September 2019 Vol

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06â%âD !!# TM CONTENTS SEPTEMBER 2019 Business & Commercial Aviation Intelligence 56 9 Edited by William Garvey, Keep up with all Jessica A. Salerno and the news and blogs Molly McMillin from BCA editors Tamarack Receives “like” us on facebook New Funding facebook.com/avweekbca and follow us on twitter Dickson Sworn in as FAA twitter.com/avweekbca Administrator

Pilot Shortage Problem a Bankable Opportunity?

Honda Aircraft Expands in Greensboro

ICON to Cut Hundreds of Jobs

Gulfstream Delivers First G600

Signature Acquires IAM Jet Features My Gulfstream Center 32 G500 Initial Fast Five With John McKenna, Fixated on Landing James Albright Chairman, Recreational 20 Richard N. Aarons Reinventing how we train Aviation Foundation The dangers of ignoring SOPs High-Altitude 38 Haute Cuisine Fred George 32 Providing fine dining aloft isn’t a trivial or Digital Extras 42 inexpensive task Voila, Le Bourget 42 David Esler More than a century old, the storied Parisian airport is now a premier business aviation facility

Tap this icon in articles Urban Upheaval in the digital edition 48 Patrick Veillette of BCA for exclusive The revolution could arrive Departments features. If you have not sooner than expected signed up to receive your 7Viewpoint digital subscription, go to Is Sim Training AviationWeek.com/bcacustomers 28 All About Jet Blast 8 Readers’ Feedback Sufficient? 56 Patrick Veillette Fred George A potential hazard on 24 Accidents in Brief For the latest What you don’t learn at ramps, taxiways and developments, go to the schoolhouse runways 64 Point of Law www.bcadigital.com Selected articles from BCA 66 20/Twenty and The Weekly On Duty of Business Aviation, 38 68 as well as breaking news Advertizer’s Index stories and daily news 7 1 updates 70 Products & Services COVER 72 BCA 50 Years Ago Photo of the Paris LeBourget Aiport supplied by iStockPhoto 67 Marketplace www.bcadigital.com Business & Commercial Aviation | September 2019 1 Business & Commercial Aviation

Editor-in-Chief William Garvey — [email protected] Executive Editor Jessica A. Salerno — [email protected] Senior Editor/Chief Pilot Fred George — [email protected] Safety Editor Richard N. Aarons — [email protected] International Operations/ Features Editor David Esler — [email protected] News Editor Molly McMillin — [email protected] Art Direction Lisa Caputo — [email protected] Art Department Colin Throm — [email protected] Associate Producer Theresa Petruso — [email protected] Copy Editor Scot Greenan — [email protected] Contributors James Albright— [email protected] Mal Gormley — [email protected] Kent S. Jackson — [email protected] Ross Detwiler — rossdetwiler.com Patrick Veillette, Ph.D. — [email protected] Ringston Media — [email protected] Editorial Offices 520 Folly Rd., Ste. 238, Charleston, S.C. Get Key Developments (520) 638-8721 • (843) 718-2458 and Analysis of the Publisher Frank Craven — [email protected] Phone: (913) 967-1729 Business Aviation Managing Director, Anne McMahon — [email protected] Market Business Aviation Intelligence/ Phone: (646) 291-6353 Data Services Director of Sales, Elizabeth Zlitni — [email protected] Business Aviation Phone: (913) 967-1348 Delivered right into your inbox, Advertising Production Kara Walby — [email protected] The Weekly of Business Avaition Coordinator Informa, 9800 Metcalf Ave., Overland Park, KS 66212 will provide you the data and Phone: (913) 967-7476 • Fax: (913) 514-7303 intelligence you need to stay SeniorAudience Tyler Motsinger — [email protected] informed of this complex market. Development Manager Phone: (913) 967-1623 Head of Business Aviation Nigel Prevett — [email protected] Fleet Data Phone: 407-314 7403 Head of Valuations, Chris Reynolds — [email protected] Business Aviation Phone: (913) 967-1956 Visit aviationweek.com/wba Subscription Information BCA Customer Service: to download a complimentary edition (800) 525-5003; +1 (847) 9147 Email: [email protected] Manage Your Subscription: aviationweek.com/bcasubscribers Reprints Wright's Media Nick Iademarco — [email protected] Phone: (877) 652-5295 • Fax: (281) 419-5712

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PAGING THROUGH AVIATION FOR WOMEN MAGAZINE, MY EYES professional, though following a different path than the one fixed on a photo of a familiar figure from long ago. There, Mary had in mind. But it was her enthusiasm, encouragement poised in a period Champion spark plug ad below the headline and example that helped me embrace an aviation vocation. She “Dancing in the Sky” stood a pilot, hands on hips, left foot for- really was an inspiration and I know many felt similarly. ward, a parachute in back, leather flying cap above and dark Which begs the question. When there have been such ex- sunglasses masking eyes in a somewhat pugnacious visage. Oh, emplary aviation figures like Mary among the many of her and a yellow Pitts Special with black trim stood behind. gender, why has the industry remained so heavily male? I’ve Yup. That’s her. heard the litany of social, academic and economic explana- Before there was a Patty Wagstaff, Svetlana Kapanina, tions, and while plausible, I find the degree of their impact Julie Clark, or any of today’s celebrated difficult to comprehend. After all, women have women aerobats, there was Mary demonstrated the intellectual and physical Gaffaney. Unlike those who followed, she didn’t prowess, the inventiveness and determination look the part. She was middle aged, a tad beefy to succeed in every aspect of aerospace, and and reserved, a 5 ft., 4 in. matron whom Flying yet their numbers overall remain modest. The columnist Gordon Baxter suggested, “ought to be industry needs more of them. Lots more. cutting out biscuits to win a Pillsbury Bake-Off.” Fortunately, there exists an organization — Although a veteran pilot — she’d been a racer a kind of winged sorority — founded decades and skywriter — and flight school owner, she after Mary’s heyday, but one she surely would hadn’t realized her true aviation calling until endorse were she still with us. (She “flew west” meeting a fellow with the key to high-G wonders in December 2017 at age 91.) Women in Aviation awaiting aloft: Curtis Pitts and his amazing International (WAI) provides its members with Pitts Special. When Mary slid into the cockpit the information, contacts, opportunities, guid- of the S-1, she and the aircraft were fused; there ance, encouragement and personal examples had never been any union quite like it. Mary Gaffaney so vital to achieving success in aerospace on a That Mary had found her medium was soon wide scale. confirmed by what she achieved: five times Begun modestly as a conference in 1990 by Women’s National Aerobatic winner, a gold Dr. Peggy Chabrian, a pilot and educator, she medalist in the 1970 Women’s World Aerobatic clearly understood the need, one confirmed Championship and two years later, the first by the steady growth of the organization that American to take overall gold in that interna- evolved. Today, WAI represents 14,000 mem- tional competition. The 46-year-old Miamian bers — women mostly, but men, too — in chap- was the best in the world. Her one disappoint- ters around the country and the world. The ment, she confided to me, was that her gender membership serves the full breadth of aero- barred her from competing with men. She so space roles from astronauts and business pilots wanted to prove she could hold her own and just to air traffic controllers, maintenance techni- maybe prevail. Some biscuits, eh? cians and, yes, air show performers and jour- She voiced that frustration at her Kendall nalists — including those behind Aviation for Flying School where I was a student. Though Women, WAI’s fine magazine. initially ignorant of her fame, I had asked about Dr. Peggy Chabrian That popular annual high-energy confer- the hangared Pitts. And while I quickly came to ence now draws 4,500 attendees, 150+ exhibi- appreciate its owner’s aerial mastery, what I prized especially tors and lots of industry support, and next year’s March 5-7 was her signature in my logbook — entered following my Pri- gathering in Florida will deliver to members nearly $1 million vate check ride with her. in scholarships. WAI is a career launchpad for women who, like “Congratulations,” she said. “You’re officially a pilot. Ever Mary Gaffaney, seek the wonders awaiting them aloft. think of becoming a professional?” At the recent Experimental Aircraft Association AirVen- Her question got my imagination soaring. A world-renowned ture, WAI President Chabrian announced her intention to re- aviator thought I had what it took. I floated home, grinning the tire. She can exit with great pride in what she’s accomplished whole way. I suspected she posed the same question to each of by creating and guiding an organization that has opened the hundreds of pilots she’d launched through the years. But all the door for so many. By every measure, her gender-focused that mattered was she asked it of me. performance was a gold medal winner, one benefiting all of Over time I got my Commercial and became an aviation aviation. BCA www.bcadigital.com Business & Commercial Aviation | September 2019 7 Readers’ Feedback

High-Level Thanks Editor’s Response: Thank you for your I am a long-time subscriber to BCA and insightful letter and we very much appreciate Aviation Week and have written to their your healthy skepticism of manufacturers’ editors on a few occasions. I applaud the optimized performance numbers. When we high level of the articles and technical compare aircraft performance, as for our presentations. Thank you. 20/Twenty reports, we use the numbers Capt. Nat Iyengar published in BCA’s Purchase Planning G650 Fleet Technical Pilot Handbook (PPH). Aircraft manufacturers Jet Aviation Business Jets Ltd. attempt to optimize performance in all areas, Hong Kong but tradeoffs are a reality of aircraft design. Speed vs. range, range vs. payload, cruise Boeing’s Blues On a Positive Note performance vs. airport performance are Your reporting on the problems with the I really enjoyed reading and thank you among those. For years, we’ve qualified Boeing 727 MAX (“Lessons From the MCAS for your positive article “Robinson R66: the PPH numbers and those in our aircraft Accidents,” June 2019, page 46) was better Passion, Performance and Price” in the performance charts by noting actual than anyone else had done in any media. July 2019 BCA (page 34). The sidebar performance will be affected by the weight It is a very complex issue to fully explain. article on Frank was also nicely done. of options, air traffic delays, weather, non- Reading the first articles in The New All of us at Robinson appreciate your standard temperatures and other variables. York Times and other publications I dedication to aviation and providing The 1,900-nm max range of the CJ4 and thought there had to be more to it than informative articles for your readers. 2,080-nm max range of the new Learjet 75 what they were reporting. It wasn’t just Please let me know if we can provide any Liberty are attainable only under optimal dumb pilots who didn’t know how to turn assistance in the future and keep up the conditions. Fred George off the bubble machine (even though they good work. didn’t). There had to be an unknown Kurt Robinson Be More Confrontational? factor lurking that hadn’t been explored President My family has been involved in civil in those first articles. Fred George’s Robinson Helicopters aviation ever since my late father writing was so good, so thorough, and so Torrance, California soloed a J-3 Cub in 1944 during time clearly presented that I had to write in off from his USAAF B-17 mechanic’s response. Excellent job. Real-World Numbers enlistment at Tampa, Florida. Two of My own opinion (borne as always Regarding 20/Twenty in the July 2019 issue my brothers flew Lears for Clay Lacy from ignorance and prejudice) was that (page 64), what criteria are you using? out of Van Nuys, California (KVNY), Boeing’s first mistake was trying to put I have operated both the Citation and I’ve got a ton of Cessna P210 and a Band-Aid on an old design rather than CJ4 and Lear 45XR and neither can Beech S35 time during a career in greenlighting its new airplane for that do the leg presented nonstop with zero real estate and health care. I still fly a market. Then they tried to rush it all tailwind without a ridiculous long-range simple “Spam-can” VFR. through and neglected to let the pilots in cruise setting. And even then it would My son is a national talent hardware on it. That makes me mad, because Boeing be questionable as a “safe” operation engineer for a Silicon Valley consumer is such a great company and has built concerning fuel margins. electronics firm known to everyone, wonderful, safe, economical airplanes In addition, in a real-world normal and if his circuits worked as well as for many decades. To see the company operating situation the 45XR would be climate scientists’ predictions, he mess up so blatantly is an outrage. It was 7 min. farther downrange ahead of the would be without a job. bad management, and that almost always CJ4 just in the climb to cruise altitude. With respect to “No Alternative” starts at the top. Makes me think that had And finally, this is a manipulated (July 2019), I think the civil aviation Alan Mulally been in charge this wouldn’t embellishment to say the least with business should be more confron- have happened. no weather and performance criteria tational, not collaborationist with Russ Munson established to make such a comparison respect to the politics of climate New York, New York and present it to your readers. change. The Hollywood and sports This is an ongoing problem to present stars and big-shot liberal politicians Editor’s Response: These crashes are to potential principals, but then the all love their executive jets — no way canaries in the coal mine, symptoms reality of it is not what was presented. they’re gonna fly with the plebeians. I of much greater air safety risks. Fred That puts the burden on flight think the industry should put together George department managers to deal with a “no fly” list of bad actors and hypo- the disappointment of the principals. crites and see how they like surface Healthy discussion is quality time. transport. If you would like to submit a comment on Andrew Smith Best wishes for safe flying. an article in BCA, or voice your opinion on Chief Pilot Stephen Power an aviation related topic, send an email to Fox Aviation Nut Tree Airport (KVCB) [email protected] McAllen, Texas Vacaville, California or [email protected]

8 Business & Commercial Aviation | September 2019 www.bcadigital.com

Accelerating Innovation: The All New HF120

ADVANCED: The engine TOUGH: Setting new to the turbine side. This unique Two names synonymous with represents decades of standards for durability and design offers outstanding overall invention have joined forces research and development. efficiency, superalloys used in environmental benefits, including to create unprecedented A wide-chord, swept titanium the hot section permit a higher low NOx, CO, and HC emissions. performance—a product igniting blisk fan with composite fan operating temperature with change in the industry—the outer guide vanes and the use extended parts life. All HF120s RELIABLE: All of these all-new 2,000-pound thrust of innovative turbine blade and are monitored closely via proven amazing features combine to class turbofan power plant. combustor materials are just large aircraft engine proactive create an engine that redefines Built to last, the HF120 delivers some of the unique features diagnostic systems to minimize dependability. Extensive testing advanced technology designed the HF120 brings to the light downtime and enable longer in excess of 23,000 cycles and for speed, endurance, and the jet market. uninterrupted service. simulated 5,000 flight cycles run smoothest ride. on a single engine reveal proven SILENT (Inside & Outside): EFFICIENT: Using innovative reliability and readiness for FL450: The fastest engine in Smart placement of the rotor aerodynamic designs, the HF120 longer uninterrupted operation. its class, the HF120 enables dynamic resonant frequencies delivers greater cycle efficiency effortless climb to FL450 outside of the engine taxi while optimizing operability. The HF120 enjoys enviable and beyond. Its high fan and and flight settings minimizes Unique airblast fuel nozzles operational success. It’s an core pressure ratio provides unwanted cabin noise. provide better fuel atomization incredible machine built to increased aircraft speed and Tight tolerance controls and yielding superior fuel-to-air set a new standard for the reduced climb time to higher exceptional build quality deliver combustion to minimize fuel light jet market—ready for cruising altitudes. With a low low fan and core vibration burn. Laser drilled combustor applications beyond its thrust lapse rate, the engine levels. Low levels of vibration liner holes ensure minimum current aircraft installation. allows for initial climb in excess transmission to the fuselage pressure drop across the of 4,000 feet per minute and result in a quiet cabin and the combustor, enabling optimum reduces time to climb by 40%. smoothest flying ride in its class. transfer of compressor energy

gehonda.com For More Information, Contact GE Honda at (513) 552-7820 @ge_honda EDITED BY WILLIAM GARVEY, JESSICA A. SALERNO AND MOLLY MCMILLIN [email protected] [email protected] INTELLIGENCE [email protected] NEWS / ANALYSIS / TRENDS / ISSUES

υ ON AUG. 8, GULFSTREAM ANNOUNCED MAKING ITS FIRST G600 delivery to Jet-A and Avgas a customer, one month after the aircraft earned its FAA type and production certificates. The handover to a U.S. operator took place at Gulfstream headquarters in Savannah, Georgia. “We Per-Gallon Fuel Prices always strive to exceed our customers’ expec- August 2019 tations, and our first G600 delivery is a prime Jet-A example of that,” said Gulfstream President Region High Low Average Mark Burns. “The effort put forth by our team Eastern $8.77 $4.50 $6.23 enabled this award-winning, technologically advanced aircraft to move from certified to New England $7.78 $3.87 $5.21 delivered in an extremely short period of time. Great Lakes $8.15 $3.34 $5.53 We are very proud of everyone who had a part Central $7.53 $3.37 $4.95 in making this happen and keeping our prom- ise to customers, as is a Gulfstream tradition, of a 2019 entry into service. As for what’s next, Southern $8.24 $4.35 $6.05 Burns said, “We have only just begun.” The G600 received both FAA type and production certifi- Southwest $6.90 $3.36 $5.31 cates and entered service after a design and test program that included flying nearly 100,000 NW Mountain $7.92 $3.43 $5.33 hr. in the company’s labs and more than 3,200 hr. of flying in the air. The all-new model can carry passengers nonstop from Paris to Los Angeles or Hong Kong at an average speed of Mach Western Pacific $8.69 $3.90 $6.04 0.90 and 6,500 nm (12,038 km) at its long-range cruise speed of Mach 0.85. Its maximum Nationwide $8.00 $3.77 $5.58 operating speed is Mach 0.925. The newest Gulfstream features a flight deck with active control sidesticks and 10 touchscreens. The model’s advanced technology has earned Gulfstream sev- eral citations, including Aviation Week & Space Technology’s 2017 Technology Laureate Award. Avgas Region High Low Average υ ON AUG. 2, ICON AIRCRAFT ANNOUNCED IT WOULD CUT hundreds of jobs and Eastern $8.89 $4.90 $6.56 the production rate of its A5 model because of reduced demand and the loss of funding from its Chinese investors — the latter a byproduct of the U.S.-China trade turmoil, according to New England $7.45 $5.00 $5.94 Thomas Wieners, Icon president and COO. In addition, Icon has suffered from lower demand Great Lakes $8.59 $4.59 $6.07 after increasing the retail price of its two-seat amphibious light sport aircraft several times to Central $7.59 $4.51 $5.51 its current $389,000 per unit. “After producing more than 100 aircraft, we now have a very good understanding of costs,” Wieners said. “And Southern $9.14 $4.30 $6.29 while the Icon A5 is truly an exceptional plane, Southwest $7.19 $4.23 $5.65 the necessary higher price lowers demand con- NW Mountain $8.46 $4.65 $5.79 siderably.” The move will lower costs and “right size” the business, it said. The cuts effective immediately, Western Pacific $8.52 $4.99 $6.33 reduce employment at its assembly site in Vacav- Nationwide $8.23 $4.65 $6.02 ille, California, and its composite production facility in Tijuana, Mexico, from about 650 to 400. At the The tables above show results of a fuel price survey beginning of 2019, Icon’s key Chinese investors had of U.S. fuel suppliers performed in August 2019. This survey was conducted by Aviation Research been “confident and bullish,” on investing, Wieners Group/U.S. and reflects prices reported from said, with plans to complete a round of funding in over 200 FBOs located within the 48 contiguous March and again in September or October. Those United States. Prices are full retail and include all targets will not be met. Without the funding, Icon operated on loans for the first half of 2019, taxes and fees. Wieners said. However, he added that the company recently received a new round of funding For additional information, contact Aviation Research/U.S. Inc. at (513) 852-5110 from other investors, which will keep core functions operating. As a result, Icon is cutting pro- or on the internet at duction from five A5 aircraft per month to an undisclosed number. It delivered five aircraft the www.aviationresearch.com same week it announced the job cuts and restructuring. It recently announced delivery of its 100th aircraft. Icon has also suffered from two high-profile accidents. In 2017, Jon Karkow, its For the latest news lead engineer and test pilot, and another employee were killed after Karkow flew an A5 into a and operational information, canyon and crashed during a turn. That same year, retired Major League Baseball pitcher Roy go to Halladay was killed when his A5 crashed into the Gulf of Mexico. The aircraft was not blamed bcadigital.com in either accident. www.bcadigital.com Business & Commercial Aviation | September 2019 11 INTELLIGENCE

Honda Aircraft Expands υ THE FAA HAS GRANTED TEXTRON AVIATION PERMANENT RELIEF from fuel- tank requirements that have delayed certification of the Cessna Citation Longitude, a Greensboro Facility move that should clear the way for deliveries to begin in the third quarter. When launched in 2012, Cessna’s largest business jet was expected to enter service in 2017. But late in development it was realized the wing-tank design did not comply with the fuel flam- mability exposure requirements of FAR Part 25 certification. In August 2018, the FAA granted Textron a time-limited exemption to address the tank design’s non-compliance. The company redesigned the fuel system to add a dedicated pump to circulate the heated motive-flow fuel to the outboard wing to be cooled before flowing inboard to the collector Honda Aircraft is further expand- tank. This change allowed the Longitude to comply with the average fuel-tank flammabil- ing at its 133-acre site at Piedmont ity requirement, but the FAA categorized the recirculation system as a flammability re- Triad International Airport (KGSO) duction means (FRM), which triggered in Greensboro, North Carolina, by more requirements. The problem with adding a new wing production facil- the recirculation solution is that its ef- ity. The company held a ground- fectiveness depends on airflow over breaking ceremony for the $15.5 the wing skins to cool the fuel. How- million, 83,000-sq.-ft. expansion ever, on the ground and during take- on July 30. The facility will include off and climb, hot fuel is flowing into additional storage for service parts the tanks and there is negligible cool- for its global fleet of very light jets. ing. This prevents the design meeting Construction is expected to be com- the additional FRM demands. In its exemption decision, the FAA says Textron provided pleted by next July. evidence that its final design, while not capable of complying directly with the require- ment, shows equivalent or reduced warm-day tank flammability when compared with a conventional unheated aluminum wing tank under similar conditions. “The FAA agrees with Textron’s assessment that additional modifications to directly comply with [the Blackhawk Receives STC for regulation] are impractical given the late stage of the airplane development program King Air 300 Engine Upgrade and likely costs,” says the decision document. “The design modification that Textron has incorporated into the Model 700 [Longitude], in order to cool the fuel tank and reduce fuel heating, improves the overall tank flammability,” the decision continues. “Due to the tim- ing in the airplane development program, with certification imminent, it is impractical to incorporate a different type of FRM [that would directly comply with the regulation].” “This exemption is very narrowly focused on specific sections of an appendix to the fuel-tank flammability regulation,” says Textron. “This is the permanent means of full compliance with the regulation. All deliveries will have a compliant system incorporated.”

υ A PILOT SHORTAGE IS A PROBLEM FOR OPERATORS, BUT IT’S PROVING to Blackhawk Aerospace, the Waco, be a bankable opportunity for those building training aircraft and related equipment. For ex- Texas, conversion outfit, has earned ample, Piper Aircraft President and CEO Simon Caldecott recently noted that market reaction a Supplemental Type Certificate to his company’s new lower-cost Pilot 100 and 100i trainers has far exceeded expectations, (STC) from the FAA that it says will transform the Beechcraft King Air with purchase commitments for more than 100 Pilot aircraft from flight schools around the 300 into “the fastest King Air in the U.S. Sales announcements for training aircraft at EAA AirVenture in Oshkosh, Wisconsin world.” This upgrade includes instal- in July included 50 Pipistrel Alpha Trainers and up to 160 Cessna Skyhawks. In addition, lation of factory-new Pratt & Whitney Continental Aerospace unveiled a drop-in replacement engine for some Lycoming-powered Canada PT6A-67As to replace the Skyhawks, and BendixKing announced a new cockpit upgrade for single-engine Cessnas. stock PT6A-60As on 12,500-lb. and High pilot demand is also an opportunity for Cirrus Aircraft, the company’s new CEO Zean 14,000-lb. gross weight models of Nielsen said. “There’s a lot of demand coming, and they’re looking for technologically ad- the King Air 300, along with com- vanced safe aircraft, and they’ve been coming to Cirrus Aircraft, which is pretty exciting,” posite, five-blade and swept Hartzell Cirrus senior vice president of sales and marketing Ben Kowalski said. Dubai’s Emirates propellers. Airline, for example, selected Cirrus SR22 aircraft for its Emirates Flight Training Academy’s ab initio program. And Lufthansa Aviation Training, the flight training program of Lufthansa Airlines, selected the Cirrus SR20.

12 Business & Commercial Aviation | September 2019 www.bcadigital.com

υ AMAZON WANTS TO OPERATE ITS PRIME AIR DRONE DELIVERY service as Dickson Sworn in an air carrier under FAR Part 135. In a notice published in the Federal Register on Aug. 8, the online retail giant sought relief from the requirement that a civil aircraft used for com- as 18th FAA Administrator merce must have an airworthiness certificate along with some other provisions. The MK27 drone Amazon plans to use in the service is a battery-powered, shrouded, six-rotor un- manned aircraft system (UAS) with a maximum gross takeoff weight of 88 lb. and capable of vertical takeoffs and landings and wing-borne flight. It is designed to carry an internal payload of 5 lb. and has a roundtrip range of 15 nm. The would-be operator said it plans to begin package delivery in thinly populated areas that Stephen M. Dickson was sworn in as have been “thoroughly vetted” for proximate FAA administrator on Aug 12. Capt. airborne traffic, obstructions, communications Dickson retired from Delta Air Lines coverage and other factors, subject to obtaining FAA authorization. Though Amazon was one last fall after 27 years at the com- of the first large companies to signal its interest in drone package delivery — announced by pany where he began his career as CEO Jeff Bezos in December 2013 — it has closely guarded information about its plans. The a pilot and rose to become senior company unveiled the MK27 design in June, but not its specifications. Amazon’s peti- vice president for flight operations. tion letter, signed by Sean Cassidy, the company’s director of safety and regulation, says the The FAA was without a confirmed company formally entered an aircraft type certificate program “status” for the MK27 in 2017 administrator since early 2018 when and has been engaged with the FAA on a weekly basis since then. But rival Alphabet Wing Michael Huerta’s term ended. Since was the first drone delivery system developer to obtain a Part 135 certificate from the FAA then the agency was run by Acting in April. The FAA was accepting comments on Amazon’s petition until Aug. 28. Administrator Daniel Elwell.

