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We’ve long had aviation down to a science. You inspire us to reach higher. Every day, we spark innovation, apply passion and perfect details. We advance aviation to an art form. CONTENTS APRIL 2019 Business & Commercial Aviation 44 11 Intelligence Edited by William Garvey, Keep up with all Jessica A. Salerno and Molly the news and blogs McMillin from BCA editors Daher Upgrades TBM 940 “like” us on facebook facebook.com/avweekbca Dassault Aviation Acquires and follow us on twitter MRO Operations twitter.com/avweekbca Selects Epic Fuels to Provide Sustainable Jet A

Leonardo to Certify AW609 by Year-end

FlightSafety Adds Drones to Their Training Mix

Embraer and Boeing Expect to Close Deal by Year-end

Fast Five With Chad Cundiff, Features What’s It Doing Now? President, Astronautics 35 Fred George Corporation of America, Distracted, Prioritizing instrument Milwaukee standardization and 20 Disoriented and simplification Wrongly Determined Richard N. Aarons Cabin Ozone An approach so awful, the 40 Patrick Veillette tower controllers ducked out Are you exposing your DIGITAL EXTRAS of fear passenger and yourself to danger? 40 Balancing Work and 44 Personal Life David Esler 35 Being on call 24/7 is driving burned-out pilots to the , and flight departments are reacting Departments Tap this icon in articles Viewpoint in the digital edition Pilot Report: 7 of BCA for exclusive 52 Accidents in Brief features. If you have not Global 7500 24 signed up to receive your Fred George Point of Law digital subscription, go to A bespoke, personal flying 67 aviationweek.com/bcacustomers Bad Ideas flagship without equal 68 20/Twenty 28 James Albright Aviation’s two most A NextGen Primer 70 On Duty For the latest dangerous words: “watch 63 Ross Detwiler developments, go to this” 70 Advertisers’ Index www.bcadigital.com GPS positioning represents a quantum leap in ATC Selected articles from BCA 72 BCA 50 Years Ago and The Weekly of Business Aviation, as well as breaking news 28 stories and daily news updates

COVER Courtesy of Bombardier Business 69 Marketplace www.bcadigital.com Business & Commercial Aviation | April 2019 1 Business & Commercial Aviation

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2 Business & Commercial Aviation | April 2019 www.bcadigital.com Things change. Do you know what to expect when you arrive?

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Viewpoint William Garvey Editor-in-Chief [email protected] Milestone Next Rather than seclusion, this is coming to city center

AS ONE OF SEVEN SIBLINGS, MINE IS A LARGE AND EVER-GROW- since that long-ago December day in Kitty Hawk — is in the ing family. When counting spouses, kids, their spouses and off- making. spring, we’re 61 strong, spread across 10 states with domiciles The prelude to the convention was a bit perplexing, even stretching from to Maui. We communicate constantly sobering. Even though all the major airframers —, Bell, and try to hold a grand family reunion once annually, typically Leonardo, MD, Sikorsky — are developing new products and around New Year’s. refining existing ones, none held press conferences on the day Thanks to an invitation by a friend of one brother to use his prior to the ribbon cutting, which is traditionally press day. expansive beach house, this year’s gathering took place in Nags In fact, of the 10 or so time slots available for briefings in the Head, North Carolina. None of our tribe live near the place, and single press conference room, only four were taken. By com- most, including me, had never visited. It was well worth the parison, the NBAA’s big annual meeting typically has three trip. Our reunions are always loud, or four press conference rooms and full of laughter and storytelling — a on press day all the slots in all four happy chaos. But it was the proxim- are claimed. ity of Kill Devil Hills that made this To be fair, most of the majors gathering especially memorable. held press events at their respective Of course, I’ve known the Wright booths over the course of the con- brothers’ story since childhood. vention, but even those were gener- But reading my way through visi- ally modest presentations — save tor center’s displays, studying the for ’ announced Wrights’ correspondence, seeing sale of 43 aircraft, half of them to Air their actual equipment and listen- Medical Group Holdings. ing to the U.S. Park Ranger’s his- The paucity of news, it seems to tory lessons was like understanding me, can be attributed to three fac- the effort and achievement for the SUREFLY tors. First, low oil pricing continues first time. to negatively impact offshore servicing, and that segment ac- Bachelor brother bicycle builders in sleepy Dayton, Ohio, counts for a lot of medium- and heavy-lift helicopters. Sec- both with modest educational credentials, corresponded with ond, much of rotary wing’s technical advances are focused on the most notable aerodynamicists of the day, discovered errors military, not civilian, aircraft — there are several significant in what were believed to be the formulas for lift and drag and Pentagon competitions ongoing right now. And third is the recomputed them correctly, devising a wind tunnel in the do- wild card that’s got every manufacturer’s and seemingly ev- ing. They created a glider design and fashioned the same. Wary ery operator’s attention: the rushing evolution of drones and of prying eyes, they sought out the most barren but windy place electric-powered vertical takeoff and landing (eVTOL) urban around and found it: Kitty Hawk, a desert-like setting on a thin air mobility vehicles. barrier island that was virtually uninhabited and accessible The day prior to ribbon cutting, HAI President Matt Zuccaro only by boat. told attendees that by embracing such vehicles, now and in A photo of the brothers’ two wooden hangars standing alone the future, “the opportunities are unbelievable.” He said un- in a vast sea of sand underscores both their isolation and their manned and eVTOL machines are “not a threat” to helicopter determination. They stumbled again and again and nearly quit operators “and you’ve got to get your heads around that.” He their quest of flight, but ultimately in late 1903 they succeeded called them “a supplement,” another service to offer customers. beyond imagining and changed the world and course of history The fact is that every manufacturer is investing — some forever in the doing. heavily — in this new, promising but unproven segment. How- There have been any number of significant aviation mile- ever, a view of Atlanta’s highway gridlock at rush hour supports stones since then — first flights across the English Channel, its fruition and timeliness. In addition, Dan Elwell, the FAA’s the Atlantic, around the world, ascending to the stratosphere, acting administrator, told the HeliExpo crowd that his agency dogfighting, breaking the “sound barrier,” and the invention of has “embraced that technology” and plans to incorporate it the , helicopter, autopilot, radar, instrument landing into the national airspace and control system. systems and GPS, among them. Whereto from here? I’ll attend Aviation Week’s inaugural My attendance at the Helicopter Association International’s Urban Air Mobility Conference this month, also in Atlanta, to (HAI) recent HeliExpo in Atlanta strongly suggested to me find out. The location of our next family reunion could weigh in that another milestone — possibly among the most significant the balance. BCA www.bcadigital.com Business & Commercial Aviation | April 2019 7 Readers’ Feedback

Timeless . . . The Asunción airport shortage of pilots. I do I mention “Aftermath” (Viewpoint, January broadcasting ATIS not disagree with the 2007) here at CAE in Dallas multiple in English — with an need for more STEM times to our clients. It is absolutely English accent —and or programs that you spot-on describing our profession. I I don’t recall it being mentioned to enlighten just had one of my Eagle Scouts attend broadcast in Spanish. future aviators, but it a Citation II initial course and get his Further, they turned did not touch upon how CE-500 . I shook his hand us with a fuel stop in to pursue aviation jour- and congratulated him and, reminded under 30 minutes — in nalism. him that this is a lifelong experience of and out — remarkable. We did not even There are young aviation profes- learning and you’ll never know it all. The have to call for fuel, as the fuel truck was sionals reading this article or magazine most important attitude is to continually waiting for us when we pulled up. that could also like to write, but there learn every single day. This profession Having also lived in Brasil, I have is nothing about how or what to do can be the most rewarding job there is counseled those flying to Brasil to be about it. How did you start in aviation and they pay you for it, too! mindful of the need to speak Portuguese, journalism? What path did you take to I can’t thank you enough for writing or have at least some working knowledge combine your two passions? this piece. It is timeless. Mike Silva Donned the mask, flipped the switch on, Training Manager Citations, Americas took a breath . . . and something came out of the Civil Business Aviation mask and lodged in my throat. Something moving. Helicopters and Maintenance Training Bob Bostwick, via the Web CAE Dallas, Texas — as if storms or fuel require a stop There is a known shortage but this or diversion in the Amazon (broadly magazine goes to people already in the Challenging, but Fun defined), the approach/ground industry. I think you missed a great “Operating in ” (February 2019) controllers in much of central Brasil opportunity to inspire people that could was a well researched and very well speak no English. You may find yourself continue your love for it. written article. I lived in Buenos Aires needing to land at a non-towered airport Nicole Emilianowicz for many years, and still travel there with a Portuguese-only speaking Flight Coordinator frequently. I was particularly pleased ground coordinator/controller, making Executive Aircraft Operations to see you highlight — several times not only your arrival complicated by a Raytheon Company — the need for documents, signatures, language barrier but also complicating Bedford, Massachusetts originals, etc. to be precise and in good your obtaining a departure clearance. order, as what would normally be a Having said that, every single person Author’s response: Probably the best way to relatively painless process can quickly you are likely to come into contact with - begin is to study a publication, website, blog degenerate into a time-consuming drama despite a possible language barrier - and or video of interest then settle on a subject if you are not well prepared. Over time, it this goes for all of Latin America — is you’d like to address. Do some research, take will — or should — be increasingly easy professional, courteous, and will do all a stab at writing and then propose it to the to fly into Buenos Aires. they can to make the travel seamless. respective editor in charge. My career began I fly into Jorge Newberry, but for many Latin America is a great region to as a daily newspaper reporter. I took flying it was complicated even before the G20 fly in and around, but uniformity from lessons at a small airport — now gone — near — with ramp space limited to “regulars” country to country is challenging — the paper’s offices. When Flying magazine (who had been parking there for years), from Cartagena with what most gave me a freelance assignment, it occurred limited to those N aircraft known-to or U.S.-based pilots would consider a “real to me I might be able to combine the two expected-by PSA, or foreign GOV/MIL FBO,” to Lima where being parked on pursuits. That was the real start of decades in flights — also complicated by government the commercial ramp in between two aviation journalism. aircraft often parking on the “GA” ramp 777s seems “normal,” to Santos Dumont — that is the side opposite the MIL and parking on infield taxiways (“ramp Memory Lane the commercial ramps. Space constraints parking”) just off the runway, etc. That Your look at the graying (past tense) will not get any better — with relief at San is what makes it fun. of the industry in “Help Wanted” Fernando or EZE being the best bet. RHJ (February 2019), of course was insightful. I was also pleased to see your “caveat” Tulsa, Oklahoma Including the sad truth that it’s lost its regarding the need to be careful with mojo. A generation ago who would have respect to the need for a Spanish Missed Opportunity? thought this possible? speaker flying into some airports - In your recent “Help Wanted” (Viewpoint, And your observation that, while in indeed a concern. That said, something February 2019). You call for more aviation your 20s, most of your colleagues were I found interesting and unexpected: writers, but your article expands on the contemporaries brought me to inwardly

8 Business & Commercial Aviation | April 2019 www.bcadigital.com respond, “Me, too.” Moreover, we were remarkable when this my habit pattern until I schooled in the industry by a cadre of person snapped back got an education. experienced publishers, editors and to coherency when the Just by chance, writers, including the likes of AW&ST ’s oxygen was flowing during one preflight Bill Gregory and Pete Bulban, AIN’s properly. I decided to take the Jim Holahan, George Haddaway and Second, as a main- mask off the strap, put Tom Ashley of Flight magazine, Flying’s tenance test pilot it on, and give it a full Bob Parke, Leighton Collins at Air Facts bringing planes out of test, along with taking and others. heavy checks, I cannot out the smoke goggles One of the most important guys in my tell you how many planes had the and seeing how well it all worked with early aviation years (as he was to many following discrepancies: A. No cabin my glasses on. Had a sim ride the next others, I’m confident) was Dave Ewald, altitude warning horn; B. the passenger day and knew using the mask would be your magazine’s long-time publisher. He service units (rubber jungle) did not part of the drill. once sat in on a Brownie troop meeting drop as prescribed. Donned the mask, flipped the switch with my wife at our home until I showed If you are using goggles, be intimately on, took a breath . . . and something up from my work at . Dave was a familiar with the tiny vent on the front came out of the mask and lodged in my mold-breaker. of your mask that is used to clear the throat. Something moving. After ripping Al Higdon goggles in the EMERGENCY position of off the mask and doing some very Co-founder (Ret.) the regulator. In extremely toxic smoke, dramatic coughing and heaving (while Sullivan Higdon Sink this system is in my opinion, dubious in the Captain and Flight Engineer were Wichita, Kansas its effectivity. As a volunteer firefighter, watching and wondering what the heck we used full face mask air packs, and was wrong), I finally spit out a fairly Young At Heart I can say definitively that this is more good sized live moth! Regarding “Help Wanted” (February effective at protecting your eyes from Wow. How did that happen? Didn’t 2019), I’ll have you know that I’m still toxic smoke. (It is thick, acrid stuff.) take long to figure it out, the mask in my 60s. Not that old. At least for a Lastly, statistics are not with you in hangs from the top left corner of the few more months until I cross the 70 the event of an aircraft fire. Plan on Flight Engineer panel, and just above threshold. landing quickly as soon as you discover the attach point is one of the flood lights You’re point was well made. When we you have a problem. There are many for the panel. Hmmm. Light attracts started we were the young guys. And accident reports where after the fire bug, bug gets tired, bug falls into mask. we still are. was discovered, time was wasted trying A good lesson, from that point on in J. Mac McClellan to decide what to do. Your time left to my flying career I made it my habit to Former Editor-in-Chief, Flying remain alive is in minutes unless the fire pull the mask out of wherever it was, Currently King Air 200 captain can be definitively extinguished. If you clean it with a mask wipe, put some Grand Haven, Michigan doubt this, remember that your flight pressure to it, check it, then put it on and control cables are located in vulnerable check for function and communication. Check It locations throughout the aircraft. Once And yes, on several occasions there was Patrick Veillette’s “Oxygen Mask Failure” the pulleys melt, you now have no control another moth in the mask. (February 2019) is a very good article, of your plane. Can imagine how bad things could and I would like to add some thoughts to Safe flying! Be professional and use go with smoke/fumes/loss of pressur- consider as a former maintenance test that mask when necessary. ization and inhaling a moth with that and ferry pilot on transport jets. C.R. “Randy” McLain first deep breath. First, after you put on the masks Former Instructor/Check Pilot Bob Bostick, Jr. and do your check in with each other, Maintenance Test and Ferry Captain Captain (Ret.), make another communications check Minneapolis, Minnesota FedEx five minutes after to ensure the regu- lators are working properly. I did an From the Web unpressurized ferry flight decades ago Comment regarding “Oxygen Mask Failure” Correction: The photo used inadver- in a , and the whole crew February 2019, by Patrick Veillette. tently in “Tracking Tires” (March properly tested our oxygen masks and Great article. We fastidiously preflight 2019) involved a fatal landing overrun regulators per the preflight procedures. everything but maybe not the mask . . . accident in Greenville, S.C. in 2018. Later, at altitude, we noticed our First Years ago I was the right seater in the Officer talking incoherently to ATC, and 727, my habit pattern for checking the after checking, we discovered that even oxygen mask was to pull the mask off If you would like to submit a comment on though the oxygen system tested fine on the spring loaded strap it was hanging an article in BCA, or voice your opinion on the ground, it malfunctioned in flight. from, test for flow without putting it on, an aviation related topic, send an email to We then used the observer’s mask to and reinstall the mask on the strap. Yup, [email protected] provide necessary oxygen, and it was I was not doing a full check and that was or [email protected] www.bcadigital.com Business & Commercial Aviation | April 2019 9

EDITED BY WILLIAM GARVEY, JESSICA A. SALERNO AND MOLLY MCMILLIN [email protected] [email protected] INTELLIGENCE [email protected] NEWS / ANALYSIS / TRENDS / ISSUES ▶ DAHER HAS UNGRADED ITS SINGLE-ENGINE TURBOPROP. The new TBM 940’s Jet-A and Avgas improvements include an automated throttle, automatic deicing system, and style and er- gonomic cabin enhancements such as redesigned seats, additional thermal insulation for Per-Gallon Fuel Prices the sidewalls, a new central shelf with side March 2019 storage, an additional 115-volt electrical Jet-A outlet at the rear seat panel and USB ports. Region High Low Average European Aviation Safety Agency (EASA) Eastern $8.84 $4.53 $6.32 and FAA certifications were expected to be received at Aero Friedrichshafen 2019 in New England $7.71 $3.90 $5.21 this month. Deliveries are sched- Great Lakes $8.37 $3.90 $5.59 uled to begin in late spring. “The TBM 940 redefines the ultimate private aircraft: user-friendly, Central $7.75 $3.37 $4.98 safe and efficient for both pilots and passengers,” said Nicolas Chabbert, senior vice president of the Daher Airplane Business Unit. The TBM 940 includes Garmin 3000 . It has a Southern $8.32 $4.20 $6.06 maximum cruise speed of 330 kt. and a range of 1,730 nm, the same as the TBM 930. Southwest $6.87 $3.35 $5.32 NW Mountain $7.80 $3.30 $5.34 ▶ ACTING FAA ADMINISTRATOR DAN ELWELL SAYS the agency’s role is to “enable the emergent UAS [unmanned air systems] industry,” but to do so in a way that “doesn’t in any Western Pacific $8.35 $3.60 $5.97 way reduce or impinge on the viability of the growth prospects of the rest of the NAS [national Nationwide $8.00 $3.77 $5.60 airspace system].” In early March he told attendees at both the Helicopter Association Interna- tional’s Heli-Expo and those attending a legislative summit co-hosted by the Airports Council International-North America and the American Association of Airport Executives in Washing- Avgas ton that the FAA has no plans to segregate drones from the rest of the airspace. He noted at Region High Low Average the latter that the population of more than 100,000 registered drone operators flying more Eastern $8.57 $4.90 $6.50 than 300,000 commercial-registered drones is too large to segment within an NAS already plagued by congestion constraints. Elwell also said he “will fight” to make sure the FAA does New England $7.45 $4.75 $5.87 not assume responsibility for counter-UAS operations, saying that doing so could risk unleashing Great Lakes $8.59 $4.59 $6.03 “a host of unintended consequences.” Instead of having the agency manage counter-UAS du- Central $7.59 $4.31 $5.35 ties, he pointed to arrangements worked out between the FAA and the Departments of Energy, Homeland Security and Justice to shoot threatening drones out of the sky as a model for how Southern $8.19 $3.70 $6.04 the FAA could collaborate with airports in the future. Southwest $6.99 $4.00 $5.56 NW Mountain $8.46 $4.65 $5.80 ▶ BOEING HAS SELECTED EPIC FUELS TO PROVIDE SUSTAINABLE Jet-A fuel for its new aircraft delivery program and has begun offering customers its use on new Western Pacific $8.52 $4.90 $6.24 airplane delivery flights from its facilities in Washington state’s Puget Sound region, and Nationwide $8.05 $4.48 $5.92 eventually from its 787 facility in North Charleston, South Carolina. Alaska Airlines, an early pioneer in embracing sustainable fuels, is the first participant in the Boeing ini- The tables above show results of a fuel price survey tiative and later this year will take deliv- of U.S. fuel suppliers performed in March 2019. This survey was conducted by Aviation Research ery of three 737 MAX airplanes powered Group/U.S. and reflects prices reported from by a blend of biofuel and traditional jet over 200 FBOs located within the 48 contiguous fuel. “As a world-class fuel provider, Epic United States. Prices are full retail and include all Fuels recognizes the need to find viable, taxes and fees. sustainable and safe alternatives to pe- For additional information, contact Aviation Research/U.S. Inc. at (513) 852-5110 troleum-only based aviation fuel,” said Kai or on the internet at Sorenson, director of commercial sales www.aviationresearch.com for Epic Fuels. “We’ve gained tremendous working knowledge on the transport, safe handling and blending of biofuel. . . . Programs such as Boeing’s option to provide biofuel are made possible not only by their tireless com- For the latest news mitment to protect the environment, but also because of the many demonstration flights in and information, go to previous years that have helped to identify and fast-track technologies that can improve the aviationweek.com and bcadigital.com environmental performance of alternative aviation fuels,” Sorenson added. www.bcadigital.com Business & Commercial Aviation | April 2019 11 INTELLIGENCE

▶ BRS AEROSPACE REPORTS ITS WHOLE AIRCRAFT PARACHUTE system re- Boeing Purchases cently saved two lives — its 400th and 401st saves — noteworthy achievements in aviation Houston-Based ForeFlight safety. “This milestone and all of the lives saved is a testament to Boris Popov, who con- ceived the idea and whose vision for the company he founded overcame initial resistance to the very idea of aircraft parachutes from some naysayers,” said BRS President/Director Enrique Dillon. “The concept’s legacy are the pilots and passengers who survived to con- tinue to live fruitful lives and the thousands of families who have enjoyed added peace of mind when their loved ones fly.” The mile- stone saves occurred March 5 when the pi- lot of a Cirrus aircraft with a failed engine The Boeing Co. continues to expand its deployed the parachute over water more number of subsidiaries, recently clos- than 20 mi. from Grand Turk Island in the ing on ForeFlight, a provider of mobile Turks and Caicos. Reportedly, both pilot and web-based aviation applications. and passenger were not injured and were For the past two years, ForeFlight and picked up by a cruise ship. The parachute system is deployed by a rocket to slow the Boeing have partnered to bring aero- aircraft in the airstream and then lower it and its occupants to the ground in a measured nautical data and charts of Jeppesen, descent. The parachute and solid propellant ballistic rocket assembly are enclosed in a another Boeing subsidiary, through canister mounted inside the that is activated manually or automatically. All Cirrus ForeFlight’s mobile platforms. The models, including the Vision jet, are fitted with the system. With more than 30,000 systems teams will now integrate offerings for installed during the past 35 years on aircraft including homebuilts, light sport and certified all segments of the aviation industry. aircraft and military trainers, BRS says that approximately one of every 120 systems has been activated as a last resort. “While we hope pilots never encounter a troubling situa- True Blue Power tion, we salute BRS Aerospace for the 400 lives its parachute system has saved when Introduces Gen5 Battery something did go awry in the air,” said General Aviation and Manufacturers Association President and CEO Pete Bunce. “I fly routinely with two different types of aircraft equipped with parachutes and I am a true believer in the safety benefit of these systems.” “The very idea of saving an entire aircraft through a deployable parachute system is an ingenious invention that deserves its place in the history of safer flight,” said Richard McSpadden, executive director of the AOPA Air Safety Institute. “BRS pioneered the concept in certified airplanes and deserves recognition for delivering an innovation proven to be a substantial milestone in the ongoing evolution of aviation safety.”

▶ HONEYWELL’S TURBINE-POWERED CIVIL HELICOPTER Purchase Outlook is True Blue Power, a manufacturer of forecasting some 4,000 new civil helicopters could be delivered by manufacturers over lithium-ion aircraft batteries, has the next five years, with notable growth in the law-enforcement market and increased fleet introduced ffth-generation main utilization from oil-and-gas crew change operators. Nevertheless, the forecast shaved ship batteries called True Blue Power 200 helicopters from its outlook last year. Single-engine models remain the most popu- Gen5. The company says the batter- lar models, representing 65% of North American purchases, but Honeywell says there is ies, which weigh less than traditional increased interest in intermediate and medium twin-engine types. Although the slightly batteries, are engineered to address lower numbers appear to reflect a dimmer view of the global economic outlook, the sur- lead-acid and NiCad challenges. The vey says there still will be 3-4% growth in annual deliveries. Heath Patrick, Honeywell’s batteries eliminate expensive bat- president for aftermarket business, said, “Despite positive impacts of U.S. tax reform on tery maintenance, frequent capacity new helicopter purchase plans in North America, an inconsistent economic outlook for checks, low-voltage operational delays international markets has resulted in lower purchase plans worldwide from fleet managers and the majority of battery-related air- craft-on-ground situations. The Gen5 when compared with a year ago.” In Europe, the view was less positive, with only 15% of engine-start batteries communicate operators stating they were planning to replace or expand their fleet with a new helicopter real-time state-of-charge and state-of- over the next five years. The company said this figure was 22% in 2018. The survey re- health data. Battery confgurations are veals expectations of stronger growth in the Asia-Pacific region, with 21% of China’s fleet programmed for specifc aircraft. forecast to be replaced or expanded with a new platform in the next five years. Significant expansion also is envisaged in India, the survey suggests.

