and that, in turn, further delayed the aircraft, leading to a crew time issue and the need for an overnight stay.

Customer service

Ramp space posed no problem, while finding hotel accommodation for its 300 passengers at short notice proved slightly more taxing. “But we did it, because service to the traveling customer is ultimately what we’re all about,” he says.

And when a fire near the fuel tanks at Boston Logan International Airport disrupted flight activity and halted refueling operations, BGR was on hand once more, with its own 2.9 million

gallons fuel farm providing an alternative source of supply for the 10 wide-bodied planes that turned up unexpectedly requiring fuel and other services. Two of the aircraft stayed, this time requiring hotel accommodation for 500 passengers. Again, no problem for Canders and his team.

As well as diversions, the passenger services department also looks after chartered military transit flights at BGR, which has seen some one-and-a-half million troops deployed to Iraq, Afghanistan and other hot spots around the globe. The airport provides security screening for military and other private charters, all conducted to TSA standards. “Our staff is TSA trained and approved, meaning that the security screening on any private charter departing from BGR is acceptable to any other air carrier airport in the US,” he says.

The ground support equipment (GSE) shop is another department that comes under James Canders’ overall direction. Here a team of six maintain more than 120 separate pieces of GSE, not just for BGR, but for Delta and US Air, as well as the equipment used by the local catering contractor to service the aircraft.

As Station Manager for both Allegiant Air and United Express, he also ensures the smooth running of these scheduled carriers, between them employing up to 35 local staff at seasonal peaks and bringing to 80 the total number of full and part-time employees under his wing at BGR.

“It’s a little like conducting an orchestra, except that for this group of players

I’m the theatre manager and the roadie, too,” he says. “But importantly, we’re all playing the same tune and it’s called passenger service.”

Another day, another challenge

James Canders