υ ON AUG. 4, FRENCHMAN FRANKY ZAPATA RODE HIS FLYBOARD AIR, a jet- powered platform aircraft he developed, across the English Channel from Sangatte, near Calais, Wutong Aviation Signs LOI France, to St. Margaret’s Bay near Dover in some 22 min. The event came 110 years after the for 100 Guanyi GA20 Aircraft first successful airplane crossing by Louis Ble- riot. The flight was Zapata’s second attempt at crossing the Channel in a week. In his July 25 try he was forced to ditch during an attempt to land on a boat to refuel halfway across. The same refueling technique was used on the suc- cessful flight but with a larger boat and a more According to a China News account, spacious landing platform. Zapata’s feet were the Guanyi GA20 has garnered strapped to the Flyboard Air, a platform pow- letters of intent for 100 units. A ered by five small jet engines and fueled from a tank fitted in his backpack. Steering the aircraft four-seater powered by a Lycoming was achieved by leaning in the direction of travel; throttle control was provided by Zapata’s O-320 engine and featuring Garmin balance and a control stick in his right hand. “It’s crazy,” the pilot said after the flight. “Whether avionics, the GA20 was developed this is an historic event or not, I’m not the one by Shanghai-based Guanyi General to decide that. Time will tell.” Zapata said fly- Aviation. Wutong Aviation Sci-Tech ing the aircraft was challenging due to air re- Co., a private aircraft service com- sistance during his 160-170 km/hr. crossing pany in China, signed the underwrit- speed and because he pushed the technology ing agreement with Guanyi for the to fly fast and for a long period. The system 100 aircraft. Guanyi began develop- was born out of Zapata’s work on hydroflight, ing the GA20 in 2014 for use in avia- using water jets to lift people into the air. The tion training, private aviation and Flyboard Air platform has attracted the interest tourism. It expects Chinese certifica- of the French military, which has provided a €1.3 million ($1.4 million) grant to Zapata Racing, tion in about 2020. Zapata’s development company. Zapata also demonstrated the aircraft in Paris on Bastille Day, July 14, in front of French politicians, including President Emmanuel Macron. www.bcadigital.com Business & Commercial Aviation | September 2019 13 INTELLIGENCE

Latin America Fleet to Grow υ CAPE AIR, A REGIONAL CARRIER BASED IN CAPE COD, Massachusetts, re- cently took delivery of its first two Tecnam P2012 Travellers following inspection of the by 790 Units by 2028 nine-passenger aircraft at the manufacturer’s production facility in Capua, Italy. Powered by two 375-hp Lycoming piston engines, the P2012 received FAA certification in July, clearing the way for the aircraft to be ferried to Cape Air’s base in Hyannis. Initially the aircraft were scheduled for pilot and maintenance training. The carrier plans to introduce the P2012 into service in November. “[That’s] a very ambitious time frame, but some of our communities are dying to get the airplane . . . so they are they’re asking us to commit,” said Cape Air CEO Dan Wolf. “By the end of this year, certainly, we think that’s achievable.” The Traveller is planned to replace Cape Air’s fleet of 85 Cessna 402s. The airline signed a letter of intent for 100 aircraft in 2015 and the first 20 on firm order are scheduled for delivery by the end of Over the next 10 years, customers in 2020. For every three P2012s it ac- Latin America are expected to take cepts, the airline plans to retire one delivery of nearly 790 new business or two of the twin Cessnas. “[That] aircraft, with turboprops dominating allows for some modest growth but the market, according to the Aviation also allows for us to retire the higher- Week 2019 Business Aviation Fleet & time 402s,” Wolf said. Compared MRO Forecast. However, in that same with the Cessna 402, the P2012 decade, Aviation Week projects the has one more passenger seat — a Latin American fleet to shrink from 13% increase in capacity. “It will the current 4,340 aircraft to 3,585 be quiet and more comfortable,” said Wolf. “The cabin is roomier. The rear seats in the 402 in 2028 at which time the King Air 90 are headroom-limited. This is a full cabin all the way back. And it does have air conditioning. and King Air 200/250 are expected to This is a function of climate change: The areas we are flying in are much hotter than they be the top-delivered products. used to be.” Cape Air also expects a big reduction in maintenance costs. The aging 402s are requiring 2.5-3 hr. of maintenance for every flight hour. The P2012 is calculated to require Sheltair Breaks Ground for 0.5 hr. of maintenance per flight hour. “So,” Wolf observed, “we are going to be saving 2 to Rocky Mountain Airport FBO 2.5 hr. in technician labor hours per flight hour.” Furthermore, he said, the Traveller’s smaller footprint should make it easier for Cape Air to add bases to expand its network.

υ TAMARACK AEROSPACE GROUP ANNOUNCED AUG. 9 IT HAD received final U.S. Bankruptcy Court authorization to accept $1.95 million in new funding from a consor- tium of customers, vendors and company stakeholders. Company President Jacob Klingin- smith said the investors “understand our industry and believe in the long-term value of our innovative active winglet product. This financing from friendly investors is now the only debt Sheltair Aviation broke ground for its secured by our intellectual property and is an important step in our reorganization.” The full-service FBO at Rocky Mountain debtor-in-possession financing will help sustain the Idaho company following U.S. and Euro- Metropolitan Airport (KBJC) on Aug. pean regulatory action that grounded Cessna 15. The 21-acre state-of-the-art, $20 CitationJets equipped with Tamarack’s active million complex will include a new ter- winglets and forced the company to seek minal, hangar and build-to-suit office Chapter 11 bankruptcy protection in June. space opportunities. When completed The FAA and the European Aviation Safety in 2020, the new facility will mark Agency subsequently lifted their restrictions Sheltair’s first FBO presence west of on CitationJets that were upgraded. The re- the Mississippi River. The construc- strictions affected 91 aircraft in the U.S. and tion milestone reflects Phase One of Europe. All but two had been upgraded by Tamarack by the time the restrictions were lifted. Sheltair’s development plans at KBJC “We’re excited to be back on track with our sales and installation process,” Klinginsmith said with a new 10,000-sq.-ft. FBO facility on Aug. 9. “We have several installations scheduled or in process now, and we’re seeing featuring 10 acres of aircraft park- strong interest. It’s going to be a good second half of the year.” The Tamarack winglet sys- ing apron and parking for up to 120 tem comprises a wingtip extension, a highly tuned winglet, wing loading sensors and a move- vehicles. able load alleviation surface. According to the company, the fully autonomous, fail-passive, load alleviation system counteracts gust- or maneuver-induced wing loading.

14 Business & Commercial Aviation | September 2019 www.bcadigital.com Wednesday, October 23 | 6-8 P.M. | Wynn Las Vegas The 10th Annual Fund an Angel Cocktail Reception, held on the second day of the NBAA Business Aviation Convention & Exhibition (NBAA-BACE), is an invaluable networking event for business aviation leaders and influencers. The reception will feature an auction to benefit Corporate Angel Network (CAN) who organizes critical flights for cancer patients to treatment centers throughout the country.

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Sky Trek Aviation υ XJET’S FBO AT LONDON-STANSTED AIRPORT IS SETTING new standards in luxury with its “tailored branding” service introduced in June. The FBO occupies 93,863 sq. ft. Becomes Modesto Jet Center within the spacious 250,000-sq.-ft. Diamond Hangar Aviation Hub. It was launched in 2014 and completes more than 1,300 aircraft movements annually. At one point it recorded more than150 passengers passing as part of a single movement. Most recently a 17,000-sq.-ft. major upgrade resulted in the creation of two majlis rooms — one for men and another for women — each with a private lavatory. According to FBO Deputy Manager Carly Swetman, “They are designed to en- sure maximum privacy as well as ultimate comfort.” Privacy also extends to a private security screening area. The refurbish- ment also included a large conference Sky Trek Aviation at Modesto City- room that can seat 12 people comfort- County Airport, based in California, ably, as well as a dedicated espresso has new ownership and a new name. and cocktail bar. And inside the lounges, Its new name, Modesto Jet Center, XJet showcases a changing collection of became effective Aug. 1. Matt Bosco art and sculpture by talented and emerg- and Dan Kimmel, longtime custom- ing artists from all over the world. Crew services include a luxurious lavatory with shower, an ers of Sky Trek Aviation, acquired on-site gym, complimentary Wi-Fi and satellite television, preferential crew hotel rates and the FBO from Jim Van Heukelem, weather briefings. A crew rest area includes four individual sleeper pods that are cleaned and Penny Weber and John Rogers, who changed out after every use. XJet also has introduced an “immersive experience” that allows operated the company for more than tailored branding to a client’s specific re- 30 years. quirements. This system allows the FBO to carry out direct electronic online filing Signature Flight Support of General Aviation Reports (GARs), load to Acquire IAM Jet Center sheets, and personalized boarding passes and luggage tags. XJet also can update charter brokers of their flight’s status via automated text messages, including “Pas- sengers Have Been Screened,” “Passengers Boarded,” “Doors Closed” and “Aircraft Airborne,” thereby reducing the need for telephone calls and emails. In a world where space is often at a premium, XJet works closely with Diamond Hangar to provide hangar and ramp space for anything from helicopters to a BBJ 747. The hangar also provides 150 parking slots for clients arriving by car. Security at the facility is enhanced by the strategic placement of an integrated system of CCTV cameras. Taking the concept of service still further, XJet builds client profiles that Signature Flight Support has allow them to create a more personalized service. “It’s all about going beyond expectations,” agreed to purchase IAM Jet Center said Flight Support Concierge Lauren Clark. — Kirby Harrison and its affiliated companies. The addition of five FBO locations com- υ BARRINGTON IRVING, WHO IN 2007 BECAME THE YOUNGEST PILOT to fly plements Signature’s existing FBOs solo around the world in a single-engine airplane and continues to inspire young people to pur- in the Caribbean. The acquisition sue aviation careers, has been named by the NBAA as the recipient of its 2019 American Spirit includes IAM Jet Center’s locations Award. It will be presented at the association’s Business Aviation Convention & Exhibition in at Barbados’ Grantley Adams Inter- October in Las Vegas. A native of Kingston, Jamaica, Irving grew up in inner-city Miami, where- national Airport, Maurice Bishop upon graduating from high school, he embraced aviation under the guidance of a Jamaican International Airport in Grenada, airline pilot. Those experiences set Irving on a course that culminated in his 97-day solo flight Terrance B. Lettsome International to demonstrate to young people worldwide that they could also achieve their dreams. He then Airport in Tortola and Sangster founded Experience Aviation, based at Opa-Locka Executive Airport (KOPF), and established the International Airport in Montego Experience Aviation Learning Center dedicated to empowering middle and high school students Bay, Jamaica. Another FBO is under in the Miami area to seek careers in science, technology, engineering and math, including within construction at Hewanorra Interna- aviation and aerospace. And he continues to encourage students from all walks of life with the tional Airport in St. Lucia. Flying Classroom, combining air, land and sea expeditions with a digital curriculum to engage millions of children throughout the world.

16 Business & Commercial Aviation | September 2019 www.bcadigital.com Bringing Cancer Patients Closer to Their Cure

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Questions for John McKenna How did the RAF come to be, and why? 1 McKenna: One summer weekend in 2003, six of us flew into Schafer Meadow, a public-use U.S. Forest Service strip in the backwoods of northwest Montana, for some fishing, hiking and storytelling around the campfire. We all acknowledged that we were privileged to fly into such places and that they had to be preserved for those who follow. And as the night went on and as the Scotch flowed, we agreed that it was us who should take up the cause. Somewhat to our surprise, we felt the John McKenna same over cowboy coffee the next morning and got started. Chairman, Recreational Aviation Foundation (https://theraf.org), Are there many such strips? Bozeman, Montana 2 McKenna: The Forest Service together with the Bureau of Land Management and National Park Service operate some 750 to 800 remote airstrips on mostly western A Montana native, McKenna just federal land. The large land holdings in the eastern part of the country are mostly pri- naturally gravitated to airplanes vately owned and together have probably the same number of remote airstrips. We’ve — something his non-pilot successfully lobbied a number of state legislatures to protect private owners from any father encouraged along with liability should a mishap occur involving a visiting aircraft. Of course, once the trial playing golf. Dad’s thinking: lawyers got wind of that, they started pushing back. But we’re making good progress. Business deals are sealed on fairways, and if you’re going to 3 How do you measure that? do business in the wide-open McKenna: We’ve helped to restore, secure or develop some 50 backwoods air- West, airplanes expedite the strips so far, with more on the way. One highlight was the day Ben and Butchie Ryan necessary travel. This latter — he was a P-38 pilot and she an Army nurse in World War II — gifted the RAF their fact was demonstrated by a wonderful private grass strip bordering Glacier National Park. Others say they plan neighbor, a contractor, who to do the same. Our success also shows in our membership of volunteers, which would fly young McKenna in has grown to 10,000 from all 50 states and 15 foreign countries. his Bonanza on weekends to Those members include major figures in business aviation. How important is check on various building sites. 4 that segment to the RAF? McKenna earned his private pilot’s ticket at 17 and since McKenna: There’s a great deal of crossover. Business aviation gravitates to the then has logged some 7,000 hr., RAF. Many of the individuals are like me, operating light twins and singles in growing almost all in light aircraft — he’s their businesses. My 185 allowed me to engage with people in a large geographic operated a Cessna 185 since region and to expand, visiting people on their farms and ranches, even landing — 1988 — and a whole lot of those with permission — on secondary roads and taxiing into parking lots. Without that in the mountains and forests airplane, I’d be just another local life insurance guy. But typically, if you go into a of the American West. With a small company hangar housing its Cessna 421, TBM or PC-12, you’ll find a Husky master’s degree in financial or Super Cub behind it. You know what they do on the weekend. services from the University of How is the organization financed? Pennsylvania, McKenna has 5 spent his entire 45-year sales McKenna: We survive strictly on donations, which thanks to our 501 (c) 3 IRS sta- career with New York Life, the tus, are all deductible. Our expenses are low; we’ve got just one and a half staffers same company with whom his to answer the phones and open mail. The majority of our revenue is used to further father was long affiliated, and our mission by opening, upgrading or maintaining airfields; promoting the organiza- now two of his daughters have tion at different venues like Oshkosh; and participating in forest planning sessions. joined as well — a family run of One really satisfying investment was our infamous “poop study.” Opponents kept 125 years, and counting. insisting that airplanes spooked the wildlife, but their evidence was all anecdotal. So, we backed a graduate study that involved bagging fresh scat found shortly after TAP HERE in the digital edition landing, freezing it and then analyzing the stuff in a lab. The key measure was the BCA of to hear more from critical steroid level — if it was high, the animal was alarmed, if low, the encounter this Interview or go to aviationweek.com/fastfive was no big deal. Well, the levels were consistently low. Now, we won’t take any more scat from anyone. BCA

18 Business & Commercial Aviation | September 2019 www.bcadigital.com OPEN UP THE BOARDROOM

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© SmartSky Networks, LLC 2019. All Rights reserved. Cause & Circumstance Richard N. Aarons Safety Editor [email protected] Fixated on Landing The dangers of ignoring SOPs

BY RICHARD N. AARONS [email protected] AIC ir Niugini Flight 73, a Boeing 737-8BK with 12 crew and 36 passengers, descended into Chuuk Lagoon, skipped across Athe water like a skimmed stone, then sank in shallow water some 1,500 ft. short of Chuuk International Airport’s Runway 4 threshold. The crew was ex- ecuting an RNAV (GPS) approach to the Western Pacific island airport, and de- scended below the MDA in heavy rain, while ignoring 17 EGPWS alerts — spe- cifically eight “SINK RATE” and nine “GLIDESLOPE” calls. Pohnpel approach flight path (top); Depiction of aircraft in relation to Chuuk International Airport

Runway 04 threshold (bottom). AIC Six passengers suffered serious inju- ries and one was trapped in the wreck- age and died. The crewmembers and surviving passengers exited the aircraft through over-wing exits and doors and were promptly rescued and brought to shore by Chuuk state government boats and other watercraft operated by the Red Cross, Transco, the U.S. Navy and private citizens who were first on scene. The accident occurred on Sept. 28, 2018, at 09:24 local time (23:24 UTC). The aircraft — P2-PXE (PXE) — was conducting a scheduled passenger flight from Pohnpei to Chuuk in the Federated States of Micronesia (FSM). So what happened? How did a highly experienced crew fly their perfectly performing airplane into the lagoon? The answer is found in what follows — mostly from the investigation done by the Papua New Guinea Accident Inves- local (22:22 UTC), with the PIC at the The captain was 52 years old and a tigation Commission (AIC). controls (PF) for the sector to Chuuk. native of Papua New Guinea. He held a The copilot was the support/monitoring PNG ATP and was typed in the Boeing The Flight pilot (PM). 737 series. He had accumulated 19,780 A flight mechanic rode the jump seat. hr., some 4,900 as PIC and 2,300 in the The pilot in command (PIC) and copi- Happily, at least for the investigators, he 737. He had flown 44 hr. in the previous lot began their day in Pohnpei at about used a smartphone to record the Chuuk 30 days and 18 in the last week. 07:05 local (21:05 UTC) for a flight to approach from about 3,000 ft. for rec- The Australian national first officer Port Moresby, Papua New Guinea, via reation purposes. The video abruptly (F/O) held a PNG ATP and was typed Chuuk. The scheduled departure time ended upon impact, but the phone sur- on the 737 series. He had accumulated was 07:50 local (21:50 UTC). The air- vived and provided clear imagery of the 4,618 hr., 1,800 hr. command time and craft departed from Pohnpei at 8:22 cockpit environment and instruments. 368 hr. as a B737 copilot. He had flown

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department and deliver the value you deserve and expect. It’s all about you. flightsafety.com • 314.785.7815 Cause & Circumstance JEPPSEN 43 hr. in the previous 30 days and 9 hr. in the last week. The climb and en route segments were conducted without incident — en- tirely routine. Prior to top of descent (TOD), the crew briefly discussed set- tings for the brakes and flaps. The copi- lot asked the PIC if they should use flaps 30 and the PIC replied “Yeah, flaps 30 would do; 141 plus 5 ah. . . .” The discus- sion continued around whether to use flaps 30 or 40. The copilot entered the relevant data into a Boeing Onboard Performance Tool (OPT) program for the electronic flight bag (EFB) he was carrying and determined the use of flaps 40 would reduce the landing distance required by about 150 meters. He informed the PIC and the PIC agreed to select flaps 40 for the final approach segment. The pilots then briefly discussed the approach and missed-approach proce- dures, the latter should a miss become necessary if they found themselves in IMC at the MAP — HAMAX waypoint. (See the approach plate.) The approach briefing was not the detailed discussion required by their airline SOPs. Indeed, the missed approach procedure was just PURPOSES. NAVIGATIONAL ONLY. FOR NOT ILLUSTRATION FOR a cursory mention of DAMAY waypoint and did not cover the procedure, nor the flight path to be followed. The landing checklist was given a similar haphazard briefing. At 08:54 local (22:54:36 UTC), re- gional ATC (named San Francisco Radio) contacted the crew with the fol- lowing decent clearance: “ATC clearance. Niugini 73, descend to reach FL 340 by time 23:05Z, require- ment to reach FL 340 by time 23:05Z, and report level, FL 340. Cruise, FL 340, to Chuuk airport, report arrival. Report leaving FL 280, flight level 180 and flight The copilot contacted Chuuk radio at continued the approach beyond the level 080, time, time check, 254 and a 23:08:54 and requested a weather up- MAP and slipped into IMC. Here are quarter.” date. Chuuk acknowledged and asked the highlights: At TOD, the captain stated to the co- the crew to standby. The PIC, realizing 23:11:25 (09:11 local): The copilot re- pilot that they were already high and that they were still high on profile, in- ported passing FL 180 to San Francisco needed to initiate their descent imme- structed the copilot to go on VNAV. Radio. diately. The crew descended out of FL At 23:11:00, Chuuk radio reported to 23:15:59: Fifteen nm from Chuuk 400 at 22:56:18, at a rate of 944 fpm. At the crew that local weather was: “wind while passing 8,600 ft., the copilot made FL 340, the copilot reported to ATC that variable at 5, visibility 14 scattered 012 an inbound broadcast call stating their they were maintaining FL 340. Both charlie bravo, broken 120 overcast 280, intention to track to the RNAV (GPS) pilots talked for 2 min., trying to recall temperature 26, dew point 25, altimeter Runway 4 from the east southeast. Mo- and clarify the instructions that they 2973.” ments later, the copilot contacted San had been given. Although Chuuk essentially was Francisco Radio, and reported passing At 23:05:14, while maintaining FL VMC, a single storm cell — the “scat- 8,000 ft. on descent. 340, the PIC stated to the copilot that tered charlie bravo” — was moving Prior to commencing the approach, they were high on profile and needed around in the area. During the approach while descending through 4,000 ft., to descend to get back on the required sequence, the cell moved between the the PIC stated, “Alright, the missed descent profile. MAP and the runway threshold. Thus, approach is . . .” and the copilot did not At 23:08:16, the PIC said, “Alright, we the approach would be conducted in respond. The PIC did not continue his are catching back on profile, so just keep VMC until the aircraft reached the statement/question with respect to the the speed up.” MAP. As we’ll see, the crew ultimately missed approach briefing.

22 Business & Commercial Aviation | September 2019 www.bcadigital.com AIC

Glideslope and sink rate aural alerts stated, “I’m going back on profile.” “Too low! We’re too low! We’re too low! graphic plotted using derived data. 23:23:43: While passing 548 ft. (602 We’re too low!” ft.) on descent, the aircraft entered a The airplane impacted the lagoon storm cell and heavy rain and the PIC surface 2 sec. later. 23:20:53: The PIC stated to the copilot: called for the wipers to be activated. “OK, we’re on RNAV at 041 and I’ll go (The PIC stated during the investigation The Investigation 1,000.” Shortly afterward at 23:21:07, the interview that he had already made the copilot made a general broadcast, stat- decision that it was visual up ahead with The AIC began its look at the situation ing that the flight was established on 041 the runway edge lighting to continue for with the copilot’s use of the Boeing EFB. inbound via the RNAV (GPS) Runway 4. landing at that stage.) Boeing’s OPT EFB software was de- 23:21:27: The PIC called for gear down 23:23:49: The PIC said, “OK, landing.” signed to assist pilots with takeoff and and flaps 15 and stated, “We just config- 23:23:52: The copilot said, “Visual, landing performance calculations by ure as we can. . . .” Again, the PIC did not one red” (pause) “three whites.” taking inputs for aircraft, runway and complete his instructions to the copilot. 23:23:53: EGPWS electronic voice weather data and calculating expected 23:22:33: The copilot mentioned to the called out “MINIMUMS.” airplane behavior. When Air Niugini PIC that there were some showers in the 23:24:00: As the EGPWS called out purchased the OPT, Boeing provided area and the PIC acknowledged by stat- “SINK RATE, SINK RATE” the PIC unique, aircraft-specific configuration ing, “That must be some storm, but it’ll said, “I just wanna get on profile” (over data for all of Air Niugini’s Boeing fleet. be out soon.” (The cell returns were red the top of the last “SINK RATE”). The copilot used the Boeing OPT to on the airborne weather radar.) The PIC 23:24:03: The EGPWS called out re- calculate the approach and landing per- called for the landing checklist, but the peated “GLIDESLOPE, GLIDESLOPE, formance. The crew’s decision for the only callouts made by the copilot were GLIDESLOPE.” selection of flaps 40 was solely based for landing gear, flaps, and lights and 23:24:06: The EGPWS callout re- on the Boeing OPT calculation done by runway in sight. peated “SINK RATE, SINK RATE,” the copilot on his EFB. The PIC did not 23:22:42: The PIC said to the copilot: and the PIC said to the copilot, “That’s query the source and method used to “Ah, we’ll probably just go down on the fine, I’ll just go a little bit more.” calculate and determine these opera- PAPIs.” Seven seconds later the PIC 23:24:09: The EGPWS callout re- tional figures. He agreed without veri- said, “Alright flaps 30, flaps 40.” peated “GLIDESLOPE, GLIDESLOPE.” fying the data or instructing the copilot 23:22:54: The PIC said, “Landing 23:24:11: The copilot rapidly asked, to verify the data using an approved on- checks.” “See the runway?” board performance document. At the EGPWS 1,000-ft. altitude call- 23:24:12: EGPWS called out “100 The Air Niugini Flight Performance out, the copilot told the PIC, “OK, sta- GLIDESLOPE” and the PIC said, “Mon- Office had issued the Boeing OPT to 65 ble.” Four seconds later the PIC said, itor airspeed. OK got it.” (The FDR re- Boeing captains and F/Os for training “Continue.” The copilot then said, “and corded a “GLIDESLOPE” alert, but it only. The investigation determined that visual, 900 cloud base.” was overridden by the EGPWS “100 ft.” the copilot’s use of the OPT was not in 23:23:41: The copilot set the missed call and was not recorded on the CVR.) accordance with Air Niugini’s Flight approach altitude on the mode control 23:24:13: The EGPWS called out re- Crew Operating Manual (FCOM) and and shortly afterward, when passing peated “GLIDESLOPE.” Standard Operating Procedures Man- 625 ft. (677 ft. radio altimeter), with the 23:24:17: The EGPWS called out ual (SOPM). aircraft above the 3-deg. glideslope, “SINK RATE, SINK RATE.” The copi- The use of the EFB diverted the co- the PIC disconnected the autopilot and lot called rapidly with high intonation: pilot’s attention from his primary flight

www.bcadigital.com Business & Commercial Aviation | September 2019 23 Cause & Circumstance

duties, said the AIC. The analytical and reinforced when he asked the copilot to and that their attention was channel- methodical procedures outlined in the continue the landing checklist immedi- ized. “Their actions indicated that they SOPM and FCOM were overlooked dur- ately prior to the EGPWS 1,000-ft. an- were fixated on a particular aspect and ing that time. The 150-meter landing nunciation. However, the CVR indicated did not address the alerts and take cor- distance buffer calculated from the EFB that the only items covered were landing rective action,” said the AIC. “The PIC was not checked against the approved gear, flaps and lights.” said that he found the Boeing 737-800 onboard charts and tables. The copilot did not provide effective aircraft laterally less stable with flaps “The recorded information from the monitoring and operational support to 40 compared with flap 30s setting, re- CVR revealed that the PIC’s tolerance the PIC and did not recognize the un- sulting in lateral overcorrections of the and non-questioning of the copilot’s use stable approach. The evidence showed aircraft after he disconnected the au- of the EFB, and his subsequent adher- that he was unaware of the developing topilot.” ence to the data derived from the EFB, unsafe conditions. “Due to his lack of Both pilots stated during interviews was not in accordance with ICAO An- situational awareness and vigilance, he with investigators that they disre- nex 6 and the operator’s SOPM,” said was unable to recognize the need to cor- garded the constant “GLIDESLOPE” the AIC report. “Therefore, both pilots rect the ever-increasing dangerous rate and “SINK RATE” aural alerts. based their approach and landing per- of descent below the glideslope,” said Video footage of the cockpit NAV dis- formance assessment entirely on the the AIC. play taken by the cockpit jump seat oc- calculations from the Boeing OPT con- At the minimums call, the copilot cupant showed an area of heavy rain tained in the EFB.” stated “three whites” with reference (cockpit radar returns) on the approach During the flight, before the top of de- to the PAPI indicating high above the in front of the aircraft immediately after scent (TOD) briefing, the oral communi- glidepath. The aircraft was not on the the MAP. The missed approach track cations between the PIC, the F/O and air correct flight path and the rate of de- was outside the boundary of the storm traffic control were conducted in normal scent significantly exceeded 1,000 fpm cell and rain. However, the storm cell tones and in an orderly manner. “How- with the glideslope indicator showing a was between the aircraft and its in- ever, during the approach, below 10,000 rapid deviation from half-dot low at the tended landing runway. ft., communication between the pilots MDA, to two-dots high within 9 sec. af- “If the crew had made the missed ap- was minimal and not in accordance with ter passing the MDA in IMC. proach at the MAP,” said the AIC, “they SOPs, and they were not using standard The pilots were not complying with would have avoided the heavy rain.” phraseology,” said the AIC. “The PIC’s Air Niugini SOPs and demonstrated The investigation determined that intention to continue the landing was that they were not situationally aware, when the aircraft entered the rain, all

that “everything” was checked before accident. The pilot reported that during Accidents in Brief the engine was started. Thirty gallons cruise flight, the engine experienced a of fuel was estimated to be in the fuel loss of power. He selected a road for the tanks and “some” oil was added to the forced landing; however, the airplane hit engine. The engine was started, and a power pole and electrical wires during the engine run up checklist was used the forced landing. Examination of the Compiled by Jessica A. Salerno to check the engine operation. About accident site revealed the airplane came Selected accidents and incidents in 200-300 ft. AGL, the engine started to to rest inverted, with substantial damage August and July 2019. The following NTSB shake. The flight instructor took over the to the fuselage and both wings. information is preliminary. flight controls. There was not enough runway to land straight ahead. The flight υ࠙࠙July 30 — At 1600 EDT a Cessna υ࠙࠙August 5 — About 0940 EDT, a instructor attempted to turn the airplane 210E (N2362F) was heavily damaged Piper PA28 140 (N5915U) crashed to land on Runway 13 or 9R. The engine while landing at Lovell Field Airport (CHA), during a forced landing following a loss of had a complete power loss. The airplane Chattanooga, Tennessee. The private pilot engine power on takeoff from the Miami descended and subsequently had a hard and two passengers were not injured. Executive Airport (TMB), near Miami, landing on a corn field between Runway It was VFR and no flight plan was filed Florida. The flight instructor, student 9L and 9R. for the flight that originated from Destin pilot, and a passenger received minor Executive Airport (DTS), Destin, Florida, injuries. The airplane sustained heavy υ࠙࠙August 3 — About 0910 CDT, a about 1120 CDT, and was destined wing and fuselage damage. The airplane Cessna A185 amphibian airplane for Mark Anton Airport (2A0), Dayton, was registered to and operated by Osorio (N5806J) conducted a forced landing Tennessee. Aviation Corp. as a Part 91 instructional about 14 mi. southwest of Saginaw, According to the pilot, upon retracting flight. It was VFR in the area around the Michigan. The pilot and three passengers the landing gear after takeoff from DTS, time of the accident. The local flight was received minor injuries, and the airplane the amber gear-in-transit light would not originating from TMB at the time of the was heavily damaged. The Cessna was extinguish. The pilot cycled the landing accident. registered to and operated by a private gear with the same result. He placed the According to initial information given individual under Part 91 as a cross- landing gear handle in the neutral position to the FAA, the flight instructor reported country flight. It was VFR at the time of the and continued the flight. Upon arrival