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▶ RUAG Australia Earns EASA -BASED NEWCOMER KOPTER GROUP, the manufacturer of the new SH09 single-engine light helicopter, hopes to eventually assemble as many as 100 of Part 145; Receives Patent them annually at a Lafayette, Louisiana, facility established with Bayou State to produce Bell’s Model 505 JetRanger X. The company wants to begin work there starting in 2020, within months of the SH09’s planned European Aviation Safety Agency (EASA) and FAA certification. The company — previously known as Marenco Swisshelicopter — has already secured two and a half years’ worth of production for the rotorcraft, with 50% of those orders coming from U.S. customers. In Lafayette, the company will assemble kits delivered from Switzerland and carry out customization for customers in the U.S., Canada and potentially Latin America. The site will also be the company’s North American sup- RUAG Australia has earned certifca- port hub. “We chose Lafayette because of its tion as an EASA Part 145 mainte- proximity to the operator landscape, the highly nance organization. The Australia skilled workforce and access to other suppli- facility offers component MRO and ers,” Kopter CEO Andreas Lowenstein said at line support for and leasing Heli-Expo in Atlanta in March. “We have here a feets in Europe and Australia. RUAG turnkey solution; we need to do some transfor- also has been awarded full patent mation . . . but this is a facility that has been rights in Australia, Europe and the built to assemble and deliver helicopters. . . . U.S. for its Methods for Treating Air- That makes us gain a lot of time for industrial setup.” Kopter will lease the 84,700-sq.-ft. facil- craft Structures. The patent identifes ity from the Lafayette Airport Commission and benefit from industrial tax exemptions and $2.5 the use of additive metal technology, million of subsidies that will go toward renovation and leasing costs for the site. In return, it Supersonic Particle Disposition, as a must employ 120 workers and generate a $7 million payroll. Bell vacated the site last August; fully certifable alternative for safe and Louisiana cut the incentives, saying the manufacturer had failed to create the promised 95 full- reliable repairs, according to RUAG. time jobs. The company had planned to assemble the Model 505 there but moved that work to its plant in , Canada. Bell subsequently sited Model 525 cabin-subassembly work at Lafayette instead, but delays to that program resulted in just 22 jobs being created. Low- Bombardier Expands enstein says the 120 jobs will be a “first step.” He hopes Kopter’s presence in the U.S. will Singapore Service Center enable it to “access public markets,” targeting tenders for agencies such as the Department of Homeland Security and the Defense Department. “With this setup, we will reach levels of American content that will allow us to be an integral part of bigger contracts of that type in the future,” he says. The Lafayette facility represents a major investment for the newcomer, which has yet to deliver an aircraft. Kopter is hoping to finalize additional financial backing, worth up to $250 million, to also support the certification and ramp-up process. The company has so far been funded by a single backer. But Kopter needs to certify the aircraft first, and despite the first prototype of the SH09 making its first flight in November 2014, it has taken development of the third prototype to truly open the flight envelope. Certification is planned for the second Bombardier is boosting its cus- quarter of 2020. Discussions are underway with the FAA for certification in the U.S. tomer service capabilities in the Asia-Pacifc region by expanding its ▶ THE IS ENDING ITS PUBLIC WEEKEND air show Singapore Service Center. It will be days. Under the new format, the next event, set for July 20-24, 2020, will be held over five the largest aviation maintenance days instead of seven. The public will be allowed access on July 24. Farnborough Air- facility in Asia owned by an OEM and show CEO Gareth Rogers said the move will allow will have the ability to support more visitors “to see more of the people, products and than 2,000 visits a year. Bombardier processes that underpin the global aerospace, de- is quadrupling its existing footprint, fense and space industries.” The public element of adding a paint shop and parts depot the show has struggled in recent years to live up and expanding its interior fnishing to expectations. This is partly due to restrictions shop. Additional hangars are ex- on flight performances following the fatal crash at pected to be fully operational in the the Shoreham Airshow in 2015 in which 11 people died. “Removing the public weekend will second half of 2020. disappoint some, but for our exhibitors and trade visitors the focus is on business and ac- cessing the talent they need to sustain global competitiveness,” Rogers said.

14 Business & Commercial Aviation | April 2019 www.bcadigital.com ▶ DASSAULT AVIATION RECENTLY ACQUIRED TAG AVIATION’S European mainte- FSI Adds Airbus Helicopter nance activities and the maintenance, repair and overhaul operations (MRO) of the ExecuJet Training in Denver Group, which offers product support at several locations in Asia-Pacific, the Middle East, Africa and Europe, including four in Australia and New Zealand, signaling a strategic shift to capture more revenue from its Falcon Jet models over their operational lifetimes. While new aircraft sales remain relatively slow, growth prospects for MRO activities are attracting manufacturers, no- tably including Boeing. The expected in- come may help fuel Falcon Jet research and development. Industry-wide, MRO services for turbine-powered business aircraft will amount to $14 billion in 2025, thanks to those services’ 2% annual growth, ac- FlightSafety International has added cording to New York-based consultancy Oliver Wyman. That will be faster than the expected new training courses for Airbus annual 1.4% growth of the global fleet. Moreover, MRO activities are so regulated that the Helicopters at its Denver Learning prediction can be seen as much more solid than a new aircraft sales forecast. And a busi- Center. The Center now offers FAA- ness jet may be in service for 25-30 years or longer. To secure revenues, Dassault — like approved Part 142 Initial, Recurrent other airframers — offers its customers a “pay as you fly” program, which it has branded and Prior Experience courses for the Falcon Care. An increasing proportion of owners sign up for such worry-free services. Not EC130T2. Other programs include only can MRO bring increased revenue, but those services bring valuable information as well. EC130T2 Initial, Recurrent and Recent Flight Experience Night Vision The service center learns how customers use their aircraft and identify troublesome features. Goggle courses, and AS350B3 differ- ences training for the AS350B2 and ▶ BOEING AND EXPECT TO CLOSE THEIR DEAL-MAKING over com- AS350B3e/H125. mercial and defense aircraft joint ventures (JV) by year’s end, now that Embraer shareholders approved the proposals. Two-thirds of the Brazilian planemaker’s shareholders voted in an extraordinary meeting at Embraer’s headquarters in in late February, with nearly 99% of Arab Air Carriers Organization them backing Boeing’s 80% takeover of Embraer’s commercial business, as well as a 49-51% Signs MOU With MedAire JV to market Embraer’s KC-390 military airlifter. Embraer’s board had already approved the deals, and critically, Brazil’s president also announced he would not block it. Boeing agreed to pay Embraer $4.2 billion for the commercial JV. Embraer is also likely to pocket about $3.1 billion net from the commercial sale. And the military joint venture could generate synergies of about $50 million per year for Embraer, including equipment procurement, the analysts say.

▶ TRU SIMULATION + TRAINING, A TEXTRON SUBSIDIARY, has delivered a full flight simulator (FFS) for the Bombardier CL-415 “water bomber” amphibious aircraft to An- sett Aviation’s training center in , . It is the first Level D FFS of its kind. Previously, The Arab Air Carriers Organization most CL-415 training had been in the actual aircraft, where pilots had to practice aerial fire- (AACO) has signed a memorandum of fighting missions. That created a “signifi- understanding with MedAire for avia- cant” safety hazard, said Thom Allen, Tru tion security and assistance services. The initiative aims at assisting air- Simulation’s vice president of technology lines in receiving timely, accurate and and innovation. With the simulator, pilots actionable information to enhance now can train for real-life scenarios — in- their threat and risk assessments; cluding water scooping, water landing and Member airlines will receive airspace water takeoff, and taxiing — outside of the and airport assessments, access aircraft. The CL-415 can scoop 13,500 lb. to travel safety and security advice, of water in 10-12 sec. and drop it in 6 sec. security and operational assistance “Flying these missions is just unbeliev- and other services. About 230 million able,” Allen said. In missions, pilots are scooping water onto the aircraft, flying 100 ft. off the passengers few with AACO-member ground and maneuvering through flames and smoke. “Think of the turbulence and updrafts airlines in 2018. that come because of the fire,” Allen said. The aircraft’s weight changes quickly as water is dropped on the flames. “It’s not something you normally do in an airplane,” Allen said. www.bcadigital.com Business & Commercial Aviation | April 2019 15 INTELLIGENCE

▶ AFTER A NEAR-DECADE-LONG HIATUS, SCHWEIZER helicopters are about to re- FAA Selects Wing for UAS turn to production. Schweizer RSG, which bought the rights and to the piston- Traffic Management Program engine Schweizer S-300 family and turbine-powered S-333 from Sikorsky in January 2018, will produce two new-build S-300 piston helicopters later this year, paving the way for full-rate production in 2020. The com- pany has now secured 30 orders, including an $11 million order for 25 S-300CBi mod- els announced at Heli-Expo on March 5. But perhaps most importantly, the company is re-establishing a supply chain of parts and Wing, the drone delivery subsidiary components and helping return aircraft to flight, some after years on the ground. “We know of Google parent company Alphabet, this has been a long journey for some operators,” said David Horton, president of Schweizer has been selected by the FAA to par- RSG. “The supply chain is up and running . . . by the middle of this year we should have ev- ticipate in the agency’s unmanned erything that anybody would need to operate our helicopters.” aircraft system traffc management (UTM) pilot program. Planned through ▶ in any supersonic business September, the intent of the UAS DASSAULT AVIATION WILL NOT BE PARTICIPATING jet project. “The problem is noise and emission standards. They have changed since Con- Traffc Management Pilot Program corde,” CEO Eric Trappier said in late February. A low-boom aircraft would still be too noisy (UPP) is to identify industry and FAA capabilities needed to support a at takeoff, he said, and a supersonic aircraft would also burn more fuel than a subsonic one. UTM construct for managing multiple, In the U.S., the Trump administration is pushing for relaxed ICAO standards that would allow simultaneous drone fights at low alti- supersonic aircraft to fly, Trappier said. In its 2018 reauthorization legislation, Congress di- tude, in airspace where the FAA does rected the FAA to develop a unique noise standard for supersonic aircraft. “With Airbus, we not provide air traffc services. are trying to understand what is going on,” Trappier said. Answering a suggestion that U.S. projects like Aerion and Boom Supersonic are not serious, Trappier asserted that used to Jet Aviation Rebrands be true a few years ago. But it is no longer the case, he insisted. The FAA is ready to change Australian Hawker Pacific FBOs its own standards and NASA is investing, he explained. Therefore, “there is a non-negligible risk that a U.S. company develops a supersonic transport or .” A business case has yet to be found, however. Development costs would be extremely high, while production would be limited. “What if European airports ban such aircraft?” Trappier asked. Dassault worked on a supersonic business jet in the late 1990s, leveraging its long experience in both business aviation and fighter aircraft. Citing the lack of availability of a suitable engine, it shelved the project in 1999. In the following years, the company still hoped to one day resurrect the project, and talked to Boeing and Sukhoi about a possible joint venture. “We all dream of developing a supersonic, we have the right skills, some customers are asking us for such an aircraft,” Trappier said, adding “I cannot predict the future, but today we are not investing.” Jet Aviation has completed the re- branding of its six Hawker Pacifc FBOs ▶ Laureate in Australia. The facilities are located AVIATION WEEK NETWORK HOSTED ITS 62ND ANNUAL in Brisbane, Cairns, Darwin, Perth and Awards honoring extraordinary achievements in the global aerospace arena March 14 Sydney. As of Feb. 1, all six facilities in Washington, D.C. The Grand Laureate in the operate under the Jet Aviation name. business aviation division was awarded to Bom- Jet Aviation acquired Hawker Pacifc in bardier for its new Global 7500. Other winners in May 2018. The company operates 34 business aviation include Garmin International FBOs globally. “The Australian FBOs in the Electronics/Avionics division; Mark Baker, have a history of strong performance president and CEO of the Aircraft Owners and and will continue to deliver excep- Pilots Association for Leadership; the Bombar- tional customer service under the Jet dier Global 7500 for Platform; Gulfstream Aero- Aviation brand,” says Joe Reckling, Pratt & Whitney PW800 a G500 space for MRO; the Pratt & Whitney Canada SVP regional operations APAC. PW800 for Propulsion; GE Aviation Catalyst Additive Manufacturing for Supplier Innovation; and Gulfstream’s Runway Overrun Awareness and Alerting System for Safety.

16 Business & Commercial Aviation | April 2019 www.bcadigital.com INTELLIGENCE FBOs

▶ TAG FARNBOROUGH FBO DOES IT ALL AND MORE, as might be expected of a Florida Jet Center facility located on an airfield that bills itself as “a business aviation airport that is unlike any other private airport in Europe, offers unparalleled FBO services and amenities for pas- Adds U.S. Customs sengers, crew and aircraft.” The FBO is on the east side of TAG Farnborough Airport, less than an hour drive southwest of London. Both share a common DNA with parent company and global aviation services provider TAG Aviation. Arrival by air begins with dedicated pas- senger and crew concierge service, as well as aircraft onboard customs and immigration service. The FBO features a private passenger lounge on the top floor with amenities in- cluding shower facilities and meeting rooms with Wi-Fi and internet access. Arriving by car, departing passengers are permitted direct ramp access to their aircraft, and passenger and Stuart Jet Center in Stuart, Florida, baggage security screening, if necessary, has added a U.S. Customs facility is quick and convenient. For those arriving to streamline international travel. by personal vehicle, there is private park- The 3,210-sq.-ft. facility is located ing, including electric automobile charging at Witham Field. Visitors no longer stations, as well as Tesla-specific charging have to travel to Fort Pierce or stations. Aware that more and more pas- West Palm Beach, Florida, for cus- sengers are traveling with pets, TAG has a toms clearance. The FBO recently dedicated Pet Travel Scheme Support of- opened two 25,000-sq.-ft. hangars ficer. Liz Shickle is a qualified veterinarian and 11,000 sq. ft. of offce and and has been involved in TAG’s pet services program since it was launched in 2000. The aim shop space. is to simplify the journey of pets in and out of TAG Farnborough Airport and it is Shickle’s goal to meet every pet — cat, dog or ferret — that travels into and out of Farnborough to ensure it experiences a seamless journey. Advance notification of arrival or departure with pets may be made online to [email protected]. Aircraft crews have most definitely Avflight Acquires not been forgotten at TAG Farnborough. Purpose-built crew facilities are located within Kelly Western Jet Center the main terminal building and include a gymnasium, laundry service and crew showers, as well as snooze rooms that feature reclining chairs, flat beds, massage chairs, and blan- kets. The lounge also offers complimentary Wi-Fi, satellite television and refreshments. The FBO also has a café operated by inflight caterer Absolute Taste. Passengers and crews spending a night in Farnborough may take advantage of the four-star Aviator Hotel, just a 5-min. drive across the airfield from the FBO. Also owned by TAG Aviation, half of the 168 rooms offer views of the airfield, definitely a plus during the biennial Farnborough Interna- tional Airshow. TAG Farnborough FBO is experiencing approximately a 7.4% year-over-year increase in aircraft movements and handles some 25,000 flights a year. Avfight Corp. has expanded into Canada at the Winnipeg James ▶ EAGLE JET SOLUTIONS HAS ACQUIRED FRONT RANGE AVIATION at Great Armstrong Richardson Interna- Falls International Airport in Montana and is changing its name to Great Falls Jet Center. The tional Airport by acquiring Kelly FBO will continue to provide aircraft management, aircraft sales and acquisitions, aircraft Western Jet Center. It is Avfight’s storage services, fuel services, crew cars, catering and other services. It also is expanding frst venture into Canada and is its service offerings and constructing a new 40,000-sq.-ft. hangar. the company’s 21st full-service FBO in North America and Europe. ▶ MILLION AIR WHITE PLAINS HAS OPENED A NEW FBO FACILITY at Westches- Avfight Winnipeg offers customs, ter County Airport in White Plains, New York, in a $70 million project. The facility includes 24-hr. service, fueling services, 6,865 sq. ft. of indoor valet space, a 22,000-sq.-ft. terminal, 50,400-sq.-ft.-hangar with deicing, courtesy cars and charter heated floors and upgraded ramp facility. handling. Customers, transient traf- fc and staff at the FBO will experi- ence a seamless transition, the ▶ Aviation. ROSS AVIATION HAS COMPLETED ITS ACQUISITION OF RECTRIX company said. Founded in 2005, Rectrix serves New England and Florida with five FBOs located in Boston (BED), Worcester (ORH), Westfield (BAF) and Hyannis (HYA), Massachusetts, as well as Sarasota, Florida (SRQ). It also operates an FAR Part 135 and management busi- ness and has MRO facilities in Westfield and Sarasota. Retrix Aviation will retain its name. www.bcadigital.com Business & Commercial Aviation | April 2019 17 FAST FIVE INTERVIEW BY WILLIAM GARVEY

Questions for Chad Cundiff Your company is a going concern in the avionics field, but is unfamiliar to many 1 operators. Why? Cundiff: We were founded 60 years ago in a one-room storefront by Nate Zelazo and Norma Paige. Sadly, Nate, our chairman emeritus, passed away this past November at the age of 100. We’re quite successful and employ 1,400 people at Astronautics and at Kearfott Corp., a subsidiary. Astronautics is well known by vertical-lift OEMs and we are on many air transport and military platforms. The commercial business is divided between airlines and helicopters with some tier-two activity in business aviation. We don’t deal directly with business jet operators but have been growing our engagement with helicopter operators. The rotary-wing segment is a big focus for us. We’ve been investing heavily in that market for several years now. We’re a long-term believer in the vertical-lift segment, which we see as a growth market. Chad Cundiff President FAA contracted with you to assess system vulnerability to cyberhacking. What have Astronautics Corporation of 2 you learned? America, Milwaukee, Wisconsin Cundiff: There are lots of open questions still. After all, how do you evaluate the whole electronic world of aviation including air traffic control, onboard systems and communica- tions? Aviation has natural protections from being hacked, but if you really understand After earning an engineering those, there’s opportunity for trouble. Don’t assume the danger is someone trying to defeat degree from the University of your flight control system. Aircraft today are connected. They’re transmitting information all the time and that’s a big issue. Moreover, hackers can see into your aircraft’s cabin Kansas, Cundiff went on to connectivity system and retrieve proprietary business information. Remember, Target got collect a Master of Science hacked through its HVAC system. The hacking threat is real. There are bad actors out there degree in aeronautical engi- and people need to take that seriously. We have secure, connected aircraft systems to neering from the University of deny those attempts. For us, cybersecurity is core. Washington and an MBA from You’re headquartered in Milwaukee, a long way from places closely identified with the University of Missouri. 3 digital tech. Has that been a problem? He began his career as an Cundiff: Silicon Valley has no lock on technology talent. We have no trouble attracting some engineer at Boeing, helping of the best. Milwaukee has three major universities with strong engineering programs: develop the 777. Then it was Milwaukee School of Engineering, Marquette University and the University of Wisconsin- on to Honeywell where he Milwaukee — plus, there’s the main University of Wisconsin campus in Madison and Michigan Tech in Houghton, Michigan. The science and engineering grads from those schools, among spent over 15 years in various others, are terrific and help keep us innovative and in the avionics forefront. Thanks to them positions, eventually rising and to the rest of our team, we develop products faster than our . to vice president of crew interface products, responsible But you’re moving. for Honeywell’s display, 4 Cundiff: Yes, but locally. We love Milwaukee. We’re moving 17 mi. south from our current terrain warning and flight headquarters to a 150,000-sq.-ft. facility. The move allows us to consolidate our engi- neering, manufacturing and administrative functions in a single location that will facilitate management systems, winning product development and enhanced customer responsiveness. In addition, the new head- the company’s Top Performer quarters is close to Milwaukee Mitchell International Airport, which makes travel easier. award, along with earning two Eventually, all our 450 Milwaukee associates will be centrally located in the new building. patents. He then led strategy Your products range from displays and communications to control. What are your and business development at 5 lead lines? UTC Aerospace Systems before Cundiff: We have three electronic flight instrument display families: RoadRunner, which is his current appointment in a quick, one-day drop-in digital replacement for 5-in. electromechanical displays, primarily 2013. He is also an ATP-rated for the helicopter market. It requires no changes to the panel and is lighter than the analog pilot and a CFI with several boxes it replaces. Second is Ibex, a lightweight, passively cooled semi-smart display prod- thousand hours of flight time. uct line. And then there’s our fully integrated Badger system, which provides a complete flight deck for OEM and retrofit trainers, transports and helicopters. We’re launching a third generation of Badger with lots of video capabilities, open interface architecture and touchscreen capability. We also leverage building blocks from those displays to create cus- tomized systems to satisfy unique customer requirements. Some of the big avionics play- TAP HERE in the digital edition BCA ers don’t like tailoring; we do. We have several offerings in the connected aircraft space, of to hear more from from our soon-to-be-certified AGCS, which will be standard with Airbus helicopters, to the this Interview or go to Boeing 787 EFB and the A400M Network Server System. We are focused on transporting, aviationweek.com/fastfive displaying and securing information wherever you need it. BCA

18 Business & Commercial Aviation | April 2019 www.bcadigital.com When you’re tasked with upgrading your aircraft with last year’s operating budget, you could keep crunching numbers – \Or, you could let us.

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Miami \ Hong Kong \ Zurich \ New York Visit Us at ABACE - Booth #C219 Cause & Circumstance Richard N. Aarons Safety Editor [email protected] Distracted, Disoriented and Wrongly Determined An approach so awful, the tower controllers ducked out of fear

BY RICHARD N. AARONS [email protected]

not been briefed by his company about the re- quirement for an ADC number, so radio discus- sions ensued between the pilot, company ops and ground control. Investigators later stated that the pilot’s vo- cal pitch and language during these exchanges indicated “he was agi- tated and experiencing high levels of stress.” During the climb-out, the captain overheard a radio communication between company op- erations and another US-Bangla aircraft re- garding the fuel onboard that flight. The Commis- sion stated the captain engaged in unnecessary our crewmembers and 47 of the 67 attempt to go around, even though a go- radio conversation with the operations passengers on board a US-Bangla around was possible until “the last in- staff without verifying whether the fuel Airlines Bombardier DHC-8-402 stant before touchdown on the runway.” message was meant for him. (Q400) died on March 12, 2018, In short, psychological factors pushed According to the investigation, “The Fwhen their scheduled flight crashed and the pilot to put the airplane on the pilot’s vocal pitch and language used in- burned at Tribhuvan International Air- ground regardless of how it got there, dicated that he was very much emotion- port (VNKT), Kathmandu, Nepal, while while steep experience and authority ally disturbed and experiencing high maneuvering for a VFR landing. gradients prevented the copilot from in- level of stress.” The Nepalese government convened tervening. What follows is largely from The 52-year-old male pilot in com- an investigation commission (NAIC). the Commission’s report. mand held an ATP with ratings in the The Commission’s findings are unusual US-Bangla Airlines Flight BS211 Dash-8-400 and the ATR 72. He had ac- and worthy of consideration: was a scheduled segment from Hazrat cumulated 5,518 hr. total flying time with The probable cause of the crash, said Shahjalal International Airport (VGHS), 2,824 hr. in type and 667 hr. in the pre- the Commission, was “disorientation Dhaka, Bangladesh, to Tribhuvan In- vious year. He had 15 hr. of rest before and a complete loss of situational aware- ternational. The aircraft would over- the accident flight. He served as a com- ness” on the part of the pilot. Contribut- fly Bangladesh and Indian airspace en pany instructor and check airman. He ing to this was his attempt to recover route to Nepal. started his career in the military flying from a misaligned approach path by Ten minutes before the 0651 UTC MiG fighters. In civilian life he flew com- maneuvering “in a very dangerous and takeoff, Dhaka Ground Control con- mercial cargo operations and ultimately unsafe attitude.” tacted the aircraft requesting its ended up with the passenger airline. The landing “was completed in Bangladesh Air Defense Clearance The 25-year-old copilot held a com- a sheer desperation” after the pilot (ADC) number — a recently imposed mercial license with experience in the sighted the runway at very close prox- mandatory filing for all international Cessna 150 and a type rating in the imity and low altitude. He made no outbound flights. The captain had Dash-8. She had accumulated a total of

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390 hr., 240 hr. in type and 131 hr. in the personal issues and worries.” aircraft to descend to 11,500 ft., and previous 90 days. Her rest period was At 0748:59, the first officer reported cleared it for the VOR RWY 2 approach, “within limitations.” MONDA at FL 240 to Kolkata Control maintaining minimum approach speed. Throughout the flight, said the and was instructed to report establish- Neither pilot remembered to cancel Commission, the captain engaged in ing contact with Kathmandu Control. the HOLD previously entered into the a lengthy one-way conversation with Between contacts, the captain was FMS because they were still engaged in the first officer “and made multiple un- showing the first officer how to set up unnecessary conversation. Upon reach- necessary statements and comments the FMS, FGS and other avionics. He ing GURAS, the aircraft turned left to against another colleague in the com- did this “with great passion, calmness enter the holding pattern. The captain pany who had questioned his reputation and professional efficiency,” said the noticed the excursion and made an im- as an instructor.” Commission. The captain then asked the mediate correction. (ATC was alerting The Commission reviewed the CVR first officer if she was comfortable with the crew to the situation at the same transcript and concluded, “The cap- all he had explained, and she replied, time.) The captain selected the HDG tain seemed very much emotionally “Yes, very comfortable, sir.” mode and dialed in a heading of 027 deg. disturbed and stressed, because this The Commission said it believes “that — a 5-deg. intercept angle for the de- conversation regarding the colleague the captain was constantly trying to sired 202-deg. inbound radial to VNKT. was repeated several times during the prove his professionalism and reputa- The local wind was out of the west at 28 flight. At times the captain even seemed tion as a competent trainer in front of a kt. The aircraft continued the approach to have an emotional breakdown . . . . junior trainee during this flight.” in heading mode and crossed the 202- deg. radial at 7 DME. The aircraft then continued on the 027-deg. heading, thus deviating to the right (east) of the final approach course. Although VMC prevailed, the crew never saw the airport as they passed it,

At 0832, the tower cleared US-Bangla BS211 to land on either Runway 2 or 20, but the aircraft again made an orbit to the right.

ending up 2- to 3-nm northeast of the complex. At 0827, Kathmandu Tower alerted the crew that the landing clear- ance was for Runway 2, but the aircraft seemed to be circling to Runway 20. A minute later, the tower control- ler asked the crew of their intentions, This stress might have led him to smoke At 0752:04, the aircraft made ini- to which the captain replied the flight in the cockpit during the flight and this tial contact with Kathmandu Control. would be landing on Runway 2. clearly was against the company SOPs. At 0807:49, the first officer requested The aircraft then made an orbit to This state of mind with high degree descent clearance, and Kathmandu the right. So, the controller instructed of stress and emotions might have led cleared the aircraft to FL 160 with an the crew to join downwind for Runway 2 him to all the procedural lapses that estimated approach time of 0826, which and report when sighting a Buddha Air followed . . . . she acknowledged. aircraft that was on final for the runway. “The captain was trying to perform At 0810, the flight was handed off to However, instead of joining the down- his role as pilot flying and instructor Kathmandu Approach, and a minute wind leg for Runway 2, the US-Bangla coaching the first officer on various as- later the approach controller instructed Q400 continued its right turn to a west- pects of flying and operations environ- the aircraft to descend to 13,500 ft. and erly heading northwest of Runway 20. ment in VNKT. These factors might hold over GURAS (17 nm southwest). The controller instructed the aircraft to have escalated his flight duty workload The crew inserted the GURAS hold in remain clear of Runway 20 and continue even further.” the FMS. to hold at its present position because The first officer was performing her The reported weather at the time was a Buddha Air aircraft was landing at flight duties on this route for the first VFR — 6,000 meters visibility; wind, Runway 2 (from the opposite side) at time. The captain was familiar with the 210 deg. at 6 kt.; few clouds at 1,500 ft.; that time. sector but had been in Ethiopia for train- scattered clouds at 3,000 ft.; temper- At 0832, the tower cleared US-Bangla ing over the previous 24 days. ature, 22C; and dew point 10C. Eleva- BS211 to land on either Runway 2 or 20, A full analysis of the approach is pre- tion of Tribhuvan Airport is 4,390 ft. but the aircraft again made an orbit to sented later, but here are the highlights: Its single runway — 2/20 — is 10,007 ft. the right. At 0746:27, the crew began to pre- long. MDA on the approach is 5,120 ft. While continuing with the turn, the pare for its arrival into the VNKT area. (807 ft. AGL). captain reported that he had the run- While monitoring ATIS and performing ATC instructed the aircraft to reduce way in sight and requested clearance to other flight duties, said investigators, speed and descend to 12,500 ft. Three land. The tower controller cleared the the pilots were busy “discussing their minutes later, Approach instructed the aircraft to land. The aircraft continued

22 Business & Commercial Aviation | April 2019 www.bcadigital.com to turn and approached very close to the communicating, thus increasing his rate requirements, aircraft configura- threshold of Runway 20 on a westerly workload. tion schedule, speed control, stabiliza- heading and unaligned with the runway. At 0758:24, the captain told the first tion criteria, missed approach point and At 0833:27, the tower controller be- officer how to locate charts for the procedure, minimum descent altitude came alarmed by the situation and can- VNKT arrival. The Commission be- and runway lighting etc. were never celed the landing clearance by saying, lieves that the captain did not have the reviewed. “Takeoff clearance canceled.” (He obvi- proper charts in view at this time and “In summary,” said the Commission, ously misspoke.) that fact “could be interpreted as an in- “the flight crew failed to conduct a com- Within the next 15-20 sec., the air- dication that he was not adequately pre- plete approach briefing. The briefing craft pulled up in a westerly direc- pared for flight operation at that time.” they did conduct was unstructured and tion and turned left with a very high Hence, the captain made a very short inconsistent. The first officer also made bank angle and overflew the western briefing on the arrival into VNKT while several statements that indicated she area of the domestic apron, continued referring to the first officer’s charts. had an incorrect understanding of the on a southeasterly heading past the “The captain never carried out a procedures to follow during approach. control tower and continued at a very complete briefing on VNKT RWY 02 Her confusion over the missed approach low height over the domestic southern approach, which requires a very high procedure was never resolved by the apron area and finally attempted to degree of flight deck preparation, or- captain, asserting that he would brief align with Runway 20 to land. (While ders and understanding of the very chal- the remaining items later. the aircraft was heading toward the lenging operations environment. This “The Commission concludes that as control tower, the controllers ducked out of fear that it would hit the tower building.) “When the aircraft further turned to- ward the taxiway aiming for the runway through a right reversal turn, the tower

The Commission concluded that most of the occupants would have survived the impact, but the immediate and rapidly spreading post-crash fire likely precluded the possibility of escape. controller made a halfhearted transmis- sion by saying, ‘BS211, I say again . . . ,’” said the Commission. At 0834, the aircraft touched down 1,700 meters from the threshold in a 15-deg. bank at a 25-deg. angle to the centerline. It then veered southeast off might indicate his complacency as he a result of the flight crew’s failure to the runway through the inner perim- had performed this approach several complete the approach briefing as per eter fence along a rough downslope times before and did not realize that the the company SOPs, the captain and the and finally stopped about 442 meters first officer was operating this flight for first officer did not have a shared un- southeast of the touchdown point. The the first time.” derstanding of how the approach was to aircraft broke up into number of sec- At 0759:05, the crew used the first be managed and conducted. Both pilots tions along the rough downslope before officer’s charts to review the ROMEO failed to recognize their lack of com- coming to a stop. STAR and several waypoints with al- pliance to prescribed procedures and Some 2,800 kg (6,200 lb.) of fuel was titude restrictions and the track to fol- threat identification techniques.” on board at touchdown; fire broke out low toward GURAS, the IAF. The crew within 6 sec. The Commission concluded failed to review the more important and Final Moments that most of the occupants would have complex approach chart in detail and survived the impact, but the immediate conducted only a “very brief discus- The first officer reported GURAS at and rapidly spreading post-crash fire sion” mentioning the procedure altitude 11,500 ft. to ATC at 0821:06. The flight likely precluded the possibility of escape of 8,900 ft. at 9 DME and the obstacle was cleared to continue. “This partic- for most of those who died. The airport clearance altitude for that particular ular moment becomes the triggering fire brigade vehicle movement was initi- segment of approach. factor for distraction and temporary ated within 16 sec. of impact. The captain directed the first officer confusion between the crew when the to clip the approach charts on her side aircraft suddenly started entering the Commission Analysis console, so he had no means of refer- hold over GURAS as programmed in ring to the chart again while performing their FMS,” said investigators. Investigators looked to the CVR tran- the approach as the pilot flying. Criti- The pilots were surprised because script to understand the final moments cal items such as minimum sector alti- they had not removed the HOLD in- of the flight. The captain was flying tudes, final approach inbound course, struction. The captain hurriedly se- throughout the approach and also type of approach, surrounding terrain lected the HDG mode to 027 deg. to with highest obstacle sectors, descent intercept the final approach inbound www.bcadigital.com Business & Commercial Aviation | April 2019 23 Cause & Circumstance

track, thus overriding the autopilot overlooked by the first officer as well. deviation, the pilots seemed so preoc- FMS LNAV guidance. This action on At 0823:41, the first officer reported cupied that the interception of the final the FGCP caused the loss of FMS Auto to ATC that the flight was on a 10-mi. fi- approach course of 022 deg. by the air- Flight Final Approach lateral navigation nal; the CVR recorded the craft in HDG mode at 7 DME went unde- guidance capability. unsafe tone sounding continuously and tected by both pilots and hence the flight The ADC registered strong westerly ignored by both pilots. path deviation started toward the east winds from 270 deg. to 280 deg. at an At 0823:45, the flight was handed off of final course. No attempt was made average of 28 kt., pushing the aircraft to VNKT Tower and initial contact with to rearm or reengage the FMS LNAV flight path toward the east. the tower was established at 0824:39. mode or select the VOR mode,” said the The flight was now high on the verti- The flight was cleared to continue the Commission. cal descent profile. (The captain was approach, and the gear unsafe tone con- The CVR revealed that the captain distracted, and the aircraft had gone to tinued to sound in the cockpit. was having difficulty in understanding pitch hold mode reversion due to head- At 8 DME, the captain erroneously what the first officer was saying due ing selection in HSI.) set the minimums at 4,688 ft. instead to the high noise levels inside the flight The captain commanded descent in- of 4,950 ft. as published. (The radio al- deck. Exhibiting his confirmation bias, puts in the FGCP pitch wheel to approxi- timeter was set to 629 ft. to receive the the captain again requested the land- mately 1,300 fpm to initiate descent. “100 ft. above” auto-callouts above the ing checklist for the third time, where Per the airline’s SOPs for stabilized correct minimums.) the first officer again confirmed that it approach criteria, the airplane should The captain requested the landing had already been completed regardless have been in full landing configuration checklist again and the first officer of the landing gear unsafe tone still stri- at this time with the landing checklist affirmed that it had already been com- dently audible. completed. pleted even though the landing gear At 0825:25, the aircraft arrived at the The captain requested initial flaps unsafe tone was still active. During the MAP in VMC with a descent rate near 5 at 15 DME after crossing the IAF. At final descent, the first officer called 1,700 fpm and the aircraft well east of 0822:5, the captain asked for flaps 15 out the altitude constraints for the seg- the final approach course. The EGPWS and the landing checklist while crossing ments and kept prompting the captain announced “Sink Rate” and “Too Low 13 DME. During the landing checklist that they were 500 ft. to 600 ft. high on Gears” callouts. The tower reported challenge and response sequence, the profile. winds from 220 deg. at 7 kt. with a tail- captain confirmed the landing gears “With the noisy flight deck — the wind component of 6 kt. and cleared the were down by stating “gears down landing gear unsafe tone was active flight to land on Runway 2. three greens” without checking to con- — and in an already rushed situation No attempt was made by the flight firm their position. , the gears where the crew was dealing with cor- crew to carry out a standard missed were not down and locked. This was recting a significant vertical flight path approach procedure, regardless of the

pilot receiving instruction (the pilot), he turn, the airplane slowed, the left wing and a colleague were receiving initial dropped, and the airplane impacted Accidents in Brief airplane multiengine sea training from the a house, seriously injuring one of its flight instructor in the accident airplane. occupants. The accident flight was the third flight of The pilot held a commercial pilot the day. certificate with ratings for airplane Compiled by Jessica A. Salerno According to the pilot, the instructor single engine land, airplane single- advised him before takeoff that he would engine sea, and instrument airplane He Selected accidents and incidents introduce a simulated engine failure at held a flight instructor certificate with in February 2019. The following some point during takeoff or climbout. a rating for airplane single-engine. His NTSB information is preliminary. Shortly after takeoff from Runway 23, most recent FAA second-class medical ▶ February 23 — About 1243 EST, a about 200-300 ft. AGL, the instructor certificate was issued Oct. 24, 2017. STOL Aircraft Corp UC-1 amphibious reduced the throttle on the left engine He reported 820 total hours of flight airplane (N65NE) crashed into a and the left engine stopped producing experience on that date. residence shortly after takeoff from power, and the propeller feathered. They The flight instructor held an airline Winter Haven Regional Airport (GIF), identified the failed engine, the instructor transport pilot certificate with ratings for Winter Haven, Florida. The flight instructor took over the flight controls, and selected airplane single- and multiengine land, and was killed, the commercial pilot receiving a forced landing site. single- and multiengine sea. He held a instruction sustained minor injuries, and During the descent, the flight flight instructor certificate with ratings for there was one serious ground injury. The crew’s engine restart procedures were airplane single- and multiengine. His most airplane was owned by ESP Aviation LLC unsuccessful and they determined that recent FAA first-class medical certificate and privately operated under Part 91. It the airplane would not reach the selected was issued Jan. 25, 2019. He reported was VFR and no flight plan was filed for forced landing site. The instructor then 15,000 total hours of flight experience on the local instructional flight that departed chose a lake to the airplane’s left as an that date. at 1239. According to the commercial alternate site. During the left descending The five-seat, twin-engine, high-wing,

24 Business & Commercial Aviation | April 2019 www.bcadigital.com fact that they had not identified the air- visual flight position northeast of the controller cleared the flight to join the port environment, nor had they met airport, he cleared the flight to land on right-hand downwind for Runway 2. the stabilization criteria for IFR opera- Runway 20 believing that was the pilot’s At this time, the tower also was han- tions. (The pilots had good visibility of intention. Shortly thereafter, the duty dling another aircraft — Buddha 282 — the ground environment, but had not controller was replaced by the tower which was on a 2-mi. final for Runway 2 located the airport.) supervisor. and had been cleared to land. This traf- At this point the first officer real- While the crew struggled to find the fic information was passed on to BS211, ized the landing gear was not down runway, the flight continued north- cautioning the pilots again that there and initiated its extension under the east. The CVR recorded continuous was landing traffic on short final for instruction of the captain. The cap- EGPWS warnings with various flight Runway 2 sequenced before them. The tain requested the landing checklist parameters exceeded. At around 6 disoriented Dash-8 captain acknowl- for the fourth time. Further conver- DME northeast of the VOR the captain edged the report. sation between the pilots “led to an started maneuvering the aircraft on a Rather than join the downwind as as- ambiguous expectation of when they right-hand circle while sighting the ris- signed, BS211 flew toward Runway 20. would acquire visual contact with the ing terrain ahead of them. During the The tower controller warned BS211 not runway environment.” By this time, maneuver, the aircraft descended to as to proceed toward Runway 20 because the aircraft had already flown past the low as 175 ft. AGL with bank angles of of possible conflict with Buddha 282. eastern side of the runway and was up to 35 to 40 deg., triggering various Flight BS211 was cleared to perform an northeast of the airport. The captain EGPWS alerts and warnings. orbit at its current position. However, continued to assume that the landing “Desperate to find the landing run- BS211 had already flown past the thresh- runway was ahead of them, though it way and still unaware of their position, old of Runway 20 — 3.2 DME north of was now behind them. Autopilot was compounded by threatening high ter- the VOR — on a heading of 280 deg. disengaged at 1.1 nm east of the VOR. rain all around and multiple EGPWS at 6,000 ft. The Dash-8 continued to At 0827:30, a VNKT tower trainee warnings,” said investigators, “there climb to 6,500 ft. when the captain again controller contacted BS211 seeking the was a complete loss of situational aware- started maneuvering the aircraft on crew’s intentions. Noting that the air- ness on the part of the flight crew at this a steep right-hand circle. He was con- plane had passed Runway 2, the control- stage.” stantly talking to the first officer and, ler issued a clearance to land on Runway At 0829:02, VNKT tower asked the at this time, admitted to her that he had 20. The captain replied that he thought crew about their intention and tried to made a mistake. he was continuing for Runway 2. reconfirm the aircraft was still VFR. During this circle, bank angles At this moment the tower trainee The captain affirmed and radioed his reached up to 45 deg. with descent rates controller was replaced by the tower intention to land on Runway 2. Based over 2,000 fpm triggering the EGPWS duty controller. Based on the airplane’s on the aircraft’s current position, the warnings again.

amphibious airplane was manufactured asphalt runway. The airplane remained a 5° tab up (nose down) trim position. in 1986. A review of the airplane in the landing flare over approximately Control continuity was confirmed from maintenance records revealed that a 2,800 ft. of runway before a go-around all flight control surfaces to the cockpit 100-hr inspection was completed on was initiated. Although the airport traffic controls. The right aileron cable had Feb. 23, 2019. pattern for Runway 32 required left turns, separated and both cable ends exhibited the airplane performed a climb in a steep broomstraw separation. ▶ February 23 — About 1225 EST, a right bank, before slowing and descending The four-seat, high-wing, fixed tricycle Cessna 172S (N244TA) was substantially in a spiral toward a grass area near the landing gear airplane, was manufactured damaged when it impacted terrain, during terminal building. in 2002. and its most recent annual a go-around at Mansfield Municipal The wreckage came to rest nose down inspection was completed on January Airport (1B9), Mansfield, Massachusetts. in grass, oriented about a magnetic 29, 2019. At that time, the airframe had The flight instructor and student pilot heading of 270 deg., and no debris path accrued 5,660 total hours since new and were killed. The airplane was owned and was observed. Fuel had leaked out of the engine had accrued 3,358 hr.since operated by New Horizon Aviation Inc. both wings and into the grass. Both major new. under Part 91. It was VFR and no flight wings exhibited leading edge impact plan was filed for the local instructional damage. The cockpit was crushed, but ▶ February 22 — About 0955 CST, a flight that originated from Norwood both front seatbelts remained intact and Beech 65 (N62069) crashed near Memorial Airport (OWD), Norwood, were unlatched by rescue personnel. The Colby, Kansas, while maneuvering for a Massachusetts, about 1020. flaps and ailerons remained attached to precautionary landing. The commercial pilot After performing maneuvers over the their respective wing and measurement was not injured but the airplane was heavily local area, the airplane approached 1B9 of the actuator corresponded to damaged. The Beech was registered to for landing. Witnesses and a review a flaps retracted position. The rudder and operated by Bemidji Aviation Services, of airport surveillance video revealed and elevator remained attached to the Inc., as a Part 91 positioning flight. Day that the airplane was on approach to and measurement of the instrument meteorological conditions Runway 32, a 3,503-ft.-long, 75-ft.-wide, elevator trim actuator corresponded to prevailed at the time of the accident, www.bcadigital.com Business & Commercial Aviation | April 2019 25 Cause & Circumstance

While the Dash-8 was maneuvering, Runway 20 on a southeasterly heading. panicked by the captain’s engagements, the CVR recorded another local pilot The tower controller advised the crew the first officer made no callouts for go- from the ground raising concern to “to turn right” in an attempt to assist around or to discontinue the maneuver. ATC that the Dash-8 pilots seemed to the pilots find Runway 20. “At 0833:27, spotting the aircraft car- have been disoriented and lost and also At 0832:43, the first officer sighted rying out reckless and irresponsible ma- informed ATC that the surrounding the threshold of Runway 20 at their neuvers at very close proximity of the visibility toward nearby hillsides was three o’clock position. The airplane ground within the airport periphery marginal. The airport visibility at this was at 5,500 ft., some 4.1 DME from the and alarmed by the situation, the tower time was still 6,000 meters. Until this VOR and approximately 1.8 nm from the controller hastily canceled the landing moment the CVR recorded no state- threshold of Runway 20. clearance by saying ‘Takeoff clearance ments from either Dash-8 pilot that “Though it appeared unmanageable canceled.’ At that critical moment ATC they had located the runway although to land the aircraft on Runway 20 from was confused sighting the unusual and they were maneuvering in the vicinity that current position, attitude and al- abnormal maneuver of the aircraft and of the Runway 20 threshold. titude, for some undetermined reason, could not be assertive. The captain still At 0831:52, the tower issued a landing the captain initiated desperate maneu- requested a clearance in a calm and con- clearance to the flight for either runway. vers in an attempt to put the aircraft tent tone. But the aircraft was flying on The Buddha Air flight had landed and on ground and requested landing clear- improper attitude.” was clear of the runway. ance again affirming that he had the The EGPWS warnings “Bank Angle” The captain replied that he would like runway in sight now,” said the Com- and “Sink Rate” sounded continuously to land on Runway 20 now although nei- mission. “The flight directors were set in the cockpit while the aircraft over- ther pilot had the runway in sight. The to standby at this point and the captain flew the airport’s domestic apron, and aircraft now exited the orbit and flew to reconfirmed the landing checklist was cleared the hangar side and domestic the southwest on a heading of 160 deg. at done again for the sixth time now. Still passenger terminal by barely 45 ft. an altitude of 5,400 ft. to his confusion he requested the first Tower controllers viewed all the air- “Both pilots were anxiously trying to officer to give him the heading bug of plane’s “unusual maneuvers . . . and out locate the runway,” said investigators. 022 deg. and set the same on her side, of fear, ducked down below their table “The CVR revealed the pilots made sev- though the practical setting would have level.” eral statements which reflected that been 202 deg. for Runway 20. The airplane missed the tower and they had now completely lost their ori- “The FDR data shows that the air- overflew the parking area before mak- entation of the runway, but this was not craft overflew the threshold of RWY ing a right reversal turn to align more communicated to ATC.” 20 at 450 ft. AGL on a westerly heading or less with the runway. The Dash-8 At 0832:34, the flight was just north- of 255 deg. and left bank angles of 40 impacted on its right main landing east and abeam of the threshold of deg. at an IAS of 150 kt. Distressed and gear 1,700 meters past the Runway 20

Beech 76 (N7KY) crashed during the runway and taxiway. The airplane then an aborted landing at Capital City collided an embankment and came to a Accidents in Brief Airport (FFT), , Kentucky. The stop. A postaccident fire ensued, and the commercial pilot was not injured, and a pilots egressed the airplane and were met flight instructor incurred minor injuries. by first responders. The airplane was substantially damaged. The Beech was operated by Nexgen ▶ February 21 — About 2005 EST, a and an IFR plan was filed. The flight was Aviation LLC Part 91 instructional flight. Piper PA-32R-301T (N4922K) registered originating from Shalz Field Airport (CBK), It was VFR near the accident site, and no to Ironhead LLC, Middlebury, Indiana, Colby, Kansas, at the time of the accident flight plan was filed. The flight originated and operated by the pilot, was destroyed and destined for Denver, Colorado. at Blue Grass Airport (LEX), Lexington, after it impacted high power lines and According to the operator, shortly after Kentucky about 0910, and was destined the ground while on a practice RNAV takeoff, the pilot noticed the crew door, for FFT. approach to the Goshen Municipal Airport located next to the left front seat, had According to the operator, the purpose (GSH), Goshen, Indiana. The commercial inadvertently opened. The pilot initiated a of the flight was to prepare the pilot for pilot, who was the sole occupant, was precautionary landing back to CBK. While an upcoming commercial multiengine killed. Night VFRl conditions prevailed, maneuvering at a low altitude to stay in check ride. After airwork in the local and a flight plan was not filed. The visual flight rules conditions (overcast area, the flight proceeded to FFT for personal flight was being conducted ceiling at 200 ft.), the airplane stalled and approaches and landings. The pilot set under Part 91. The local flight originated impacted the terrain with the landing gear up for a simulated single engine landing from GSH about 1950. retracted. Post-accident examination of on Runway 25. While over the runway for According to FAA records, the pilot the airplane revealed the left wing and left landing, the approach became unstable, had departed Runway 27 and contacted aileron were bent. and the pilot attempted a go-around. The the South Bend departure air traffic airplane veered to the left and the left control (ATC) facility. He requested local ▶ February 21 — About 1045 EST, a wingtip contacted the ground between clearance to conduct a practice RNAV