24 Business & Commercial Aviation | September 2019 www.bcadigital.com visual reference, if established earlier, AGL in IMC or 500 ft. AGL in VMC] the aircraft accident and serious incident would have been lost. The PIC informed PM shall make the relevant deviation medical and psychological investiga- the AIC that visual contact with the call followed by the word “unstable.” The tions for more than 20 years. The ex- runway was lost in the final 30 sec. of PIC shall announce “Go-around” and an pert examined all relevant evidence and the flight. immediate go-around procedure shall be provided the AIC with an assessment “It is inconceivable that the PAPI or conducted.” and findings. No evidence of fatigue was the runway were visible to either pilot From the time the autopilot was dis- presented. as the aircraft was descending farther connected at 625 ft. (677 ft.), the aircraft Inattention (or decreased vigilance) below the glideslope in the rain,” said the was never in a stabilized approach and, has been a contributor to operational AIC. “From 307 ft. [364 ft.] the PFD dis- therefore, a go-around should have been errors, incidents and accidents world- played a red warning: PULL UP. That conducted immediately. Yet, the copilot wide, said the AIC. Decreased vigilance warning was generated by the EGPWS was completely unaware of the hazard- manifests itself in several ways, which when the rate of descent exceeded a ous situation unfolding and did not chal- can be referred to as hazardous states specified limit. lenge the PIC and did not attempt to of awareness. “However, under the circumstances take control of the aircraft from the PIC These include: where the PIC’s attention was channel- and execute a go-around, in accordance (1) Absorption: A state of being so fo- ized, and the copilot was not effectively with company instructions that require cused on a specific task that other tasks monitoring the displays and was lack- taking over when an unsafe condition are disregarded. ing vigilance, that visual cue PULL UP exists. (2) Fixation: A state of being locked was missed by both pilots. There was “The PIC’s actions were consistent onto one task, or one view of a situation, no aircraft-generated aural hard warn- with him being trapped in the condition even as evidence accumulates that at- ing to alert the crew to the approaching called ‘fixated on one task’ or ‘one view tention is necessary elsewhere, or that disaster.” of a situation even as evidence accumu- the particular view is incorrect. There was ample information available lates,’” said the AIC. “He intended to (3) Channelized attention: A mental to the flight crew from the EGPWS alerts land the aircraft, and in doing so dis- state that exists when a person’s full at- and warnings to alert the pilots that the regarded the alerts [EGPWS ‘SINK tention is focused on one stimulus to the approach was unstable and, therefore, a RATE’ and ‘GLIDESLOPE’] indicating exclusion of all others. This becomes a hazard existed, said the AIC. Company an unsafe condition.” problem when the person fails to per- SOPS state, “If a deviation exists at or The AIC hired an aviation medical form a task or process information of a below the stable approach gates [1,000 ft. practitioner who has specialized in higher priority and thus fails to notice or

at 2A0, the pilot was unable to extend flight when the accident occurred. The the lake in the event of an engine failure. the landing gear while on approach to Airline Transport pilot received minor Before starting the right turn, he looked the airport. He declared an emergency injuries and the pilot-rated passenger was at the angle of attack indicator and it and attempted to pump the landing gear seriously injured. It was VFR and no flight showed one needle width below the top down via the emergency gear-extension plan had been filed. of the green, and he estimated his speed handle. The pilot was unable to pump the According to the pilot, the purpose between 55-60 kt. He started to initiate gear down and observed hydraulic fluid of the flight was a sales demonstration a 10-deg. turn to the right to stay over the on the floorboards near the passenger flight with a potential client. When he lake and it suddenly sounded like they “hit seat. The pilot diverted to CHA and arrived at Littlefield Lake, he estimated a wall.” landed on Runway 20 with the nose the winds to be about 8 to 10 kt. from The pilot rated passenger, who was gear down and locked and the two main the southwest. After landing, he taxied seated in the left seat at the time of landing gear partially extended. As the to the client’s home and beached the the accident, stated that “the weather airplane decelerated it veered to the right, airplane so the client could board. After was not the best” and that the wind was impacted a taxiway sign, and slid to a taxing the airplane to the selected shifting 180 deg. He said he told the stop in the grass. The pilot held a private departure area, he said the wind had pilot-in-command (PIC) this sentiment, pilot certificate with a rating for airplane increased and he estimated the speed to and that it took four takeoff attempts to single-engine land. His last FAA first-class be between 12 and 15 kt. He said when get airborne. After the second attempt, medical was issued on June 7, 2017. The he started the takeoff run, he saw three he said he told the PIC that it would not pilot reported 123 total hours of flight small wakes, consistent with those from break his heart if they did not go. He said experience at the time of the accident. wave runners, which helped propel the that the airplane felt very sluggish and airplane into the air. He said that they got acted as if it did not want to come off the υ࠙࠙July 27 — About 1220 EDT, an into the air on the first takeoff attempt. water. When they did get airborne, they amphibious, light sport Icon Aircraft A5 He said the takeoff was normal and were about 100 ft. from the trees, headed airplane (N663BA) was heavily damaged “there was nothing wrong with the [air] straight toward them and the airplane after hitting trees shortly after departure plane at all.” He stated that they got to “felt very heavy.” When asked to elaborate from Littlefield Lake, Lake, Michigan. The the shoreline, they were treetop height on the weight, he said the PIC told him airplane was registered to and operated plus an estimated 50-60 ft. His plan they had 485 lb. available and only three- by Icon Aircraft Inc. as a Part 91 business was to execute a left turn to stay over quarters of a tank of fuel. A post-accident www.bcadigital.com Business & Commercial Aviation | September 2019 25 Cause & Circumstance

has no time to respond to cues requiring not reach their conscious awareness. GPS approach to Runway 4 at Chuuk immediate attention. υ࠙The PIC flew an unstabilized ap- and briefed the copilot accordingly. The (4) Fascination: An attention anomaly proach. His intention to continue to land descent and approach were initially con- in which a person observes environmen- the aircraft, from an excessively high ducted in VMC, but from 546 ft. (600 ft.) tal cues but fails to respond to them. rate of descent when in IMC and below the aircraft was flown in IMC. (5) The “tunneling or channelizing” that the minimum descent altitude, was a The flight crew did not adhere to can occur during stressful situations, sign that his attention was channelized the Air Niugini SOPM or the approach which is an example of fixation. during a stressful time. and pre-landing checklists. The RNAV The AIC said it chose the term “fixa- υ࠙The PIC’s decision to continue in (GPS) Rwy 04 Approach chart proce- tion” to describe the PIC’s state of alert- IMC past the MAP and not conduct the dure was not adequately briefed. ness, which provides a clearer idea of missed approach was flawed. In choos- The RNAV approach specified a flight “being locked onto one task” than does ing the landing option rather than the path descent angle guide of 3 deg. The “absorption.” Several findings support go-around the PIC fixated on a danger- aircraft was flown at a high rate of de- this tunneling or channelized condition, ous option. scent and a steep variable flight path for example: angle averaging 4.5 deg. during the ap- υ࠙The PIC’s attention became fixated Formal Findings proach, with lateral over-controlling; on landing the aircraft. the approach was unstabilized. υ࠙The crew did not respond to 13 The AIC issues a list of “findings” rather The FDR recorded a total of 17 alerts, EGPWS aural caution alerts and the than determining a “probable cause.” specifically eight SINK RATE and nine PULL UP visual warning. The PIC Based on the preceding analysis, the GLIDESLOPE. The recorded informa- did not change his plan to land the AIC made these findings: tion from the CVR showed that a total aircraft, although the aircraft was in The investigation determined that of 14 EGPWS aural alerts sounded after an unstabilized condition. The other the flight crew’s level of compliance passing the MDA, between 307 ft. (364 tasks that needed the crew’s attention with the Air Niugini SOPM was not ft.) and the impact point. A “100 ft.” ad- were either not heard or disregarded. at a standard that would promote safe visory was annunciated, in accordance The auditory information about other aircraft operations. with design standards, overriding one important and hazardous things did The PIC intended to conduct an RNAV of the GLIDESLOPE aural alerts. The

indications of a hydraulic system failure. 8,000 ft. MSL, until 1348 MDT when the Accidents in Brief Unable to lower the landing gear, the left track stopped about 22 mi. northwest main landing gear subsequently collapsed of Valentine, Nebraska. At 1408 MDT during landing. The airplane departed the flight track resumed for less than 3 the runway pavement and encountered minutes during which time the altitude an airport sign. The outboard left wing decreased from 8,125 ft. msl to 7,3000 weight and balance calculation, based contacted the ground when the gear ft. msl and ground speed 174 kt. At 1417 upon the most recent available weight collapsed. the track resumed about 12 nm northeast and balance and information provided of CDR with a transponder code of 1200 to a FAA safety inspector by the PIC, υ࠙࠙July 24 — About 1420 MDT, a Beech at 6,050 ft. MSL and 158 kt. ground revealed that the airplane was about 70 95-B55 (N8910U) hit trees and terrain speed. A witness stated that he observed lb. over max gross weight and outside of about one-quarter mile north of Chadron the accident airplane in the traffic pattern the weight and center of gravity envelope Municipal Airport (CDR), Chadron, on the east side of Runway 21. The limits contained within Pilot’s Operating Nebraska. The pilot, pilot-rated-passenger airplane appeared to be on the left base Handbook. and one passenger were killed and the leg for Runway 21 as it made a left turn. airplane received heavy damage. The While in the left turn the nose suddenly υ࠙࠙July 27 — About 0535 MDT, a Beech was registered to and operated dropped and the airplane descended Fairchild/Swearingen SA227-AC (N681TR) by the pilot under Part 91 as a personal behind the tree line. was heavily damaged during a runway flight. It was VFR at the time of the Another witness, who was located 0.24 excursion at the El Paso International accident and an IFR flight plan had mi. northeast of the accident site, stated Airport (ELP), El Paso, Texas. The pilot, been filed. The flight departed Fond du the she heard the airplane overhead copilot and observer were not injured. Lac County Airport (FLD), Fond du Lac, and the engine “sputtered” as if it lost The airplane was registered to Sierra Wisconsin, about 1120 CDT, and was en power. She added that the sound from the West Airlines, Inc. and operated by Pak route to CDR. airplane was a lot louder than the normal West Airline dba Sierra West Airlines as Preliminary flight track data revealed airplane traffic over her house. a Part 91 instructional flight. It was VFR portions of the accident flight from FLD An initial examination of the wreckage and no flight pan was filed. The local to CDR. The first point was recorded 1.25 revealed that the fuel tanks were flight originated from ELP about 0430. mi. northwest of FLD at 1,475 ft. MSL breached due to impact and there was The crew was unable to retract the and heading west. The track continued no evidence of a fuel spill underneath the landing gear after takeoff and received generally west at a cruise altitude about airplane. About 3 oz. of fuel was found

26 Business & Commercial Aviation | September 2019 www.bcadigital.com other aural alerts were seven GLIDES- aircraft, as required by the Air Niugini RATE and GLIDESLOPE aural alerts; LOPE and six SINK RATE. SOPM. and the EGPWS visual PULL UP warn- The investigation observed that the The records showed that the copi- ing message was displayed on the PFD. flight crew disregarded the alerts and lot had simulator training for EGPWS “This report highlights that devia- did not acknowledge the “minimums” alert TERRAIN; however, there was tions from recommended practice and and 100 ft. alerts — a symptom of fix- no evidence of simulator check sessions SOPs are a potential hazard, particu- ation and channelized attention. The covering the vital actions and responses larly during the approach and landing crew were fixated on cues associated required to retrieve a perceived or real phase of flight, and increase the risk of with the landing and control inputs due situation that might compromise the approach and landing accidents,” said to the extension of 40-deg. flaps. safe operation of the aircraft. Specifi- the AIC. “It also highlights that crew co- Neither pilot was situationally aware cally a sustained unstabilized approach ordination is less than effective if crew- nor did either recognize the developing below 1,000 ft. AGL in IMC. members do not work together as an significant unsafe condition during the The PIC did not conduct the missed integrated team. Support crewmem- approach after passing the MAP when approach at the MAP despite the crite- bers have a duty and responsibility to the aircraft entered a storm cell and ria required for visually continuing the ensure that the safety of a flight is not heavy rain. The weather radar on the approach not being met, including visu- compromised by noncompliance with PIC’s navigation display showed a large, ally acquiring the runway or the PAPI. SOPs, standard phraseology and recom- red area indicating a storm cell immedi- The PIC did not conduct a go-around mended practices.” ately after the MAP, between the MAP after passing the MAP and subsequently The lesson here is clear. Once again, and the runway. the MDA even though: The aircraft had we see an unstabilized approach lead to The copilot as the support/moni- entered IMC; the approach was unstable; loss of life and aircraft. All airline and toring pilot was ineffective and was the glideslope indicator on the PFD was most business aviation SOPs call for an oblivious to the rapidly unfolding un- showing a rapid glideslope deviation from immediate missed approach if the situ- safe situation. He did not recognize the a half-dot low to two dots high within ation becomes unstable. And it should significant unsafe condition and, there- 9 sec. after passing the MDA; the rate go without saying that once a crew finds fore, did not realize the need to chal- of descent exceeded 1,000 fpm and was itself back in IMC below minimums, it’s lenge the PIC and take control of the increasing; there were EGPWS SINK time to hit the TOGO button. BCA

in the right fuel strainer assembly. About airplane’s radar track as five radar targets second-class medical certificate on April 1 oz. of fuel was found in the left engine over a span of 1 minute, and the targets 20, 2018, with the limitation of “must driven fuel pump supply line. were 12 seconds apart. A line connecting have available glasses for near vision.” Seats 4, 5, and 6 had been removed each target as well as the accident site, At that time, he reported 1,850 hr. total from the airplane and the cabin and depicted a 180 deg., left-hand arc. flight experience. nose baggage compartment were both According to a witness, his attention was The airplane came to rest on a pecan found packed with camping gear and drawn to the sound of an airplane engine farm at an elevation of 477 ft., and all other miscellaneous items. All items about 0550. He said the sound of the major components were accounted for were removed from the cabin and nose engine was “whining” and “loud.” at the scene. The wreckage path was baggage compartment and weighed for According to FAA records, the pilot about 400 ft. long oriented about a 180- weight and balance calculations. The held a commercial pilot certificate deg. heading. The initial tree strike was cargo in the cabin weighed 293.6 lb. The with ratings for airplane single-engine observed about 100 ft. above the ground. cargo in the nose baggage area weighed land, airplane single-engine sea, and The Cirrus Aircraft Parachute System 116 lb. instrument airplane. In addition, he held (CAPS) was examined, and the safety an airframe and powerplant mechanic pin, with its “Remove Before Flight” υ࠙࠙July 24 — About 0550 EDT, a Cirrus certificate. The pilot was issued a banner attached, remained installed in SR22 (N921CD) was destroyed when it second-class medical certificate on the deployment handle. The parachute collided with terrain shortly after takeoff January 11, 2019, with the limitation of remained in its deployment bag, and the from Jimmy Carter Regional Airport (ACJ), “must have available glasses for near suspension lines and risers were draped Americus, Georgia. The commercial pilot vision.” At that time, he reported 22,000 over a tree in the direction of the main and the pilot-rated passenger were killed. hr. of total flight time, 300 hr. of which wreckage. It was IFR, however, no flight plan was were within the 6 months prior to the The 0550 recorded weather filed for the flight which originated from examination. observation at ACJ, which was located ACJ about 0547. The personal flight was According to FAA airmen records, the about 2 mi. south of the accident site, conducted under Part 91. pilot-rated passenger held a commercial included an overcast ceiling at 500 ft., According to a friend of the pilot, pilot certificate with ratings for airplane and wind from 050 deg. at 5 kt. The the purpose of the flight was to attend single engine land and instrument visibility was 10 mi., the temperature the 2019 EAA AirVenture Oshkosh, in airplane. In addition, he held an airframe was 22C, the dew point was 21C; and Oshkosh, Wisconsin. Preliminary radar and powerplant mechanic certificate. the altimeter setting was 29.95 inches of data provided by the FAA, showed the The pilot-rated passenger was issued a mercury. BCA www.bcadigital.com Business & Commercial Aviation | September 2019 27 ASK FRED Piloting Send your questions about this article to: [email protected] Is Sim Training Sufficient? What you don’t learn at the schoolhouse

BY FRED GEORGE [email protected]

e all know the drill. If it’s Thursday, it must be hydraulic failures and no-flap landings. WSame simulator session, differ- ent day last year, this year, next year. Every 12 months, or less, it’s back to the schoolhouse to review the nuances of all our aircraft’s systems, to run through the perfunctory weight and balance and performance computations, to hone our piloting skills during one-engine-inoperative emer- gencies. There are wind-shear encounters, an occasional blown tire, smoke in the cockpit and simulated rapid de- compression events. We circle to land at night in low ceiling and visibility conditions at Memphis and JFK. Close your eyes for a few moments at altitude while we put the sim into some unusual attitudes; then open them on command, recognize and recover. Unload, roll, pitch, Want complexity? Try operating out of a terminal area with part-time control towers and power and reestablish normal flight. approach control, as noted in the Chart Supplement. There are plenty of potential traps Decades of rote practice yield pre- and pitfalls associated with arriving at, and departing from, airports in the Greenville- dictable results. With few exceptions, Spartanburg terminal area after hours. corporate aviation remains one of the safest and most secure modes of travel to 4,500 others without towers that about topics not covered during our yet invented. But does FAR Part 142 can be used by business aircraft. sim training sessions. We started to sim training prepare business aviation In preparation for ground and flight discuss the topics with several flight in- pilots for everything they’re likely to instruction at Leading Edge, we pur- structors and soon learned that at issue encounter in day-to-day operations? chased King Schools’ bundle of online were omissions during ground school We wanted to discover if we were flight review training courses, includ- reviews rather than commissions of er- missing anything. So, this year, we ing communications procedures at both rors in the sim. elected to take a different approach controlled and uncontrolled airports, to refresher training, one that would regulations and airspace reviews, and Airspace Alphabet Soup supplement rather than replace our pilot medical requirements. Within an usual sim training. We called Leading hour of starting the online courses, it Sim training typically assumes you’re Edge Aviation’s flight school, the lo- was apparent that we were quite rusty departing from and landing at Class D cal Part 141 fixed-wing and helicopter on many of the basics covered by John tower-controlled airports having a full pilot training operation at the Bend, and Martha. A follow up conversation suite of services including ATIS, clear- Oregon, Municipal Airport (KBDN), with the Kings, mainly focusing on risk ance delivery and ground control. Be- and scheduled an FAR Part 61.56 flight identification and risk management, tween airports, you’re in radar and review with Riley Harris, chief fixed- also uncovered gaps in standard FAR radio contact during departure, en route wing instructor. Bend currently is an Part 142 training syllabi that we’ll dis- and arrival phases of flight. uncontrolled airport, but it’s on the cuss later in this report. But that’s not the everyday flying list of landing facilities where a tower The more we probed into the basics experience for many business aircraft soon will be installed, Harris says. taught during initial private, instru- operators. There are about 500 airports with ment and commercial pilot training, Cody Downey is a Bombardier CRJ control towers in the U.S. and close the more questions came to mind captain for a regional airline in the

28 Business & Commercial Aviation | September 2019 www.bcadigital.com ADV ANCED AIR

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Southeastern U.S. who uses his FAR and read back your IFR clearance. An- maximum allowable takeoff weight to Part 121 experience to inject reality as derson Radio functions as a relay station meet performance requirements. an independent flight instructor. He in- between ATC and the aircraft. Downey Actual en route weather and winds vited us to look closely at the airports also notes that pilots can phone (888) often vary significantly from forecasts. and airspace near Greer, South Caro- 766-8267 for clearance delivery when Some instructors inject scenarios with lina’s Greenville Spartanburg Interna- departing from a non-tower-controlled changes in winds or weather to chal- tional Airport (KGSP), a landing facility airport if they’re unable to make radio lenge pilots’ judgment and decision- regularly served by his company. Virtu- contact. making capabilities. For long-distance ally every trip he flies is on an IFR flight Greer isn’t the only airport under or missions, unforecast headwinds could plan, but he notes that there’s plenty to near the GSP Class C airspace to have dictate a diversion for refueling. Instruc- be gleaned by looking at the symbols, a part-time control tower or no control tors often toss in challenging weather graphics and abbreviations on VFR sec- tower at all. Greenville Downtown Air- conditions at the diversion landing facil- tional charts. A star next to the control port (KGMU) to the southwest of Greer ity to evaluate both judgment and pilot- tower frequency and/or aircraft lighting is a Class D tower-controlled facility ing skills. symbol, for example, denotes part-time from 12:00Z to 03:00Z. Other times, it En route engine, systems or medical operation. reverts to Class G uncontrolled airspace emergencies can be far more challeng- KGSP is cosseted in Class C airspace up to the 700-ft. AGL floor of Class E ing than the usual Part 142 drills near as shown by the magenta rings and lines airspace. airports. These scenarios require pilots around the airport. While the tower is Greenville Donaldson Field (KGYH) is to choose the most suitable divert field open from 11:00Z to 04:45Z, aircraft are another part-time Class D facility with based on the nature of the emergency, provided communications and radar different operating hours that is located en route weather, conditions at the land- approach control services. Downey’s air just outside of Greer’s Class C perim- ing facility and ground support services, carrier also uses the airport outside of eter. VFR aircraft departing Donald- including the proximity of emergency those hours, as might a business aircraft son when both Greer and Donaldson medical facilities. operator. are closed for the evening could overfly Dynamic arrival conditions seldom The Chart Supplement, formerly Greenville-Spartanburg Airport with- are encountered during the usual sim called the Airport/Facility Directory, out talking to anyone. training. But they’re regular fare dur- provides essential information regard- Parker, Chandelle, Green Pond, ing scenario-based training. Severe ing runway and taxiway weight bearing Spartanburg, Pearson’s Farm, Fair- weather may require extended hold- capacity, continuous and pilot-controlled view and Mountain Ridge are among ing or even diversion to a suitable runway lighting, ground services avail- several small uncontrolled airports alternate. able, operating restrictions and ATC in the area where VFR pilots are free Marty Wymond, also an independent services. to operate in Class E airspace while CFI based in California’s San Joaquin From 04:45Z to 11:00Z, for instance, Greenville-Spartanburg’s Class C air- Valley and who regularly flies Cessna the Chart Supplement shows that KGSP space is inactive. Downey says see-and- Citation CJs, says he emphasizes loss reverts from Class C to Class E airspace. avoid vigilance is vital even with the of control risks during 24-month re- The tower frequency becomes a com- best TCAS II equipment. views of pilots. He notes that mild mon traffic advisory frequency used by Memo to self: Time for follow-on com- overshooting crosswinds are espe- all aircraft to communicate their posi- puter-based-training airspace refresh- cially insidious, as pilots may not re- tion and intentions. ATC still controls ers, even after completing a 24-month alize the effects until they’re turning IFR aircraft, but VFR aircraft are free flight review or Part 142 sim training. base to final, particularly when fly- to operate on their own as long as pi- ing tight traffic patterns. He points lots respect VFR weather minimums Scenario School out that several business jet accidents — 3 sm visibility, while staying 1,000 ft. have resulted from stalls caused by above, 500 ft. below and 2,000 ft. hor- Several instructors we contacted say pilots trying to salvage overshooting izontally clear of clouds. Those cloud they use scenario-based training to approaches to final. clearances, Downey notes, are intended encourage pilots to use creative prob- Wymond also says that situational to prevent nasty surprises should an lem solving. This starts with changing awareness around crowded, uncon- IFR aircraft pop out of a cloud in close payload or fuel requirements by add- trolled airports is challenging for pi- proximity to a VFR aircraft. However, ing passengers or imposing challenging lots. He notes that business jets are extra vigilance is warranted as VFR weather conditions after pilots make the just as bound by VFR traffic pattern aircraft aren’t likely to be on the same initial weight and performance compu- entry rules as Piper Cubs. It’s essen- radio frequency as IFR aircraft unless tations. Many times, this requires extra tial to announce your position and in- their pilots are using ATC VFR flight fuel reserves. Heavier loads have an im- tentions, overfly the airport at 1,000 following. The Chart Supplement indi- pact on takeoff and climb performance, ft. above pattern altitude, if approach- cates that Atlanta Center provides IFR requiring pilots to assure that the run- ing from the downwind side and make arrival and departure control services way is long enough and that there will be adjustments as required for other air- while Class E airspace is in effect. adequate clearance over obstacles in the craft in the pattern. Straight-in ap- Prior to departure while you’re still departure path. proaches should be reserved for IFR in the chocks, it may be necessary to Departure delays may be part of the arrivals. Circling approaches should use contact Anderson Radio (FSS) on the scenario. If it will be warmer or if fore- left patterns, unless otherwise stated frequency shown on the Sectional Chart cast winds dictate a change of runways, in the Chart Supplement. But once you or in the Chart Supplement to request such conditions potentially could reduce break out of the clouds and cancel your