26 Business & Commercial Aviation | April 2019 www.bcadigital.com threshold on the left side of the center- woman who apparently was telling oth- resign from this company. He said he line. The aircraft hit the runway at an ers that the captain was not a good in- did not have any job and did not know IAS of 127 kt. and a heading of 190 deg., structor and he could not teach properly. what he was going to do for living in the and immediately departed the runway “This talk seemed to hurt the captain future. The future financial insecurity surface “in an uncontrollable manner, very deeply as he really took pride in his may have augmented his stress.” further impacting the inner periphery teaching skills,” said the Commission. The captain was engaged in unneces- fence, descending downslope and finally “He was telling the first officer about sary conversation that was beyond the bursting into flames.” how this particular talk had hurt him norms and violating the company SOPs, a lot, so much so that though he loved concluded the Commission. This dis- Psychological Aspects the company and liked the environ- traction, as well as stress, may have led ment around, he would give notice for to an unstabilized approach, poor speed Management and most fellow pilots resignation from the company because control, failure to correctly configure opined that the captain was a very of the alleged behavior of the female the aircraft and failure to assure the friendly, soft-spoken and gentle per- colleague. checklists were completed. son. He was levelheaded, they said, and “The effect of stress was evident with “He had many opportunities to cor- would behave nicely with his colleagues the fact that he was irritable, tensed, rect the maneuvers, if he had followed and junior staff. He was well-spoken and moody and aggressive at various the SOPs during the descent and ap- would not use foul language in conversa- times,” said the Commission. He also proach phases,” said the Commission. tions. His attitude and behavior toward seemed to be fatigued and tired due “It seems that the captain was trying company, authority, colleagues and ju- to lack of sleep the previous night as to prove to the first officer that he was niors was good and he was liked by most well as due to the stress he was harbor- indeed a good pilot, good teacher and of them. He was also a very good teacher ing. “The captain’s impulsive and inap- competent in flying skills, and would and instructor. Most of the students propriate behavior, or concentration, be able to safely land the aircraft in any were satisfied with his teaching tech- incomplete task management — as not adverse situation. niques. The captain never consumed completing the before-landing check- “The captain’s decision to land the alcohol, was happily married and had a list, mentioning all three green for land- aircraft at any cost after sighting the teenage son. ing gear down in spite of not actually all runway at a very close proximity, way The Commission said it seemed the three being green, repeatedly asking for off the final approach course, at very captain was obsessively worried over a before-landing checklist in an obsessive low altitude, and the decision for not female colleague’s criticism of his com- manner — was all due to the excessive initiating a go-around even after real- petency. Most of the conversation in stress he was harboring. izing that flight was not stabilized, is the cockpit during the accident flight “The captain seemed very insecure very poor decision making on the part was directed toward and aimed at the about his future as he had planned to of the PIC.” BCA

(GPS) RWY 9 approach. His practice evidence of the airplane impacting the flying west-northwest bound for about approach was intended to circle to land power line wires. Portions of the power 6 nm, then turned left and flew west- on Runway 27. According to preliminary line wires were found embedded around southwest bound; he then climbed to radar data, the airplane was following the propeller and wire marks were found about 17,500 ft. MSL. At this time, the the published RNAV approach inbound. on both wings. FAA controller questioned the pilot about The track showed the airplane turning his route of flight, as the airplane was south to initiate the circle to land on ▶ February 15 — About 1715PST, a not heading toward TWF, the destination Runway 27. An eye witness reported that Cirrus SR22 (N917SR) was destroyed airport. The pilot responded by saying the airplane seemed to be aligned on following impact with terrain while that [he] was trying to stay away from a roadway, parallel to Runway 27 (the maneuvering at a low altitude, about areas of weather to the north. When the roadway distance from Runway 27 was 3.4 nm north-northeast of Ely Airport airplane was observed having started a approximately 3,000 ft.). Radar showed (ELY), Ely, Nevada. The private pilot and descent from 17,500 ft., the controller that airplane track was as the witness passenger received fatal injuries. The instructed the pilot to maintain VFR) at described. The witness described the airplane was registered to and operated or above 10,500 ft., which was due to an airplane turning toward Runway 27. Radar by the pilot under Part 91 as a personal active military area he were transiting. contact was lost, and no distress calls flight. It was IFR at the time and no flight The pilot acknowledged, but continued to were heard from the pilot. An airport plan was filed. The flight originated descend below 10,500 ft, saying that he security video showed what appeared from Craig-Moffat Airport (CAG), Craig, was trying to stay below the cloud deck. to be the airplane flying toward the Colorado, about 1525 MST, and was While the controller was able at this airport, a flash, and then the airplane destined for Twin Falls Regional Airport time to remain in contact with the pilot, disappeared. The video also recorded (TWF), Twin Falls, Idaho. Initial data radar contact was lost as the airplane what appeared to be a ground explosion. reported by the FAA revealed that the descended below 10,000 ft. The wreckage was adjacent to downed pilot contacted the Denver Air Route The airplane’s wreckage was located 250-ft.-high power lines. Examination of Traffic Control Center about 1538. the following afternoon, February 16, the wreckage at the accident site showed At that time the pilot was observed about 3.4 miles northeast of ELY. BCA www.bcadigital.com Business & Commercial Aviation | April 2019 27 Safety Bad Ideas Aviation’s two most dangerous words: “watch this”

BY JAMES ALBRIGHT [email protected]

The gear-up landing of Gulfstream G159 YV-08CP, Aug. 27, 1993.

My last job at Andrews Air Force Base was as the wing’s chief of safety, while also serving as a qualified C-20 pilot. We were having a rash of failures with the C-20’s Electronic Flight Instru- ment System (EFIS). It seemed curious that the civilian version of the airplane didn’t have these problems. And I knew that our instructor force delighted in pulling the EFIS circuit breakers to force the student to select alternate in- struments or to fly the airplane using standby instruments. Suspecting a connection, I man- aged to convince the wing to place a one-month ban on pulling EFIS circuit IVAN BETANCOURT breakers. To the delight of the mainte- here is no shortage of bad ideas simulators, but they were not very good. nance squadrons, our EFIS problems out there, but the ones that con- We didn’t have as much access to them went away. After the ban was lifted, the cern me are old sayings that have as necessary, and we got bored doing circuit breaker pulling resumed, and a history of being wrong yet are the same thing over and over. Then one so did the EFIS problems. The aircraft Tstill embraced by some pilots. Let’s look day, somebody had the bright idea of that later replaced the C-20 cannot tol- at a few. pulling circuit breakers while flying erate these kinds of circuit breaker she- A common denominator seems to be airplanes. nanigans, so the practice was finally that certain pilots absolutely believe that When the 89th Military Airlift Wing dropped. (Or so I am told.) their procedures are safe, until they end flew the Lockheed JetStar (C-140), just If you are tempted to say a few avi- up breaking something. At that point, about all of the training was conducted onics problems are a good price to they blame the airplane, their training “in house” and instructors became cre- pay for high-quality training, consider or something else. I’ve had my share of ative about how to place their students a Gulfstream of a much earlier vin- bad ideas over the years. But once I rec- under stress. The idea was to make the tage. In 1993, a GI landed gear up at ognize the error, I am the first to admit training as difficult as possible so that Simón Bolívar International Airport, I screwed up, and then try to spread the the mission itself became easy. Fair Maiquetiá, Venezuela (SVMI). From word so nobody else falls for the same enough; the JetStar was practically one of the local pilots: “The PIC was con- bad idea. bulletproof. ducting a command upgrade check ride. “Train like you fight, fight like you They were configured for a flaps 0 land- train” is a sound idea for a military fly- Bad Idea: CB Shenanigans ing on Runway 09 when ATC instructed ing unit where the job is to kill people them to join right downwind and land and break things. But when you do In the late 1980s when those aircraft on Runway 26, a parallel runway. The that, the training losses usually exceed were replaced with the Gulfstream GIII examiner was known to pull CBs and wartime losses. That has been true in (C-20), the same cadre of instructors disable warning systems as part of his the U.S. Air Force and Navy since the looked at ways to play the same training check ride routine. Well, he disabled dawn of military aviation. But when you games. It didn’t matter that they had the gear horn warning [no idea why he aren’t fighting a war, it is a bad idea to access to very good simulators. So, we would do such a thing], but when com- play so close to the edge of safety in ended up cutting engines during takeoff, bined with fatigue, distraction, incred- airplanes when you have high-quality and failing all sorts of systems from be- ible foolishness and over-confidence the simulators available. fore engine start all the way to landing. outcome was predictable.” My generation of Air Force pilots The most realistic way to fail many of Since those days, most manufactur- has been especially guilty of staying the systems was by pulling the associ- ers have become rather explicit about on the edge in training others. We had ated circuit breaker. pulling and resetting circuit breakers.

28 Business & Commercial Aviation | April 2019 www.bcadigital.com To paraphrase a few manufacturers: the airplane doesn’t “sit” on landing airplane when something goes wrong The circuit breaker is not a switch. with the ground spoilers inoperative after the gear is down, than it is to go Don’t pull them unless the checklist and endeavor to fly the airplane onto around. He blamed his training but ac- tells you to; don’t reset them without the runway. This pilot didn’t touch down knowledges today that he would have fully considering why they had popped until 2,048 ft. down the runway, leaving made a different decision given what he in the first place. 4,453 ft. to stop. It then took 8 sec. to has learned since. lower the nosegear. The pilot deployed I have never been taught it is better Bad Idea: Never Go Around the right thrust reverser, but the left to land than go around if I had a prob- was inoperative because of the left hy- lem after the gear was down. I think Once the Gear Is Down draulic system failure. The pilots failed this is probably true if you are on fire

NTSB to extend the speed or if something bad happens and you’ve brakes. With only no doubt about the airplane’s ability to 3,000 ft. remain- stop. But if you insist on this idea, I urge ing, they discovered you to consider a few exceptions: their wheel brakes ▶If any system needed to stop the air- were inoperative. At plane (spoilers, flaps, reversers, brakes, this point the emer- tires, etc.) is impacted. gency brakes could ▶If anything happens that invalidates have stopped the your planned landing performance cal- airplane. The pilot culations, such as a smaller flap setting, The result of a test pilot’s decision to land the airplane rather than instead attempted inoperative spoilers, inoperative revers- go around. to abort the land- ers, anti-skid system failures, etc. ing and take off. ▶If anything happens environmentally Around 1984, my (EC-135J) Gulfstream tests show this would not that impacts the runway, such as con- squadron in Hawaii had a rash of flap have worked. Fortunately, the copilot tamination or obstructions. problems that only became apparent pulled the throttles back, very likely sav- In other words, there are so many ex- after the gear was extended. This is ac- ing their lives. ceptions to this idea of not going around, tually a common trait of many airplanes: Why would a production test pilot so as to make it a bad idea. You can’t get that last notch of flaps un- make a series of mistakes that a novice til the gear is extended. pilot would have avoided? Sometimes Bad Idea: Any Airplane Can We had a pilot run into this after be- confidence overpowers caution. Why ing cleared to land on Honolulu Interna- would a highly experienced combat pilot Be Flown Like Any Other tional Airport’s (PHNL) longest runway make a procedural error a moderately but to remain short of an intersecting experienced Gulfstream pilot would I think we tell ourselves all airplanes fly runway. The pilot told tower he needed have gotten right? Sometimes non-ap- alike as a way of saying we don’t need to all of the runway and tower said he could plicable experience works against you. work at relearning when we move from either comply or go around. The pilot Why would a pilot trained in the pre- one type to the next. It is even institution-

elected to land. He managed to stop NTSB prior to the intersecting runway, but all eight main gear tires exploded from the braking effort. The airplane was dam- aged and the runway was closed. That pilot didn’t want to go around and resequence himself into a busy pattern. He didn’t want to declare an emergency because the airplane was perfectly landable if given the full run- way. He somehow felt he was selecting the only option available to him. This feeling that landing is the only option isn’t uncommon. On Feb. 14, 2011, a highly qualified Gulfstream produc- tion test pilot made a similar decision at Outagamie County Regional Airport, Wisconsin (KATW), heavily damaging a brand-new . cepts of crew resource management View of N23AC fuselage. The hydraulic system on the G550 that ignore an input from another crewmem- provides pressure for the flaps, ground ber that could have prevented the acci- alized by one of the Flight Safety Founda- spoilers and wheel brakes failed on short dent in the first place? Sometimes being tion’s Golden Rules: “Automated Aircraft final. The copilot asked, “Should we go taught CRM doesn’t mean you’ve fully Can Be Flown Like Any Other Aircraft.” around to check it out?” To this, the pi- embraced it. The crash of a Gulfstream GIV lot flying said, “No . . . we’re gonna land The former Marine Corps pilot was (N23AC) on Oct. 30, 1986, was due to the ’cause it’s leakin’.” a decorated combat veteran who had pilot’s inability to maintain directional Experienced Gulfstream pilots know been taught that it is wiser to land an control in a crosswind during takeoff. www.bcadigital.com Business & Commercial Aviation | April 2019 29 Safety

The aircraft started to diverge from Bad Idea: The Mechanic min. and 15 sec. after the initial warn- the centerline less than 1,000 ft. into the Already Did the Preflight ing. The pilots leveled off at 20,000 ft. takeoff roll. The GIV departed the paved when the over-pressurization message surface, landing gear and other compo- NTSB extinguished. Two minutes later it re- nents separated from it, then the air- illuminated. The crew continued the plane slid on its belly, became airborne descent, manually opened the pressur- momentarily, and crashed into a park- ization valve, and continued to KFXE ing lot. Everyone on board was killed. unpressurized. The NTSB and the world at large The reason for the over-pressur- placed emphasis on the position of ization was never determined, but the a switch in the cockpit that links the failure of the CPRV was traced to a nosewheel steering to the rudder. Older static port blocked by dirt from a mud Gulfstreams (the GIII and previous) dauber. The loud “bam!” was internal didn’t have a connection between the structural damage that did not cause rudder pedals and the nosewheel steer- the airplane to depressurize. According ing; the switch was designed to make to Gulfstream, a blocked CPRV static them comfortable with old techniques port would render the CPRV inoperative in a new airplane. due to its inability to measure the cabin- In the GIV and those models that fol- to-atmosphere pressure differential. lowed, I’ve yet to see a credible reason to However, the cabin pressure could still ever disconnect the pedals from the nose- be controlled independently by manual wheel steering. But I don’t think this had operation of the outflow valve or by shut- anything at all to do with the crash. ting off bleed air for pressurization. No So, why did the pilot lose control of other mechanical anomalies were found the aircraft? The answer was buried in Close-up of the outflow valve static port. with the pressurization system. the NTSB report: “The PIC tended to Inspecting the CPRV static port is a unload the nosewheel on the GIV during I hear this all the time, and sometimes part of the GIV Airplane Flight Manual takeoff to make it easier on the airplane I hear it during recurrent. It is so obvi- exterior preflight inspection and is eas- on rough runways.” This is a poor tech- ously wrong, I continue to be surprised ily accomplished without any special nique in a multiengine jet. Such aircraft when it’s said. Take, for example, the stands or tools. A photo of the static port have a large vertical fin and rudder to need to check pitot tubes and static clearly shows it was blocked. It is all too compensate for the adverse yaw from ports. easy to assume everything was OK be- an engine failure. With or without an On April 10, 2015, a Gulfstream GIV fore, so it is going to be OK again. It is es- engine failure, that fin acts as a weather (N450KK) departed Simón Bolívar In- pecially tempting to think that when the vane and tends to turn the aircraft into ternational Airport, Venezuela (SVMI) weather is very cold or very hot. But the the wind. The primary responsibility of bound for Fort Lauderdale Executive price of missing things can be very high. every pilot is to maintain aircraft con- Airport, Florida (KFXE). Just prior to trol and in a crosswind a tricycle gear beginning their descent, the crew noted Bad Idea: If the Approach airplane — certainly a GIV — needs to an over-pressurization warning that have the nosewheel on the runway at indicated a differential pressure in ex- Doesn’t Exist, Build One least until reaching its minimum control cess of 9.8 psi. At this point the aircraft’s speed on the ground (Vmcg). cabin pressure relief valve (CPRV) We quite often see accidents caused by The winds were 60 deg. off runway should have opened but did not. The pilots who want only to fly visual ap- heading at 20 kt. gusting to 35 kt. at the crew heard a loud “bam!” in the cabin proaches, even in questionable weather. time of the accident. The aircraft was and initiated an emergency descent 2 But there are also cases in which pilots controllable on the ground so long as the nosewheel stayed there until rotation speed, as is the standard operating pro- cedure on that airplane. This pilot caused the crash by using procedures from his light aircraft experience, which were un- safe in this larger, multiengine jet. Every change of aircraft should in- volve an inventory of procedures and

techniques to see what works and what BOARD SAFETY INVESTIGATION PAKISTAN doesn’t. Your best source of informa- tion may be someone who had made the transition before you and has enough experience to have been “bitten” once or twice. But don’t rely on just one source. For example, if your favorite Gulfstream pilots tell you the airplane is landed “wing low” in a crosswind, Air Blue Flight 202 find another source.

30 Business & Commercial Aviation | April 2019 www.bcadigital.com Corporate Airlines Flight 5966 descent profile.

minimum descent altitude (MDA) while on approach to St. Louis Lambert Inter- national Airport, Missouri (KSTL) and struck the terrain well short of the run- way. Both pilots and 13 of 15 passengers were killed. The aircraft was technology-poor, but the pilots had what they needed to compute a visual descent point and the techniques to do so were well known at the time. The crew’s joking banter prior to the instrument approach may appear harmless, but it sets the wrong tone for the serious work ahead of them. Finally, the first officer missed several opportunities to call for a go around when he lost sight of the runway while below the MDA. NTSB One of the ironies of this mishap is that 28 min. before their deaths, both cannot seem to fly without some kind mode. They hit the terrain a few sec- pilots were talking about hating pilots of electronic course guidance, even if it onds later and all 152 persons on board who “take themselves too serious.” In means building that guidance despite were killed. the end, they didn’t take what they were regulatory restrictions. Can you build There was much more going on doing seriously enough: your own approach? Yes. Should you? in the cockpit, not the least of which 1909:30 (HOT-1): “Gotta have fun.” There are so many ways to get it wrong was a breakdown in CRM. I think the 1909:31 (HOT-2): “That’s truth man. that the answer has to be “No.” Pakistani report suffers in translation, Gotta have the fun.” The captain of Air Blue Flight 202, an so the facts are not explicitly laid out. 1909:35 (HOT-1): “Too many of these , was worried about having The ad hoc approach they had built in # take themselves way too serious in to circle at Chaklala International Air- the FMS didn’t cause the crash, but se- this job. I hate it, I’ve flown with them port, Islamabad, Pakistan (OPRN) on lecting the approach after the pilots be- and it sucks. A month of # agony.” July 28, 2010. The weather was just good came lost delayed their recognition of a 1909:47 (HOT-1): “All you wanna do enough for the left pattern. For some need to go missed approach before they is strangle the # when you get on the unknown reason, he preferred the right impacted the terrain. ground.” pattern and had the first officer build There are times when flying what 1909:50 (HOT-2): “Oh # . . . [sound of that into the FMS. Tower denied their the nav world calls a PBD (place/bear- laughter].” request for a right pattern several times, ing/distance) waypoint helps situational 1909:52 (HOT-1): “Oh *, yeah, oh well, due to low clouds on that side of the air- awareness and should be encouraged. he was one but I didn’t, I didn’t have to port. The captain commanded the right But you should never fly such a waypoint fly with him that much ‘cause. . . .” turn for the pattern by selecting heading as a means of getting down to instru- 1909:56 (HOT-2): “I know.” mode. He then heard a competing airline ment minimums or navigating through 1909:57 (HOT-1): “It was kinda a had just landed, flying the left pattern. terrain. The practice is prohibited by fluke. But, uh, some of the guys that The accident report said that “put the several FAA Advisory Circulars and aren’t here anymore you wanted to just captain under further pressure to en- orders. Besides, it is dangerous. # kick ‘em in the #. Lighten the # up #.” sure a landing at Islamabad under any The pilots failed to make several man- circumstances.” Bad Idea: Callouts datory callouts, any one of which could The report speculates that the cap- have changed the outcome. tain decided to fly a right pattern at this Are for Newbies point by saying he was “going for NAV” Bad Idea: Getting More but neglected to select the mode. The I have been in social settings where the aircraft remained in heading mode even topic du jour was how some pilots took Performance From the as the crew noted passage of the way- themselves too seriously (perhaps it Airplane Than the Guys points they had built. The crew looked was an intended jab at me) or, on the Who Designed It in vain for the airport (perhaps looking other side of the debate, there was far to the right when it was to the left) until too much chatter in the cockpit and When I was in the ratings chase, flying about several miles north of the air- wouldn’t it be best if nothing was said at my trusty T-37, I often stretched the port, at which time NAV was selected. all? I like a quiet cockpit, but I also like range string to its maximum. A training The radar controller instructed them to standard callouts. sortie was usually 1.3 hr., but we could turn left. The captain said he was turn- The crew of Corporate Airlines get 2.0 out of the airplane. I’ve done 16- ing left, but he was moving the heading Flight 5966, a 3201 hr. flights in the Boeing 707 and 20 hr. bug while the autopilot was still in NAV Jetstream 32EP, descended below their in the . But those included www.bcadigital.com Business & Commercial Aviation | April 2019 31 Safety

multiple air refuelings. I’ve done a 10.0 the wing into one that produces more by teams of engineers. If you think you’ve in the G450 and 14.5 in the GV. But in lift (greater span with very little change come up with a better way to fly the air- all of those cases, you could rebuild in camber). plane, you are probably wrong. the flight using the AFM performance ▶There was a belief among some charts. If you are doing better than your Boeing 727 pilots that you could increase Are ‘Bad Ideas’ in the charts, you are probably doing some- the airplane’s speed by pulling the cir- thing wrong. cuit breakers on the leading edge slats Eye of the Beholder? On April 4, 1979, Trans World Air- and extending the trailing edge flaps to lines (TWA) Flight 841 was flying from their first notch. I once heard of a pilot who swore you New York-JFK International Airport ▶The mishap pilots did just this while could increase an airplane’s en route (KJFK) to Minneapolis-St. Paul Inter- the flight engineer was aft using the lav- speed by over-pressurizing it in a tail- national Airport (KMSP) when a lead- atory. When the engineer returned to wind, thereby increasing its cross-sec- ing-edge slat asymmetry caused the the cockpit, he noticed the popped cir- tion and thus the “push” it got from the airplane to roll uncommanded while cuit breakers and reset them, causing wind, or under-pressurizing it in a head- at cruise altitude. The NTSB deter- the leading edge slats to extend. wind to decrease the aircraft’s cross- mined the asymmetry was caused by ▶This caused a buzzing sensation, section and thus its resistance to the the crew’s manipulation of the flap/slat prompting the captain to retract the wind. I am positive that person finished controls, but there was some dispute flaps. When he did this, the No. 7 lead- his or her flying career believing that. as to why. The Safety Board was very ing edge slat failed to retract, causing I think one of the finest attributes in a careful in its choice of words, but the the subsequent roll. professional pilot is humility: the knowl- talk among Boeing 727 and TWA pilots A manufacturer has hundreds and even edge that you cannot know it all, can at the time was this: thousands of hours in the certification pro- always learn, and have to be aware of ▶The trailing edge flaps on the Boeing cess to explore an airplane’s envelope. It is the fact you may someday find yourself 727 extend aft a great deal before they in the company’s financial interest to get in uncharted territory. The best way to extend down. If it were not for the au- the most performance out of the airplane avoid such unwelcome pioneering is to tomatic deployment of the leading edge as is safely possible. This is accomplished stick to known procedures, which pro- slats, the first notch of flaps would turn with highly experienced pilots backed up duce known outcomes. BCA

Elevator

B-727 flight control system Control Tab Stabilizer

Outboard Aileron Balance Tab Outboard Flap Flight Spoilers Upper Rudder Control Tab Ground Spoilers Leading Edge Slats 8 Anti-Balance Tabs (shown extended) 7 6 Lower Rudder

Inboard Aileron Inboard Flap

Leading Edge Flaps 6 (shown extended) Ground Spoilers 5 4 Flight Spoilers

3 2 1 Leading Edge Flaps 4 3 2 (shown extended) 1

Leading Edge Slats (shown extended) SOURCE: NTSB

32 Business & Commercial Aviation | April 2019 www.bcadigital.com

PRINT & DIGITAL SUBSCRIPTIONS | APPRAISAL SERVICES | DATA LICENSING

CONVERSIONS & MODIFICATIONS

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Visit aircraftbluebook.com for more info. Piloting What’s It Doing Now? Prioritizing instrument standardization and simplification BY FRED GEORGE [email protected]

ecades ago, we were flying an Less is more. Clear, consistent conventional colors and symbols are essential. FMS demonstration in a Beech King Air with conventional an- aircraft would have safe altitude mar- was only capable of displaying a sin- HONEYWELL Dalog flight instruments, a basic gins from close-in high terrain. The gle, monochrome line of near cryp- weather radar and an analog autopilot. FMS provided roll steering commands tic alphanumeric abbreviations. The The purpose of the demo was to show to the autopilot for lateral guidance, but aircraft also had a few additional an- off the advanced capabilities of the we had to control the vertical flight path nunciator lights above the flight direc- FMS, including its ability to automati- manually as we passed over each step- tor, but they were there to confirm that cally transition from the en route to the down fix. the navigation system was working approach mode. As the aircraft only had a basic properly rather than to enhance situ- The avionics firm that owned the air- weather radar, there was no moving ational awareness. craft suggested that we challenge the map to provide graphic indications Not long after some arcane message system by selecting a non-precision ap- of FMS operation. And this was long popped up on the CDU, the flight direc- proach with a DME arc from the initial before tablet computers could be tor commanded a turn to intercept the approach fix to a fix on the final ap- linked to avionics systems by Wi-Fi DME arc. proach course inbound to the airport. and Bluetooth. We then asked, “What’s it doing The approach also had numerous ver- The tiny screen of the FMS CDU, now?” tical step-down fixes that assured the mounted low in the center console, “Trust me. It’s working properly,”

www.bcadigital.com Business & Commercial Aviation | April 2019 35 Piloting

!"#$%#&%'('$)*+,%*-./.&*-.$01$"'.$! multifunction display can provide both functions. Color has long been used on analog instru- 2#)1$"# !"#$%&'#%()%*(+,-./)%+0102/3%2-4301*/$%.0)2/.5$%5,//35$%06./)7.)/13%8/*.()5 ments to make them easier to interpret, to en- -3#$ '46(.%5/6/*./3%.0)2/.5$%5,//35$%06.4.-3/5 hance situational aware- ness. But on analog instruments, those col- )&11$ 9*.48/%+(3/5 ors are fixed. They can- not change according to mode, function or nav 45'"1 #.013:;%()%5/6/*./3%+(3/5<%5;5./+%5.0.-5<%41=()+0.4(1 source. On EFIS displays, by contrast, colors can be varied to alert pilots to 31//.4 >)(557543/%5(-)*/?%%9@A#$%108420.4(1$%!B$%9'$%B9B>$%9C just such changes. The flexibility with which EFIS displays could #261& >0-.4(1 be configured led air- frame and avionics mak- ers to be highly creative in &1% D0)1412 crafting display symbols Figure 1 and color coding. Each manufacturer was confi- !42dent that its approach was responded the avionics firm’s demon- evidence that considerably more needs the best solution for the human/machine stration pilot. to be done to standardize and simplify interface on the flight deck. But other than the rapid-fire se- interfaces between humans in front of Quite quickly, the cockpits in various quence of cryptic characters that ap- the screens and the computers behind aircraft evolved vastly different per- peared on the CDU screen and the the screens. sonalities. Early on, however, the FAA occasional mode annunciator lighting The American Airlines Flight 965 and the NTSB recognized that such up, it was nearly impossible for us to controlled flight into terrain crash in individualized cockpit designs posed monitor and verify FMS performance, Colombia in 1995 and the Cessna Cita- the possibility of pilot confusion when even as we had the autopilot coupled, tion CJ4 crash into Lake Erie in late flight crews transitioned from one air- smooth air and daylight VFR conditions. December 2016 are two fatal accidents craft model to another. The agencies The FMS sucked so much focus out that involved critical failures in human/ began actively promoting standardiza- of us that we missed descending to the machine interfaces. tion of color sets, symbols and instru- next published altitudes at a few step- ment layouts. down fixes. We also had to be prompted Standardizing Displays As things evolved, those efforts were to complete the landing checklist. in vain. Avionics and airframe man- “It’ll be much easier after you’ve In the early 1980s, aircraft manufac- ufacturers pushed back hard, argu- flown with it a while,” assured the demo turers started to make the transition ing that rigid standardization would pilot. from conventional analog instruments stifle innovation. A stalemate ensued. We were not convinced. To keep us to electronic flight information sys- The result was FAA Advisory Circular in the loop effectively, it would have tems (EFIS) using CRTs. Most of those AC 25-11, which provides general guid- been better to fly the entire proce- embryonic EFIS tubes just mimicked ance, but not mandates, for “design, dure by tuning radios, twisting knobs, the analog, electromechanical gauges installation, integration and approval pushing buttons, flipping switches and they replaced. of electronic flight displays” and other monitoring instruments. It would have Avionics manufacturers’ first prior- components in transport category air- been just pilot making inputs to the ity was to replace high-maintenance, craft. Its guidance is so general that aircraft, instead pilot making inputs electromechanical flight director/at- manufacturers are afforded consider- to a box, and trusting blindly that it titude director indicators (ADIs) and able leeway in choices of colors, sym- would make the appropriate inputs to horizontal situation indicators (HSIs) bols and EFIS layouts. the aircraft. with EFIS tubes with the goal of increas- Aboard the Gulfstream GIV, for in- Since the introduction of FMSes in ing dispatch reliability and decreasing stance, engineers specified that the the early 1980s, avionics makers have maintenance costs. PFD airspeed tape on the Honeywell made great strides in improving situ- Electronic displays also can change SPZ-8000 system should move from ational awareness by providing clearer personality at the touch of a button or the bottom up, rather than top down. messages on CDUs and by tying the twist of a switch. If one display fails, Larger airspeed numbers rolled up from boxes to MFD moving maps. an adjacent display can host combined the bottom of the scale. However, several fatal accidents in- functions, the so-called “reversion” Choice of colors was another point of volving breakdowns in pilots’ situational mode. The capability adds essential contention. Gulfstream and Honeywell, awareness with respect to cockpit au- redundancy. Thus, if a primary flight for example, chose to depict long-range tomation provide clear and convincing display fails, an adjacent navigation or navigation guidance cues in cyan while

36 Business & Commercial Aviation | April 2019 www.bcadigital.com it would be advanta- !"#$%#&%'('$)*+,%*,/')5"*2.%1*#$$7$-'#"'.$! geous if manufactur- ers would agree on similar layouts, mes- 9FCGC@AGCCHI H9CIA9H%J9K KIACL>9H%J9K 9''AG9>@ 9FCG"9CLGJ sage sets and color "GBI "GBI "GBI #C9CF# #C9CF# codes for the top of PFDs. Assuming the aircraft has an auto- ,2!*!+11% 5%) #/"*5./% -#"*' #+8 throttle or autothrust /.- );! %5*9:: ,%8 system, FMAs can #"8 be divided into five columns, such as au- tothrottle, lateral Figure 2 navigation and verti- cal navigation modes, other manufacturers opted for magenta. pilot-selected speeds, altitudes, head- plus approach and automation status. In Green generally was the color that de- ings and other targets. Green indicates the example, the FMS is controlling the picted short-range navigation cues from active modes and short-range naviga- , the heading lateral mode ILS, VOR and ADF. Meanwhile, Boeing tion cues, such as lateral and vertical is active with ILS localizer selected and chose magenta for both long-range and course guidance. White shows standby armed, and altitude hold is active in the short-range navigation cues. and selected modes, plus useful infor- vertical navigation mode with glides- Most manufacturers chose green to mation. It’s also used for pointers and lope selected and armed. Some man- indicate active modes, but some opted scales. ufacturers will box or outline a mode for white to show standby or inactive Yellow indicates a cross-side source, annunciation when it changes from modes, while others picked cyan or blue. such as AHRS, DADC, FMS or another standby to active for 5 to 10 sec. to at- Airframers also chose a wide variety system, is being used to drive on-side tract the pilot’s attention to the switch. of layouts for PFD flight mode annun- indications. Amber is reserved for cau- On newer systems, it’s possible to use ciators (FMAs). Airbus, for example, tions and red signifies warnings. reverse video for a short period of time uses five columns to indicate autothrot- Standardization of FMAs is equally to flag the switch more effectively. tle, vertical and lateral modes, plus ap- important to situational awareness on As shown in the approach status col- proach capability and flight director/ the flight deck. As shown in Figure 2, umn, the aircraft is configurated for a autopilot/autothrottle Category I approach and the pilot has status. Green depicts manually dialed in a 200-ft. decision active modes and blue !"#$%#&%'('$)*1'-#!*;*1-#2*-!"#$%#&%'('$)*1'-#!*;*1-#2*-.height./.& That’s! why it’s shown in cyan. shows standby or selected The automation status column indicates modes. White is always that autopilot channel 1, flight director used to indicate approach channel 1 and autothrottle channel 1 are and automation status. selected and available. Meanwhile, rival Boeing There’s much less deviation in color opted for three FMA col- conventions used for engine instrument umns — autothrottle sta- and crew alerting systems (EICAS) and tus, lateral and vertical /*1$)*,'&1 electronic centralized aircraft monitor- modes. Active modes are ing (ECAM) systems. Warning mes- shown in green and se- /*53%*+&1!!*/. sages take priority and are at the top lected or standby modes of the screen, followed by cautions, in- appear as white messages. /*.'/*+&1!!*/. formation and status messages. In the In the past decade there example shown in Figure 3, the EICAS has been a trend toward /*,71/*6..!" shows a red fire warning message for more standardized col- the left engine. It’s also depicted in ors and symbols in newer 0%/*2.%1*9*&#%'.*'$.+ reverse video, indicating that the pi- models. Certain color lot must acknowledge it before it will conventions are emerg- !#"-.2*'$.+ appear in red text on the black back- ing. And flight crews are ground. Amber caution messages for going to discover that it’s &#%*#/"*9*'$.+ low hydraulic, oil and fuel pressures easier to adapt to the new are side effects of the left engine fire. flight decks. ,'&1*1<"*8*#&21% Status messages are shown in white, As shown in Figure 1, such as for a VHF data-link communi- FMS and computer-gen- 1$)*#;'*.$ cations radio, satcom system and ra- erated navigation guid- dio altimeter that are inoperative. The ance cues, targets, speed 4'$)*#;'*.$ cyan or blue messages at the bottom and trend vectors typi- are advisories that indicate a fire ex- cally are shown in ma- tinguisher has been armed and that genta on many newer engine and wing anti-ice systems have Figure 3 PFDs. Cyan depicts been activated. www.bcadigital.com Business & Commercial Aviation | April 2019 37 Piloting

Drowning in Data? Time procedures best suited to the mission. computing power, ever-sharper display Prior to belting into the cockpit, pi- screens and strong growth in digital da- to Draw Pilots a Picture lots potentially face the daunting task tabases are making possible synthetic FMS programming has become easier of deciphering and interpreting dozens vision PFDs with 3-D airport diagrams, in recent years, but there’s still plenty of NOTAMs. One airline captain, fly- interactive taxi diagrams and graphic of opportunities for improvement. Start ing for a major U.S. air carrier, said he portrayal of landing touchdown points with the initialization process. Current- would never leave the ground if he had and stopping distances. In some air- generation FMS boxes typically prompt to read and interpret up to 75 pages of craft, such as the , pilots the crew to confirm GPS position or en- NOTAMs and other advisories for some can even graphically select the taxiway ter another position, such as lat/long. of the airports he uses. He’s lucky if he that they would like to use in exiting the This poses a potential risk factor as the has time to weed through half of the runway after landing, using an interac- crew might accept an erroneous GPS paperwork, hopefully not overlooking tive airport diagram. The function is position or make a “fat finger” entry notices that could pose critical risks to called “brake to vacate” and it works error into the box. the mission. dynamically as a function of touchdown So, rather than prompt the crew to NTSB Chairman Robert Sumwalt, point, touchdown speed and distance make or confirm an alphanumeric value, himself a former airline captain, says remaining to the exit point. what if the FMS box simply showed air- the current FAA NOTAMs are “a bunch ADS-B In is another graphic safety craft position on an airport diagram of garbage that no one pays attention enhancement that will enable pilots displayed on the MFD? As shown in to” and that they’re written in a form to spot other aircraft and ground ser- Figure 4, the indicated aircraft position only computer programmers can inter- vice equipment in motion on airport diagrams shown on cockpit dis- plays. ADS-B Out mainly ben- )&#+5'-*,2!*'$'"'#/'(#"'.$ efits ATC’s safe and efficient Aircraft parked at KLAX flow of increasingly dense air traffic. ADS-B In is an equally important payoff for operators. General aviation aircraft manufacturers regularly con- vene customer advisory boards, providing operators with what improvements they need made to their aircraft and what fea- tures they would like built into new models. A healthy ex- change of information provides essential feedback. An even broader discussion of these issues through BCA could be beneficial. So, we’re asking you to tell us what cock- pit standardization and sim- plification improvements you think are most needed to en- hance situational awareness, prevent “fat finger” entry er- Figure 4 rors and promote safety of flight. You also can give us your opinions about distractions is on Signature Flight Support’s ramp pret. The FAA already provides TFRs, built into some avionics systems that, if on the south side of Los Angeles Inter- airspace boundaries and areas of sig- eliminated, would enable pilots to focus national Airport. If the pilot agrees with nificant weather in graphic form. Why more clearly on critical tasks. Three- what’s on the screen, then a simple but- not digitize NOTAMs so that they can and four-layer-deep menus, for instance, ton push would be all that is necessary be graphically presented on airport dia- invite pilots to spend excessive time to complete position initialization. grams and other aviation charts? head-down, pressing buttons instead Using graphics has the potential to of being head-up watching for hazards simplify and clarify the programming Your Feedback Is Needed and monitoring flight instruments. Se- of other elements of a flight plan into lecting choices of inflight entertainment the FMS box. What if departure and We’ve briefly summarized some of the may not be appropriate avionics func- arrival procedures could be viewed cockpit standardization and simplification tions during critical phases of flight, in on screen in relation to the flight initiatives that have been implemented our opinion. plan route before they’re selected and noted some other opportunities to We await your comments and sugges- and activated? Subject to air traffic improve situational awareness by replac- tions. We anticipate a lively discussion control constraints, that might help ing text with graphics. and we’ll keep our readers posted on the the crew to visualize and request the Quantum increases in avionics results. BCA

38 Business & Commercial Aviation | April 2019 www.bcadigital.com Know Your Options

So many destinations. So many aircraft. One source: aircharterguide.com. Operations Cabin Ozone Are you exposing your passengers and yourself to danger?

BY PATRICK VEILLETTE [email protected] loss of elasticity of the structure of the s pilots, among our foremost One downside of high-altitude cruise, lungs. Chronic exposure has been tied duties is the protection of the especially above the tropopause, is the to reduced lung function in young adults safety and health of our pas- presence of significant concentrations and adult-onset asthma in males, as well A sengers as well as ourselves. of ozone in that rarefied atmosphere. as a significant increase in the risk of And yet, there is a potentially serious Stratospheric ozone is considered ben- death from respiratory causes. “poison” at high altitude that can cause eficial in protecting the earth from The low concentration of ozone below long-term health effects on all aboard potentially harmful ultraviolet radiation. the tropopause is not likely to create and about which you’ve likely never However, exposure to the colorless health problems for aircraft occupants. been trained. It’s ozone. gas, which is formed from oxygen by Thus, cabin ozone levels for relatively The advantages of high-altitude electrical discharges or ultraviolet light, short flights or in aircraft that don’t flight are clearly evident. Generally, is known to cause adverse health ef- climb above the tropopause are un- there is less weather or the convective fects. Persons exposed to ozone can ex- likely to approach threatening levels. turbulence found at lower altitudes. perience headaches; fatigue; shortness However, flight above the tropopause Moreover, our turbine engines are of breath; chest pains; nausea; sinus ir- puts the aircraft into potentially threat- optimized for high altitudes, so fuel ritation; coughing; irritation of the eyes, ening levels of the gas. efficiency is better there and the thin- nose or throat; asthma-exacerbation; The tropopause forms a definitive ner air means less drag so we can fly pulmonary distress; and premature demarcation above which the concen- farther and faster. As a result, many mortality in susceptible passengers. tration of ozone increases rapidly to business jet pilots and passengers will Some symptoms attributed to jet lag potentially harmful amounts. The tro- spend thousands of hours breathing may actually be caused by ozone. popause height varies with geography the air from our aircraft ventilation Ozone can damage through emphy- and seasons, as well as locally due to systems at 40,000+ ft. sema, an irreversible condition involving significant storms that cause mixing

40 Business & Commercial Aviation | April 2019 www.bcadigital.com Engineering looked at MOZAIC data mixing processes associated with from flights between deep storms. , Germany, and Los Angeles Flight route planning is one method (175 flights), (372 flights) and that aircraft operators have used to New York (318 fights) that occurred comply with ozone FARs. Data to aid from 2000 to 2005. They used the in- with flight planning are based on statis- flight data to assess ozone levels en- tical summaries of atmospheric ozone countered, to evaluate the influence as a function of altitude, latitude and of season, latitude and altitude on the month. However, Bhangar’s inflight levels, and to consider implications for data suggest that within the transat- exposures within aircraft cabins. lantic flight corridor, latitude is not as- They discovered that the ozone lev- sociated with a smooth linear increase els varied considerably across the 865 in the tropopause’s height. So, flight flights, illustrating in part that they route planning based on expected lati- vary markedly through the year. The tude trends may not be effective. The highest amount of ozone recorded statistical tables are based on averages in 1-hr. time periods throughout the that do not completely capture the flights ranged from 90 to 900 parts per considerable variation of atmospheric billion (0.09 ppm to 0.9 ppm), while the ozone concentrations. flight-average atmospheric ozone level How much ozone might be in the was 50 to 500 ppb (0.05 to 0.5 ppm). cabin air of your aircraft? It depends. That is a tenfold variation. We’ll briefly The amount of ozone inside depends touch on why such variation compli- not only on the atmosphere outside, cates ozone-avoidance strategies. but also on the aircraft’s ventilation UC professors Seema Bhangar and system, materials making up the cabin William Nazaroff found the average surfaces, density of occupants and ratio and 1-hr. peak levels were, respectively, of surface area to volume. (The latter 180 ppb and 360 ppb higher in April three topics get into areas of organo- than during October-November. Why? chemistry that delve into discussions Flights at normal cruising altitudes of not likely to be of interest to 99.9% of large transports have a higher chance pilots unless they have an advanced of crossing into the lower stratosphere degree in the science.) The rest of this and encountering elevated ozone in the article will focus on aspects that pilots spring than during the fall. can control. Since the tropopause is lower over Researchers from the Harvard the polar regions, one might think that School of Public Health monitored the flights from Munich to Los Ange- ozone concentrations in passenger les, which traverse a more northerly cabins of 106 commercial flights on route, would encounter higher aver- domestic, Pacific and Southeast Asian ANSONMIAO/ISTOCKPHOTO age ozone concentrations than those to routes. One-fifth of the measurements Chicago and New York. Surprisingly, exceeded 100 ppb. According to both of the air between the stratosphere that wasn’t the case. Bhangar and Naz- the FARs and JARs, when above and troposphere. Common literature aroff did not find a systematic increase 27,000 ft. for each flight segment that on the tropopause says the average with latitude in the ozone concentra- exceeds 4 hr., ozone concentrations height is 49,000-59,000 ft. (15-18 km) tions encountered by transatlantic must not exceed an average 100 ppb. in the tropics to 22,000 ft. (6.8 km) flights between 30 deg. north and 60 So, the data suggest that those air- near the poles. Advanced research has deg. north. craft either lacked converters or their found the change in tropopause height Quite the contrary, the data showed converters were not functioning effec- with latitude is neither linear nor con- that flights to Chicago and New York tively. And slightly more than one in stant but instead exhibits considerable flying on northern midlatitude routes 10 of the flights exceeded 120 ppb, the jumps across the jet stream. In spring, routinely experienced higher average U.S. Environmental Protection Agen- the tropopause height is at a seasonal ozone concentrations because of a high cy’s short-term national Ambient Air minimum and in the fall it is at a season ozone region centered in the western Quality Standard for ozone. Seasonal maximum in the northern hemisphere. North Atlantic. By traversing higher comparison showed that cabin ozone One of the most extensive collections latitudes, flights between Munich levels were higher during the winter of inflight data on tropopause height and Los Angeles avoid much of the and spring than for the summer and and upper atmospheric ozone levels “high ozone” of that region. Another fall, which would be consistent with the was collected by the MOZAIC (Mea- important finding from this inflight seasonal variation in the height of the surement of OZone and water vapor data was that the highest atmospheric tropopause. Cabin ozone concentra- by Airbus In-service airCraft) project. ozone concentration levels occurred tions on the northern Pacific routes The aircraft were fitted with sensors during occasional localized reduc- were higher than concentrations for on their shells. Researchers from the tions in tropopause height in January- other Pacific flights. University of California-Berkeley’s De- March in that western North Atlantic A team from UC-Berkeley, again partment of Civil and Environmental region in complex upper atmospheric involving professors Bhangar and www.bcadigital.com Business & Commercial Aviation | April 2019 41 Operations

Nazaroff and others, also monitored with the highest levels of ozone coin- cabin ozone levels on 76 commercial cided with winter-spring storms that passenger flights on domestic U.S., are linked to complex upper atmo- transatlantic and transpacific routes sphere mixing processes between the during 2006 and 2007. On four (out of lower stratosphere and the upper tro- 68) domestic flights, ozone levels ex- posphere. ceeded federal limits of 100 ppb even The UC-Berkley team estimated that though 22 of 68 aircraft sampled were more than 95% of the flights between equipped with ozone catalysts. The February and June analyzed in the “mean peak-hour” ozone level was study would have exceeded the 100 ppb one-tenth (only 4.7 ppb by volume) (0.1 ppm) mark for flight-average ozone compared with the 46 airplanes not levels inside the cabin if ozone convert- equipped with catalysts (47 ppbv). All ers were absent or ineffective. The eight aircraft sampled during trans- Berkley team expressed concern that oceanic flight segments were equipped even on domestic U.S. routes — which with ozone catalysts and showed ozone are frequently traversed by levels well within FAA limits. The re- unequipped with ozone converters — searchers also found that the flights elevated ozone levels of hundreds of Regulatory Limits and Recommendations JAR Part 25.831/841, Amendment 16 and FAR Part 25.831/841, Amendment 105 provide regulatory limits on the amount of ozone allowed in cabin air. (FAR Part 25.832 was added in January 1980 following complaints from crewmembers and passengers about various adverse health effects associated with ozone in the airplane cabins. FAA Advisory Circular AC-120-38 provides further clarification ppb are routinely encountered in the winter and spring months. on the certification.) According to the National Research Damage from ozone is far more related to the concentration level than the Council (NRC) committee on air cabin period of exposure. Thus, at any given instant while in flight above 32,000 ft., the quality’s special study, “The in-cabin ozone must be less than 0.25 parts per million by volume (ppmv). Above Cabin Environment and the Health of 27,000 ft. for each flight segment that exceeds 4 hr., the time-weighted average Passengers and Crew,” “It appears that an ozone converter on large transport amount of ozone must be less than 0.1 ppmv. Healthy persons can apparently category airplanes may be the most ro- endure indefinite exposure to levels below the maximum specified by the FAA as bust methodology to ensure consistent, “harmless.” successful compliance with regulations A task force of subject matter experts was appointed by the non-partisan governing airplane ozone control.” The National Research Council due to concerns about the adverse health effects of NRC study also highlighted that flight attendants are more likely to be ad- exposure of aircraft cabin occupants to elevated levels of ozone. In 2002, the versely affected by cabin ozone as the Committee on Air Quality in Passenger Cabins of Commercial Aircraft issued “The level of discomfort is proportional to Airliner Cabin Environment and the Health of Passengers and Crew” (National the level of physical activity. Research Council, National Academy Press, Washington D.C.). The study noted Ozone is chemically unstable and its that passengers and flight attendants on frequently traveled routes through decomposition is accelerated by heat atmospheric zones with elevated concentrations of ozone are at an increased and contact with metallic surfaces. But even though bleed air extracted risk for ozone-related health effects. (Curiously the study did not mention concern from the engine’s compressor is plenty for pilots. One can infer the study’s authors also would have included pilots.) hot and the piping is made from metal, The NRC’s report recommended the FAA take effective measures to ensure those factors may not be sufficient to that the current FAR addressing ozone exposure is met on all flights, regardless of mitigate the ozone threat when outside altitude. These measures should include a requirement that either ozone convert- concentrations are elevated. Thus, to meet the limitations on cabin air ozone ers be installed, used and maintained on all aircraft flying at or above those alti- levels, high-flying transport aircraft tudes, or strict operating limits be set with regard to altitudes and routes for aircraft should be equipped with fully func- without converters to ensure that the ozone concentrations are not exceeded in tional catalytic devices and carbon fil- reasonable worst-case scenarios. To ensure compliance with ozone requirements, ters that remove gas from the cabin. it recommended the FAA conduct monitoring to verify that the ozone controls are Catalytic ozone converters typically consist of a metal housing that encloses BCA operating properly. a precious-metal catalyst. The cores are coated with chemical compounds