30 Business & Commercial Aviation | September 2019 www.bcadigital.com instrument flight plan, you’re required pack a suitcase even if you’re only go- of regulatory requirements. Most of to abide by VFR traffic pattern rules. ing for a $100 hamburger.” In the case these topics are covered during on- And at airports without operating con- of the Kings’ Falcon 10, that’s indeed a line video courses, such as the flight trol towers, some light aircraft may not very short flight. review programs from King Schools even have communications radios, so “The pressure to complete the flight and other online ground school service see-and-avoid is survival. increases the closer you get to the des- providers. But in contrast to TRU’s tination. Winds and weather, both en CBT education systems, most online Risk Management route and at the destination, are con- courses are not self-paced and not ac- stantly changing,” says John. “You companied by spot quizzes to check John and Martha King say that risk need to force yourself to make a fuel learning progress. management isn’t emphasized at the stop, if you have low reserves,” says Our ground school review with chief schoolhouse. “During sim training, Martha. “Risk management training is instructor Harris verified a basic level you don’t make risk management deci- the biggest opportunity you don’t have of knowledge required for safely op- sions. You demonstrate systems knowl- at an FAR Part 142 school,” John adds. erating a single-engine aircraft in edge and airmanship skills,” says John. several classes of airspace. The flight “We’ve been to [sim training] 35 times, AQP and Continuous review portion confirmed proficiency so there’s very little that comes as a sur- in a Beech F33A. prise. Yet, risk identification and mitiga- Learning More importantly, the Part 61.56 tion strategies are the most important Downey says his company has an Ad- ground and flight review sessions part of flying.” vanced Qualification Program (AQP) we undertook raised many questions The Kings say that operations at that emphasizes training to profi- about what is missing from typical Part uncontrolled airports are among the ciency rather than logging a set num- 142 training programs. Many training most challenging because pilots are ber of classroom sessions and sim companies offer aeronautical knowl- free to choose any runway, if the winds flight hours. Many air carriers have edge enrichment handbooks to peruse, are near calm and there is no pub- embraced computer-based training but the texts are not as compelling as lished favored runway. Indeed, dur- (CBT) courses as a means of honing online training courses or even live ing sim training, you’re usually the systems and company procedures classroom instruction. only “aircraft” operating in a specific knowledge. CBT courses emphasize The flight review session, includ- block of airspace and at a particular scenarios that more closely replicate ing interaction with other aircraft at airport. But the lack of other traffic on real-world conditions that have led to an uncontrolled airport, was quite a frequency and in typically congested most fatal accidents. contrast to the sterile Part 142 sim airspace is quite abnormal. The occa- TRU Simulation and Training, Tex- session environment. There were dy- sional TCAS resolution advisory might tron’s Part 142 training company, has namically changing weather conditions be the only clue that there are other been in the forefront of providing con- that would have required a diversion to aircraft in the sky. tinuing CBT flight crew training. Ev- neighboring Redmond’s Roberts Field Risk management starts prior to ery two weeks since I underwent a (KRDM), if we had been airborne 30 flight with the four-way PAVE ma- CE525 single-pilot type rating course min. longer. The sky became progres- trix invented by the Kings and now at its Carlsbad, California, facility, I’ve sively darker and more ominous as we embraced by the FAA. Pilots need to received an email push with a multi- entered the landing pattern. Fortu- evaluate their fitness for flight, includ- ple-choice systems quiz. Clicking on nately, our fuel plan included gener- ing fatigue, use of prescription medi- any of the four answer choices auto- ous reserves that afforded plenty of cations, emotional stress, illness and matically pulls up a web page that not options to divert, if weather conditions lack of recent experience. Aircraft fac- only grades my response but provides deteriorated. tors include unfamiliar gear aboard an animated graphic and voice expla- Large drops began to plop on us as the aircraft, such as FMS, EFIS and nation of why the choice was correct we tied down the airplane after the other avionics that have been added or incorrect. The TRU system also final landing back at Bend. Lightning, as after-market equipment, and prompts me if I want one or more sub- wind gusts, heavy rain and even a hail- minimum equipment list exceptions. sequent system quiz questions. The storm occurred during the debrief ses- EnVironmental factors, such as unfa- goal is to prevent clients from getting sion at Leading Edge Aviation. The miliar airspace or airports, mountain- rusty on systems knowledge between hour-long flight review was scenario- ous terrain or obstacles and weather visits to the sim training centers. based training on-the-fly, with the conditions need to be reviewed. And, CBT education systems, similar to constant need to reassess weather con- perhaps the most urgent, External the automatic TRU aircraft systems ditions and make decisions to continue pressures need to be identified and quiz email push, have great potential our original flight plan or to divert to mitigated. for expansion into other knowledge ar- the alternate. “Pilots are goal-oriented people. eas. There are opportunities to include The flight review ground and flight That’s great for you as an entrepre- airspace refresher courses and com- instruction sessions, using a Beech neur, but it can kill you as a pilot,” pliance with complex ATC clearances, Bonanza, were far simpler than op- says John. “A goal-oriented person both VFR and IFR operations at un- erating a turboprop or a jet. But they in the cockpit is the biggest risk in an controlled airports, airport signage served to remind us that while Part airplane. We need to teach pilots to and markings, right of way rules, risk 142 sim training is essential, it’s clearly manage their own pressures, try to identification and management, the not all-encompassing instruction for mitigate risks before launch. We say, new ADS-B rules and a general review safe flying. BCA www.bcadigital.com Business & Commercial Aviation | September 2019 31 Training My Gulfstream G500 Initial Reinventing how we train

G-550. All of these aircraft lost their hy- phens over the years, but the type rat- ings retain them: G-159, G-1159, G-IV and G-V. In 2009, the hyphen was offi- cially banished with the G650 and the GVI type rating. Throughout that evolution, we Gulf- stream pilots understood that every Gulfstream was built on the aircraft that preceded it. The company philos- ophy was clear: If it doesn’t work, re- place it; if it does work, improve it. And Gulfstream embraced the philosophy of redundancy. The best example of that would be direct current (DC) power pro- duction in the G-V series. There are four major DC electrical buses, but there are five transformer rectifier units (TRUs) to produce it. One TRU is constantly A Gulfstream GVII-G500 cockpit powered but delivering power to no bus;

JAMES ALBRIGHT/BCA it is the “pinch hitter” always ready to step in when called upon. You name the BY JAMES ALBRIGHT [email protected] system, in most Gulfstreams redun- dancy is the prime directive in aircraft y first impression of the latest In short, this is a flight deck for the design. That’s why most Gulfstream pi- Gulfstream’s cockpit was that it iPhone generation. And while I am lots will tell you their aircraft are built looked like the work of a luxury somewhat removed from that genera- like tanks. automobile maker, rather than tion, I am quickly catching up. I discov- Two years ago, the CEO of my com- Mthat of the business jet builder respon- ered that getting up to speed with the pany asked me for an opinion of the sible for most of the flight hours in my latest Gulfstream is a matter of adapting “Gee-Seven.” I didn’t have one so I ar- logbook. Quite simply, the flight deck of old philosophies with new. ranged a visit to Savannah, Georgia, to the Gulfstream GVII-G500 is a work of find out. The GVII type covers the G500 technological artistry. Philosophy One and G600, two aircraft that are nearly The space has very few mechanical identical except for their size. The G500 switches, and glass abounds. The four My company has been operating Gulf- is 91 ft., 2 in. long with a wing span of 87 large display units up front will look fa- streams since the G-IV and I have been ft., 1 in. The G600 is 96 ft., 1 in. long with miliar to pilots familiar with the G450, flying them since the G-III. Or is that a wing span of 95 ft. Gulfstream makes G550 or G650. But almost the entire the G-1159? The disconnect between it clear that the GVII is a “clean sheet” overhead panel is replaced with three Gulfstream aircraft names and pilot airplane and I discovered that to be true large overhead panel touch screens type ratings has been with us from Day in more respects than the obvious. Yes, (OHPTSs). There are no flight manage- One. The original Grumman “Gulf- the fuselage is wider than the G550’s ment system (FMS) or radio control stream” turboprop carried the type rat- and earlier models’ but not as wide as heads. Those and many other conven- ing G-159. The “Gulfstream II” and later that of the G650. Yes, the wing is com- tional interfaces have been replaced by “Gulfstream III” became known as the pletely new (and gorgeous). five touch-screen controllers (TSCs). To G-II and G-III, respectively, though both But the GVII reinvents many con- cap it all, there are two large standby carried a G-1159 type. Since then, many cepts that are not only new for Gulf- flight displays (SFDs) up high, where of the aircraft have had what I call hy- stream but new for any aircraft built by the pilot needs them, and these are au- phen confusion. The G-IV type rating anyone. The fly-by-wire (FBW) sides- tomatically programmed and have more works for the G-IV or GIV, depending on ticks, for example, are not the sidesticks functionality than the primary instru- what publication you’re reading. (Please you will find in a Falcon, Airbus, or even ments of many of the airplanes I grew not a G4!) The G-V first worked for the an F-16 fighter. They are better. These up flying. G-V aircraft, and later for the G-450 and active control sidesticks (ACSs) provide

32 Business & Commercial Aviation | September 2019 www.bcadigital.com feedback to the pilot by moving in re- matter tracks whatever is trendy at You cannot talk about the air-condi- sponse to control feel, autopilot actions, the time. Twenty years ago, I thought tioning system, for example, without and even the other pilot’s inputs. Since my Bombardier Challenger 604 initial also considering cockpit avionics. The ACSs didn’t exist, Gulfstream had to spent too much time on systems while auxiliary power unit (APU), for another invent them. ignoring the FMS. “You will learn that example, has a relationship with the in- What about those touch screens? in the field,” I was told. A few years later, ertial reference units (IRUs). I looked Fighter pilot friends of mine complain my G-V initial seemed to emphasize in vain for a flight management system about screens that are too large to press systems over stick and rudder. In the (FMS), communications suite, or even a accurately because their hands could G450/G550, the FMS took center stage way to turn all those glass screens on or not be braced against a nearby object, at the expense of the other systems. In off. It became clear that the instructor and that it was too easy to make a mis- all three cases, we had 24 days to learn, was going to have his hands full with take with a glancing touch on the wrong not a day more. I showed up to G500 ini- me. I was starting to wonder if 63 years part of the screen. Gulfstream wanted a tial thinking FlightSafety would need of age was too old for this dog to learn glass with two modes, one for the swip- to strike just the right balance for me new tricks. ing motion familiar to iPad and iPhone to walk away with a type rating. (I don’t Fortunately, FlightSafety was in on users, as well a surface that required a learn as quickly as I used to.) the ground floor with Gulfstream when tactile and definite depression to acti- Learning a new airplane has always the GVII was little more than crayon vate critical switches. The glass didn’t been one my favorite things to do, and drawings on a large blank sheet of pa- exist, so the airframer invented it. And I have been doing it for a long while. I per. When I first started seeing Flight- all the touch screens are sized so that was in U.S. Air Force pilot training ex- Safety instructors wearing black golf the hand can be anchored to one side actly 40 years ago and after completing shirts with “G500 Initial Cadre” on the while the pressing or swiping motion Cessna T-37 instruction, moved on to the sleeve I thought it was simply a collec- is made. That was two questions an- Northrop T-38, the supersonic jet the tion of senior instructors lucky enough swered, but there were many more. Air Force called the Talon, but which we to win the favor of the center manager I started with a list of 20 doubts about pilots called “The White Rocket.” In the for the first class. I later found out that this new technology, and one-by-one years that followed, I went back to “ini- these were members of the “Design members of the Gulfstream design team tial” training many times and have come Build Team.” Not only would they help convinced me that they got it right. So, to expect a certain pattern to repeat. design the aircraft but also the simula- they designed a good airplane, but was it First, you sit down in class to learn tors and the course designed to teach it worth upgrading from what we already the aircraft’s limitations and systems. all. I quickly discovered that these initial had? Our Gulfstream G450’s most fre- While the former was an exercise in rote cadre members were the best Flight- quent overseas destination is France. memorization, the latter was useful for Safety had to offer, and it showed. The G500 would get us there 45 min. those of us with mechanical minds. You Day One in school was with retired faster while using less fuel. So, where don’t really need to fly an airplane to U.S. Coast Guard Pilot Ken Norris at do I sign? learn how the air-conditioning system FLIGHTSAFETY INTERNATIONAL I returned home and told my CEO that works. You can teach me what I need to not only was the G500 the right airplane know about an engine with a chalkboard for our company, but that no other air- and a few slides. Once that is done, you plane being built today could compare to hit the simulators if you have them, the it in terms of safety and capability. While flight line if you don’t. There was always all other new aircraft on the market today a distinct break between the classroom are evolutionary in design, this one was and the cockpit. revolutionary. We placed our order and This old school mentality also meant take delivery later this year. you didn’t actually need pilots to teach Now I had to worry about training ground school, and if you used real pi- three pilots to fly it and a mechanic to lots, they didn’t have to be the best. One maintain it. I will write in the future of my Challenger 604 instructors was about the purchase and delivery pro- a retired military pilot who had never FlightSafety G500 instructor Ken Norris cesses. But I just finished G500 initial flown any aircraft that didn’t have in class pilot training and want to give a current “Navy” painted on the side. My first G-V the helm. At his side, every day in the assessment about the program designed instructor had never flown any Gulf- classroom, was another accomplished by FlightSafety International in Savan- stream other than the simulator. Once instructor, Daniel Gomez. Yes, two in- nah. As I write this the first 20 G500s you graduated from ground school you structors for one class. Norris was able have been delivered to rave reviews. were strapped into a cockpit and started to weave seamlessly from one subject Gulfstream can build them, but could flying. Depending on the airplane, the to the next because Gomez had every- FlightSafety teach pilots to fly them? I emphasis would be on stick and rudder thing teed up perfectly as it was needed. enrolled in Class No. 10 to find out. skills, instrument flying or program- This is crucial because every subject in ming all the electronic gizmos. But you this airplane is related to every other Back to School never got all three. subject. Reading ahead in our course material, As a longtime Gulfstream pilot, I I have a theory about all aircraft ini- I realized that learning the GVII was go- saw similarities in some of the systems tial courses that holds the amount of ing to require a new type of teaching. but much of what I knew was not rel- instruction expands or contracts to The airplane is, in a word, holistic. Ev- evant. “Forget about your first love,” the time allocated while the subject erything is related to everything else. Norris cautioned, asking us to abandon www.bcadigital.com Business & Commercial Aviation | September 2019 33 Training

previously held knowledge that no longer covered and was doing the previous All that has changed in the GVII, and to applied. We were a class of 24 students. day’s homework. By the end of the first understand why, consider the humble Very few of us had any FBW experience. week, we had learned to accomplish circuit breaker. About half had never flown a Gulfstream everything needed to program an in- A typical mechanical circuit breaker of any type. Four spoke English as a sec- strument flight plan, start engines, take is nothing more than an on/off switch ond language. But none of us had ever off, shoot an instrument approach, land with a temperature-sensitive strip flown anything like the GVII. and shut down. Our systems knowledge or disc of metal that is bent into one The topics for each hour of the first was on the rise. Somehow, despite my shape and has the property of popping day seemed to be picked at random. doubts about the teaching method, we its shape at a certain level of current, We never finished a topic having fully were learning. thereby throwing the spring-loaded grasped the subject; I was always left As a lifelong student of the learning switch off and breaking the circuit. It wanting more. “This is going to make process, I was gaining knowledge of the is not very useful as a switch, since re- sense,” Norris assured us. “You have to airplane even as I attempted to learn peated actuations will eventually weaken get through the complexity to find the about this new method of instruction. We the metal disc, the spring and other in- simplicity.” It was as if he was saying, could no longer parse the airplane sys- ternal components. Each circuit breaker “Patience, grasshopper.” But with things tem by system; rather, we had to some- takes up valuable panel real estate, and like this, I rarely have patience. I want it how learn it all at once. After the first with the wires needed to connect from now! Before we even scratched the sur- week I figured out why: The Gulfstream power sources to components, having a face of the systems, we were program- philosophy had gained a new tenet. mechanical circuit breaker is a physical ming our first flight plan. burden on the airplane. It also requires a Each desk included a working mockup Philosophy Two human being to pull or push it, as well as of the cockpit on a large monitor that al- find it in the first place. Finally, the hard- lowed students to view and manipulate The GVII retains the Gulfstream redun- ware version of a circuit breaker isn’t every cockpit control. To our right we dancy philosophy but adds another: au- very accurate. The break point of the had a cursor control device (CCD) to ma- tomaticity. If you can relieve the crew metal disc is subject to changes in the nipulate the forward cockpit displays. of routine tasks, you free the pilots for ambient temperature, age and repeated (These CCDs will be familiar to G450, more important duties. This has been use. Even when brand new, a physical G550 and G650 pilots.) Just on top of the true of all Gulfstreams to a lesser ex- circuit breaker has a wider tolerance CCD we had a touch-screen controller tent. Take the task of programming an than many of today’s sensitive electron- (TSC). To our left was an active control airplane’s pressurization system, for ics should have to endure. sidestick (ACS). In short, we had every- example. G-IV and earlier pilots had to A “virtual” circuit breaker is es- thing we needed to fly. program their pressurization systems sentially a transistor that can make or “Nobody go flying yet!” Norris with the cruise altitude, climb and de- break two wires based on the status of warned. “Right now, you need to get scent rates, landing field elevation and a third. It can be an electrical compo- familiar with the TSC. We’ll go flying altimeter settings. This is simply enter- nent or part of a circuit etching in a mi- tomorrow.” Flying on Day Two? This ing information that exists somewhere crochip. These virtual circuit breakers was happening fast. On Day One we had else in the cockpit but is not obtainable have been in use for many years in an barely scratched the surface of several by the pressurization system. Mistakes attempt to reduce weight, increase the systems while learning a heavy dose of meant a failure to pressurize, depres- accuracy of circuit protection, and to cockpit avionics. This was not how this surize, or worse. G-V and later pilots free up panel real estate. But they have is usually done! Norris ended the day by were relieved of this task because the another virtue that not all aircraft use posing a series of questions for what he FMS — which already knew the cruise to full advantage: They make for very calls the “Exit Ticket.” Each student got altitude, field elevation and altimeter efficient switches. For an example, let several chances to cover the territory setting — would program the pressur- us consider the very mundane task of gained from the day. I felt fortunate to ization system automatically. starting an APU prior to engine start. answer my questions correctly even as This ongoing quest for automatic- In the last few Gulfstreams I have I had to admit I got some of the other flown, the routine to get the APU on line students’ questions wrong. JAMES ALBRIGHT/BCA is the same: Turn on a master switch Our study materials included a cli- so as to complete a computerized built ent’s guide complete with homework in test (BIT); do a fire test; turn on a and an interactive cockpit called iF- fuel boost pump; turn on the airplane’s lightDECK designed for our iPads. (If navigation lights; and then press a start you don’t have an iPad, FlightSafety will button. Why can’t that be automated? give you one.) The iFlightDECK includes On most airplanes the fuel pump and a textbook of sorts; I found it wanting navigation lights switches are physi- when compared to most eBooks but it cal switches. In the GVII they are con- does contain a wealth of knowledge. trolled by virtual circuit breakers called The cockpit displays in iFlightDECK A conventional “hard” circuit breaker solid-state power controllers (SSPCs). are very helpful for practicing with the Hitting the APU start button allows it avionics. ity was extended to other systems but to activate the fuel pump, turn on the Just as the previous day ended with was limited by physical switches. The navigation lights, start the APU, turn Exit Tickets, the next morning began computers didn’t have the ability to on most cockpit displays, open the sys- with “Bell Ringers” designed to ensure press, turn or toggle the many physical tem’s bleed air, and place the IRUs into each student had a grasp of the ground switches needed to operate the airplane. navigation mode.

34 Business & Commercial Aviation | September 2019 www.bcadigital.com This automaticity philosophy means my classmates with no stick time at all A typical business jet accelerates that repetitive tasks that do not require adapted very quickly. so quickly during takeoff that time is a pilot’s active decision-making are han- Each flight control surface has mul- compressed inside any pilot’s ability to dled automatically. Pilots are given con- tiple sources of hydraulics and electrons read a stack of CAS messages. I recently trol of the components if they want it, driven by multiple actuators and com- timed a fairly heavy GVII takeoff and but for the most part it just takes care of puters. Should all of that fail, every sur- found the “80 kt.” call took place 15 sec. itself. The learning challenge is coming face except one pair of spoilers also has after brake release and V1 was just 7 to grips with having everything “just an electric backup hydraulic actuator sec. later. If your answer is “I’ll abort for happen” while learning how to take con- that doesn’t need airplane hydraulics any red or amber CAS” you should care- trol if you need it. Pilot-to-airplane in- or the usual assortment of computers. fully look at the possible messages your

terfaces are handled by three overhead FLIGHTSAFETY INTERNATIONAL panel touch screens (OHPTSs) and five touch-screen controllers (TSCs) spread throughout the cockpit. The result is a cleaner look while further increasing redundancy. Any one OHPTS can do the work of all three and the TSCs are swappable. Getting in Touch With the Airplane After a week of classroom and learning from our desks, it was time to get hands- on with a flight training device (FTD) that has synthetic displays of the entire cockpit, providing a chance to fly from takeoff to landing and to explore normal and abnormal procedures. The FTD is so good that the FAA allows pilots to log time at the controls. While we students yearned for actual time in the full-motion simulator, our instructors kept letting us know that this was a building block ap- proach. We would get there. Days in the FTD were mixed with FlightSafety G500 flight training device airplane can throw at you. more days in the classroom, each feed- This isn’t just a problem with the ing off the other. Learning the finer From a pilot’s perspective, this airplane speed of our jets, it is also the very na- points of each aircraft system be- flies like an airplane. ture of the CAS as typically designed. came easier as our confidence with the By the time we showed up for our You normally have red (that’s the really OHPTSs and TSCs grew. I felt I knew first simulator session, we already had bad stuff), amber (that’s bad but not too most of the systems well enough to pass a firm grasp on the cockpit screens, bad), cyan (sometimes bad, sometimes a check-ride oral, just a week and a half the systems and how to fly the airplane good) and white (informational) CAS into the program. The one exception under normal conditions. We lightly messages. These messages stack onto was the flight control system. delved into abnormal procedures and our displays in the order they occur, the As noted, and like many of my class- had already heard several times Nor- first ones on the bottom. The only fur- mates, I had no experience in FBW tech- ris’ final cliché: “This is a fly-by-CAS ther delineation is by severity: red on nology and thought that subject would airplane.” top, followed by amber, cyan and white. take up most of the instruction. It did With the GVII, CAS messages can not. The active control sidesticks are Philosophy Three be grouped underneath one another by designed to mimic conventional con- consequence. A causal CAS, such as an trols where that is best, and to improve We pilots are paid the big bucks be- engine failure, will be an “umbrella” to upon the stick and rudder found on the cause of our superhuman abilities to others that are “consequential alerts.” airplanes I had flown with a stick, cables make lightning-quick decisions under A right-engine failure, for example, has and pulleys. I have about 1,000 hr. fly- high stress. Yes, not many mortals can several consequences: ing with a stick, but not a sidestick. I be shooting down a runway at over 100 thought perhaps this would be a prob- mph, seconds before the ominously R Eng Fail (U) lem; it wasn’t. Consider your left arm named “decision speed” and hear a tri- >R Hyd System Fail (U) on an ergonomically designed armrest, ple chime; scan a list of red, amber and >L-R Outboard Brake Fail trying to move a stick in four directions. cyan crew alerting system (CAS) mes- >Spoiler Panel Fail (U) Pulling back is easier than pushing for- sages; and decide to abort or continue a ward. Moving the stick inboard is eas- takeoff. Yes, that’s what we do. But that Note that the consequential alerts can ier than outboard. The active sidestick has become a lie because our jets have also be umbrella messages themselves. takes all this into consideration. Even become so fast. You can quickly discern what the causes www.bcadigital.com Business & Commercial Aviation | September 2019 35 Training

are and what are just consequences to FLIGHTSAFETY INTERNATIONAL those causes. The alerting system fur- ther protects the pilot from distraction by filtering these messages in varying levels: low-speed takeoff, high-speed takeoff and landing. There is little a pilot can do about an engine fire at V1, for ex- ample. That message would be filtered starting at V1-5 until 400 ft. above the runway or 30 sec. after takeoff. The combination of the more intel- ligently stacked CAS messages and smarter filtering greatly reduces the burdens on pilot decision-making dur- ing critical phases of flight. The V1 co- nundrum is now reduced to: “Double or triple chime before V1: Abort, otherwise continue the takeoff.” The Simulator The first time I strapped into the pilot’s seat of a GVII full flight simulator I felt instantly at home. The seat is comfort- able, the sidestick armrest adjustable FlightSafety G500 flight simulator was doing: I am far too experienced to to the point there is no undue arm or be learning at such a level. It is as if I wrist strain, and every touch screen I have rarely experienced an aircraft was saying to myself, “I’m better than and display is just where you want them. initial course in which the simulator so this!” But this is a new airplane in many Beyond that, I was taken aback by the effectively translated theory into prac- ways and after 22 days it would seem I clarity of the simulator’s visuals. The tice. During one of our unusual attitude learned enough. This was type rating outside scenery is presented on curved recovery exercises, my simulator part- No. 9 for me. mirrors that give the pilot unparalleled ner put the airplane into a steep dive and I sent FlightSafety International a visibility forward and aft. by the time I was told to open my eyes five-page critique that was 90% praise Our sim instructor was Brian Greene, and recover, we were well beyond VMO. with a little room left over begging for another founding member of the Gulf- I applied the correct nose-low recov- a better textbook than provided by stream/FlightSafety design build team. ery procedure only to find the nose well iFlightDECK. The instructors are the Just as it was with our classroom ses- above the horizon and I had to execute a best. Likewise, the classroom, the FTD sions, Greene seemed to discard the nose-high recovery. In a fit of embarrass- and the simulator were the best I had original simulator instructor’s playbook. ment, I gave the novice pilot’s complaint: ever experienced. I think any other Starting with our first session we were “Why is it doing that?” Norris answered training provider can learn from this encouraged to “see what she can do” with his own question: “When does the program. and get comfortable with stick and rud- high-speed protection mode of the flight As we ready to take delivery, the der with a real stick. We had further control computer kick in?” Of course, the training has increased my excitement “see what she can do” demonstrations in airplane was designed to protect us in at the prospect of flying with those follow-on sessions to really understand that very situation. touch screens, the magical sidestick the flight envelope protection designed It seemed hardly a day went by with- and everything else on this airplane de- into the airplane. out Greene providing us an epiphany signed to make my life as a pilot easier. Unlike some initial flight courses, this of one sort or another. In any other air- I had to shovel my way through a lot of one did not tailor the simulator sessions plane I would have to wonder what I complexity, to be sure. Now I truly ap- to teach for the check ride; there was preciate the simplicity all of that effort no “check-ride profile” practice. Each The author’s new aircraft on its gets me. These are philosophies I can session built on the previous lesson and second flight learn to love. BCA we slowly, but surely, learned what we needed to know. The simulators are brand new and are, as they should be, in excellent condition. Greene never hesitated to put the world on “freeze” so he could point out whatever we had missed. Between my simulator partner and me, we had a collective 80 years of flight experience and nearly 30 of those in Gulfstreams. But as Norris reminded us often, this airplane is different and we had to forget our “first loves.”

36 Business & Commercial Aviation | September 2019 www.bcadigital.com Your Global Resource for Vital Business Aviation Information

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High-Altitude Haute Cuisine Providing fine dining aloft isn’t a trivial or inexpensive task

BY FRED GEORGE [email protected]

ears ago, Learjet Corp. produced [déclassé] quality. You want Ritz-Carl- demands all fresh ingredients, all home- a promotional film called “It’s All ton or W Hotel quality? Expect premium made soups, sauces and stocks. Perish- About Time” that emphasized prices,” says Paula Kraft, founding part- ables, such as dairy products and eggs, the travel hours that could be ner of the DaVinci Inflight Training In- milk, yogurt, butter, cheese and ice savedY by using a business aircraft, in stitute in Fort Lauderdale, Florida. “Just cream, all have short shelf lives, even large part because of its on-demand dis- look at what it takes to maintain a mini- at continuous 38F to 40F temperatures. patch flexibility. Business jets afforded mal inflight catering kitchen. You need Once the seal is broken on the container, premium level transportation and com- an executive chef, a sous-chef, a shopper dairy products start to absorb flavors manded premium level prices. and a driver. You have to be on call 24/7, from other foods in the refrigerator. Discerning passengers aboard such so that if you get a 2:00 a.m. call, the Fresh meat and poultry age quickly in aircraft also expected premium level order is ready for a 6:00 a.m. plane-side cold storage. They’re spoiled in minutes accommodations and cabin services, delivery.” or less than an hour at room tempera- including food and beverage choices She should know. She founded Taste- ture. Most fruits and vegetables should that were well above what commercial fully Yours Catering, a long-time, well- be stored separately at 45F to 50F. Broc- airlines delivered. Customer demand respected caterer based at Atlanta’s coli is an exception, as it needs colder spawned the new specialty industry of DeKalb-Peachtree Airport (KPDK) and storage. on-demand inflight catering, companies regularly writes about catering for vari- Seafood lasts only a few hours, a few that offered quick response, exceptional ous publications. She’s also active in the days at most, even when stored at an quality and plane-side delivery conve- International Caterers Association, the ideal 34F temperature. Live shellfish, nience. Premium level catering com- International Inflight Food Service As- such as crabs, lobsters and prawns, manded premium level prices. sociation and she is a board member of should be stored at 34F to 38F. The stan- While clients might balk at the tab, it’s Women in Corporate Aviation, along dard for freshness in business jet cater- worth noting that such caterers’ costs with being the past chair of the NBAA’s ing is the same as at three-star Michelin can be considerably higher than many Flight Attendant Advisory Committee. restaurants. people realize. “We’re in the service industry,” says Kraft says Rudy’s Inflight Catering “You want [déclassé] prices? Expect Kraft. She notes that top-flight catering and Air Culinaire are two top-tier food

38 Business & Commercial Aviation | September 2019 www.bcadigital.com and beverage suppliers that provide She insists that each caterer provide aircraft galley.” She insists that cooked good value for the dollar, even if their credentials, including a local board items be heated to 170F and then imme- prices can be higher than those of some of health “A” rating, HACCP (hazard diately chilled to 40F for transport to the competitors. Air Gourmet and Silver analysis and critical control points) cer- aircraft. Storage containers must be sani- Lining round out the top four inflight tification, FDA (Food and Drug Admin- tized and sealed with polyethylene stretch catering firms, says Susan Friedenberg, istration) certification and insurance wrap, then packed in alternating layers of founder of Corporate Flight Attendant bonding. She personally inspects many ice and food in coolers. Reusable, long-life, Training & Consulting and former facilities to look for seamless floors that frozen blue ice packs may be preferable, member of the NBAA Flight Attendant can’t hide food-harboring bacteria and if allowed by the aircraft weight budget. Advisory Committee. rigorous, frequent kitchen cleaning “You may repack catering at the flight While caterers attempt to stock a wide procedures. kitchen with your own clean food boxes, variety of menu items, costs for certain Passengers may have special dietary pack it with dry and wet ice and then pack foods vary with seasonal availability. “Ca- requirements, food allergies and culi- your own coolers,” she says. Dry ice may terers only have what they have,” says nary preferences. Friedenberg provides be difficult to obtain at some locations. Friedenberg. “They have to shop, pick up her clients with a nine-page question- But Friedenberg says business aircraft and deliver seasonal foods. The price of naire as a template, enabling them to operators usually can buy it from airline shrimp, for instance, varies widely with work with passengers regarding glu- flight kitchens at major commercial air- seasonal demand and supply.” ten-free carbohydrates, peanut aller- ports, given a prior request. Caterers, however, are adept at meet- gies and observation of religious dietary While dry ice is considered a hazard- ing customers’ set price requirements. laws. Some passengers will eat fish or ous material, it’s OK to use it to keep “We had [a fractional ownership opera- chicken, but not red meat. Others are catering cold, as long as storage contain- tor] contract with us for crew meals: $10 vegetarians who also eat dairy products. ers are kept in the aft baggage compart- for breakfast, $15 for lunch and $20 for And still others are strict vegans, limiting ment where carbon dioxide vapors will dinner,” says Kraft. The firm preferred ISTOCKPHOTO steak dinners for its crews and required an 8-oz. portion size. We did it! We found If you want Ritz-Carlton 8-oz., select-grade ‘perfect’ filets from a or W Hotel quality, expect wholesale house.” Many sports teams premium prices from your also order catering-to-cost, so most caterers. professional athletes get crew-quality meals, says Kraft. Notably, select-grade beef seldom makes supermarkets that offer second- tier “choice” or top-line “prime” grade beef. It’s mainly ordered by institutions and some fast-food franchises that use it for hamburger meat. “For our corporate customers, we offer 8-oz. aged prime filets. And our whole- sale cost is $30 apiece,” Kraft remarks. “‘Catering budget’ is an oxymoron in corporate aviation,” Friedenberg quips. Special Standards for Safety, Security diet choices to legumes, nuts, seeds and be exhausted through the aircraft’s air and Sanitation tofu, along with soy dairy-free products, distribution system to the pressuriza- Food safety is a major focus for seaweed and whole grains. Catering for tion outflow valves rather than entering Friedenberg. Food handling for aircraft vegans who have gluten or peanut aller- the passenger cabin. is critical. The highest quality cater- gies can be especially challenging. “You can’t blame a caterer for food ing can make people sick — or worse, if Certain passengers also have favorite poisoning if the crew doesn’t handle the safety links in the food-handling chain coffees, teas or other non-alcoholic bev- food properly,” says Friedenberg. Some from farm to wholesaler to caterer to air- erages that may have to be procured out- of the biggest challenges are caused by craft galley break down. On transoceanic side of conventional catering providers. passengers showing up hours late for flights, for instance, passengers may be These items have a finite shelf life, but departure. Most business jet galleys hours away from suitable divert fields they may be considered “non-perishable” don’t have adequate cooling or refrig- with nearby full-service medical centers. for extended, multi-leg business trips. erated storage before APU or engine Food poisoning might be an unpleas- Friedenberg notes that the highest start. So, food items may have to be ant annoyance on the ground, but it has sanitation and food handling standards stored in iced coolers in the baggage potentially far more dire consequences provided by caterers can be negated by compartment for prolonged periods in the air. She always orders different improper handling after the food leaves before they are moved to the galley just meals, preferably from different caterers the gourmet kitchen. “Bacteria dou- prior to passenger boarding. for crew and passengers. Even different bles every 20 min., if the food isn’t kept Overseas trip layovers present spe- salad dressings are a must. cold and sealed from inflight kitchen to cial challenges. It may be difficult or www.bcadigital.com Business & Commercial Aviation | September 2019 39 OPERATIONS

impossible to vet the credentials of lo- more of a consideration for air char- acts as the agent, then there are multiple cal flight kitchens. Under such circum- ter operators, she says. But if quality risks of lapses in portion sizes, food selec- stances, Friedenberg says contacting slips and prices are high, customers tions, quality expectations and table pre- Rudy’s aviation services network and ask tough questions that she alone must sentation disappointments. Air Culinaire Worldwide are two of the answer. Fresh sushi is one of the most chal- best alternatives. In the Seattle area, she has home- lenging passenger requests. “It’s tough. Vetting flight caterers and personally field advantage. She prefers to use local You may need to ask chefs to show up overseeing food handling from kitchen high-end restaurants that have catering hours before the restaurant opens to the to aircraft can be critical. Friedenberg departments, ones that she’s personally public. Sushi needs to be kept cold from recalls an incident during which a Saudi vetted. She’s also “groomed” select local kitchen to galley. You need ice packs and royal family member insisted on “no executive chefs in the fine art of aircraft your own coolers.” catering” during a layover in a neighbor- catering, showing them what her clients Overseas missions, especially to the ing Gulf State nation. Nonetheless, the expect in food quality, presentation and Middle East and Africa, Mexico and FBO delivered food for both the flight taste. Latin America, may pose greater chal- crew and the passenger cabin. The “I work directly with the chefs, speci- lenges. “Try getting a Caesar salad in Saudi family member wouldn’t touch fying in minute detail the portion sizes, Nouakchott, Mauritania,” she says. the unexpected catering, so the flight garnishes, food appearance and food But even if you’re sure you can fill attendant took advantage of the “free handling. I also listen and take notes on your wish list, “You always have to have lunch” after arriving at the destination. how to reheat foods, covered or uncov- a Plan B,” says Walker. “We travel with Within an hour, he became seriously ill ered, how long and at what oven tem- large coolers filled with stock frozen and was rushed to the hospital. Soon, peratures. For example, should a hot foods and dry plus wet ice. We insulate food packages with cardboard spacers to prevent dry ice freezer burn.” Dry ice sublimes into carbon dioxide at -109.3F,

ISTOCKPHOTO up to 100F colder than a conventional commercial freezer. “If all else fails, we stock pesto sauce, we can get pasta at local ho- tels and we can thaw sliced turkey and bread from the freezer coolers. We carry eggs from home that we can scramble for breakfast.” Kraft, Friedenberg and Walker, among others, say that while quality catering is expensive, it’s essential to control costs within reason. Most ca- terers won’t publish prices with their menus because their costs float with the seasonal availability of produce, seafood and supplies. So, it’s important to get price quotes for everything you order and refuse to sign for it without a com- Flight attendants specialize in presentation skills — eye appeal, aroma allure and plete cost breakdown. temperature perfection. “Twenty-five dollars apiece for three lemon crowns? C’mon, give me a break,” the stricken flight attendant was on life dish be heated for 5 min. at 425F or 15 says Friedenberg. “And $22 for a quart support in the trauma center’s emer- min. at 350F,” says Walker. of orange juice from [one Louisville ca- gency room. He nearly died but then She says her first choice at home is terer] but only $12 for OJ from Rudy’s? recovered albeit slowly. The cause? She to work with local restaurants because Why the markup?” said the food was laced with strychnine. they may offer unusual dishes not Friedenberg and Kraft also say to available through commercial inflight look closely at delivery, service, after- Advice From Fortune caterers. Away from Seattle, she com- hours, airport access and other fees. In- municates with a network of business dustry sources also tell BCA that some 50 Flight Attendant aircraft flight attendants to get recom- FBOs mark-up catering 15% to 20% Maureen Walker is founder of Seat- mendations for local high-end cater- when ordered through them. And some tle-based Walker Aviation, a firm that ers at distant stopovers. Walker cites also charge caterers a ramp access fee has provided contract flight attendant Stevie’s Aviation Catering at Van Nuys for delivering directly to the aircraft. services, consulting and training for Airport and Chefs with Altitude (now High-ticket catering doesn’t fit ev- more than 25 years. Her clients include closed) in Los Angeles as two examples. ery business aircraft operator’s budget. Boeing and many of the major flight de- Her third choices are recommenda- Flight departments proactively need to partments in the Pacific Northwest. tions from FBOs. But she insists on work- ask passengers what fills their bellies Her main customer demographic ing directly with the catering company, while fitting their budgets. If fine cuisine doesn’t mind high catering prices as preferably with the executive chef to elim- is expected, expect that to be reflected long as the quality matches the bill. It’s inate communication errors. If the FBO in the final tab. BCA

40 Business & Commercial Aviation | September 2019 www.bcadigital.com Know Your Options

So many destinations. So many aircraft. One source: aircharterguide.com. Operations Voila, Le Bourget More than a century old, the storied Parisian airport is now Europe’s premier business aviation facility

BY DAVID ESLER [email protected] Now more than 100 years old, Aeroport CITIZEN59/WIKIMEDIA de Paris-Le Bourget is Europe’s only hink of Parisian artifacts that St. Louis in 1927, completing the first dedicated business aviation airport — have become iconic to the City successful nonstop solo transatlantic except when it’s the site for the biennial of Lights. The Eiffel Tower. The flight. Today, a plaque set in the con- Paris Airshow. Then it hosts some of the now fire-damaged Notre Dame crete of Le Bourget’s ramp marks the largest aircraft in the world. TCathedral. The Louvre Museum. Sacre- spot where the Lone Eagle’s single-en- Coeur Basilica. The Arc de Triomphe. gine Ryan monoplane touched down af- In conjunction with the Paris World Le Bourget Airport. ter a 33.5-hr. flight from Roosevelt Field Fair in 1937, a new airline terminal was Excusez-moi. Un aeroport? on Long Island, New York. constructed at Le Bourget, designed Oui, messieurs et mesdames. Paris’ Less known outside of France was the by architect Georges Labro. But after original airdrome bears the distinc- attempt to cross the Atlantic by French France was overrun by Nazi Germany tion of being the most famous airport World War I heroes Charles Nungesser in 1940, the airport once again became in France and one of the 10 oldest in and Francois Coli in the biplane L’Oiseau a military field, this time as the head- the world. Founded during World War Blanc (the White Bird). Taking off from quarters for the Luftwaffe in France. I near the commune of Le Bourget as Le Bourget two weeks before Lindbergh That year also saw Adolph Hitler land the principal base of operations for the departed on his attempt, after passing at Le Bourget in a Junkers trimotor Aeronautique Militaire, precursor of over Ireland, the aircraft was never seen for his only tour of occupied Paris. The the French Air Force, it was converted again. There’s still belief that L’Oiseau Germans embarked on an improvement to civil operations after the Armistice Blanc actually reached North America plan for the airport, constructing con- that ended the Great War. In 1919, now and crashed somewhere in Newfound- crete runways that served as convenient named Aeroport de Paris-Le Bourget, it land or in the heavily forested interior targets for several Allied bombings of hosted the first commercial air service of Maine, but no remains of the aircraft the field during World War II. in France, with flights between Paris have ever been found. Three years later, After the 1944 liberation of Paris, Le and Brussels, as well as Paris and Lon- Le Bourget again became the departure Bourget was quickly restored for airline don, and remained Paris’ sole airport point for a transatlantic attempt, this service, and in May 1945, it became the until Orly International was commis- time for the first successful westbound repatriation conduit for 42,000 former sioned in 1932. Atlantic crossing by Dieudonne Costes prisoners of war. Through the late 1940s, To most of the world, however, Le and Maurice Bellonte, who steered air traffic increased rapidly, prompt- Bourget is famous as the place where their Breguet XIX Point d’Interrogation ing Paris to adopt Orly as its main com- Charles Lindbergh landed his Spirit of across the waves to New York. mercial airport in 1952, with Le Bourget

42 Business & Commercial Aviation | September 2019 www.bcadigital.com designated as a reliever and hub for do- mestic flights. The following year, now assigned the ICAO designator LFPB, the field became the site for the first Salon International de l’Aeronautique et de l’Espace, i.e., the Paris Airshow — the largest aviation exposition in the world — which it has remained every other year since, alternating with the U.K.’s Farnborough Airshow Today, it is also the location of the Musee de l’Air et de l’Espace, the oldest aviation museum on DAVID ESLER/BCA the planet. Dedicated to Business Aviation departures and 26,734 arrivals, 4.9% Dassault Falcon Service Deputy General By the early 1970s, traffic had increased more than the previous year and rank- Manager Thierry Salaun shows off the MRO to the point where both Orly (LFPO) ing it No. 1 in Europe in terms of busi- facility’s repair station certifications from and Le Bourget had reached capacity, ness aviation operations. No. 2 was also 39 countries. The Le Bourget operation’s and the decision was made to build an- a French airport, Nice Cote d’Azur territory is the entire Eastern Hemisphere, other airport at Roissy-en-France, on (LFMN), with 35,449 movements. No. and 400 Falcon business jets pass through the north side of Paris. Named Charles 3 was Switzerland’s Geneva Interna- its multiple hangers annually. de Gaulle International Airport (LCDG), tional (LSGG) with 33,569 movements, the new field was inaugurated in 1973 and No. 4 and No. 5 were the U.K.’s Lu- with seven FBOs on the field: Advanced and today rules as the dominant Pari- ton (EGGW) and Farnborough (EGLF) Air Support International, Dassault Fal- sian airport with multiple terminals and with, respectively, 28,002 and 27,916 con Service, Euralair Airport Services, plenty of room to grow. So much so, in movements. Jetex Flight Support, Signature Flight fact, that in 1977, airline service was ter- At Le Bourget, again in 2018, light jets Support, Sky Valet and Universal Avia- minated at Le Bourget, and the field was accounted for 20,088 of the movements tion. With all those FBOs competing for converted yet again, this time to a gen- and heavy jets like Gulfstreams, Globals operators’ business, fuel is readily avail- eral aviation airport principally serving and the bigger Falcons accounted for able from multiple refiners and vendors. business aviation. 18,328 movements. Midsize jets tallied MRO (maintenance, repair and overhaul) When business goes to the European 7,716 movements, turboprops numbered services are also provided by Air France continent, it most often goes to Paris, 6,403, and what the EBAA terms “bi- Industries/KLM Engineering & Mainte- and over the years since airline service zliners” were responsible for 1,151. In nance, a Cessna Citation Service Center, at Le Bourget was redirected to CDG and terms of types, the Cessna Citation Ex- Dassault Falcon Service for the Falcon Orly, LFPB has far outpaced any other cel/XLS led the parade with 3,704 move- product line, and Universal Jet for Gulf- European business aviation destination ments, followed by the Citation Mustang stream types. And FlightSafety Inter- by movements. And assuming the U.K.’s (3,675), the Dassault Falcon 2000 (3,168), national, one of the oldest tenants on the Brexit initiative — its departure from the Bombardier Global Express (3,137) and airport, operates a training center for EU — kicks in, and some financial insti- Pilatus PC-12 (3,000). various Falcon Jet and Embraer aircraft tutions move to the European mainland, Le Bourget is owned and operated by types and, soon, the Pilatus PC-24. especially to Paris, international business the public/private consortium Groupe aviation traffic at Le Bourget would likely ADP, 50.6% of which is possessed by the A Long Relationship increase even further. French government. Altogether, ADP While LFPB is technically a general — whose headquarters is located at Le Both FlightSafety and Dassault have aviation airport, light piston aircraft Bourget — owns 10 French airdromes, had a long relationship in France, the are pretty much shut out by a VFR op- including Charles de Gaulle and Orly, FlightSafety center at Le Bourget hav- erations prohibition there, thus limiting and has stakes in others around the ing been originally established as a joint the field almost exclusively to turbine- world. But the privatization bug has bit venture with Dassault. According to powered business aircraft. As such, Le hard in France and privatizing ADP and center manager Yannick Kerriou, when Bourget may classify as the only airport selling off the French stock of airports is the airframer launched the Mystere 20 in the world so designated. (Light air- a key part of President Emmanuel Ma- — later renamed Falcon 20 — in 1966, craft can access several small VFR gen- cron’s master plan for reducing France’s FlightSafety struck a deal with Dassault eral aviation airports that ring Paris.) debt. In March, the French Parliament to provide pilot training for the aircraft. So, given the role it plays in accepting all voted to approve a law governing the Originally located at Velizy, south of the business aviation flying into Paris, privatization plan, and the following Paris, the operation was backed 50% by its movement numbers and its support month the National Assembly voted to FlightSafety and christened the Falcon base, it could be said that Le Bourget is privatize ADP. How this will ultimately Training Centre. In 1986, the operation the “Teterboro of Europe.” play out and what its effect may have on was moved to Le Bourget. Beginning According to the European Business Le Bourget remains to be seen. with the Falcon 20, the operation soon Aviation Association (EBAA), in 2018, Meanwhile, LFPB continues to ser- expanded to include the Falcon 10 and Le Bourget chalked up 53,686 total vice the business aviation community as then the Falcon 50, 900 and 2000, as the business aviation movements: 26,952 a dedicated base of operations equipped Dassault product line expanded. www.bcadigital.com Business & Commercial Aviation | September 2019 43 Operations DAVID ESLER/BCA Le Bourget’s Driven Denizen An enthusiastic bundle of energy in his seventh decade, Alexandre Couvelaire is inextricably connected with the elevation of Le Bourget into Europe’s premier busi- ness aviation airport. In 1961, Couvelair founded his first aviation business, Societe d’Etudes de Recherches et de Ventes a l’Intérieur de la Communaute Europeenne, or SERVICE, at Toussus-le-Noble Airport, the first aircraft management company in France — and possibly Europe. Three years later, the operation was moved into a new hangar on the north side of Le Bourget Airport, becoming the first operator there to field business aircraft, a motley collection of single- and twin-engine types. In 1966, he and his partners spun off a subsidiary to sell unused hours on its pool of aircraft to third parties, and Euralair was born. Two years later, the company moved into the ranks of turbine-powered aircraft operators with Learjets operated Thierry Salaun, deputy general manager of the Le Bourget-based Dassault Falcon under multi-owner arrangements. Service MRO facility, which also includes With Euralair growing rapidly, a pair of man- a executive-level FBO and a charter aged Fokker F-27 turboprops was added to the operation. fleet in 1968 and, four years later, replaced by It now embraces the current produc- DAVID ESLER/BCA DAVID two Sud Aviation Caravelle jets that Euralair tion line: The Falcon 2000EX EASy operated with two-pilot crews, inciting the ire and LXS, 900EX EASy, 7X and 8X. Fal- of French pilot unions that insisted the aircraft con 10 and 20 training is still offered be flown with a third pilot in each cockpit to and also includes the Coast Guard F20 help manage systems. By the late 1970s, the variant, the Guardian, powered by the company was one of the largest commercial Honeywell ATF3 engine, as well as the Falcon 20-5 retrofitted with the Honey- operators in France, providing on-demand well TFE731-5 turbofan and Collins Pro flights with a fleet of five Boeing 737-200s. Line 4 avionics. A contract to operate the old Caravelles Some 70% of the center’s activity is Alexandre Couvelaire, founder of on behalf of Air France was extended to the dedicated to Dassault products, with the Euralair, father of the TBM 700, and Boeing fleet, resulting in Air France pilots remaining 30% supporting Embraer, in- now a partner in electric aircraft cluding simulator training for the EMB120 going on strike, demanding that the “coop- turboprop, the ERJ145, the Legacy 650, developer Bye Aviation holds forth in eration agreement” forged previously to ac- a Paris cafe. and the E-Jet E1 and E2 for European, commodate the two-pilot Sud transports be Middle Eastern and African customers in terminated. Eventually, Euralair was banned from conducting commercial air trans- both business jets and airliners. port in France for three years. Couvelaire subsequently leased three of the 737s to On a weekly basis, between 70 and 90 clients train at the Le Bourget center. It Air France’s charter subsidiary, sans pilots. operates 14 simulators and will receive Of significance to business aviation, Euralair purchased Mooney Aircraft in 1984, one more for the Pilatus jet in January its first foray into manufacturing. Then Couvelaire linked the industries of the U.S. with space remaining in the building for and France through a pact with Socata to develop the TBM 700 single-engine turbo- two more devices. Today, the center’s prop (its letter “M” stands for Mooney). Meanwhile, Euralair’s charter/management flagship simulator is the Falcon 8X, the only one in the world. A vertically inte- fleet at Le Bourget was being populated with the newest products from Dassault and grated operation, FlightSafety builds its Cessna, and the airline was operating the latest B737 series, having been the launch own simulators near Tulsa, Oklahoma, customer for the -500, out of Paris Orly, airline service having been curtailed at LFPB with visual systems produced out of in 1977. In 1999, Euralair became the first French carrier to operate the B737-800. Austin, Texas, and St. Louis. The same year, the company launched Euralair Airport Services, a dedicated Why the Le Bourget location? BCA posed the question to Kerriou at a center business aviation ground handling enterprise, at Le Bourget. In the 21st century, visit during the Paris Airshow in June. Euralair continued to expand through partnerships in Europe and Africa, while the “Historically,” he answered, “it is the ground support operation at LFPB captured a 20% market share of fuel sales. busiest business aviation airport in Eu- Meanwhile, Couvelaire has branched out into electric aviation by forging a part- rope. With the training center there, we nership with Bye Aviation of Colorado, which is deep in development of a new have proximity to the Dassault Falcon Service MRO station, making it a one- battery-powered primary training aircraft. The peripatetic Frenchman sees electric stop shop for the client — they can train power as the future of the industry and an ideal medium for pilot training — and and maintain in the same place at the investment — and at this stage of his life, he’s just getting started. BCA same time, and many of them do that. “We also have the proximity of

44 Business & Commercial Aviation | September 2019 www.bcadigital.com Aviation Week Continues the Urban Air Mobility Series – Seize the Opportunity and Join the Conversation!