42 Business & Commercial Aviation | April 2019 www.bcadigital.com Citation X’s Ozone Converters It isn’t easy for pilots to determine if their aircraft is equipped with an ozone con- verter. I’ve searched through the thick aircraft flight manuals of the many jets I’ve flown in my career but have seldom been able to find even the mention of “ozone” in the systems descriptions. A query to many friends “flying the line” whether their aircraft were equipped with ozone converters usually brought the reply: “What is an ozone converter?” A search of part supply numbers from vendors that produce ozone converters showed products for Dassault and Gulfstream aircraft. Pilots seeking comparable information for their specific aircraft might be more successful searching through the maintenance manual. The following is a brief description I found on line of the Cessna Citation X’s system: “The Citation X is equipped with two ozone converters, one for the cock- pit and the other for the cabin. The ozone converters are one-piece assemblies consisting of a ceramic honeycomb core covered by a metal catalyst. Access to the ozone converters is through the tail-cone maintenance access door.” BCA Source: Citation X Temperature Control System

when ozone is detected by smell — it whereas many business jets had been can be pungent — this sense dimin- capable of flying at high altitudes well ishes after a few minutes, giving the above the tropopause long before its illusion that the gas’s level has fallen publication. The safety implication TOLOKONOV/ISTOCKPHOTO even though it has not. is obvious as business aircraft com- that, when combined with the elevated According to the Australian Civil monly fly much higher than large com- temperatures of the bleed airflow, be- Aviation Safety Authority’s study, mercial transports and thus through come the catalyst in converting ozone “Contamination of Aircraft Cabin Air atmospheric regions laden with high to standard oxygen. The converters by Bleed Air: A Review of the Evi- concentrations of ozone. have an expected ozone destruction dence,” there is clear evidence of in- High-altitude flight involves nu- efficiency of 90%-98% when new. How- creased levels of a range of potentially merous unseen hazards, including ever, that efficiency tends to degrade hazardous contaminants during rou- ozone concentrations. Ignorance of its with use. tine operating conditions, including threat highlights one of the deficien- According to RSA Engineered Prod- ozone when flying at high altitude. cies in pilot training for high-altitude ucts LLC, an engineering company that The NRC report expressed concern flight. Unfortunately, the studies on has designed a dual core ozone con- that “In addition, future airplanes will this topic have concentrated on the verter, other converters do not always be able to cruise at higher altitudes in air quality within airline cabins. The perform well due to surface “poison- the stratosphere where the concentra- protection of pilots, flight attendants ing” by various contaminants or im- tion of external ozone is much higher and passengers, particularly in high- perfect refurbishing of catalysts during than in the troposphere.” That report altitude business aircraft, deserves scheduled replacement. The accumula- focused on large transport aircraft, equal attention. BCA tion of particles on their absorbent sur- face further decreases the efficiency of carbon absorption filters. This leads to costly filter maintenance or replace- Aircraft Cabin Ozone Studies ment, and until then, the converter’s ▶Seema Bhangar and William W. Nazaroff. “Atmospheric Ozone Levels Encountered effectiveness is likely to allow excessive concentrations of ozone into the cabin. by Commercial Aircraft on Transatlantic Routes.” Environmental Research Letters, Ozone converters are subject to re- Vol. 8 (2013), No. 1. placement or maintenance once the ef- ▶John D. Spengler, David S. Ludwig and R.A. Weker. “Ozone Exposures During ficacy drops below approximately 60%. Transcontinental and Transpacific Flights.” Indoor Air, Vol. 14, August 2004, At that level, the UC-Berkley study pp. 67-73. predicted that 97% of flights from Feb- ruary through June would exceed the ▶Seema Bhangar, Shannon C. Cowlin, Brett C. Singer, Richard G. Sextro and peak 1-hr. ozone level of 100 ppb. These William W. Nazaroff. Civil & Environmental Engineering Department, University of observations highlight the importance California, Berkeley, California. “Ozone Levels in Passenger Cabins of Commercial of ozone converters functioning well. Aircraft on North American and Transoceanic Routes.” Environmental Science & How can a pilot detect the presence Technology, 2008, 42 (11), pp. 3938–3943. BCA of ozone? Unfortunately, the human nose is not well suited for the job. Even www.bcadigital.com Business & Commercial Aviation | April 2019 43 Management Finding a Balance Between Work and P Being on call 24/7 is driving burned-out business aviation pilots to the airlines, and flight departments are reacting.

BY DAVID ESLER [email protected]

wenty-five years ago, the phrase business aviation, we used to joke that to I remember a conversation with the “pilot shortage” was an oxymo- be competitive for a commercial flying founder of my flight academy some time ron as the supply of commercially job, you had to hold a Ph.D. in aeronau- ago in which he complained about the Tlicensed pilots far outnumbered tical engineering, have ATP and flight difficulty in attracting young people to the demand for crewmembers at the engineer certificates (this was the era piloting careers due to the expense of airlines and in business aviation flight when the third person on the flight deck the training and then the long, under- departments. “flew sideways”), 5,000 hr. total time paid apprenticeship in flight instructing What jobs were available usually went — 3,000 of them in “heavies” — and a while building time to earn the coveted to military-trained aviators with heavy minimum of three lunar landings. So, ATP. “They see the incredible salaries jet experience, and over time, many ci- not surprisingly, after decades of job they can nail down in tech jobs and at vilian-trained pilots abandoned their scarcity and a commensurate decline Wall Street right out of college,” he said, quests for professional flying careers in attracting new talent to aviation, the “and they ask, ‘Why would I want to for other pursuits. At my flight school, pool of available commercial pilots has spend all that money and then starve for a respected academy oriented toward pretty much dried up just as a genera- years without any guarantee of being producing pilots for the airlines and tion of four-stripers is retiring. hired by an airline?”

44 Business & Commercial Aviation | April 2019 www.bcadigital.com nd Personal Life in Business Aviation Losing Balance department at Columbus, Ohio, had As a result, business aviation faces a been tracking the pilot shortage for potential crisis in pilot employment, as some time and warning his colleagues well. It seems pilots are leaving good there might be an exodus from busi- jobs in flight departments and flock- ness aviation to the airlines long before ing to the airlines. And the impetus it began to show up. “He said that his isn’t necessarily about pay but rather studies had shown graduates of the top the imbalance between work, or the ad five aviation universities were not only hoc nature of business aviation, and not coming into business aviation but personal lifestyle, or the inability to knew very little about it,” Donaldson schedule time off for family responsi- said. “The airlines were recruiting like bilities when one is on-call 24/7/365. the military at these schools and even Furthermore, the problem is being ag- offering to underwrite their educations, gravated by the fact that young pilots but business aviation was nowhere to and graduates of the aeronautical uni- be seen.” versities are not seeking jobs in busi- ness aviation. Lifestyle Is ‘Number One’ The lifestyle issue is especially criti- cal in smaller, one-aircraft flight de- In 2016, BAMC conducted a survey of partments that are characteristically NBAA members on pilot retention — understaffed, especially those that em- its first — and received a sufficient re- ploy only two pilots to not only fly the sponse to verify Wolfe’s findings. It was aircraft but handle all the other respon- clear that a trend had developed. “Life- sibilities inherent in a complex flight style was the number one reason why operation. As Mr. Rogers would have pilots were leaving business aviation put it, “Can you say ‘burnout’” ? for the airlines,” Donaldson said. Pay While large multi-aircraft flight was a distant number two, and three departments operated by Fortune was professional development. “When 100 corporations may have the re- we looked at that data, we set forth to sources to employ up to four pilots per understand the nature of the problem.” airplane, the one-aircraft, two-pilot According to Charlie Priester, chair- operations predominate, represent- man of Priester Aviation, a major char- ing 80% of NBAA members. An inde- ter/management and aircraft sales terminate number of pilots is leaving operation based at Chicago Executive business aviation for the airlines and Airport (KPWK), the problem has al- fewer young ones are providing infill ways been there. “We remember when for the future. “It’s been coming for pilots were happy just to fly and be paid a long time,” Jad Donaldson, aviation for it,” he reminisced, “but the world has director for motorcycle maker Harley- changed, and the industry has evolved, Davidson, told BCA. and quality of life is becoming more According to Donaldson, chairman important. An indicator of this is that of the NBAA’s Business Aviation Man- the divorce rate in the pilot commu- YAKOBCHUKOLENA/ISTOCKPHOTO agement Committee (BAMC), that nity is pretty darn high — many pilots group has been looking at the issue for are never home when they should be Ah, but in flying — as well as in life — the last several years. The first BAMC — and the pilot shortage has brought timing can be everything. Today, around Workforce Summit, convened in 2017 it to light.” the world, the demand for professional in Washington, D.C., was attended by Priester cited Boeing market projec- aviators has rarely been greater. And 40 representatives from across the tion reports that for several years have nowhere other than the U.S. is the need aviation industry, including business predicted a “staggering” need for pilots more severe as the airlines thrive and aircraft OEMs, maintenance direc- and mechanics over the next decade — expand. Known for its cyclic nature, the tors, leadership of NBAA focus teams, up to 400,000 pilots and the same for airline industry is currently riding an even the airlines — in Donaldson’s mechanics. “Being a pilot or a seasoned upward surge. Business is good, Boeing words, “a real mix across the commu- mechanic is not unlike being a doctor, and Airbus are fat with multi-thousand nity.” The committee had gathered in that there is ‘intern time’ to bring the aircraft backlogs, and the carriers are salary surveys of the major airlines, technical knowledge together with ex- at last hiring. And hallelujah for the cur- “so we knew what they were paying perience,” Priester continued. “Airline rent generation of aspiring airline pilots their people.” employment is well paying, generally toiling in the trenches of aviation obscu- Committee member Dan Wolfe, who stable, and offers flying or working on rity. Your time is here. oversees Nationwide Insurance’s flight good equipment. Some people flying

www.bcadigital.com Business & Commercial Aviation | April 2019 45 Management

for the airlines say, ‘It’s a great job, but understand that these costs are per I’m bored to tears . . . but on the other pilot, so double those numbers for two hand. . . .’ I’ve understood it when our The airlines are crewmembers.” Not only is quality pilots have chosen to leave for airline training a safety issue, but insurance jobs, as I have never been able to offer companies require that pilots be well the same pay or scheduling options.” beating business trained if they are to underwrite an The lifestyle issue — having time operator. away from work and the flexibility to aviation in two areas . . . “So, our job for the owners who schedule it — was epitomized by a for- want to see the same faces every day mer corporate pilot BCA interviewed First, with transitioning they get on the airplane is to offer a after the aviator had left his flight package that provides quality of life department for a major airline. He military pilots . . . for the pilots,” Priester said. “At Flex- claimed he liked the work but mostly jet and NetJets, they never know who the ability to control his schedule so the crew will be. So, we have to con- he could plan his personal life. It also [and second] vince them that this is the cost of do- saved his marriage, he said, adding ing business in this field. What we are that, “The money is good, too.” enticing college selling is a maturing industry so we Dan Drohan, CEO at Solairus Avia- have to bring it along and convince tion in Petaluma, California, insists graduates into potential owners that this is good busi- that an airline career is not as attrac- ness that creates stability and attracts tive as claimed. “Some business avia- good people. That it’s the cost of being tion pilots are going to the airlines,” business aviation. in the game.” he said, “but many are those who were Industry veteran Robert Agostino, furloughed by the airlines last time. a pilot who also Some came into corporate flying just heads a Texas flight operation, offers to build time for an eventual move to an an interesting metric for evaluating airline. And . . . some never wanted to be the two-pilot crewing model. “Let’s corporate pilots in the first place.” Flight vs. Duty Time take two companies,” he told BCA, Drohan claims that when Solairus “each with one airplane and two pilots. has openings for pilots, “we are over- “When we hire pilots,” Priester con- One — let’s call it ‘Company A’ — flies run with resumes.” But Solairus is one tinued, “we are hiring them to crew 200 hr. a year, and their dispatch time of the largest business jet management owners’ airplanes, and the owners will is never more than 24 or 48 hr. ‘Com- companies in the U.S. with a stable of want pilots with experience in the air- pany B’ flies 400 hr. a year and may fly 160 airplanes, including 50 Gulfstreams planes and lots of total flight time. But three or four legs a day three times a and an equal number of Bombardier that has become harder to fill, because week and [their pilots] are on call when Globals and Challengers plus numerous the ones we hire today want to know they are not flying. When you look at examples of other types, and can afford how many pilots come with the air- that scenario, it appears they are very to pay top dollar for qualified captains. plane so they can be guaranteed time different companies. But not so. With Further, its pilot roster stands at 600 off. And now, it’s essential to say three Company A, what happens when one individuals, which works out to more pilots. For years when we’ve talked to pilot calls in sick? They might use than three pilots per aircraft, ensuring owners and potential buyers, we’ve contract labor, but are they [contract a reasonable work schedule for all. asked them how many hours they’re pilots] familiar with your operation, But the crux of the burnout problem going to fly a year — an industry-stan- the temperament of your passengers, predominantly rests with the small, dard question. And the question should SOPs, and so forth, and so have you understaffed operators. According to really be how many days do you want not degraded safety? What happens Priester, “When we take this issue to this airplane available to you, because when they have to go train? In a perfect our clients, they leave and come back that defines duty time.” world, this one-airplane, two-pilot con- and say they know someone who has A crew might have to sit at a desti- cept would be erased.” two pilots and so ‘Why do I need three?’ nation for two weeks and wait for the If you can afford to buy the airplane, We answer that two things will happen: principal to return. So, duty time is you should be able to afford to hire One is that the world’s changed and we substantially more than flight time. three pilots and operate safely, Agos- have to focus on pilots’ personal lives “Generally,” Priester pointed out, “that tino maintains. “The fallacy in our and, two, the number of days you will means that 85% of the time you’re away business is whether you can afford to be using the airplane defines how many from home. We have to make that clear fly that airplane. To own an airplane, pilots you will need to maintain the to the potential buyer of the airplane.” it costs you the same if it is sitting in flight crew’s quality of life and there- Training may be better than ever to- the hangar or flying except for the in- fore be able to retain them. If we tell a day, but the cost has increased substan- cidental costs. You have to take the seasoned pilot it’s a two-pilot airplane, tially. “If you take a light jet,” Priester total cost of ownership and approach they will look someplace else for a job. said, “the initial training for the pilot it as covering everything you need to We have to offer a good life to our em- is $30,000 and $20,000 a year for re- get what you want. The business air- ployees and convince the owners that current. For a , it’s, re- craft is a force multiplier . . . but a large it’s important.” spectively, $60,000 and $50,000. Now, part of the buying process is educating

46 Business & Commercial Aviation | April 2019 www.bcadigital.com the buyer on what it will take to get One of Agostino’s mantras is, if you million business jet,” Drohan quipped. what you want with adequate safety think education is expensive, try stu- “In terms of compensation, I don’t typi- margins.” pidity. “Tell buyers to apply the same cally like to compete with the airlines, basic principles of how they run their as we’re talking about two different The ‘Insurance Pilot’ businesses to running their flight de- jobs. You may get scheduling predict- partments. The airplanes are safe but ability with the airlines, but you have “What have we learned in 50 years?” only as safe as the people operating set pay structures, and there’s always Agostino asked, then answered: “The them. So, you want people up front who the risk of furlough.” impact of fatigue, physiology of flight, have quality lives, are getting enough The airlines are beating business and that people have lives outside of flight time and are on top of the job. I aviation in two areas, Drohan insists. work. At the end of the day, this should talked to one charter pilot flying Part First, with transitioning military pilots, not be something people make money 121 freight who told me he worked 310 who for eight years have lived with the on — you have to accept the limita- nights last year, and I asked him why military model, where they are told ev- tions of two pilots or plan accordingly he would do that. It’s insane.” erything: what to do, where and when to to not fly very much. You have to ap- Retaining pilots comes down to fly, to wear a uniform, and so forth. And proach it as having an ‘insurance pi- creating an environment of commu- the airlines give them a similar model: lot’ in the sense that you are providing nication, compromise and compensa- where and when to fly, put on a uniform, your operation with enough staff to tion — the “three C’s” — Drohan at and so forth.” give them quality of life, have them in Solairus believes. “These are the three The second area is enticing college the mental state of mind and physical critical ingredients to the perfect pilot/ graduates into business aviation. “It’s state of being to be operating at peak owner satisfaction,” he pointed out. unfortunate because, collectively as an performance, and give them adequate “You need to be talking about expecta- industry, we could do better here,” Dro- time to train and study.” Agostino’s tions, limitations and scheduling. We han continued. “We are a proud indus- company, which operates a brace of all need to be willing to compromise. try, often looking to hire 7,000-hr. pilots G650s, has three pilots assigned to Owners need to be willing to give up a at a minimum with a college degree. But each aircraft. little here and there, especially when the reality is that these young aviators “Safety is the result of operating at the expectation is always the 24/7/365 coming out of college with 1,500 hr. can peak competency,” Agostino contin- situation.” be scooped up by a regional into the ued, “so what are my competencies? For the pilots, the compromise is that airline world.” And how can you have that if you are “sometimes we will have to use that $65 So, to address that, business aviation on call 24/7? Look at what we have learned about human factors in the last 50 years: 80% of all accidents are due to human error, the same factors that cause accidents in cars, on trains, in Harley Haven hospitals, and so forth.” At the end of the day, the key is to educate buyers to the business aviation “At Harley-Davidson, we are a small flight department that does big things,” environment and what is required for Jad Donaldson, the motorcycle manufacturer’s aviation director, declared. safe operations. “Our pilots train like “We try to be the very best. We’re a Stage III IS-BAO-audited flight depart- astronauts,” Agostino claimed. “You ment, and we spend money on professional development. Our scheduler is can do anything once, like 24-hr. ops, a licensed flight dispatcher, for example. We operate a Challenger 300 and but the problem is that it becomes the norm. If the potential buyer can afford have four pilots — I’m one of them — two mechanics and a dispatcher. I instill the airplane, [he or she has] to make the life quality for our pilots, and I can substitute for a pilot who has a com- two decisions: (A) how am I going to use mitment in his personal life.” the airplane, that is, my expectations of It takes three years to break even in the development of a pilot, Donaldson the aircraft’s availability, and (B) how said, “and if he or she stays five years, the next two years are at a price point many people — my staff — do I need to meet those expectations?” where their support is part of the direct operating cost. The cost to keep Thus, owners have to apply the same people is so high you do not want to lose them.” rules to the flight department that they Eighty percent-plus of NBAA members operate a single aircraft, Donaldson apply to their businesses, which is to pointed out. “The people starting to feel the pain are these one-aircraft op- say, you can’t have everyone do every- erators — if you have two pilots and one quits, you’re out of business. Rental thing. “You don’t expect your secre- tary to do your accounting,” Agostino pilots can help in a pinch, but that is a temporary solution. They don’t know said, “so you can’t expect your pilots the SOPs for that operator, the CRM and the relationships.” to do everything necessary to keep the We were compelled to ask Donaldson about Harley-Davidson’s recently an- aircraft flying. There are basic rules nounced all-electric Harley. “It’ll knock your socks off,” he said. “It sounds of business that apply here. The flight just like a jet!” BCA department has to be seen as another business unit in the company.” www.bcadigital.com Business & Commercial Aviation | April 2019 47 Management

needs to be more willing to accept on- mitigate a lot of stress for the pilots “One of the reasons why we believe we [at the-job training for young aviators. already there. The airlines are adapt- Solairus] have been effective in retaining “What if every large-cabin operator ing by changing their model to hiring our people is that we create a work envi- were willing to hire one additional pi- people with less experience and train- ronment with the tools, resources and in- lot in his or her early 20s and pay them ing them.” frastructure to make the job and process what a commuter airline pays just to more pleasant,” Drohan explained. be in the industry and gain experi- A Formula for “Our crews feel less that they are on ence?” Drohan speculated. “We have an island and more that they are part of to solve our own problems and stop Retaining Personnel a team. There are people who are cut out blaming the airlines and start getting for this and there are those cut out for the creative. And addressing the quality Increasing headcount is relatively less airlines. Business aviation appeals more of life issue, adding a third pilot can expensive then dealing with turnover. to people with a sense of adventure and

Big Data “The only way to get a good understanding of the problem is data — data that is vigilantly collected and is recorded and retained for further analysis.” The speaker is Sheryl Barden, president and CEO of Avia- tion Personnel International in San Francisco. Daughter of API founder Jan Barden — both women are well known in busi- ness aviation circles for pilot employment assistance — she was addressing the work/life imbalance issue in business aviation flight departments that is causing pilots, mechanics and schedulers to seek employment elsewhere. Implicit in the on-call nature of business aviation — the requirement in many cases to be available for work 24/7 and the inability to plan a personal life — the lifestyle can result in prolonged stress and, ultimately, burnout. Barden received a different perspective on the work/life balance when she chaired a panel on the subject at this year’s NBAA Schedulers & Dispatchers Conference. There, she was exposed to the experiences of flight department schedulers working constantly on-call, or nearly so. Schedul- life balance issue, Barden insisted that “because we are liv- ers are the unsung heroes of business aviation operations, ing in a data-driven world, without accurate data, no one is often unseen, and are always offering support for flights in going to move the needle toward a solution.” She cited “a progress, no matter where their crews are or the time zones multi-aircraft East Coast operator” that applied data to help they ply. resolve a lifestyle problem with overworked flight schedulers. “When does a global 24/7 operation stop?” Barden asked “That was something that could be translated to any role in in a report she wrote after the conference ended. “When the flight department,” she said, including pilots. By keep- does the phone stop ringing? The answer is, it doesn’t.” ing a vigilant record, it’s possible to see where workload is While these operations run constantly, Barden wrote, “human impacting people, with consequent fatigue buildup over time. beings cannot keep that pace.” In other words, the data can begin to tell a story. “And when Microsoft founder may have been “a 24/7/365 you see that story,” Barden asked, “where does it line up with kind of guy when he built and ran one of the largest compa- the values of the host organization?” nies in the world,” Barden wrote, “but the bulk of us are not This was critical in the analysis performed by the afore- manically driven entrepreneurs like Bill. We’re expected to mentioned East Coast flight operation. “What was happening leave work one day and come back refreshed on the next. was that people felt they were on 24/7 call, but no one knew So, we cannot be up working in the middle of the night and when or how much they were working, as not all work hap- be expected to show up the next morning fresh as a daisy.” pened in the office,” Barden explained. “They were getting Barden is a believer in data-driven solutions. Interviewed midnight calls to solve problems with overseas flights, pulling by BCA after the conference for her thoughts on the work/ their cars off the road to use their laptops to handle situations,

48 Business & Commercial Aviation | April 2019 www.bcadigital.com appetite for less structure and rigidity in Harley-Davidson’s Donaldson says he “If you don’t want customer interaction scheduling and workflow. And there are doesn’t “rag on the airlines; they’re just and customer service,” he continued, elab- people who are inspired by their client’s different from us, and we both fly air- orating, “and to fly the latest equipment mission and like the variability in destina- planes. There is not a lot of good career with the best avionics, have the freedom tions. And, as well, it’s also the personal leadership and guidance now in business and flexibility to fly in different regimes, connection between the client and the aviation. I’ve always emphasized mutual and do not want to have to make a lot crew. We like to work with people who are respect and quality of life, but if you want of decisions about the flight, then go to changing the world we live in — it gives us to leave for more money, that’s fine. Ev- the airlines. We have to meet passenger a sense of meaningfulness. We gotta’ start eryone needs to be fully aware of what needs, ensure the safety of flight, file solving our own problems. Why aren’t we they want out of their career and what the fight plans, check the weather, make doing our own job fairs like the airlines is important. If it’s just money, then go to sure all our performance data is cor- and military?” the airlines. rect, go to different airports instead of