September 25, 2019 October 16, 2019 Singapore London, UK Register at Register at uamap.aviationweek.com uameurope.aviationweek.com

Hot Topics on the Agenda! Hot Topics on the Agenda! Industry Scorecard: Key Challenges for Industry Forecast UAM in the Urban Environment In this scene-setting session, engage holistically with the UAM Kicking things off with an ecosystem level assessment of the ecosystem, consider the timeline and expectations for this substantive challenges that must be addressed to get to UAM market and what might impact it. What are the key trends and operations. This session will take an overall, integrated look at opportunities for stakeholders? As the UAM market continues the necessary benchmarks for implementation and a to evolve, what individuals and organizations will be involved fully-realized UAM ecosystem. and what can they expect? Dr. James Wang, Professor and Director of eVTOL Research and Manfred Hader, Senior Partner, Roland Berger Innovation Center, Nanyang Technological University (NTU) Infrastructure and Investment Panel Discussion Market Forecast Attend this discussion to assess the infrastructure requirements: Hear the current status and trends that experts are seeing What collaboration has there been that is driving/facilitating in the emerging Urban Air Mobility market. What are the progress and what further support is needed? enablers moving this market forward and why is it happening Ilya Khanykov, CEO, Bartini Inc. and Executive Advisor, now? This session will lay-out a realistic timeline for what the McFly Aero Infrastructure market will look like 5, 10, and 15 years in the future. Understanding the Airbus Strategy The Race Is On: eVTOL Vehicles Take Flight Harini Kalatunga, Head of UK UAM, Airbus The world’s leading eVTOL fl ying car and fl ying taxi manufacturers reveal their unique plans and current vehicle Regulatory and Certifi cation: Critical Challenges status for the future of fl ight. With Ehang and Volocopter. How can existing barriers be overcome and what regulators are working on making this happen? When we have Neo Kok Beng, Founder & CEO, NEO Aeronautics progressed beyond initial test fl ights, how do we go about Peter Littau, Head of Strategic Expansion, Volocopter building and beginning to certify electric VTOLs? Battery Power & Propulsion Technologies David Tait, Innovation Strategy Lead, CAA Hybrid electric propulsion systems and all electric technologies Antonios Tsourdos, Director of Research, School of Aerospace, are enabling the emergence of eVTOL vehicles and a new era Transport and Manufacturing, Head of the Centre for Autonomous in aviation. Our panel of industry experts provide an overview and Cyber-Physical Systems, Cranfi eld University of the progress, power and reliability of distributed electric Who are the Players in the Game? propulsion system designs and what the future holds. Airframers Panel Discussion Transforming Mobility: Safety, Regulation, and Certifi cation Hear the airframers perspective on the outlook for UAM The Asia-Pacifi c region has established itself as a pioneer vehicles and how they will differentiate themselves in the when it comes to regulatory acceptance and encouragement market. What are the anticipated integration challenges? of urban fl ight tests for eVTOL vehicles. This session will dive Moderator: Robert Thomson, Partner, Roland Berger Strategy into the regulatory path to market for the region, including Associates potential challenges ahead and opportunities for collaboration Harini Kalatunga, Head of UK UAM, Airbus between industry and government. Deliveries and the Operating Environment Damian Cheng, Project Manager, Crimson S8, NEO Aeronautics What is the operational environment of the future when we reach From the Ground Up: UAM Infrastructure mass deployment? What capacity of deliveries of eVTOLs do we Planning and Development expect to see in the next 5, 10 and 20 years? How do we expect As we try to navigate and understand a new urban environment the vehicles to integrate with the other modes of urban transport and the evolving and ever-present role of smart city and avoid confl icts and congestion? applications, we discuss what strategies, testing and validation Moderator: Sameer Savani, Head of Innovation and Engineering, needs to be undertaken to get the buy-in of local offi cials, ADS Group airports, businesses, developers and urban planners. Reaching Commencement of Operations: Conference will conclude with a What Challenges Must be Overcome? Networking Reception Considering passenger and public perception: What are the FAQs? Can media support enhance social acceptance? How Aviation Week’s UAM series brings together will eVTOL work around traditional airlines, airports and other manufacturers, regulators, technology innovators, competition? disruptors, municipal leaders, and the infrastructure & Yann Cambier, Senior Manager, ICF Rui Roosien, Consultant, Netherlands Research Center investment community; all working together to create on-demand aviation for smart cities and a new future Conference will conclude with a for manned and unmanned air transportation. Networking Reception Operations

Dassault itself,” he continued, “and so service. Meanwhile, the Falcon Re- French crow flies, the airport sits 4.3 sm can support the sales of its products with sponse charter service fields six dedi- (7 km) north-northeast of Paris Center demos in the simulators.” FlightSafety cated aircraft, including Falcon 900, 7X — but much farther by road distance. also provides maintenance training, both and 8X types, logging approximately Traffic in the city tends to be abysmal, airframe and avionics (B1 for airframe 2,000 hr./year of flying. especially during rush hours, so if prin- and B2 for electrics and avionics, in Eu- cipals are staying downtown, plan limo ropean Aviation Safety Agency nomen- All Business Aviation or taxi rides accordingly. (Parisian taxi clature). “So, we are training techs for all drivers are the recognized experts in Dassault and Embraer types. And with All the Time knowing how to navigate the conges- the history here taking us back to the Le Bourget is a 24-hr. airport with no tion and avoid bottlenecks. They are ’60s, it is an iconic place. Also, the field is slot control. While it is dedicated to busi- simply amazing — but be prepared for convenient to Charles de Gaulle Interna- ness aviation, which characteristically some white-knuckle rides. Crews should tional Airport and airline pilots operating involves aircraft weighing less than add at least 90 min. to get to Le Bourget Embraer equipment.” 100,000 lb. MTOW, Le Bourget officials from downtown in their preflight prepa- In the early 2000s, a recession in the point out that the airport can accommo- ration times. economics of Le Bourget resulted when date just about any aircraft, as the Paris Business aviation pilots we queried Aerospatiale and Air France mainte- Air Show proves every 24 months. As an were universally positive about re- nance facilities were moved off the field. example, in 1989, the Russians brought cent forays into Le Bourget and subse- “There was a drive from ADP to reen- the Antonov An-225 Mriya — at 1.4 mil- quent ground handling at the airport’s ergize the airport,” Kerriou said. “New lion lb. (640,000 kg.) MTOW, the largest multiple FBOs. (Competition works.) airframes like the Falcon 2000 brought air transport ever built — to the show Flight crews approaching Le Bourget in more business. For us, it translated with the Soviet space shuttle Buran should be constantly aware, however, into expansion with the addition of mounted atop the fuselage. that they are entering some of the most three more simulator bays.” Production The airport has three runways: congested airspace in Europe. Gulf- of new airframes by Dassault included υ࠙Runway 3/21, 8,743 ft. long by 197 ft. stream 650 captain Nat Iyengar, who the Falcon 2000LXS in 2016 and the wide, asphalt, PCN: 047FCWU. often operates into that airspace, re- Falcon 8X in 2018, both resulting in ad- υ࠙Runway 7/25, 9,843 ft. long by 148 minded readers that Le Bourget is “lit- ditional simulators at the Le Bourget ft. wide, concrete (middle 5,774 ft. erally next door” to Charles de Gaulle center, bolstered by the Embraer E-Jet grooved), PCN: 058RCWU. and its four busy runways. “It is vitally E2 this year. “We see a strong future for υ࠙Runway 9/27, 6,053 ft. long by 148 ft. important the crew is very aware of the the airport and FSI here,” Kerriou said, wide, asphalt, PCN: 035FCWT. CDG airport proximity and the ‘do not “we see our footprint expanding.” Field elevation is 218 ft. (66 meters). overfly’ zone to the south of the CDG Just down the Avenue de l’Europe from Navaids include ILSes for Runways 7/25 south runway complex,” he cautioned. FlightSafety is the Dassault Falcon Ser- and 9/27 and a VOR-DME located on the He added that the Runway 7 missed ap- vice FBO and maintenance base. “The field. Approach and departure control proach requires “good crew situational Le Bourget operation is the major ser- for Le Bourget is handled by Charles de awareness.” vice center for Falcon in the world,” said Gaulle Airport, whose controlled air- When inbound, Charles de Gaulle Ra- Thierry Salaun, deputy general manager space overlays the smaller facility. Sev- dar is the initial approach control. Land- of the facility. The repair station has 30 eral hotels are located nearby, and as the ing to the east, expect ILS Runway 7. “You

maintenance slots dedicated to Falcons, DAVID ESLER/BCA logs approximately 500,000 person- hours of work annually, and employs 650 people including a charter operation. “We are in charge of the Eastern Hemisphere,” Salaun said, “or every- thing other than what is handled by Dassault Aircraft Services in North America. We’ve taken over TAG in Ge- neva and ExecuJet worldwide, and this expands the network.” Every year ap- proximately 400 aircraft pass through the center for heavy maintenance, while ramp service at the FBO, which in May was awarded an IS-BAH (International Standard for Business Aircraft Han- dling) Stage 1 certification, handles 4,000 actions. Over a three-year period, the center sees the whole Falcon fleet in its area of responsibility, or about 800 aircraft. “We are doing well with MRO,” Salaun claimed. “The hangars are full.” The operation holds 39 repair station certifications from countries where Yannick Kerriou, manager of FlightSafety International’s Le Bourget Falcon Training Center, Falcons are registered and whose op- with one of his instructors in a Falcon 8X procedures trainer. FSI has operated the center in erators bring them to the facility for partnership with Dassault Aviation since the Falcon 20 business jet was conceived in 1966.

46 Business & Commercial Aviation | September 2019 www.bcadigital.com FlightSafety International Le Bourget

DAVID ESLER/BCA DAVID Falcon Training Center Manager Yannick Kerriou with one of the facility’s Falcon Jet simulators. The center contains 14 full- motion simulators covering the full Falcon product line plus Embraer airliner types and will introduce the Pilatus PC-24 sim in January. a missed approach, SID and likely STAR to the alternate, 30 min. final reserve, and any discretionary reserve. They are wanting to see a column for each of these on your master document/computerized flight plan.” Further, added Gary Dietz, chief pilot for a major telecommunications company, can request the RNAV [GNSS] Runway prepared and briefed in advance for the “The French are simply going by the book 7, if preferred,” Iyengar noted. “General departure from Paris, as there will be a — the ICAO Annexes. I respect their ini- procedure is vectors to final.” Landing to slot time to which the flight must adhere tiatives; it made us refine our flight plan- the west, Runway 27 is preferred, again — in this case, not an LFPG takeoff slot, ning process; it made us better.” Know normally using the ILS approach and as the airport does not assign slots, but a the handler’s notes, Dietz recommends. with the RNAV approach on request. Eurocontrol en route slot. Ask questions concerning APU starts The arrivals are straightforward, Iy- Steve Thorpe, a senior Gulfstream cap- (as some European locations place lim- engar claimed. “We guessed at the ap- tain for a major pharmaceutical company, its on how long an APU can be operated propriate arrival based on the fixes on our who also files to Le Bourget frequently, due to the fumes expelled onto the ramp) flight plan and the runway in use.” Com- added that, “once within about 200 nm and customs. And most important, “Be ing from over England or from across the of the airport, the flight crew should prepared to show all your required docu- Atlantic aircraft will normally receive the start inquiring as to the arrival to be ments: pilot and medical certificates, air- PEXIR and VELOL 7E RNAV STAR (i.e., expected by ATC. If you don’t, they will craft registration, and so forth.” And, if Runway 7 RNAV arrivals) or the PEXIR either assume you know — bad idea — necessary, remind SAFA inspectors that, and VELOL 7W RNAV STAR (i.e., Run- or will issue the arrival right before the if it’s a Part 91 operation, there is no maxi- ways 25 and 27 RNAV arrivals). initial arrival fix.” mum age requirement for pilots. And one item of caution: “It is easy to In Europe, the landing procedure is Iyengar pointed out that “U.S. opera- be distracted when operating in the Le often divided into three phases: the ar- tors forget that the FAA has the greatest Bourget area as you get a great view of rival, a transition to the approach and the number of differences from ICAO stan- Paris,” Iyengar pointed out. “So, it’s not approach itself. So, load the procedure dards and procedures,” hence the focus difficult to have all eyes in the cockpit backward on the FMS, Thorpe advises, on compliance with them. His advice for sightseeing.” starting with the runway, then the ap- surviving a possible SAFA check is “to be Flight crews new to Le Bourget or re- proach, the transition and the arrival. organized in advance, and it will go well. turning after a long absence are urged “So, if you wait until the last minute, you The inspectors I have dealt with have al- to consult the French State Rules and can see where you may fly off the end of ways been courteous and appreciative Procedures as part of their preflight plan- your ‘magenta line’ while programming of good organization and preparedness. ning. “There is information that should the whole kit and caboodle. And, be ready There are many rumors about how many be reviewed here, such as radio phraseol- for changes. Approach control has been business jets get SAFA checked in Paris ogy, reduced reporting procedures,” Iyen- known to change things up at the last and the issues they have had. As Laurent gar said. “It is important to use standard minute, or in the middle of one arrival, Chapeau, head of the DGAC’s Ramp In- ICAO phraseology and stay away from switching to another.” spection Office, stated at the 2019 NBAA U.S. ATC slang. I often hear U.S. crews And on the ground, Thorpe advised, International Operators Conference, using common U.S. ATC phraseology, “If you are a [FAR] Part 91 flight, be sure “There are very few.” and it confuses foreign ATC.” A common the ‘private’ box is checked on the fuel slip. In his shop, Dietz always uses a han- example of this, Iyengar cited, is saying Customs at Le Bourget will come to check dling agency, and relies on its agent at the “oh” in lieu of “zero.” and violate the crew if it is a private flight destination to interact with local authori- One other piece of advice from the G650 and, even by mistake or lack of oversight, ties. “Most importantly, be respectful,” captain is to “be sure to coordinate with the ‘commercial’ box is checked.” he advised. “They [the inspectors and your handling agent as to exactly where authorities] are simply performing their they want you to go. For example, Sig- Surviving a SAFA Check duties and responsibilities.” nature has two terminals, and they are Dietz also made an argument for bon- not next door to each other. Ground will Then there is the dreaded SAFA (Safety ing up on Le Bourget as part of preflight inquire as to your parking destination.” Assessment of Foreign Aircraft) ramp planning. “Prior to leaving your depar- And he offers more warnings on Paris check that has apparently taken on a ture airport for LFPB, review the Gen- surface traffic: “Traffic to Paris city cen- reputation in France (even though it is eral Notes in Jeppesen for the airport. I ter can be horrendous. If you are from enforced throughout Europe) far more will make note of certain expectations — NYC or SFO you will be used to it. The nefarious than its reality. A current is- speed limits, engine starts, and so forth drive from Le Bourget to [a downtown ho- sue, according to Thorpe, impinges on — and make this part of the trip briefing tel] can take anywhere between 45 min. fuel reserves. “Per ICAO Annex 6, Part and definitely the arrival briefing prior and 2 hr., 45 min. Throw in some rain, II, you need at least 5% contingency fuel: to descent. The more you know, the bet- and all bets are off.” Passengers must be fuel for the full destination, which includes ter the show.” BCA www.bcadigital.com Business & Commercial Aviation | September 2019 47 Technology Urban Upheaval The revolution could arrive sooner than expected NASA

BY PATRICK VEILLETTE [email protected] re we on the cusp of a total dis- Considering his politically sensitive, NASA Aeronautics Mission Directorate ruption in urban transportation? high-visibility position, was he merely (ARMD) Urban Air Mobility Grand Skeptics, myself included, have being polite to a vested audience, or do Challenge Industry Day long been involved in the nega- his words presage developments that Atives of helicopter operations in metro- will transpire and do so much more rap- The act is still in effect, and many cities politan settings including their noise, idly than many might have believed? have similar statutes inhibiting the es- concern over air traffic management Proponents envision a network of tablishment of any future helipads. and the safety risk to those involved as compact, electric aircraft that take off Technical, regulatory, environmental, well as bystanders, and, as always, the and land vertically (eVTOL) to facilitate economic and social barriers are among costs associated with vertical flight. rapid, reliable transport between sub- the many significant hurdles eVTOL With the forgoing in mind, the urbs and cities, and, ultimately, within aircraft must clear and they are dis- speech of FAA Acting Administrator the city limits themselves. Such vehicles, cussed in-depth in “Fast Forwarding Dan Elwell at the Uber Elevate Sum- which fall under a broader category of to a Future of On-Demand Urban Air mit in Washington, D.C., on June 12 was urban air mobility (UAM) aircraft, are Transportation,” which Uber Elevate thought provoking, to say the least. “It expected to be a magnitude quieter, published in October 2016. To succeed, is awesome to be here, soaking up the safer, more affordable and environmen- eVTOL manufacturers will have to earn energy, creativity and innovation of a tally friendly than helicopters operating certification for air vehicles that have brand-new form of transportation. I find today. Their advocates believe that in never existed and employ technologies your vision of the future to be refresh- the long term, such aircraft will be an that the FAA has never before seen, let ing, invigorating even, and that’s not affordable form of daily transportation alone evaluated and endorsed. easy to say. We at the FAA have histori- for the masses, and some believe even There are promising initiatives un- cally been a bit reticent to welcome new less expensive than owning a car. derway in new, more accommodating entrants into the national airspace sys- The irony of Elwell’s speech and the air traffic management systems, but tem, but that is changing rapidly. It has conference itself is that they took place their pace of development may ulti- to change because this kind of energy, in Washington, D.C., which enacted the mately slow segment growth. That’s a innovation and vision is what will fuel “Helicopter Landing Pad Public Nui- concern because the eVTOL/UAM eco- the future of aerospace,” he said, add- sance Act of 1987” prohibiting the opera- nomics depend upon scale — you need ing, “Let’s face it, you make aerospace tion of any helipad not in existence prior a lot of them to make them affordable. cool again.” to July 14, 1987, in the nation’s capital. But then again, cities today don’t have

48 Business & Commercial Aviation | September 2019 www.bcadigital.com the infrastructure to accommodate such package delivery. Those markets were At the 2018 Farnborough Air Show, fleets. found to have viable and profitable use Rolls-Royce and Aston Martin an- While electrical propulsion offers case. The studies predicted that by 2030 nounced a plan to develop UAM vehi- immense potential, the present level of there could be 750 million annual pas- cles. In addition, Airbus formed a new performance from batteries needs to senger trips in 15 metro areas and that business unit in May 2018 with such ac- undergo a quantum improvement. by 2030 the “last-mile package delivery” tivities in mind, and the Japanese gov- The June 10 crash of a helicopter onto market could be profitable and result in ernment announced plans to invest $40 the roof of a high-rise office building 500 million deliveries annually. million to accelerate UAMs. in New York City alarmed emergency Aerospace corporate giants are Meanwhile, Uber, the ride hailing workers and citizens too familiar with wholeheartedly embracing the UAM company, is developing shared air trans- airborne disaster. And even though the concept and potential. Boeing’s NeXT portation between suburbs and cities, pilot, apparently disoriented by low vis- program is working on autonomous and ultimately within cities, planned ibility conditions, was the sole fatality, flight and advanced propulsion con- for 2023. The company and its partners the incident once again brought to the cepts to create the future transporta- are working to launch fleets of eVTOL fore the potential hazards of rotorcraft tion modes in urban, regional and global aircraft in Dallas, Los Angeles and a operating over densely populated areas. mobility. On Jan. 22, 2019, the company’s to-be-announced international location. Will eVTOL/UAM aircraft achieve stan- autonomous passenger air vehicle com- Its partners include Boeing subsidiary dards of safety that would calm commu- pleted its first flight. In November 2018, Aurora Flight Sciences, Bell, EmbraerX, nity critics? That and the matter of noise Boeing and SparkCognition formed a Karem Aircraft and Pipistrel Vertical leave no room for compromise. joint venture called SkyGrid to develop Solutions, all with extensive expertise in In his speech, Elwell provided a po- artificial intelligence (AI)-enabled dy- aircraft manufacturing. It is also work- tent example of how small drones are namic traffic routing, data analytics and ing with the U.S. Army’s Research Lab- already changing the landscape of cybersecurity to safely perform a broad oratory to analyze and design stacked our economy, community and society. range of missions including package de- co-rotating propellers. The Chula Vista Police Department in livery, industrial inspections and emer- In addition, university programs Southern California and Cape Aerial gency assistance. that excel in rotorcraft aerodynamics Telepresence, a private unmanned aircraft system (UAS) — aka, drones — company based in Redwood City, California, use drones to provide aerial Not in My Backyard views for officers to document accidents Uber’s early experience with “on-demand” aviation transport ended abruptly within or crime scenes, and search for missing 30 hr. of its launch offering of on-demand helicopter shuttle service from Salt Lake persons. In the previous eight months, City to Park City at the beginning of the Sundance Film Festival. Even though the they had launched drones on more than 500 calls in which 67 arrests resulted. pilots adhered to “Fly Quiet” guidelines, the atmospheric conditions were conducive In half sorties, the drones were first on to propagating the helicopter noise made worse by the surrounding high terrain. scene with an average response rate of We had a “front row seat” to this show as the primary landing pad was just a 96 sec. Equally important is that in 75 mile from our back porch. Even though I am commercially rated in helicopters and responses, a surface policeman wasn’t often enjoy their sound, as soon as I heard the first beats of the rotor blades, I needed at all. knew that the local residents were going to howl in protest. And they did! By morn- They’re hardly alone. Recently Avia- ing of the second day the sheriff had deputies standing by to arrest the next pilot tion Week & Space Technology reported who attempted to land or take off. the Washington State Patrol now has a fleet of 111 quadcopters, possibly the There were many other problems to this deployment. The two helipads were largest drone fleet operated by a state woefully deficient in many of the aspects spelled out in the FAA Advisory Circular or local law enforcement agency in the 150/5390-2B, “Heliport Design.” For starters, the surface was inadequately pre- U.S., which troopers and detectives pared so that when the first helicopter attempted to land on the secondary pad, store in the trunks of their patrol ve- an immediate white-out was created by the rotor wash. It also didn’t endear the hicles. And a May 2018 study by the Cen- helicopter operators when their approaches flew low over a favorite winter recre- ter for the Study of the Drone at Bard ation site and wildlife preserve. College counted 599 law enforcement As a result, the county enacted new ordinances banning all but public safety he- agencies that had acquired drones. licopters from landing in areas adjacent to Park City, even to include the luxurious When the acting FAA administrator $1 million plus homes in the nearby gated communities where helicopter transpor- tells an audience, “I have a strong hunch that the benefits we discover with UAM tation has sometimes been discussed to expedite private travel. [aircraft] will be no less extraordinary,” Communities tend to tolerate public safety flights because the flights are infre- that is a strong indication of his projec- quent and have clear community value. However, they historically oppose other tion for the segment’s potential. And uses due to noise. While the federal government directly regulates airspace and others echo that sentiment. airspace operations, state and local governments determine where and when air- NASA’s Aeronautics Research Mis- craft can take off and land through a variety of mechanisms. It is through these sion Directorate funded two UAM mar- mechanisms that local groups could severely limit eVTOL/UAM operations for rea- ket studies that included several UAM sons of noise generation as well as privacy and safety concerns. BCA segments, specifically air taxi/metro models, air ambulance and last-mile www.bcadigital.com Business & Commercial Aviation | September 2019 49 Technology

moment they arrive at an Uber Elevate Skyport to the moment they depart.” Managing Movement Uber has also signed a Space Act Agree- ment with NASA for developing systems

NASA/LANGLEY RESEARCH CENTER to manage drone traffic. Successful, optimized on-demand urban eVTOL/ UAM operations will involve numerous aircraft flying at low altitude over met- ropolitan areas simultaneously, so traf- fic control is key. In order to handle this exponential increase in complexity, new ATC systems will be needed. Current air traffic management equipage such as ADS-B is sufficient for relatively low- Another novel NASA-proposed solution included using the space within roadway density operations, but more compre- cloverleaves in Silicon Valley as verti-stops. Aircraft approach and departure trajectories hensive low-altitude airspace solutions could be performed over major roadways with no flights over neighboring private property. will be required. Existing highway noise would limit community annoyance. According to Elwell, the FAA and NASA will be working together next including Georgia Tech’s are working skyports across North Texas. year on what he called the “UAS grand with Uber Elevate to conduct system Signature Flight Support announced challenge,” which he went on to de- safety analyses and more UAM mar- it was partnering with Uber at the scribe as “bringing together the best ket studies. The University of Texas at Washington Uber Elevate summit. That and brightest minds from government Austin is investigating the fabrication prompted Eric Allison, head of Uber and industry to begin live testing of and testing of stacked co-rotating pro- Elevate, to note that, “Efficient and safe carefully designed scenarios to show pellers, and the Ecole Polytechnique skyports are a critical component of how a variety of vehicles and airspace is studying integrated urban mobility. our business model, and our future col- management systems will or won’t Hillwood, a large commercial real estate laboration with Signature will allow for work together.” He said the objective developer, is also partnering to develop a seamless rider experience from the is to manage low-altitude operations “through a server request-like system that can deconflict the global traffic, while allowing UAVs and eVTOL to self-separate any potential local con- flicts with VFR-like rules, even in in- clement weather.” Three compelling developments are needed to unlock the operational effi- ciency of any ATC system managing low-altitude aircraft in urban envi- ronments: high-volume voiceless ATC interactions; UTM-like systems that address “higher altitudes” intersecting UBER with manned, general aviation aircraft; Time-Saving Key and eVTOL or UAS traffic integrating Every day, millions of driver hours are wasted on traffic-jammed roads worldwide. seamlessly with commercial airline ap- proach and departure corridors near Last year, the average commuter in the San Francisco area spent 230 hr. commut- metropolitan airports. ing between home and work. That is half a million hours of productivity lost every The Los Angeles metroplex is covered single day by Bay area workers. In Los Angeles and Sydney, residents spend seven with Class B, C and D airspace. One report whole working weeks each year commuting, two of which are spent stuck in gridlock. states, “most of this controller-managed This is why eVTOL/UAM advocates believe their aircraft will be embraced by the airspace is rarely utilized. . . . An MIT [Massachusetts Institute of Technol- public — vehicles that give people back time otherwise lost in their daily ground ogy] study found that airline operations commutes. NASA and Massachusetts Institute of Technology (MIT) Urban eVTOL only access 5% of this airspace.” Such studies show a three to four times trip speed multiplier could be achieved in highly data suggest that it may be possible for congested metropolitan areas during peak travel periods using such aircraft. hub airport airspace to embrace “cut- One case study provides an example of the potential. Commuting from downtown outs” allowing non-controller managed flights, which roughly sounds similar San Jose to San Francisco’s Marina District via ground vehicle can take 1 hr., 40 to the locally infamous VFR corridor min. (or more) for the 57-mi. trek. The Caltrain rail service takes 2 hr., 12 min. In over Los Angeles International Air- contrast, an eVTOL/UAM flight would cover that distance in 15 min. BCA port (KLAX). This type of airspace

50 Business & Commercial Aviation | September 2019 www.bcadigital.com loading.” Second is that the average LILIUM gross weight of an eVTOL aircraft is anticipated to be far less than that of conventional helicopters. Also, tip speed is a large factor in noise energy. Basically, the faster that a rotor tip travels, the greater the racket produced. Noise increases with The Lilium Jet’s sleek profile about the fifth to sixth power of tip is designed to travel up speed, so a blade with 1.5 times the tip to 300 km in just 60 min., speed will produce eight to 12 times the using less than 10% of its noise energy. It is possible with eVTOL maximum 2,000 hp during rotor systems to realize tip speeds of cruise flight. about half those of helicopters without blade stalling. Another noise factor is aircraft pro- pulsion. Helicopter engines are gen- management approach would embrace medium-size truck passing a residence erally as loud as the rotor and heard dynamic allocation instead of fixed air- (75-80 dBA at 50 ft.). According to an as a spectrally distinct noise source, space boundaries. Uber Elevates white paper, a reasonable further increasing the sound impact. goal for an eVTOL is to generate no more The electric power intended for eV- Nix on Noise than 67 dBA at ground level when flying TOLs and many UAVs will be critical at 250 ft. AGL, or approximately the same to low noise emissions since it enables For urban air transportation to thrive, as a Toyota Prius when passing within ultra-quiet designs, both in terms of the vehicles must be acceptable to 25 ft. of a listener at 35 mph. The Uber engine and thrust. Electric motors are communities, and vehicle noise plays a Elevate report emphasizes the impor- far quieter because they don’t ingest significant role. One negative attitude tance of its noise goal by not increasing and expel large volumes of air through toward eVTOL aircraft springs from the the long-term average Day-Night Level hydrocarbon combustion. So, substi- lengthy battles residents of many com- (DNL) by more than 1 dBA, which is the tuting them for conventional engines munities around the world have waged smallest change in loudness that a person eliminates a significant sound source. with helicopter operators due to noise. can detect. In addition, tail rotor noise is an- (See “Not in My Backyard” sidebar.) The Mike Hirschberg, executive direc- noying to humans because its higher eVTOL advocates will need to fight hard tor of the Vertical Flight Society (for- frequency as compared to that of a to shed any connection with the loud and merly the American Helicopter Society helicopter’s main rotor’s noise deliv- annoying clatter so typical of helicop- Inc.), discusses a number of design fea- ers sound in the hearing spectrum to ter flight, especially when hovering or tures in eVTOL aircraft that should which human ears are the most sen- approaching and departing downtown help ameliorate the sound signature sitive. To date, most eVTOL/UAM heliports. As explained later, design fac- to near this goal. The first is the num- designs dispense with tail rotors al- tors incorporated in eVTOL machines ber of blades. The greater the num- together and should be able to follow promise to dim that din. ber of blades, the lesser the sound, approach profiles that minimize their During the research for a previous resulting from a reduction of “blade sound signatures. article on the London Heliport (“Cen- ter of Attention,” BCA, October 2014, AIRBUS page 56), this author reviewed citizen criticisms in a formal noise complaint system used by London authorities to manage the helicopter noise problem, and there were literally hundreds of them involving that lone facility. City denizens get deeply angered when he- licopter rattle awakens the sleeping weary at oh dark thirty. Citizens in the Airbus conducted the first flight LA Basin, irritated with the impres- of its all-electric and self-piloted sion that the FAA can’t “solve the noise Vahana on Jan. 31, 2018 at the problem,” have taken their anger over Pendleton, Oregon, airport. helicopter noise to the congressional level as have their East Coast counter- parts in the Big Apple. For communities to accept sizeable fleets of eVTOL aircraft, vehicle noise will need to blend into the everyday city clamor wherever they fly. Uber Elevate maintains that eVTOL aircraft should emit no more than half the noise of a

www.bcadigital.com Business & Commercial Aviation | September 2019 51 Technology

Airbus first flew its all-electric and self-piloted Vahana on Jan. 31, 2018. A core premise of the project is that full automation and sense-and-avoid technology will allow higher safety levels by minimizing human error while allowing more vehicles to share the sky.

The development of such aviation in- frastructure would likely cost signif- icantly less than, say, building roads, bridges, tunnels and light rail systems. Aside from existing helipads, among the sites proposed are the tops of park- ing garages and even unused land at VAHANA.AERO highway interchanges. Los Angeles has more than 40 high-rise helipads in the immediate downtown area, and accord- ing to the FAA, there are 138 heliports in Inadequate Infrastructure to operate at fleet scale. A small number the LA Basin. Cities such as San Fran- of cities have heliports and might have cisco also have many high-rise building Among the more significant barriers enough extra capacity to offer a limited helipads, but local ordinances severely to deploying eVTOL/UAM aircraft in service for this new generation of air- restrict their use primarily because of metro areas is a lack of sufficient loca- craft — that is, provided they are in the noise concerns. tions to place operating bases. Most right locations, readily accessible from A NASA study considered using float- cities simply don’t have the necessary street level and have the space to add ing barge “vertiports” in San Francisco takeoff and landing sites for the vehicles charging stations. to provide approach and departure

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52 Business & Commercial Aviation | September 2019 www.bcadigital.com to the FAA’s Elwell, these embody “some

LILIUM of the most exciting innovations and developments in aerospace since the Wright brothers.” What follows is a sampling of some such innovations, beginning with dis- tributed electric propulsion (DEP). This technology uses multiple — typi- cally six or greater — electric motors, controllers and a redundant battery bus that obviates the problems of cata- strophic engine failure. According to the Vertical Flight Society’s Hirschberg, this creates new design freedoms by allowing power distribution through Lilium, a Munich-based startup, first flew its five-seater Lilium Jet on May 4, 2019. An all-electric tilt-jet design, it features 36 engines mounted and no tail, rudder, propellers, gearbox and only one moving engine part. The company says the aircraft can travel up to 185 sm (300 km) in 60 min. electrical cables instead of failure-prone driveshafts. An engine failure in an eVTOL/UAM aircraft might result in diminished speed or climb capability, but full control authority within the air- craft’s operating envelope can be main- tained. By avoiding the use of a large rotor, a DEP aircraft is also able to take advantage of a whole aircraft parachute system. paths over the water that limit com- critical economies of scale. By compari- DEP provides not only redundancy, munity annoyance and risk, as well as son, eVTOL/UAM proponents envision but it has the potential for additional avoiding problems with buildings in those simpler, smaller, quieter aircraft control robustness so that any com- the tightly packed downtown. Another to soon number in the hundreds of thou- ponent can fail gracefully, enabling a novel NASA proposal included using sands, thus driving their costs down to controlled landing. It can also help with the space within roadway cloverleaves everyman affordability levels. high wind or gust conditions, especially in Silicon Valley as verti-stops. Typical Right now, many companies are test- when operating in an urban environ- cloverleaves were found to be approxi- ing a wide variety of eVTOL/UAM air- ment where local flow disturbances are mately 225 ft. in diameter, compared craft in the U.S. and abroad. According commonplace. with FAA guidance documents that re- quire a 50-ft. pad, a 115-ft.-diameter Fi- nal Approach and Touchdown (FATO) Area, and a 200-ft. Public Safety Area. Aircraft approach and departure tra- jectories could be performed over major roadways with no flights over neigh- boring private property. Existing high- way noise would theoretically mask that generated by the aircraft and thus limit community annoyance. Revolutionary Designs Helicopters are the closest proxy to eVTOL/UAM aircraft, but they are con- sidered by many to be too expensive, too loud, too complicated and too inefficient to operate as part of a large-scale urban transportation service. Accordingly, de- mand results in relatively low manufac- turing volumes, and thus the type lacks EVTOL NEWS

www.bcadigital.com Business & Commercial Aviation | September 2019 53 Technology

Electric motors are typically able Electrical propulsion has many de- way to transport people across cities. to increase their power output by 50% sirable characteristics that make it the When I look at it, I see car-sized vehi- for 1-2 min. before overheating. This preferable choice for eVTOL/UAM air- cles with multiple rotors hanging over capability could be held in reserve for craft. The amount of energy per unit dense urban populations. That is the emergency operations such as a motor weight of batteries today is insuffi- challenge — taking an industry of in- failure. For a DEP eVTOL/UAM aircraft cient for long-range commutes and the credibly bright minds and fast-moving with six prop rotors, failure of a single charge rate is still too slow to support technology and joining that with a reg- motor causes a reduction in thrust of high-frequency ride-sharing operations. ulatory agency that wants innovation, about 17%, with the peak ratings of the Meanwhile, the aircraft will likely em- but only if it can be brought safely into other electric motors providing greater ploy large battery packs, nominally a an urban environment.” than this reduction during the loss of the 140-kWh pack for a four-person aircraft. He said, “Performance-based rules one engine. Even though helicopters are Trip range is extended if the infrastruc- will ultimately form the backbone for able to autorotate, this does not work ture supports recharging even for just a how UAM vehicles will be built. For new well in dense urban areas from low alti- few minutes with high-voltage rapid re- entrants, we started with our legacy tude because the poor glide ratio of he- chargers as passengers board or exit the regulatory framework but have evolved licopters limits the emergency landing aircraft. Notably, the Energy Depart- to an operations-first approach. We use within a short distance. ment’s Battery 500 project is spending existing rules where we can and derive A problem inherent with a near- $50 million over the next five years to new rules where we need.” vertical descent by a helicopter is the develop 500-Wh/kg batteries along with And in July, the European Aviation danger of entering vortex ring state. By high-capacity chargers. Safety Agency (EASA) released the contrast, an eVTOL/UAM aircraft will first building block to enable the safe likely have a higher downwash velocity Getting Certified operation of hybrid-electric and eVTOL that permits a more rapid descent, and aircraft. Patrick Ky, EASA’s executive when used in combination with multiple In his speech, the FAA’s Elwell high- director, declared, “We are actively prop-rotors it will help to avoid rotor lighted the importance of ensuring engaging with the industry to develop recirculation flow conditions, which is safety through the certification pro- the right technical requirements to entering vortex ring state. cess. He said, “What you see is the ideal take benefit of the new technologies

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54 Business & Commercial Aviation | September 2019 www.bcadigital.com High-Visibility Urban Accidents One of the major obstacles that eVTOL/UAM advocates face struck by the blades and killed. One of the blades crashed is convincing a wary public that their aircraft pose little risk. through an adjacent office window and another fell to the Understandably associated with helicopters, the time- street below, killing a pedestrian. saving promise of these new aircraft pales whenever a heli- Such accidents provide plenty of fodder for city residents copter crashes in or near a city, further highlighting the risk to loudly protest such operations, and their elected officials posed by rotary-wing aircraft in congested, urban settings. are listening. Immediately after the recent accident in Man- The June 10 crash of a helicopter, fatal to its pilot, the lone hattan, U.S. Rep. Carolyn Maloney (D-NY), whose district occupant, atop a New York City office building catapulted includes a large swath of midtown Manhattan, also called the danger into the national limelight, even prompting presi- for a ban on “nonessential” helicopter flights over the city, dential tweets. saying, “We cannot rely on good fortune to protect people Headlines the day after read, “Deadly Manhattan Rooftop on the ground. It is past time for the FAA to ban unnecessary Helicopter Crash Raises Safety Questions About Choppers helicopters from the skies over our densely packed urban in the City” and Mayor Bill de Blasio said non-emergency city. The risks to New Yorkers are just too high.” helicopters should be banned altogether from Manhattan. The safety goals stated in Uber’s White Paper are laudable, The accident recalled another in May 1977 when shortly and clearly there are design aspects of eVTOL/UAM aircraft after touching down on the roof of the Pan Am building, a New that appear to have significant potential to lessen the ac- York Airways Sikorsky S-61L suffered a main landing gear fail- cident types common in rotorcraft operations, but the new ure that caused all main rotor blades to strike the concrete segment’s proponents have much work to do to convince a helipad. Four passengers who were waiting to board were skeptical public to welcome their new form of aircraft. BCA bringing safety and environmental ben- current shortage of qualified — 500 hr. to examine statistical proof that auton- efits to the community. The establish- as PIC for VFR and 1,200 hr. for IFR — omy provides high levels of safety. Only ment of a common set of conditions for commercial pilots. once so satisfied will they welcome this the certification of these new concepts new category of aircraft into the city of vehicles will enable a fair competition ‘Crawl, Walk, Run’ limits. on the European market as well as clar- NASA and the FAA are actively ity for future manufacturers and their Development Philosophy working to bring together eVTOL/ investors.” Elwell offered a broad timeline for bring- UAM manufacturers, federal agencies, As already demonstrated, eV- ing eVTOL/UAM aircraft into public private investors, professional soci- TOL/UAM aircraft will be manufac- service, telling Uber Elevate attendees, eties, universities and international tured, flown and maintained under “Let’s begin this integration by working aviation organizations to identify bar- the more stringent levels of control with industry to start crawling with low- riers to launching on-demand service. and FAA oversight of FAR Part 135. risk operations in remote areas, gather- Advocates need to mobilize private Most of those operations, at least un- ing data and evaluating safety. When we sector investment to develop related til autonomous operations become are ready, we will graduate systematically infrastructure that benefits consum- commonplace, will require crewing to high-density urban areas with semi-au- ers, communities and sustainable op- by commercial pilots who must have tonomous operations, and eventually the erations. Just as importantly, operators a higher level of training, experience, system will mature to fully autonomous must proactively engage with local resi- flight review and medical certifica- operations in busy urban airspace.” dent communities and with local, state tion. As on-demand eVTOL/UAM That timeline and experience allows and national governments to mollify service scales up, the need for pilots users and regulators to become more concerns over noise, safety and private will increase, further exacerbating the comfortable with the technology and impacts. BCA VOLOCOPTER

German-made Volocopter’s 2X unique design utilizes 18 rotors. Its maximum payload is 350 lb. (160 kg), maximum range is 17 mi. at a 43-mph cruise, and a max flight time is 27 min. Equipped with a full aircraft emergency parachute, it carries two passengers. www.bcadigital.com Business & Commercial Aviation | September 2019 55 Operations All About Jet Bla

Tourists brave the jet blast at Maho Beach, St. Maarten, to watch airplanes land on Runway 10 at Princess Juilana International Airport (TNCM).

magine landing late at night at asy unfortunately with a fatal ending. the Aeronautical Information Manual airport like Chicago O’Hare Interna- This invisible disturbance, for- (AIM) states, “During ground opera- tional (KORD), requesting and being mally called “jet efflux hazard,” but tions and during takeoff, jet engine blast granted the most expeditious taxi best known as “jet blast,” is created (thrust stream turbulence) can cause Iroute to your ramp. Once underway, by turbine aircraft engines and can damage and upsets if encountered at quite suddenly your King Air is vio- be powerful enough to cause large up- close range. Exhaust velocity versus dis- lently lifted off the ground and flipped sets to aircraft on the ground or close tance studies at various thrust levels upside down. This actually happened, to the ground. Paragraph 7-3-1-b of have shown a need for light aircraft to

56 Business & Commercial Aviation | September 2019 www.bcadigital.com A potential hazard on ramps, taxiways and runways st BY PATRICK VEILLETTE [email protected]

blast incidents are most common. aircraft. At full power, the exhaust wake When modern jet engines are op- speed can be 100 mph at 150 ft. beyond erated at takeoff power settings, the the tail of a Boeing 737-600, and 50 mph exhaust wake can exceed 325 kt. im- well beyond 220 ft. This is more than mediately aft of the engine exhaust noz- strong enough to lift trucks, damage zle. At the tail of the Boeing 737-600, roofing, move unsecured objects and the core of the exhaust is still traveling lift untethered aircraft. United Airlines over 250 mph. (See photo titled “Takeoff produced a training video for its crew- Thrust, Boeing 737-600, -700, -800 and members to illustrate the importance -900 Series.”) of maintaining situational awareness of Be aware that today’s large aircraft the presence of vehicles behind an air- with two powerful turbofan engines craft. It can be viewed at https://www. have greater installed thrust and po- youtube.com/watch?v=DFP4xl0V0mk. tentially longer hazard areas than the four-engine widebodies. The exhaust Idle Thrust and extends aft in a rapidly expanding cone, with portions of the flow field contacting Ramp Concerns and extending aft along the pavement An idling Boeing 737-300 can produce surface. a jet blast of 35 mph at 100 ft. behind If you have any doubt about the its tail. (See photo titled “Idle Thrust, power of jet blast at an extended dis- Boeing 737-300, -400 and -500 Series.”) tance behind a transport jet, just go to An idling Bombardier CRJ produces http://www.youtube.com and insert “St. a jet blast with a velocity of 60 mph at Maarten Airport takeoff jet blast” to see 60 ft. behind the engines. (See photo thrill-seekers on the beach and hanging titled “Jet Blast Velocities Behind CRJ on to the airport fence taking on the full Regional Jet.”) These velocities have force for fun. While exhaust velocity decreases Cessna recommends clearing an area of with increasing distance from the en- personnel and equipment 100 ft. behind gine exhaust nozzle, it can still create a the CJ-4 prior to engine start hazard even hundreds of feet behind the or during idle.

MAX POWER VELOCITY DROPS TO 20 MPH MAX POWER TEMPERATURE DROPS TO 33ºC

24 FEET (7.3 M) RADIUS

27 FEET (8.3 M) 70 FEET (21.3 M) FLIGHTSAFETY INTERNATIONAL CJ-4 MANUAL

ELAINE GREENAN 100 FEET (30.48 M) maintain an adequate separation behind large turbojet aircraft. Pilots should be 7 FEET (2 M) particularly careful to consider the ef- 180 FEET (54.87 M) fects of their “jet blast” on other aircraft, LEGEND vehicles and maintenance equipment AREA TO BE CLEARED OF PERSONNEL/EQUIPMENT BEFORE ENGINE START OR DURING IDLE. during ground operations.” Ramp areas, THIS ADDITIONAL AREA MUST BE CLEARED OF PERSONNEL BEFORE OPERATING AT MAX THRUST. taxiways and runway approach ends tend to be the airport locations where jet

www.bcadigital.com Business & Commercial Aviation | September 2019 57 Operations

FEET 0 20 40 60 80 100 caused damage to nearby structures

and aircraft, tipped over and moved METERS 0 10 20 30 FEET heavy objects, broken windows adja- METERS AXIAL DISTANCE BEHIND AIRPLANE cent to aircraft ramps and/or injured 40 12 10 persons on the ramp. Since ramp spaces 30 8 35 MPH are rather tight, substantial damage 20 6 has been caused by jet blast to nearby 4 10 parked aircraft. 2 While most attention is given to the 0 2 powerful jet blast behind large trans- 10 ports, business jets and turboprops 4 create jet blast (or prop blast) sufficient 20 6 8 30 to cause substantial damage in their 10 blast zones as well. The blast from busi- 40 12 ness jets has caused serious injuries CENTERLINE AIRPLANE FROM DISTANCE to ramp workers when pilots applied 737 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING, BOEING COMMERCIAL AIRPLANES, SEPTEMBER 2013 too much thrust in the ramp area to begin taxiing and/or to maintain speed IDLE THRUST, Boeing 737-300, -400 and -500 Series during the sharp turn out of a parking spot. Cessna recommends that a dis- a rotating beacon on a jet or turboprop adequately protected. tance of 100 ft. behind a CJ-4 be cleared while you are about to taxi by, or if your It’s always a good policy to keep the of personnel and equipment prior to aircraft is positioned close behind such ramp free from obstacles just to pre- engine start or during idle power op- aircraft, you may want to tie it down or vent congestion and the risk of collision, erations. stop your taxi motion until you assure and the hazard of jet blast whisking a The NASA Aviation Safety Report- you have sufficient distance or time to baggage cart across the ramp is yet an- ing System (ASRS) contains reports let the blast dissipate. other reason we should strive to keep of light aircraft owners unable to tem- Engine inlets represent a potential the ramps clear. porarily control their aircraft when po- personnel hazard as well since once sitioned behind a business jet or large their engines are operating they can Getting Going turboprop that was starting its en- ingest things other than air. Airplane gines. Your visual scan when taxiing on reverse-thrust operations and the Aircraft need a bit of extra thrust to a ramp should watch for rotating bea- use of reverse thrust to move an air- get the wheels rolling during the initial cons, a universal signal that another plane will increase the power hazard part of their taxi. Jet blast velocity can aircraft has operating engines (or is area and require particular care to increase two or three times as the throt- about to start its engines.) If you notice ensure that people and equipment are tles are advanced to “breakaway” thrust to begin taxiing. Behind the Embraer BREAKAWAY THRUST FOR NEWER REGIONAL JET ERJ-175 the core of the jet blast has a ve- Breakaway thrust for the Embraer ERJ-175 shows that an area of high velocity extends locity exceeding 115 mph behind the tail. to the tail and past. Zone C’s velocity is 118 kt. (See photo titled “Breakaway Thrust for Newer Regional Jet.”) At distances greater than 220 ft. behind the tail of a Boeing 737-600 series, the core of the jet 10 blast still retains 50-mph velocities. (See 30 photo titled “Breakaway Thrust, Boeing 737-600, -700, -800 and -900 Series.”) 8 25 According to an analysis of jet blast incidents, the NASA ASRS system de-

6 20 termined there is often no appreciation by the flight crews of large aircraft of the potential hazard to smaller aircraft

Meters 15 4 that is created by the application of “breakaway thrust” to commence mov- 10 ing. Light aircraft, as well as regional

2 and business jets, operating at busy air- DISTANCE FROM AIRPLANE CL, Feet CL, AIRPLANE FROM DISTANCE 5 ports with frequent widebody aircraft movements are at particular risk. 0 0 The highest risk from breakaway 0 4 10 15 20 25 30 35 40 45 50 55 60 thrust occurs when a lighter aircraft is VELOCITY m/s (ft/s) DISTANCE FROM CORE NOZZLE EXIT, Feet on the takeoff or landing roll as it passes MAX = 230.8 (757.3) behind a jet that has just stopped to A 15.2 (50) 0 2 4 6 8 10 12 14 16 18 clear the active runway and is applying B 30.5 (100) Meters C 60.9 (200) breakaway thrust to resume taxiing. D 121.9 (400) This can result in a loss of directional EMBRAER ERJ-175 AIRPORT PLANNING MANUAL control and runway excursion.

58 Business & Commercial Aviation | September 2019 www.bcadigital.com FEET 0 20 40 60 80 100 120 140 160 180 200 220

METERS 0 10 20 30 40 50 60 70 FEET METERS AXIAL DISTANCE BEHIND AIRPLANE 40 12 250 MPH 10 30 100 MPH 8 35 MPH 6 20 50 MPH 4 150 MPH 10 2 0 CENTERLINE AIRPLANE 2 10 200 MPH 4 20 6 8 30 10

40 12 DISTANCE FROM AIRPLANE CENTERLINE AIRPLANE FROM DISTANCE

737 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING, BOEING COMMERCIAL AIRPLANES, SEPTEMBER 2013 TAKEOFF THRUST, Boeing 737-600, -700, -800 and -900 Series

Breakaway thrust is also a problem in breakaway thrust extends significantly gases that have caused extensive dam- the ramp area as an aircraft needs the farther than the recommended protec- age and serious injuries. additional power to taxi and/or main- tion zone for idle thrust, and the sweep- Several special situations occur on tain sufficient momentum during the ing 90-deg. turn often performed when ramps in which flight crews of heavier tight turns often required upon leaving leaving a parking spot will blast a wide aircraft are asked to exhibit a higher a parking spot. The jet blast zone for swath of the ramp with high velocity hot awareness. If breakaway thrust is not

Need a Tow On Oct. 29, 1997, at 1706 Central Standard Time, a 1704:52 (Ground Control): “Cessna 9182U, you got the 727 in Cessna 150M was substantially damaged after being sight? You can hold for him or taxi down the taxiway and make rolled over by jet blast while taxiing behind a Boeing 727- a left turn on November, your choice.” 231 at San Antonio International Airport (KSAT). Neither 1704:59 (N9182U): “82U, we’ll hold for him.” the flight instructor nor the student within were injured. 1705:01 (Ground Control): “OK, pass behind him. The Cessna had just landed after conducting a local train- Use caution, you got company coming out.” ing flight and was taxiing back to the ramp when the ac- 1705:05 (N9182U): “Behind the 727, then we’ll stay to the cident occurred. right for that outbound traffic.” The student had landed the airplane on Runway 12L and 1706:24 (Ground Control): “TWA 4333, cross Runway 12L, exited it at Taxiway Alpha. The taxi clearance from Ground hold short of 12R.” Control (GC) involved passing behind the taxiing Boeing 1706:29 (TWA 4333): “Roger, crossing 12L, holding short trijet, which was passing in front of them from left to right, of 12R.” on another crossing. The Cessna held short to allow the 1706:32 (Ground Control): “82U, caution jet blast, he’s moving.” 727 to pass in front of them. Once past, the 727 came 1706:35 (N9182U): “82U.” to a complete stop at the intersection with Runway 12L. 1706:48 (Unknown): “[unintelligible] are you guys OK?” The Cessna then advanced as cleared behind the 1706:50 (Ground Control): “9182U, you all right?” Boeing, but as this was occurring, GC cleared the 727 to 1706:52 (N9182U): “82U, we’re fine. proceed across Runway 12L and it throttled up to do so. We’re going to need somebody to tow this plane off.” Unfortunately, at that moment the Cessna was in the path The NTSB determined that Ground Control’s taxi clear- of the Boeing’s jet blast, which lifted it completely off the ances to all of the aircraft involved were given in compli- ground and rotated it to the right. The airplane struck the ance with applicable FAA guidelines for ground movement ground with the left wingtip and propeller and came to rest of aircraft. Both the Cessna and the Boeing 727 complied upright, facing the opposite direction of the taxiing 727. with their respective taxi clearances. The pilot of the Cessna Inspection of the aircraft by an FAA inspector revealed that stated that he had taxied behind large aircraft before at the the right wing spar was structurally damaged. same place, and with similar taxi clearances. He also stated The following is an excerpt from a certified transcript of that he would have not proceeded behind the 727 if he was the ground communications during the event: aware that the jet was powering up from a “dead stop.” BCA www.bcadigital.com Business & Commercial Aviation | September 2019 59 Operations

FEET 0 20 40 60 80 100 120 140 160 180 200 220

METERS 0 10 20 30 40 50 60 70 FEET METERS AXIAL DISTANCE BEHIND AIRPLANE 40 12 10 30 8 20 6 4 10 2 50 MPH 35 MPH 0 CENTERLINE AIRPLANE 2 10 4 20 6 8 30 10 40 12 DISTANCE FROM AIRPLANE CENTERLINE AIRPLANE FROM DISTANCE 737 AIRPLANE CHARACTERISTICS FOR AIRPORT PLANNING, BOEING COMMERCIAL AIRPLANES, SEPTEMBER 2013 sufficient, they are asked advise ATC the power required during a steady taxi BREAKAWAY THRUST, Boeing 737-600, of needing to apply more thrust. ATC speed. So, once a stopped transport is -700, -800 and -900 Series can then hold or divert traffic passing cleared to begin taxiing forward, the jet behind. Since cross-bleed engine starts engines are going to put out a strong ini- facing in a direction such that their jet produce more than normal thrust, these tial blast. Many transport aircraft pilot blast will flow across our taxi route. should be carried out with caution. manuals contain cautions about using Light single-engine aircraft have the minimum required power on ramps been rolled over on the ground by trans- Taxi Trouble and taxiways, and to maintain an aware- port aircraft at crossing intersections ness of obstacles that may be damaged when the transport was taxiing under a Taxiways are a second common area for by their jet blast. If you are following a heavy load and high power. Other single- jet blast incidents. While the transport transport, leave a sufficient distance. engine aircraft have been rolled over is taxiing, it doesn’t require as much Larger aircraft ahead of us on the when a transport turned in front of them power as the “breakaway.” However, taxiway aren’t the only aircraft whose at a high power setting near a taxiway if the transport comes to a stop, you jet blast can affect us. While taxiing, we intersection. should definitely be aware of the dis- should always maintain our positional There are a couple of precautions you tance. When the pilot of the transport awareness with respect to other air- should take on taxiways. Don’t be afraid chooses to begin taxiing again, it takes a craft adjacent to the taxiway or when to give enough room between your air- definite increase in the power to get the approaching intersections. Larger air- craft and the transport when it stops. aircraft rolling from a dead stop versus craft may be doing engine run-ups and Monitor the appropriate radio frequency Maintenance Run-Up Hazard High engine thrust during maintenance activity can cause of east or northwest, but the 747 was on a heading of considerable damage to airplanes and other elements on southwest, angled into the wind. None of the four tower an airport. An example of the problem occurred at night controllers detected or attempted correcting its orientation. when the pilot of a Beech 58 returned to Chicago O’Hare Furthermore, a letter of operations prohibited the use of the International Airport (KORD) on March 13, 1985. After taxiway next to the pad when it was being used for run-ups. landing, the pilot requested clearance to the TWA hangar The NTSB found the control tower service to have been and was cleared on the most expeditious route, which inadequate, ATC instructions improper and that ATC had passed by a pad where a maintenance crew was running failed to follow directives, and that the Beech pilot’s plan- up the engines on a Boeing 747. The resulting jet blast from ning had been improper. the Boeing 747 blew over the Baron as it passed behind, Operators should refer to the procedures, practices and crushing its top and killing the pilot. (NTSB accident report precautions in the applicable aircraft maintenance manual CHI85FA138) when developing their operating specifications, opera- The Beech pilot had not been cautioned about the pos- tions, maintenance and engineering practices. The aircraft sible jet blast and the Boeing maintenance crew had not general sections detail safe practices covering airplane been advised of the light twin’s position. ground operations, taxiing, engine power hazard areas and For reasons of noise abatement, the nighttime run-up precautionary practices to be observed during maintenance of the Boeing should have been conducted on a heading activities that require engine operation. BCA