“Now, you can’t argue with that tracked data,” Barden said. “There is no emotion to it, just real numbers. No one wants to hear complaining, but they can’t refute the data. This was taken to the HR director, who saw that this did not conform to the values and expectation of the corporation, which had an expectation that the most an employee had to work was 40 hr. a week. Most leaders would expect that their employees maintained a balance between work and quality time off.” But a day off is only a day off when you know in advance that you have it. “So, the solution to this scenario was that they increased headcount and constantly monitored the schedule and redistributed work so no one employee was overworked,” Barden said. “Having this data allows the manager to help balance workload — and this applies to ev- eryone, including pilots. You’ve got to get in and understand what is really happening, and to do that, you need hard data. REPHOTO/ISTOCKPHOTO And with it you can make sound decisions versus emotionally working at night, on weekends, on holidays. The net of it was based decisions.” that no one would articulate what the situation really was Barden is also a believer in having an elastic workforce in- in terms of hours worked and schedule. These people were cluding one or two regular contractors the operation can turn burning out, and the stress level was affecting home lives and to as a pressure relief valve. “Whether that’s in scheduling, families. And this can happen in any career, whether scheduler maintenance, the cabin or the cockpit, when you have those or pilot, maintenance manager or cabin attendant.” people who are trained to your standards — regular contrac- tors — you can use them to help bring along life balance, not Boss, We Have a Problem . . . just as a last-resort fill-in.” So, the flight operation’s scheduling manager accepted that Barden also had some observations on the pilot shortage they had a problem and needed data in the form of hours and business aviation aviators leaving for airline jobs: “You worked and when to fully understand the problem and make start with reserve and are on constant call, so it isn’t imme- a case to upper management for a solution. Typical of data diately better. People go to the airlines to get what they think collected were statements like, “I worked in the office 8 hr., they’ll get in the future. Many are taking pay cuts initially. went home and had to get up at 2:00 a.m. to work a flight in “The issue now is that we can’t depend on the regional progress for 2 hr. and then couldn’t get back to sleep for 90 airlines to get pilots for business aviation thanks to the quick min. and then had to get up at 6:00 to go back to the office.” flow-through from the regional carriers. Do we offer an attrac- The scheduling manager compiled the data and brought it tive enough opportunity? Attracting new people to our industry to the aviation manager, whose reaction was, “This isn’t right, is going to be the challenge. We have to help young aviation and we need to make a change.” professionals learn how attractive our industry is. BCA www.bcadigital.com Business & Commercial Aviation | April 2019 49 Management

the same predetermined set, all without Committee’s reach in the aviation ad- We are building a partnership between a dedicated dispatching department. vocacy community by inviting the Na- the NBAA and the operators to help Personally, I like that, but not every- tional Air Transportation Association backstop the AOPA high-school initia- body does.” (NATA), Aircraft Owners and Pilots tive. And we are enlisting flight depart- But there’s a caveat: “You will be Association (AOPA) and NBAA lead- ments to assist teachers.” paid a good salary in business aviation, ership. “We are looking for solutions,” For my generation of aspiring air- but sometimes the drawbacks will be Donaldson said. “There are long-term line and corporate pilots, living on bor- the demands on your time because the and short-term problems. The long rowed money and getting their wits job does not come with a schedule like term is that we are behind the curve scared out of them every day as flight airline flying. That being said, most on what the airlines are offering by not instructors, the current rush and well- businesses that operate aircraft do so educating students on what business paid offerings, for airline positions is around their own corporate schedule, aviation has to offer.” almost insulting. But it’s what the traf- meaning they have busy times of the Consequently, BMAC has created a fic will bear in high tech and banking, year and not-so-busy times.” PowerPoint presentation and videos and as Donaldson said, you really have on business aviation careers for pilots, to know what you want in a career, and Avoiding ‘Groundhog Day’ maintenance techs, management, dis- we might add, be willing to make sacri- patching, facilities and aircraft. “That’s fices, if necessary, to get it. Business aviation is viewed by the rest the grassroots effort,” Donaldson said. Meanwhile, British and many Euro- of the industry as competent and reli- “We learned that the AOPA has funded pean legacy airlines have long primed ant, Donaldson asserted, adding, “As over 90 high schools across the coun- their pilot pipelines with suitable zero- a person who wants to be involved in try to build aviation programs to teach time candidates, whom they’ve hired, aviation, you need to be self-aware of young people about getting into avia- and enrolled in ab initio flight train- what you want to do for a career. The tion and understanding all aspects of it. ing through commercial/multi-engine/ airline life — a rigid, standardized pro- cess to the same collection of airports — is ‘Groundhog Day’ every day. Lots of airline pilots game the system, but you can’t do it in business aviation, which pays a straight salary with a good pension.” One business aviation pilot — who shall remain anonymous — found this out when he left his corporate flying job for a posting with a major airline but eventually returned to his former flight department because he liked his colleagues there and the family-like work environment. They flew together, knew each other’s strengths and foi- bles, and hung together at destinations, whereas post-flight at the airlines, ev- eryone went his or her own way until they checked in for the next leg. In the BAMC survey, the NBAA found that Gulfstream and Global pilots were holding down the same sal- aries as 12-year captains at a domes- tic airline, “which is why we believe that the survey was presenting us with the correct information,” Donaldson said, “and that money was not the num- ber one driving fact: It was quality of life. Of course, there are outliers, but they’re in the minority according to the survey.” BMAC has conducted two surveys so far — the first in late 2016, followed by another the following year — and is now planning a third. The first one went to 11,000 pilots in the NBAA and had 1,700 respondents, considered sufficient to obtain good data. The second BAMC Workforce Sum- mit in summer 2018 broadened the

50 Business & Commercial Aviation | April 2019 www.bcadigital.com instrument certification. Flying the line at some car- riers, the newly minted aviators reimburse the cost of Left-Side Accounting their training via payroll deductions. While some air- The flight department has to create value, believes Gary lines, particularly the British carriers, have traditionally Dietz, chief pilot for a multi-aircraft flight department serv- hired candidates out of universities, others are taking them right out of the gymnasia (Euro high schools), thus ing a major Southwest corporation engaged in international benefiting from four extra years of productivity that operations. otherwise would have been lost in academia gaining bac- “We try and run four pilots per airplane,” Dietz told BCA, calaureate degrees. The candidates – assuming they “but the reason is that it allows consistency in training and are able to master the nonstop total-immersion ab initio on the fight deck, and it provides a small margin of predict- training and pass their check rides – of course, reap the benefits of rewarding careers in a (predicted) growth ability in a non-predictive enterprise [i.e., the ad hoc nature industry. of business aviation]. We create value in business aviation The pilot shortage is real and will continue, Charlie by creating predictability for the executives, and that keeps Priester insists. “In my opinion, I don’t think this will us on the left side of the balance sheet. If we hired the get any better very quickly. The pilot shortage . . . will go same number of pilots per aircraft as the airlines do, our on, as will the mechanic shortage, which is just not get- ting the same level of publicity. Right now, the airlines operation’s cost would be excessively high. need pilots so urgently that some will pay pilot students “We have to find that value, and that’s determined by the still in school a signing bonus of $10,000 and start them, number of days a pilot flies,” Dietz continued. “We have to once they’ve graduated, at $75,000. And even then, they factor in the days, hours and overnights. The difficulty for can’t get enough pilots to sign up. It’s supply and de- a small flight department is that they have smaller margins mand.” BCA and fewer resources from which to draw. And the av manag- ers of the smaller operations that do not have the scale the larger ones have, I can empathize with.” To create that value while retaining pilots and ensuring a balance between their work and personal lives is a daily challenge for an aviation department manager. “As the av manger, you have to make a case for the value that the aircraft and the people who crew, maintain and schedule it provide to the company,” Dietz said. “And the corporation’s principal has to have expectations of what value he or she wants and has to be able to listen and be open to solutions to support the value proposition.” It’s really about institutional culture, Dietz believes. “And the av manger has to show the value to the company by managing the bottom line while at the same time creating resources in the department that allow some predictability in an unpredictable schedule.” This includes the provision of vacation days, hard days off, defined times of availability on the road or at home, and maybe allowing longer week- ends when the schedule permits. Each department has to work this out in a way that does not create excessive expense for the company. “In our shop,” Dietz continued, “we have a 2.5-hr. callout for popup flights. We define the difference between being accessible or available. Everyone has to be accessible, unless they are on vacation or an approved day off, but a certain number, at different times, are required to be avail- able, or on-call. As manager, I own it. I have to manage the schedule to know how many people are available at any given time. We want to provide our crewmembers with options on how they can manage their personal schedules while we, as the leadership team, must manage the flight schedule.” BCA

PATTILABELLE/ISTOCKPHOTO www.bcadigital.com Business & Commercial Aviation | April 2019 51 Pilot Report A bespoke, personal flying flagship without equal

BY FRED GEORGE [email protected]

he $75 million Global 7500, a near-clean-screen design, or social justice warriors blocking their doorsteps. is the largest, roomiest, farthest flying and most expen- Forbes magazine reports that there were about 1,100 bil- sive purpose-built business jet yet created by a general lionaires in 2008. Today, there are more than 2,200 people Taviation manufacturer. It represents a wholesale shift in in the publication’s “triple comma club.” Collectively, they’re large-cabin aircraft marketing by Bombardier, as the Montreal worth more than $9 trillion. They own multiple luxury ve- firm redirects its focus toward people of means who value life- hicles, reside in multiple homes and move between multiple style and comfort as much as mobility and utility. destinations. They cherish the safety, security and solitude Long ago, Bombardier saw the emerging shift in buyer de- afforded by private jets while traveling through a world that mographics. While the world’s largest corporations reined prizes paparazzi, pawing and prying. in their purchases of long-range, large-cabin business air- The Global 7500 ups the appeal for such discerning buy- craft in the aftermath of the Great Recession of 2008, in- ers by flying nonstop at Mach 0.85 between cities as distant terest in uber-jets perked up among ultra-high-net-worth as 7,700 nm, such as Buenos Aires and Brisbane; Mumbai individuals. And these fortunate few increasingly have the and Morristown, New Jersey; San Francisco and Singapore; means to acquire aircraft in this price range. Unlike CEOs or Sydney, New York and Hong Kong. In March 2019, for in- of large public corporations, these well-heeled individuals stance, the Global 7500 stretched its legs on a record-setting don’t lose sleep over hostile shareholders, corporate raiders 8,152-nm trip from Singapore to Tucson, .

52 Business & Commercial Aviation | April 2019 www.bcadigital.com The aircraft’s main cabin is one-third longer than any model reduces its eight-passenger range by only 16 to 17 nm. What offered by Dassault or Gulfstream, providing space for a fourth better way to whisk the family between its Royal Dutch seating section. Heretofore, typically configured large-cabin Feadship at the Monaco Yacht Club and its Jackson Hole ranch aircraft have offered three-section layouts. Zone 4 in the base- estate at nine-tenths the speed of sound, all while cossetting line Global 7500 has a 16 G-rated, three-place divan, single those on board in unequaled comfort? chair and worktable. Looking from front to rear, Zone 1 is a Although Bombardier makes no apologies for catering to the four-chair club section with 21-in.-wide seats; Zone 2 is a six- carriage class, it also wants the Global 7500 to appeal to corpo- place conference grouping with two facing chairs on the right rate aircraft buyers. To that end, the aircraft’s modular cabin and four facing chairs on the left; and Zone 3 has a 16 G-rated, design enables buyers to pick-and-choose different layouts for three-place divan on the left, plus a padded perch for part-time each of the four 9-ft. seating areas, providing a choice of 10,000 occupancy in front of the emergency exit adjacent to a credenza distinctive floor plans. with life raft stowage inside, inflight entertainment (IFE) me- A corporate operator, for instance, might choose back-to- dia center and a top-mounted 32-in. monitor. back, four-chair club sections in Zones 1 and 2, a four-seat Aboard Bombardier’s s.n. 70006 demonstrator, accommoda- conference grouping along with three-place divan in Zone 3 tions are not so Spartan. Bespoke cabin options include wider and a three-place divan plus single chair for Zone 4. And while and plusher chairs in the club suite, wine refrigerator/chiller/ the Global 7500 is typically configured with 14 to 17 seats cer- freezer, warming drawer, and coffee and espresso makers, plus tified for full-time occupancy, its primary mission is to carry wood veneer flooring for the galley, additional bulkhead sepa- eight to nine passengers in unmatched comfort on voyages of rator between Zones 2 and 3, stone veneer flooring in the aft up to 16+ hr. lavatory and larger flat-screen IFE monitors, airport moving To help customers visualize all the layout possibilities, map surface management system and various other avionics Bombardier offers a tablet computer app that enables them to options. Yet even with all the added kit, s.n. 70006 can still move various seating and sleeping configurations into each of carry eight passengers with full fuel. the four sections at the swipe of a finger on the screen. Because Optional, but not installed on the demonstrator, are a of the four-zone interior, the aircraft is one of the few purpose- 300-lb. aft lavatory shower with 32-gal. (252-lb.) water tank, built business jets that can comfortably sleep eight passengers 345-lb. super-soundproofing kit, 15-lb. electrically powered in pairs of facing chairs or on foldout sofa sleeper divans. divan and 40-lb. second head-up display in the cockpit. Notably, none of the four-section seating choices impinges The heft and muscle of this titan pay off when ordering upon the forward crew rest area, designed from the outset to weighty options. Each 100 lb. of added empty aircraft weight meet SAE 4101 Class 1 sleeping compartment requirements.

Bombardier’s $75 million flagship is the largest, longest range, roomiest and most luxurious purpose-built business aircraft yet to make its debut.

www.bcadigital.com Business & Commercial Aviation | April 2019 53 Pilot Report

The left-side crew rest compartment has two windows, and conditions only widen the spread in range performance between one fully reclining crew chair and ottoman that convert into a the two aircraft because of the Global 7500’s lower V speeds and 6.6- by 2.5-ft. berth. The compartment can also be fitted with shorter takeoff field lengths. Departing BCA’s 5,000-ft. elevation, upper and lower bunk beds. ISA+20C airport on a 6,400-nm trip, the Global 7500 even needs The crew suite also has its own lavatory with window, a full less runway than the three-engine Falcon 8X. galley and crew wardrobe closet. The lav has been moved from The wing has virtually the same 35.3-deg. quarter chord the front of the galley on older Globals to the rear of the Global wing sweep as older Global jets, but it has a thinner thickness- 7500, providing better access for passengers and more space to-chord ratio, leaner flap track fairings, improved lift-to-drag for a crewmember on the cockpit jump seat. performance, more efficient winglets and as much as 30% better low-speed lift performance because of double-slotted, Breaking With Older Family Members inboard Fowler flaps. The wing structure is exceptionally flexible for a general While BD-700-2A12 Global 7500 is grandfathered onto the aviation aircraft. Couple that to its 91 lb./sq. ft. wing loading original 1998 BD-700-1A10 Global Express type certificate, it and FBW active load alleviation and the predictable result is shares little in common with older members other than its exte- one of the softest rides in the air, based upon our observations rior fuselage diameter and a primary airframe made of metal. while flying through frisky winter jet stream turbulence over Lithium aluminum alloy, instead of older zinc or copper blends, western Kansas. is used for large parts of the structure to save weight. While the The new model is Bombardier’s first FBW business aircraft. original aircraft was certified to FAR Part 25 through Amend- It uses well-proven C*U control law, similar to the , ments 91, 94, 96 and 97, the new model is certified to FAR Part Boeing 787, Embraer E-Jets and Gulfstream FBW models. 25 Amendment 138 with no exceptions. C-star blends G command feedback (vertical acceleration) It has a new, larger and lower-drag wing optimized for Mach 0.85 cruise speeds, thinner fuselage frames that increase usable cabin width and height by 1 in., and 80% larger cabin windows, along with new Passport engines, new full-FADEC Safran APU approved for unattended ground operation, and new fly-by-wire (FBW) flight controls origi- nally developed for Bombardier’s CSeries regional jets, plus a recontoured fuselage nose cowl to reduce transonic drag and noise, and new aft fuselage and empennage. Its Global Vision Flight Deck is more capable and more fully integrated with the new and updated systems. In short, pilots will need new type ratings and will need to pay close attention in ground school. This starts with different limit speeds. Glance please at the accompanying specifications table. Bombardier dive-tested the aircraft to as high as 370 KIAS and 0.995 IMN. Redline Mach is 0.925 and the aircraft maintains that MMO up to its 51,000-ft. certified ceiling, in large part due to the automatic flight enve- lope protections built into its FBW system. One-engine-inoper- ative (OEI) service ceiling also goes up from 18,000 ft. to 25,000 ft., compared to the Global 6000. It’s now in league with best in class big twins from Savannah. FirstFirst BBusinessusiness AAircraftircraft The aircraft’s weight and size make possible its exceptional cabin comfort and unmatched range in class. But its 104-ft. wingspan and 57-ton mass may make it unwelcome at some for Safran’s SPU300 airports. Colorado’s Aspen-Pitkin County Airport/Sardy Field The FADEC-equipped SPU300[BA] has the highest power- (KASE), for example, has a 95-ft. wingspan limit and Teterboro to-weight ratio of any engine in its class and boasts an ex- Airport (KTEB) in New Jersey restricts weights to 100,000 lb. In addition, the Global 7500 AFM recommends 100-ft. mini- ceptionally wide operating envelope. It can be started on the mum runway widths. ground up to 14,000 ft. and in the air up to FL 450. It can The 1,254-sq.-ft. wing is smaller in area than that of the start the main engines up to FL 230. It can supply bleed air Gulfstream G650ER and the aircraft’s MTOW is 11% higher. for cabin heating, air-conditioning and pressurization, plus Power loading is nearly identical. But the Global 7500’s high- fuel tank inerting, up to FL 250, full 60-kVA AC electrical lift system, including leading-edge slats and double-slotted inboard Fowler flaps, gives the aircraft the best sea-level, power up to FL 450 and 40 kVA up to FL 510. However, use of standard-day runway performance of any aircraft in its class, the APU in flight causes a slight increase in drag and results as shown in the accompanying Range Vs. Payload chart. in a 1.1% range loss. Historically, ultra-long-range Gulfstreams have beaten the Fuel flow is approximately 180 lb./hr. The APU is housed Globals on range performance when departing hot-and-high in a fire isolating compartment and it is approved for unat- airports. Not so with the Global 7500, particularly because of its higher-pressure-ratio turbofans. On warm days, it will tended operations on the ground. The FADEC has a health surpass the G650ER’s max range when departing Chicago monitoring function for fault detection and failed component Executive (KPWK), Key West International (KEYW), , identification. BCA Switzerland (LSZB) or Toluca, Mexico (MMTO). Wet runway

54 Business & Commercial Aviation | April 2019 www.bcadigital.com at higher speeds and pitch-rate command feedback at lower speeds, including during takeoff and landing. The U function is artificial speed stability, essentially meaning that “you,” the Bombardier Global 7500 pilot, must retrim the aircraft, using a split rocker switch on top of the sidestick, in the pitch axis as speed changes to maintain Specifications the desired nose attitude. A bug on the PFD airspeed tape in- BCA dicates the neutral pitch trim speed when the aircraft is being Equipped Price $75,000,000 manually flown. The bug vanishes with the autopilot engaged. The primary cockpit control inceptors are semi-active sides- Characteristics ticks and rudder pedals. While the left and right sidesticks are Wing Loading 91 0 not electronically or mechanically interconnected, they have Power Loading 304 soft and hard stops, separated by a step-up in spring resistance Noise dB(A) 91 6/80 3/88 8 to movement. The soft stop corresponds to aircraft operational flight envelope limits, while the hard stops take the aircraft to Seating 2+17/19 its structural limits. The sidesticks also feature -warning stick shakers and centering latches that engage when the au- Dimensions (ft./m) topilot is in use. Forcing the sidestick out of its center latched External 11117 (3388 m) long x position disengages the autopilot. 104 0 (31 71 m) wide x 27 0 (8 24 m) high The rudder pedals are mechanically interconnected, but they have no mechanical links to nose wheel steering (NWS), wheel Internal brakes or rudder. Instead, they send electronic inputs to the Length 54 3/16 5 NWS, FBW system and brake-by-wire systems. Springs pro- Height 6 2/1 9 vide tactile feedback. A rudder trim knob on the center console Width (maximum) 8 0/2 4 eases pedal force during OEI flight. Aileron trim is automatic Width (floor) 68/2 1 during normal operations. Triple-redundant primary flight control computers (PFCCs) Thrust use inputs from cockpit inceptors, control surface position sen- Engine 2 GE Passport 20-19BB1A sors, the IRS and air data systems and internal flight envelope Output/Flat Rating OAT°C 18,920 lb ea /ISA+15C and structural limit maps to calculate required commands to TBO OC the flight control actuators. Eleven remote electronic units (REUs), providing three or four levels of redundancy in each Weights (lb./kg) axis, process inputs from the PFCCs and then send commands Max Ramp 115,100/52,209 to electrohydraulic power control units (PCUs) attached to the Max Takeoff 114,850/52,096 ailerons, multifunction spoilers, rudder and elevator, plus the Max Landing 87,60 0/39,735 dual-channel motor controller for the dual horizontal stabilizer Zero Fuel 67,50 0/30,618 jackscrew actuators. If all the REUs fail in a single axis, an BOW 61,70 0/27,987 alternate flight control unit sends commands to a single rud- Max Payload 5,800/2,631 der, elevator and aileron PCU, plus one channel of the horizon- Useful Load 53,400/24,222 tal stab motor controller. This is a belt-and-suspenders, plus Executive Payload 1,600/726 Velcro, design approach to keeping your digital pants on. Max Fuel 51,503/23,362 The robust, redundant design of the system makes loss of Payload with Max Fuel 1,897/8 61 normal control law functioning highly unlikely. But if it occurs, Fuel with Max Payload 47,600/21,591 the system reverts to “direct control law,” sharing much in Fuel with Executive Payload 51,503/23,362 common with “alternate control law” modes of other manu- facturers’ FBW systems. Most Global 7500 direct law modes Limits provide structural envelope protection and yaw damping, if not Mmo 0925 near full normal control law functioning, but autopilot is not FL/VMO FL 350/320 available. Notably, the aircraft can be flown at its normal Mach PSI 103 0.85 cruise speed in direct law with virtually no operational limitations outside of RVSM airspace. Climb Normal control law features include pitch and bank limiting, Time to FL 370 20 min roll rate limiting and overstress, overspeed and stall protec- FAR 25 OEI Rate (fpm) NA tion, plus partial yaw compensation for thrust asymmetry, tail FAR 25 OEI Gradient (ft/nm) NA strike protection, active wing load alleviation and outboard/ inboard aileron splitting to reduce wing bending moment, along with CG compensation to normalize feel at forward- and Ceilings (ft./m) aft-CG extremes. Certificated 51,000/15,545 Direct law retains rate damping in all three axes; rudder All-Engine Service 43,000/13,107 and elevator limiting to prevent overstress; pitch, roll and yaw Engine-Out Service 25,000/7,620 trimming; and aileron/rudder interconnect with slats/flaps Sea Level Cabin 30,125/9,182 extended to prevent adverse yaw. The four-position slats and flaps are electrically actuated Certification ANAC/FAR 25A138 separately from the FBW primary flight control system. The EASA CS25A13 aircraft normally has such short takeoff field length (TOFL) 2018 requirements that having enough runway at most airports is www.bcadigital.com Business & Commercial Aviation | April 2019 55 Pilot Report

Bombardier Global 7500 Performance Time and Fuel vs. Distance These graphs are designed to illustrate the performance of the Bombardier Global 7500 under a variety of range, payload, speed and density altitude conditions. Do not use these data for flight planning purposes because they are gross approxi- mations of actual performance. However, spot-checks of these data during our demonstration ride correlated closely with Bombardier’s performance projections.