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JET BLAST VELOCITIES BEHIND CRJ REGIONAL JET LEGEND LEGEND Even at the distance of a football field (300 ft.), the jet blast Maximumvelocity behindthrust a Maximum thrust CRJ is still 60 mph. Behind an idling CRJ the jet blast has a velocity of 60 mph Idle thrust at 60 ft. behind the engines. Idle thrust to anticipate changes in the transport’s direction and speed. Never assume that the captain of the large transport knows you are there. He doesn’t have 13.1 ft 26.2 ft rearview mirrors in his aircraft and the 0 ft (0 m) (4 m) (8 m) flight crew of the transport will be busy 0 ft (0 m) 10 (3) 10 (3) with their taxi and before-takeoff pro- 20 (6) 440 ºF 20 (6) 140 mph (227 ºC) cedures. Don’t be afraid to announce 30 (9.1) 440 ºF 30 (9.1) (225 km/h) (227 ºC) on the radio frequency your proximity 40 (12.2) 100 mph 140 ºF 40 (12.2) behind the larger transport as a gentle 50 ft (15.2 m) (161 km/h) (60 ºC) 50 ft (15.2 m) reminder to the transport captain to 60 (18.3) 60 mph 60 (18.3) 70 (21.3) (97 km/h) 140 ºF 70 (21.3) be extra cautious when adding power (60 ºC) to begin taxiing. 80 24.4) 80 24.4) 90 Jet efflux can dislodge sections of (27.4) 80 ºF 90 (27.4) 100 ft (30.5 m) (27 ºC) 100 ft (30.5 m) taxiway or stopway paving, or other 140 mph 110 (33.5) (225 km/h) debris, deflecting it rearward and up- 120 (36.6) ward, causing it to hit and damage aft 130 (39.6) portions of the aircraft to include the 140 (42.7) 100 mph 150 ft (45.7 m) stabilizer and/or elevator. This can lead ENGINE EXHAUST (161 km/h) 160 (48.8) to impaired control authority, resulting DANGER AREA WIDTH in loss of control during rotation and 170 (51.8) initial climb. TEMP. VELOCITY 180 (54.8) IDLE 25 ft (8 m) 21 ft (6 m) 190 (57.9) This scenario occurred to a Trans 200 ft (61 m) International Airlines DC-8-63F, TAKE-OFF 37 ft (11 m) 36 ft (11 m) 80 ºF (27 ºC) 210 (64) N4863T, Ferry Flight 863. The four- 220 (67.1) engine Douglas crashed during takeoff ENGINE EXHAUST 230 (70.1) DANGER AREA WIDTH at New York’s John F. Kennedy Interna- CRJ SERIES REGIONAL JET, AIRPORT PLANNING MANUAL, 240 (73.1) tional Airport (KJFK) on the afternoon BOMBARDIER INC., DECEMBERTEMP. 2015 VELOCITY 250 ft (76.2) 260 (79.2) of Sept. 8, 1970, killing the 11 crewmem- IDLE 25 ft (8 m) 21 ft (6 m) bers on board. 270 (82.2) TAKE-OFF 37 ft (11 m) 36 ft (11 m) 280 (85.3) According to the NTSB accident re- fell to the ground in that attitude. The 60 mph 290 (88.4) port (NTSB-AAR-71-12), the introduc- jet was destroyed by impact and post- (97 km/h) tion of the then-new large jet aircraft impact fire. to the sprawling facility “. . . caused con- The NTSB determined that the siderable erosion along most taxiways probable cause of the accident was a and frequency, causing additional dam- and runways. The products of this ero- loss of pitch control caused by the en- age. Portions of the surface may be de- sion, pieces of asphaltic material, rocks, trapment of a pointed, asphalt-covered stroyed by the violence of the induced etc., were being blown onto taxiways, object between the leading edge of the motion. If this motion is great enough, ramps and runways, making it difficult right elevator and the right horizontal it can be coupled into the nearby air- to keep these areas clean by the New spar web access door in the aft part of plane structure and cause collateral York Port Authority. Maneuvering sur- the stabilizer. The restriction to eleva- damage. In exceptional cases, control face cleanliness is the responsibility tor movement, caused by a highly un- surface flutter could lead to loss of air- of the airport authority, but its major usual and unknown condition, was not plane control. impact is on aircraft safety. Other than detected by the crew in time to reject The high cockpit workload involved during scheduled airfield inspections, the takeoff successfully. However, an with taxiing includes running check- contamination may only be apparent to apparent lack of crew responsiveness lists, properly configuring the air- operating flight crew.” to the unique emergency situation, craft, accurately following ATC taxi Approximately 1,500 ft. after start- coupled with the captain’s failure to instructions, avoiding a runway incur- ing its takeoff roll, the aircraft rotated monitor adequately the takeoff, con- sion, etc., and thus preoccupied, the to a nose-high attitude and at 2,800 ft. tributed to the accident. crew may fail to consider their air- it became airborne. However, it con- According to Boeing, even subtle for- craft’s jet blast on objects behind it. tinued to rotate slowly to an attitude eign object damage (FOD) to the exter- The current industry advice on the of approximately 60 to 90 deg. above nal portions of the elevator can change matter is generally targeted on pilots the horizontal at an altitude estimated the surface balance and alter the air- of smaller aircraft in trail, counsel- to have been between 300 and 500 ft. flow characteristics in a way that may ing them to maintain a high degree of The aircraft then rolled about 20 deg. induce surface flutter. This dynamic situational awareness to ensure they to the right, rolled back to the left to an and uncommanded movement of the keep all wheels firmly on the pave- approximate vertical angle of bank, and surface can grow in both amplitude ment. BCA

62 Business & Commercial Aviation | September 2019 www.bcadigital.com PRINT & DIGITAL SUBSCRIPTIONS | APPRAISAL SERVICES | DATA LICENSING

CONVERSIONS & MODIFICATIONS

SERIALIZATION BY MODEL YEAR

MAINTENANCE PROGRAMS

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Contract Pilots Taking the long view on short-term solutions

WITH MORE AND MORE BUSINESS AIRCRAFT PILOTS JOINING THE premium for adding pilots as additional insureds. scheduled carriers, the importance and appeal of temporary Legal: The FAA has issued a number of Legal Interpreta- contract pilots is gaining attention. What are the operational, tions regarding contract pilots. The recurring theme is the insurance and legal considerations for these pilots and the agency’s concern that the contract pilot is part of an illegal companies that need them? leasing scheme designed to circumvent the charter rules. The Operational: The operational issues are numerous. Does your FAA has asserted that the contract pilot must make his/her company need a type-rated pilot in command (PIC), or a sec- customer acknowledge responsibility for operational control: ond in command (SIC) who can get qualified under FAR 61.55 quickly? There are plenty of flight time hun- When you fly [Customer] and [Customer’s] gry pilots giving flight instruction, waiting employees on [Customer’s Bonanza] aircraft, to hit 1,000 hr. for restricted ATP or 1,500 The most common if [Customer] does not acknowledge that you hr. for a straight ATP. Your company will are [Customer’s] direct employee or agent for have to burn enough Jet-A to give this pi- contract pilot com- the flight and does not acknowledge that [Cus- lot the required three takeoffs and landings tomer] is liable for your actions or inactions, to be SIC, but the SIC that you create may plaint is pay. Not pay then [Customer] is not assuming operational not ask for much in the way of pay. How- control of the flight. ever, are you willing to fly into New Jersey’s rate, because that is Teterboro Airport (KTEB) with a copilot For legal history buffs, the operational who hasn’t experienced New York airspace? higher than ever, control acknowledgment saga went like this: Do you have time to instruct on company (1) acknowledgement of operational control flights? but getting civil liability was imposed on fractional air- PICs in the contract market often com- craft owners pursuant to FAR 91.1013; (2) plain that they get little chance to learn a paid at all. this responsibility was extended to FAR particular aircraft before flying it on the Part 91 operators in charter-management line. Type ratings typically cover a broad agreements through OpSpec A008; and spectrum, and avionics packages can vary then (3) this responsibility was extended widely even within the same type aircraft. Legal to fly does down to the Bonanza level of FAR Part 91 operations through not always equal safe to fly. FAA Legal Interpretations. Insurance: “Approved” vs. “Insured.” Many pilots believe Ironically, the vast majority of “contract” pilots fly with- that being an “approved” pilot under a company’s aviation in- out any such formal agreement and those who do typically surance policy gives them protection. It does not. In order for have an “independent contractor” document, which means the insurance coverage to apply at all, the aircraft must only they are NOT direct employees or agents. Usually these in- be flown by “approved” pilots. Therefore, if you fly for Acme dependent contractor contracts were not trying to conduct Anvil Corp. and you are an approved pilot, then Acme is cov- illegal charter, but rather simply trying to avoid tax prob- ered in the case of an accident. Unless you are also insured, lems for their customers. The solution is to have a contract the insurance may pay Acme following an accident, and then explaining that the pilot is an agent for FAA purposes, and sue you to collect what the insurance company just paid to an independent contractor for all other purposes. That’s not Acme. This is called subrogation. You need to be approved and an elegant solution by any means, but rather an arrangement insured, with a waiver of subrogation: then the insurance com- that reflects the awkward compromises that both pilots and pany cannot sue you for claims that they pay to, or for Acme, operators must accept when utilizing contract pilot services. and the insurance company must provide you legal counsel The most common contract pilot complaint is pay. Not and pay judgments on your behalf. pay rate, because that is higher than ever, but getting paid Policy language varies, so a pilot might be an “additional at all. Contract pilots who agree to get paid after their ser- insured” a “named insured” or even an “additional named in- vice often find that even large, reputable companies may be sured.” In some situations as a contract pilot, you may also buy very slow to deliver, and may impose administrative hurdles “non-owned aircraft” coverage, which insures you on a policy that delay payment for weeks or even months. The old adage separate and apart from the company’s policy. This should be remains true: No bucks, no Buck Rogers. Get the money up a last resort. Typically, Acme won’t get charged an additional front. BCA

64 Business & Commercial Aviation | September 2019 www.bcadigital.com Know. Predict. Connect.

Business-critical information, predictive intelligence and connections with opportunities and people. That’s how the Aviation Week Network helps you make decisions and build your business. Delivering award-winning journalism, deep data and analytics, world-class events, and content-driven marketing services, our core principle is helping our customers succeed. Let’s grow your business. AviationWeek.com/KnowPredictConnect

Know. Predict. Connect. 20/Twenty Fred George Senior Editor [email protected] Hawker 900XP Ultimate redux for the Grand Duchess de Havilland

THE HAWKER 900XP, THE 19TH AND FINAL ITERATION OF THE 1960 Aircraft systems are simple and well-proven. Primary flight de Havilland DH125, the original midsize business jet, clearly controls are manually actuated. Left and right starter-gen- was the strongest performer in the mark’s 50+ year production erators power the 28 volt DC, parallel buss, electrical system. run. Honeywell tailor made the 4,660-lb.-thrust TFE731-50, a Engine driven AC alternators provide power for windshield special clipped-fan version of the second-generation 5,000-lb.- angle-of-attack anti-ice heaters. Long-life LEDs are used for most thrust TFE731-60, just for Hawker Beechcraft. From 2007 to exterior lights and landing lights use high-intensity xenon bulbs. 2012, 184 units were built. Fuel is stored in 8,500-lb. capacity wet wing tanks and a Compared to the Hawker 850XP, its immediate predecessor, 1,500- lb. capacity ventral aux tank. Engine driven pumps supply the Hawker 900XP had vastly improved hot-and-high take- a single 3,000 psi hydraulic system that powers the landing gear, off performance, plus the ability to climb directly to FL 410 brakes, nose wheel steering, flaps, speed brakes, stall barrier when departing at MTOW. The 900XP’s -50R turbofans were stick pusher and thrust reversers. A dual-servo, bleed-air rudder 4% more fuel efficient than the -5R engines of the 850XP, so bias system all but eliminates adverse yaw caused by asymmet-

range was increased by 200 nm to 2,755 TEXTRON rical thrust during one-engine inopera- nm with NBAA IFR reserves. Most op- tive takeoffs. The 8.5 psi pressurization erators say they can fly 6 hr. 45 min. system provides a 7,500-ft. cabin altitude missions and land with 1,500-lb. fuel re- at FL 410. The air-cycle machine pack serves. But, that’s only possible when is quite effective, even on the ground on cruising at 390 KTAS to 410 KTAS. warm days because of ample bleed air Its strong suit was full-tanks, full- from the Honeywell 36-150 APU. seats loading flexibility, in keeping the Wing and horizontal stabilizer leading Hawker tradition. Tanks full payload was edge ice protection is provided by a TKS 1,600 to 1,700 lb., depending upon BOW. fluid weeping pore system. The reservoir Operators say the aircraft cruises effi- must be refilled through a port inside the ciently at Mach 0.72 to 0.74 on most missions, but drag increases aircraft. After use in flight, the system may continue to seep TKS substantially above Mach 0.75. First hour fuel burn is about 1,950 fluid onto the hangar floor. The system must be checked every 30 lb., second hour is 1,350 lb./hr. and final hour is 1,200 lb./hr. Red- days by maintenance technicians to insure that distribution lines lines are 310 KIAS/Mach 0.80. With only 20 deg. of wing sweep and leading edge weeping pores are clear and functional. at quarter chord, plan on 400-kt. block speeds, about the same The Hawker 900XP is comparatively maintenance inten- as for Citation XLS+ or Sovereign. Its 41,000-ft. certified ceiling sive and it’s not inexpensive to operate. Basic maintenance in- makes it more vulnerable to westerly headwinds and weather tervals are 800-hr. B, 1,600-hr. C and 3,200-hr. D inspections, build-ups than higher flying midsize jets. plus 12-month E, 24-month F and 48-month G checks, plus 12- With 604 cu. ft. of internal volume, cabin comfort is a strong year landing gear overhauls. Landing gear overhaul runs about suit. The standard layout features club seating up front and a $300,000. Engine midlife inspections are 3,500 hr. and overhauls single, forward facing chair on the right plus three-place divan are at 7,000 hr. MSP Gold is about $317 per hour per engine. on the left in the aft section. Optionally, the aircraft could be Operators say dispatch reliability is rock solid, the aircraft is fitted with a second forward facing chair in place of the divan. easy to fly and quiet, smooth and comfortable for passengers. Up front, there’s a full-service galley just aft of the entry Contaminated runway stopping performance is another asset door on the left side and 33-cu.-ft., 350-lb. capacity baggage because of the aircraft’s lift dump flap system and powerful compartment on the right side. There’s another 16.5-cu.-ft. thrust reversers. Long travel main landing gear oleos provide carry-on luggage bay in the aft lavatory. There is no external touch downs so smooth that some might think the aircraft has baggage compartment. trailing link gear. The cockpit features four-screen Rockwell Collins Pro Line Asking prices range from $4 million for early 2008 models to 21 avionics. Most aircraft have been upgraded with WAAS/ $6 million for late 2012 models, but the market is soft, especially LPV capabilities and XM satellite radio weather. But, the flight because of fierce competition in the midsize segment. deck is a mishmash of old and new, including a manual pressur- The Citation XLS+ and Sovereign, Learjet 60XR and Gulf- ization controller and legacy annunciator light panel. Rockwell stream G150 all have strong points and shortcomings. Hawker Collins also furnished its Airshow 21 as the cabin management 900XP offers top notch cabin comfort, plus unmatched 2,750+ system. Most aircraft have the optional Iridium SATCOM nm range with all seats occupied, along with competitive run- phone, GoGoBiz WiFi and XM satellite radio entertainment way performance. So, it remains in a niche where it cannot be systems, along with 120 volt AC power outlets. displaced. BCA

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Edited by Jessica A. Salerno [email protected] News of promotions, appointments and honors involving professionals within the business aviation community υ࠙Air Charter Safety Foundation, Washington, D.C., elected customer services teams, as well as played a role in the cre- Robert Rufli, vice president of Flight Operations and Director of ation of the Embraer Executive Jets brand. Operations for Pentastar Aviation, vice chairman of the ACSF. υ࠙Equity Bank, Wichita, Kansas, named Morgan Littell vice In this role Rufli will help the ACSF’s mission president, Business Aviation, responsible for to lead and support the advancement of the establishing its Aircraft Financing Division. highest safety standards available to allow the υ࠙FlightSafety International, New York, New business, charter and fractional ownership York, announced that Rick Madarasz has industry to offer the safest air transportation been promoted to treasurer and chief finan- products and provide objective information cial responsible for cash management, credit about these standards and services to the and collections, invoicing and disburse- public. KRISTINE O’BRIEN RICK MADARASZ ments. Michael Burger has been promoted υ࠙Airlines for America (A4A), Washington, to manager of the company’s Learning Center D.C., announced that Kristine O’Brien has in Teterboro, New Jersey. He assumes this been named vice president, Global Govern- responsibility from Danny Robayo who was ment Affairs responsible for advancing advo- recently promoted to vice president. Burger cacy priorities on behalf of A4A’s carrier joined FSI in 2004 as an instructor at the Farn- members as well as the flying and shipping borough Learning Center. public. υ࠙Guardian Jet promoted Samantha Langen υ࠙Banyan, Fort Lauderdale, Florida, has PAUL ROSE MICHAEL BURGER to Midwest sales director, overseeing aircraft announced that Paul Rose has returned to the sales, acquisitions, and consulting services company after a three-year tour with Embraer in Michigan, Illinois, Indiana, and Wisconsin. Executive Jets. He rejoins Banyan as vice Langen formerly was an inside sales man- president of Technical Sales, a role he previ- ager for Guardian Jet and also has served ously held with Banyan for over 14 years. as a senior global marketing coordinator for υ࠙Cadence Aerospace, Anaheim, California, Clariant. appointed Anthony (Tony) E. Lawson as vice υ࠙Helicopter Association International, Wash- president, Operations, Quality and Environ- MORGAN LITTELL GRISCHA SCHMIDT ington, D.C., announced that John Shea joined ment, Health and Safety. He will provide the association as director of government leadership and strategic direction for the Cadence Quality Man- affairs. Shea formerly served as director for agement System, EHS initiatives, among other responsibilities. government relations and interim president υ࠙Dallas Aeronautical Services, Cedar Hill, Texas, announced for the National Association of State Aviation that Mike Ward joined DAS/Flite as vice president of sales, Officials. parts, and component repair. He has more than 25 years of avi- υ࠙Jet Aviation, Basel, Switzerland, announced ation experience, formerly serving as senior general manager for the Grischa Schmidt has been appointed the Spirit AeroSystems, director/GM for Hawker Beechcraft Service, BOB GRAHAM new senior director Design Studio. Schmidt and Textron Aviation Services. joined the company in 2009 as senior υ࠙Dassault Aviation, Merignac, France, named Valérie Guillemet designer project manager. He left I 2012 and head of human resources, becoming the first female member to later returned as senior project manager inte- sit on the company’s executive committee. Guillemet, who joined rior designer in 2017. Dassault Aviation as an aerodynamics engineer in 1988, led the υ࠙JET Infrastructure Denver, Colorado, Rafale and Falcon series systems department, the Rafale pro- announced that Chad Edinger has joined the duction line, and then the Falcon 7X and 8X line before becom- company as general manager. ing deputy manager in charge of production, and, most recently, BEN GRIFFIN υ࠙London Biggin Hill, United Kingdom, Mérignac site manager. appointed its first operations director, Bob υ࠙Embraer Executive Jets appointed Pedro Paiva director of sales Graham, formerly operations director of Birmingham Airport. for Western and Southern Europe, based in Amsterdam. Paiva υ࠙Meridian, Teterboro, New Jersey, announced that Emil Iannone joined Embraer in 2002 and has since led several different has been promoted to chief operating officer at Meridian Air

If you would like to submit news of hires, promotions, appointments or awards for possible publication in On Duty, send email to [email protected] or call (520) 638-8721.

68 Business & Commercial Aviation | September 2019 www.bcadigital.com Charter in Teterboro. Iannone has served as Meridian’s director appointed to vice president for Commercial Aviation, leading its of operations since 2013. He started flying in the mid-1980s at newly formed Commercial Aviation team. TEB before attending American Flyers Acad- υ࠙Ross Aviation, Denver, Colorado, announced the Brian Corbett emy. After graduating and earning his CFI, he has been named chief executive officer, and Jeff Ross has returned to Meridian as an instructor pilot, assumed the role of chairman. Both Brian and Jeff will support moving up the ranks to Chief Pilot. In 1994, the network from Ross Aviation’s base in Denver. Emil was promoted to director of operations. υ࠙Skyservice Business Aviation, Toronto, Canada, appointed P.J. He is type rated in a wide variety of aircraft, Sharpe director of business development for the U.S. Sharpe, including Gulfstreams, Learjets and Cessna who will build awareness of the Skyservice brand within the U.S. Citations. JOAN GOODALL market, has 22 years of aviation operations, sales, and market- υ࠙Millennium International Avionics, Lees ing experience and most recently was senior business develop- Summit, Missouri, named Todd Slater busi- ment manager for Skyservice. ness development director. Slater will develop υ࠙TAG Aviation, Farnborough, U.K., appointed Joanne Goodall commercial air transport and corporate avia- as director of Customer Services for the U.K. In this newly cre- tion sales and service opportunities for Millen- ated position Goodall will provide direction and training to the nium, has held technical and leadership roles CRM and CSR teams throughout Europe and oversee strategic with Absolute Aviation, formerly Wencor. enhancements and opportunities for ongoing expansion in align- υ࠙PASSUR Aerospace, Stamford, Connecticut, EMIL IANNONE ment with TAG’s future development. announced that John Thomas, a director of PASSUR Aerospace, υ࠙Traxxall, Montreal, Canada, announced that Roy Gioconda has been elected executive vice chairman of the Board upon the joined the company as vice president of customer success. Gio- retirement of Beck Gilbert as executive chairman of the Board. conda brings 35 years of aviation experience to the newly cre- Mr. Gilbert has become non-executive chairman of the Board and ated role at Traxxall, formerly serving as director of service quality continues as a director. assurance at CAMP Systems, director of maintenance at Guardian υ࠙OneWeb, McLean, Virginia, announced Ben Griffin has been Jet and Jet Logistics, and director of quality at FlightWorks. BCA

20 Twenties Nominations For 2020 Are Now Open! The 20 Twenties program recognizes the accomplishments and drive of 20 students in their twenties who are currently enrolled in a baccalaureate or master’s degree Science, Technology, Engineering or Math (STEM) programs.

Who can nominate? Only deans or faculty members may nominate IN ASSOCIATION WITH students who embody the principles of Aviation Week Network’s 20 Twenties. For additional information on the program, visit aviation.informaexhibitions.com/20-20 All submissions must be received by September 30, 2019. Questions? Contact [email protected]

www.bcadigital.com Business & Commercial Aviation | September 2019 69 Products & Services Previews By Jessica A. Salerno [email protected]

1. PrimeFlight Aviation regulatory approvals for both large-cab- 1 in and midsize Gulfstream aircraft. In Completes Deicing addition, Lider, is now a Gulfstream- Rebranding authorized parts dealer for South PrimeFlight Aviation Services acquired American and can facilitate parts sales the business and assets of Ultimate transactions to support both scheduled Aircraft Deicing Corp. in February and unscheduled maintenance events. 2018. July marks the completion of Gulfstream Aerospace the integration of that process. Prime- www.gulfstream.com Flight’s deicing team currently oper- ates at ATL, BUF, DCA and JFK. Lider Aviacao www.lideraviacao.com.br PrimeFlight Aviation Services www.primeflight.com Aero Rio Taxi Aereo 3 www.aerorio.com.br 2. Gulfstream Enhances Support in Latin America 3. Air BP Expands Gulfstream has added two Brazilian air- Carbon Offset Program craft services companies to its world- Air BP has expanded its carbon offset wide list of company-authorized war- program for business aviation in Brazil. ranty facilities. Lider Aviacao and Aero The program will be extended to two of Rio Taxi Aereo are now authorized by Voa Sao Paulo’s airports, Jundiai and Gulfstream to provide warranty repairs Amarais airports are the first to join and maintenance services within their the program and there is the potential

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to expand the offer to more of Voa AcUKwik Page 37 Sao Paulo’s locations in the future. 4 acukwik.com Air BP launched its carbo offsetting Air Charter Guide Page 41 offer for business aviation in Brazil aircharterguide.com in 2018. The offset program is run via BP Target Neutral. Air Charter Safety Foundation Page 29 acsf.aero/join Air BP www.bp.com Aircraft Bluebook Page 63 aircraftbluebook.com

4. Meggitt Selected for Aircraft Lighting Page 67 Dassault Falcon 6X aircraftlighting.com Systems 5 AMSTAT Page 4 Meggitt PLC has been chosen by www.amstatcorp.com Dassault to provide the wheels, brakes, brake control system, and Aviation Week Intelligence Network Page 65 pages.aviationweek.com/intelfleetdata tire pressure monitoring system for the Falcon 6X program. The value of Business & General Aviation Conference Page 5 the contract runs for the lifetime of the program. Meggitt will also pro- Corporate Angel Network Pages 15, 17 vide landing gear control computers, corpangelnetwork.org which will perform the control and monitoring for landing gear sequenc- FlightSafety International Page 21 flightsafety.com ing, nose wheel steering control and the hydraulic system. Garmin 4th Cover garmin.com Meggitt GE Honda Aero Engines Page 10 www.meggitt.com 6 gehonda.com 5. Trade-A-Plane Adds Global Business Aviation Solutions Page 9 eCommerce to its On- Gulfstream 2nd Cover line Marketplace gulfstream.com/connectivity The new eCommerce sections on Jet Appraisals Page 54 Trade-A-Plane.com allows customers www.aviationweek.com/ABB-jetappraisals to list single items for sale, or, main- safety regulations and guidance for tain an inventory of multiple items. the aviation community, was launched Lektro Page 70 lektro.com Buyers can also purchase parts, avi- at the recent EAA AirVenture Air Show. Updated daily, the online service pro- onics and other products directly from Pilatus Page 6 the website. All transactions are han- vides instant access to over 10 million www.pilatus-aircraft.com dled by PayPal for Marketplaces. “If pages of the latest aviation regulations you have something to sell, you can and guidance. Users can type in a top- Piper 3rd Cover place a listing quickly and easily on our ic, keywords or an acronym and the piper.com/proflight program returns a list of documents website and reach one of the largest Schweiss Page 70 audience in general aviation. Plus, the organized by relevance. SkyRegs also www.schweissdoors.com listing is free, and you only pay a small has a browse feature and a Certifica- percentage fee once the item is sold,” tion Basis tool that enable users to SmartSky Networks Page 19 said Jon Goodwin, the new publisher of identify all of the regulatory changes smartskynetworks.com Trade-A-Plane. that took place between points in time, or between Amendment levels. Sky- TakeOff North America 2019 Page 61 Trade-A-Plane takeoffnorthamerica.com Regs was developed by and is oper- www.trade-a-plane.com ated by Network Designs, Inc., a Ser- The Weekly of BuinessAviation Page 2 vice-Disabled Veteran Owned Small www.aviationweek.com/wba 6. SkyRegs Launches New Business. 20 Twenties Page 69 Web-Based Service SkyRegs.com SkyRegs, a web-based service that McLean, Virginia Urban Air Mobility Asia-Pacific/Europe Page 45 provides a single-source of aviation SkyRegs.com uamap.aviationweek.com www.bcadigital.com Business & Commercial Aviation | September 2019 71 BCA 50 Years Ago THE ARCHIVE September 1969 News If talk and written verbiage could build an ATC system, ours would be the finest, most fault-free, unlimited capacity ATC contrivance ever devised by man. – BCA Staff Edited by Jessica A. Salerno [email protected]

Unless we refurbish our system for the meantime, many of us may not survive, economically or physically, to be around to enjoy the Apollo-sized automated one of the future.

Interceptor 400 single engine Interceptor 400 pressurized turboprop introduced by privately owned Interceptor Corp. of Norman, Oklahoma, is scheduled for certifi cation in late 1969. Price is estimated at $90,000 One of the world’s largest, most modern, most controversial and, according to some, dullest airports, Student-pilot insurance, fi rst Dulles International, Chantilly, of its type, is offered now by Avemco. Virginia, is the scene of the 1969 Plan gives $300,000 liability cover- NBAA Convention. Photo by dean age for non-owner student pilots age of aerial photogs, Tony Linck, from an Enstrom F-28 helicopter. 17-24. Annual premium is $30. Policy may be increased to $20,000 for damage to rented aircraft.

Power Player: Sperry Flight System’s ATS-500 Autothrottle System has been certifi ed for the Grumman Gulfstream II and at least three opera- Sperry ATS-500 tors have installed it. Certifi cation covers climb-out, cruise, descent and approach fl ight regimes.

East Czechs In: As if they didn’t have enough problems, the tormented land of Czechoslovakia L410 has introduced a business com- muter aircraft, fi rst shown publicly in the West at Paris. PT6A powered, 17-place, and with a max gross weight of 11,280 lb., the L410 Turbolet comes described as suitable for executive, light- CAT-A-Last is the unequaled lead- cargo or commuter-line applications. er in every area of test for superior aircraft fi nishes. This Commodore Jet was judged best of show in its BCA and its sister Ziff-Davis aviation pub- class at the 1969 Reading Air Show. lications will staff a message center daily Message Center at the NBAA convention center headquar- ters at the Washington Hilton Hotel. BCA

72 Business & Commercial Aviation | September 2019 www.bcadigital.com 600 HORSEPOWER. M600 ZERO COMPROMISE. FAA APPROVED

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