TIME AND FUEL VERSUS DISTANCE This graph shows the relationship between distance flown, block time and fuel consumption. The Global 7500’s advertised range is 7,700 nm at Mach 0.85, but the Specific Range aircraft can also fly 6,000 nm at Mach 0.90. Bombardier’s 61,700-lb. spec BOW, including four crewmembers and furnishings, appears to be representative of regular production aircraft without options. The aircraft on which we flew for this report had a 61,879-lb. BOW, including upgraded chairs, “zig-zag” six-seat conference grouping, additional IFE units and a full-size bed in the aft cabin.

SPECIFIC RANGE (MID-RANGE WEIGHT, ISA) This graph shows the relationship between cruise speed and fuel consumption for the Global 7500 at representative cruise altitudes for a mid-weight aircraft. We did not have the opportunity to verify all these data during our evaluation flight as winter weather and jet stream currents Range/Payload Profile biased the results during our demo flight. Takeoff Field Length (ft.) Fuel Burn (lb.) 10,348 21,452 33,858 48,373

SL 5,000 ft. Gross Takeoff 4:00 8:00 12:00 16:09 ISA ISA+20ºC Weight (lb.) RANGE/PAYLOAD PROFILE 5,702 8,875 115,000 The purpose of this graph is to provide

5,270 8,088 110,000 Max. Payload simulations of various trips under a variety

105,000 1,800 lb. Payload of payload and two airport density altitude conditions, with the goal of flying the 4,420 6,137 100,000 900 lb. Payload longest distance at high-speed cruise. 95,000 0 lb. Payload Each of the four payload/range lines ends 3,646 5,026 90,000 at the maximum range for each payload 85,000 condition. The time and fuel burn dashed 3,521 4,424 80,000 Conditions: NBAA IFR (200nm), Zero Wind, ISA, M 0.85 cruise, 61,700 lb. BOW lines are based upon Mach 0.85 cruise 75,000 and 33% MAC CG. Runway distances 3,411 4,226 70,000 for sea-level standard day and for BCA’s 65,000 5,000-ft. elevation, ISA+20C airport 0 1,000 2,000 3,000 4,000 5,000 6,000 7,000 8,000 Range (nm) accompany the takeoff weights, assume the optimum slats/flaps configuration. the optimum slats/flaps configuration.

56 Business & Commercial Aviation | April 2019 www.bcadigital.com not a challenge. OEI first-segment climb performance, though, provides full power up to 45,000 ft. and two-thirds power up can be limiting when departing particularly hot-and-high air- to 51,000 ft. External AC power may be connected to the air- ports. Given sufficiently long runways, Bombardier provides in- craft through a receptacle aft of the right wing root. As with creased takeoff V speed procedures that enable crews to trade older Globals, the RAT generator is rated at 9 kVA down to 110 off longer TOFLs for better first-segment climb performance. KIAS. The engines also have permanent magnet alternators Similar to older Global jets, the Model 7500 has three, that power the after engine start. 3,000-psi hydraulic systems. The left (1) and right (2) sides Three AC to DC transformer rectifier units (TRUs), each have engine-driven pumps. The left side (1) also has an AC with twice the power of TRUs on older Globals, provide power electric pump. In place of the right-side AC pump, the new to the main 1 and 2, essential 1 and 2 DC buses. Gone are the aircraft has a left-to-right power transfer unit. As before, the AC-powered battery chargers. The essential 1 DC bus charges center (3) system is powered by two AC electric pumps. Sys- both the avionics and APU start NiCad batteries, each now tem 3 also can be powered by a pump on the ram air turbine rated at 28 AH. Bombardier originally planned to use lithium- down to 110 KIAS. ion batteries, but the technology had not matured sufficiently The landing gear, thrust reversers, primary flight controls, before design freeze. nosewheel steering and wheel brakes are hydraulically actu- As with older Globals, there are scant few physical circuit ated. Up to 9 deg. of steering is available through the rudder breakers. Most circuits are supplied by solid-state power con- pedals and 82.5 deg. through the left-side tiller. Standard trollers. The left and right stand-alone SSPC control panels equipment includes an autobrake system, tire pressure and are gone, as control functions are integrated into an avionics brake temperature monitoring. The brake-by-wire system system synoptics page. also stops the main wheels when the gear is retracted, provides The fuel system has virtual mirror image left and right sides, locked wheel detection and skid prevention, and it prevents the each with collector, surge, inner, outer, center and aft bladder brakes from being applied if wheel speed is lower than 35 kt. on tanks. Dividing each wing into inner and outer sections allows landing touchdown. fuel to be transferred aft for CG control and reduction of wing The electrical system also has been changed and it’s been bending moment. simplified. As before, the engine-driven 115-volt AC genera- The entire fuel system has only six pumps, instead of 10 in tors are direct-drive, variable frequency units. Single, 60-kVA older models. Each side has an AC primary and DC auxiliary generators replace the dual 40-kVA generators on each engine. pump, plus a combined DC CG transfer and cross-flow pump. Permanent magnet generators that supply emergency power The AC pumps have been removed from the aft fuselage tank, to the FBW control system replace the second generators on replaced by jet pumps that use motive flow supplied by the the engines. The APU powers a third 60-kVA generator that engine-driven fuel pumps. Motive flow from the engines also Vision Powered by Collins Pro Line Fusion The Global 7500 flight HF transceivers, a SELCAL deck has four, 14- by 11-in. system and Iridium satcom, landscape-configuration plus cockpit handset and flat-panel displays, large dual-channel interphone. enough so that each can Dual GPS-synchronized be split into two or more clocks, CVR, FDR, ELT, a windows. Dual trackball single HUD with both syn- devices on the center con- thetic vision and third-gen- sole support point-and-click eration EVS displays, and graphical flight planning solid-state weather radar and cursor movement be- are standard. tween screen fields for Dual integrated flight in- data entry. formation system file serv- The digital flight guidance ers, smart probe air data system provides outputs system, triple IRS and triple for the flight director, autopilot, , yaw damper FMS, plus dual SBAS GPS, VHF and ADF receivers, dual DME and pitch trim. It’s capable of Category II approach opera- transceivers, along with ADS-B Out, TCAS, dual radio altim- tions and incorporates an automatic emergency descent eters and TAWS are included. function. Options include a second HUD, ADS-B In, two additional The standard package includes a paperless chart feature, external video cameras, a security system, a second ACARS synthetic vision PFDs, interactive electronic checklist and data-link and cockpit printer, plus surface management external videocam display capability. It also includes three system moving map, third file server and data-link graphi- VHF communication transceivers, including one used to cal weather using either Universal Weather, Honeywell GDC, support ACARS, AOC, FANS 1/A+, CPDLC and ADS-C, two ARINCDirect or XM satellite radio. BCA www.bcadigital.com Business & Commercial Aviation | April 2019 57 Pilot Report supplies a heated fuel return system that recirculates warm 10.3 psid, providing a 4,500-ft. cabin at FL 450 and a 5,680-ft. fuel to the wings to prevent cold soak gelling at altitude. A fuel cabin at FL 510. tank inerting system, using engine bleed air processed through Notably, cabin air is partially recirculated through a HEPA a molecular sieve filter, floods the center wing and aft bladder filter normally in flight. But the crew can select 100% fresh air tanks with nitrogen enriched air to prevent possible ignition of with no loss of fuel efficiency in cruise and no loss of range per- fuel vapors. Normal fuel system operation, including CG con- formance, according to the flight planning and cruise control trol, is fully automatic. manual. The recirculation function, though, improves cabin Selectable quantity, single-point pressure refueling is ac- heat-up and cool-down performance on the ground after the complished through a refuel/defuel adapter port ahead of the APU is started. right wing. The stand-alone refuel/defuel panel in the cockpit Electrical heating provides anti-ice protection for the air data “smart” probes, total air temperature probes, ice accre- Global 7500 Standard Cabin Layout tion sensors, angle of attack (AOA) vanes, and windshields Crew Suite Zone 1 Zone 2 Zone 3 Zone 4 Aft and cockpit side windows, plus CREW REST, GALLEY CLUB FOUR CONFERENCE SIX: ENTERTAINMENT AREA THREE-PLACE DIVAN Lav Baggage AND FORWARD LAV NUAGE CHAIRS TWO + FOUR THREE-PLACE DIVAN SINGLE NUAGE CHAIR the EVS camera window and fairing. Smoke detection and fire suppression are strong points. 195 ft³ There are smoke detectors in the forward avionics cabinet behind the copilot, the forward and aft lavatories, cabin clos- ~13 ft 9 ft 9 ft 9 ft 9 ft 4.3 ft ets, crew rest area, below-deck avionics bay, and aft avionics 36.0 ft bay and baggage compart- 54.4 ft ment. There are fire and/or 60.7 ft overheat sensors in the main The Global 7500’s four-section cabin can be configured 10,000 different ways. And no layout landing gear wheel wells, en- encroaches on the crew rest area. gine and APU enclo- sure. Two halon bottles provide has been replaced by a virtual refuel panel on an avionics fuel fire extinguishing for the engines, APU and now also the aft system synoptic page. baggage compartment. Along with the usual cockpit indica- Fourth-, seventh- and 10th-stage bleed air is used for cabin tors and controls, there also is a remote aft baggage fire extin- pressurization and air-conditioning, wing leading edge and guisher activation switch in the aft lavatory that first must be engine cowl anti-ice heating, and fuel tank inerting. Seventh- armed in the cockpit.

The galley is the largest in a purpose-built business aircraft; forward club section has optional 23-in. wide Nuage lounge chairs; entertainment suite is upgraded with larger video monitor and forward, padded bulkhead. stage bleed air is used exclusively for cowl anti-ice. Fourth- and All external and internal lights aboard the aircraft are long- 10th-stage bleed air, pre-cooled by heat exchangers inside the life LEDs. The landing lights incorporate a pulse function, tail cowls, is routed into the aft fuselage for the other functions. logo lights are standard and several entryway lights welcome Left and right air cycle machines (ACMs) refrigerate and dehu- aboard passengers at night. Service lights, on 20-min. timers midify bleed air for cabin air-conditioning and pressurization. to conserve main aircraft battery life, illuminate the nose and Hot bleed air is mixed with cold air from the ACMs to regulate main landing gear wells, areas under the engine pylons, the temperature in four zones, one more zone than in older Globals. baggage bay and aft equipment bay. Emergency lights are pro- Bleed air is also used for engine starting, supplied by the APU, vided for the 48-lb., right over-wing, Type III emergency exit a ground cart or cross-side engine. The APU can pressurize and pathway to the wing trailing edge and entry door. the cabin up to 14,000 ft. on takeoff, providing the option for en- The aircraft has an initial 17,000-cycle “design service gine bleeds-off takeoffs for enhanced hot-and-high airport per- goal” or economic life. After that milestone, more intense formance. Pressurization differential remains unchanged at scheduled maintenance will extend its useful life. Basic

58 Business & Commercial Aviation | April 2019 www.bcadigital.com inspection intervals are 850 hr. or 36 months. Major mainte- same as in the latest luxury automobiles. When not needed, nance C-checks are slated for 12 years or 8,500 cycles. they retract back into the side ledges. The foldout worktables extend flush with the side ledges to provide continuous flat Unprecedented Cabin Comfort surfaces from the sidewalls to the aisle-side edges. The cabin features multicolor, variable intensity LED up- We spent more than 2 hr. in the cabin of the Global 7500, rid- wash and downwash lighting that can be automatically pro- ing from Wichita to Portland, Oregon, enabling us to explore it grammed to provide boarding, morning, midday and evening in detail. Our first impression when entering the cabin was its hues to help travelers adjust their body clocks when flying bright ambient lighted interior, making it appear even larger through multiple time zones. Reading and table lights are than its 2,637-cu.-ft. volume and 375.8-sq.ft. floor area sug- designed to illuminate publications and work surfaces while gest. Twenty-eight, 300-sq.-in. gently curving cabin windows avoiding . The overhead panels have no air gaspers, a flood the cabin with 80% more light than in older Globals. They concession to noise reduction and weight savings. provide more light per square foot of floor area than in virtu- Serial number 70006 is loaded with myriad options. But ally any other large-cabin business aircraft, accounting for loaded doesn’t mean larded. BOW only went up by 179 lb. That’s the perception of exceptional spaciousness. Each window has a tribute to the “fully fanatic” weight control regimen on “the an electrically actuated internal accordion shade with both no compromise design” imposed by Stephen McCullough, Bom- translucent and opaque curtains. Shade control is provided by bardier’s vice president of product development. Bombardier a switch at each window, a central control panel in the galley, a elects to build most of the interior kit to control weight and bulkhead-mounted touchscreen in the club suite and by means quality. of PED and tablet touchscreen apps. The Global 7500 debuts Bombardier’s new “Nuage” chairs, Our physical measurements of the cabin were spot on with inspired by top-end, zero gravity lounge chairs. They feature Bombardier’s claims — overall cabin width, 8.0 ft.; 6.9-ft. floor deep recline movement that pivots the rear of the seat cush- width; height, 6.2 ft.; and 36-ft. length in the four-zone main ion down as the back reclines. The headrest also pivots up to seating section, plus 54.4 ft. overall cabin length. elevate the head in the reclined position. The chairs seemingly Bombardier quotes a delivered empty weight of 59,879 lb. float on their bases as they’re moved fore or aft and pivoted. for the baseline model in its May 2018 Schedule A Aircraft & Zone 2 of the demonstrator is equipped with a novel “zig- Customer Support Description. There is an additional 1,821-lb. zag” six-seat conference grouping that has 2 + 1 aft-facing seats allowance for fluids, documents, galley and cabin supplies, life on the forward side and 2 + 1 forward-facing seats on the aft vests and a four-person crew, bringing BOW up to 61,700 lb. side. A detachable leaf fills in the gap between the two tables The aircraft’s standard equipment list is impressive, includ- to create a wall-to-wall 8.0-ft.-span by 2.5-ft.-wide table. The ing a Honeywell Jetwave 15 Mbps Ka-band satcom, voice and aisle-side twin seats track inboard to provide equal arm room FANS over Iridium satcom, Technik Nice cabin for each of the six chairs. management and IFE, six external videocams, plus two media Zone 3, configured as the entertainment suite aboard the centers with hard disc AVOD storage and Blu-ray Disc play- demonstrator, has an optional 40-in. IFE screen in place of the ers, 24-in. HD screen in the club suite, 32-in. monitor atop the standard 32-in. flat-panel unit, atop the credenza. Each of the credenza in the entertainment suite, along with HDMI ports three seats in the divan has upright, recline and berth posi- Aft master suite in Zone 4 has optional 48-in. side full-size bed that tilts on its side for access to storage compartments; conference suite in Zone 2 has 1 x 2 forward and 2 x 1 aft chairs. Diagonal leaf table insert creates 8.0-ft .span by 2.5-ft. wide wall-to-wall surface. in the club and entertainment suites, front and rear wireless tions. There is plenty of storage room underneath the divan. access points and an 18 speaker audio system, among many Zone 4, the master suite on this aircraft, has a 48-in.-wide other items. full-size bed on the left side in place of the standard three-place There are plenty of features to keep passengers entertained, divan. It tilts up toward the sidewall to reveal several storage informed and in touch with folks on the ground. But we found compartments, handy for spare linens, towels, galley supplies ourselves spending most of the time peering out the large win- or personal belongings. The aft bulkhead has a 32-in. monitor dows, appreciating the spectacular landscape of the Western U.S. in place of the standard 24-in. unit. On the right side, there is a When we did have to phone ahead to advise the family of our ETA forward credenza dresser and an aft wardrobe close. Portland, we used our mobile phone’s Wi-Fi calling feature and The “en suite” attached lavatory has its own window, wash the standard Ka-band satcom system. Voice quality was as good basin and storage closet, plus stone veneer flooring. A door in as any time we’ve used it with cell sites on the ground. the lavatory provides full-time, inflight access to the baggage Touch-dial controllers, featuring top-surface active-matrix compartment. While there are no restrictions to entry, it’s not OLED mini-displays, are flush-mounted in the side ledges at the largest in class, having a 195-cu.-ft. capacity. The optional each chair. When pressed, they pop up to control IFE, lighting aluminum step ladder is a must, as the baggage bay door sill and window shades with touch and turn motions, much the height is 7 ft. www.bcadigital.com Business & Commercial Aviation | April 2019 59 Pilot Report

The forward crew suite is one of the best designed, highest and storage cabinet. The counter has a sink with hot and cold functionality and most comfortable compartments we’ve yet running water, supplied by a standard 32-gal. tank. Atop the seen on a purpose-built business jet. This starts with the best counter, there is a single coffeemaker compartment, but a cockpit jump seat in class. It’s well-padded, has armrests and second unit is available as an option. Below the counter, there the seating position is comfortable when it’s in its sideways- are drawers for beverage cans, wine and water bottles, ice, facing stowed position. It glides sideways into the center cock- flatware, china and coffee service items, plus dirty dish and pit where it can be pivoted to face forward for an observer or waste storage. swung 180 deg. to face aft to serve as an extra crew seat in the Over the left-side crew rest area and forward crew closet, crew rest area. there is additional storage for paper goods, table linens and Anticipating future changes in FAR Part 135 rules, dry stores. McCullough designed in a rooftop escape hatch above the Aft of the galley, there is a forward lavatory with a window cockpit, complete with foldout step in the slim forward avionics and sink, and the standard configuration includes a sideways- cabinet behind the copilot and 13.7-ft.-long escape strap allow- facing toilet. The demonstrator has a diagonally positioned ing crewmembers to lower themselves to the ground. toilet that offers easier access. The right-side galley is about 9 ft. long, the forward end has Bombardier has been challenged in the past to suppress three chilled food/beverage storage compartments, plus a dry cabin noise to levels competitive with models from Dassault pantry on top. Next there’s a stack with crystal storage cabi- and Gulfstream while keeping empty aircraft weight in check. net, microwave/convection oven, steam/convection oven and The firm claims that the Global 7500 will be as quiet as current stowage drawer. The main counter top is about 5.5 ft. long, but production Global 6000 aircraft. One buyer’s representative pullout extensions create a useful, U-shaped enlarged work measured 51 to 52 dB mean 1-kHz, 2-kHz and 4-kHz speech surface. interference levels (SIL3) in Zones 1, 2 and 3, and 48 dB SIL3 in Above the counter, there is additional crystal storage with the Zone 4 aft stateroom. inserts, a galley equipment control panel, paper towel holder Bombardier declined to provide its own cabin sound

GEGE PPassportassport MMakesakes DDebutebut The 18,920 lb. of thrust produced by General Electric’s ultra-low emissions combustor and two-stage high-pressure Passport 20-19BB1A capitalizes on the multi-millions of dol- turbine. The first four HP stages feature fuel pressure actu- lars the company invested in the CFM Leap-1 engine family ated, variable stator vanes, a technology GE has been using developed for commercial jetliners. GE claims that the Pass- since the 1950s to prevent compressor stall and improve ac- port offers 8% better specific fuel consumption than competi- celeration. Both the high- and low-pressure turbines feature tive business jet engines. active clearance control to reduce tip leak losses. The Passport borrows heavily from the low- and high- The accessory gear box hosts fuel, oil and hydraulic pressure sections of the -1B powering the MAX, pumps; a single 60-kVA variable frequency AC generator; having a single blisk fan and three-stage low-pressure com- permanent magnet generator for emergency power to the pressor powered by a four-stage low-pressure turbine — one FBW system; permanent magnet alternator to power the fewer stage than any jetliner version. The lower pressure FADEC; air turbine starter; and N2 speed sensor. The FADEC compressor is fitted with variable bleed valves to optimize provides thrust management, thrust reverser control and en- airflow and to shed ice crystals into the bypass duct to pre- velope protection, including during start, automatic rotor bow vent high-pressure compressor FOD. motoring and compressor bleed valve scheduling. The 52-in. fan provides a 5.6:1 , about half The left and right engines are identical, allowing them to that of the engine’s jetliner versions. Aft of the lower pres- be swapped side to side. The gull-wing cowl doors open ex- sure section, there is a deep-fluted mixer nozzle inside the ceptionally wide for ease of maintenance access. An onboard long, lean to reduce noise and improve high-altitude oil replenishment system enables the crew to remotely top thrust. off the engine oil tank as needed from a reservoir in the aft The high-pressure section has a 10-stage compressor, equipment bay. BCA

60 Business & Commercial Aviation | April 2019 www.bcadigital.com measurements. While we could not crosscheck the sound Directed to line up and wait, the crew checked autobrakes measurements of the buyer’s agent during our demo ride, in set for rejected takeoff (RTO), potentially providing 8 ft./sec2 our opinion many customers may want to consider the 345-lb., deceleration up to 70 kt. and as much as 50 ft./sec2 maxi- option 2580-0001 enhanced soundproofing package to reduce mum deceleration at higher speeds. They did a final check of interior sound below baseline levels. V speeds, takeoff trim, CAS messages and landing lights, as we taxied into position. Flying Observations Once cleared for takeoff, Girard held the brakes, the crew pushed up the power levers until the autothrottles engaged, We strapped into the jump seat of s.n. 70006 after having flown checked engine instruments and released the brakes. N1 fan the engineering simulator to experience FBW direct law mode, speed was 93.1% and fuel flow stabilized at 6,240 lb./hr. per engine failure on takeoff and crosswind landing behavior. engine. At a takeoff weight of 77,750 lb. and with 37,840 lb. of Senior Engineering Test Pilot Maurice “Moe” Girard belted thrust, takeoff acceleration was sporty. Girard rotated just into the left seat and Senior Demo Pilot Bruce Duggan strapped after the aircraft reached the first taxiway. into the right. With three of us in the cockpit, zero fuel weight He called for gear up with a positive rate of climb and slats/ was 61,679 lb. Fuel load was 16,300 lb., resulting in a 77,979-lb. flaps 1 passing through 1,800 ft. Slats and flaps were retracted ramp weight. With that much Jet-A, we could have flown 2,200 at 200 KIAS and 2,800 ft. We settled into a 250 KIAS climb nm, landing with 200-nm NBAA reserves. at 5,000 ft. and continued at that speed until 10,000 ft. Above Based on using slats/flaps 3, takeoff speeds were 108 KIAS 10,000 ft., the crew used a 300 KIAS/Mach 0.85 climb sched- for V1 and rotation, 122 KIAS for V2 and 167 KIAS for Venr ule to FL 470. We noted that the autopilot chases climb speed flaps up. With a -7C OAT, winds 060 at 7 kt. and 1,333-ft. field somewhat, causing a little occasional bobbing in pitch attitude. elevation, takeoff field length was 3,319 ft. on Runway 1L. Pitch We experienced a short level-off at FL 360 as ATC kept us trim would be manually set at 7.4 units, based on CG, takeoff clear of higher traffic. Once cleared to continue, the aircraft weight and slats/flaps configuration. reached FL 470 15 min. after takeoff in ISA to ISA-5C condi- Switching on the main and APU batteries, the crew checked tions, burning 2,100 lb. of fuel in the process. voltages and signaled for ground power to be connected. We At a weight of 75,600 lb., the aircraft cruised at Mach 0.85, were immediately impressed with Bombardier’s clear and con- equivalent to 484 KTAS in ISA-3C conditions while burn- sistent use of EFIS colors — magenta for computer-generated ing 1,280 to 1,370 lb./hr. per engine at 97.1% to 97.5% N1. The targets; cyan for pilot-selected data; green for active or short- variation in fuel flow and fan speed was caused by upper range nav; white for standby, information and scales; yellow atmosphere disturbance, but on average, fuel flows we re- for cross-side; amber for alert; and red for warning. The Vision corded were very close to book values for the weight, tempera- cockpit is a model of ideal ergonomic design, in our opinion. ture and 33% MAC CG. In little more time than it takes to read “fire switches Girard then commenced a wind-up turn to check Mach buffet guarded; hydraulic systems, nosewheel steering and engine boundary. At Mach 0.84, the peak maneuvering speed, the air- switches off; fire detection system OK; warning lights checked; craft was buffet free up to 55 deg. angle of bank and 1.8 G. and nav lights on,” we were ready to start the APU. Its FADEC We then descended to FL 430 for a cruise performance automates the process. check at Mach 0.90. At a weight of 75,000 lb. and in ISA-1C Pre-start checks are short and straightforward. The elec- conditions, speed stabilized using 92.7% N1 thrust and tronic checklist senses switch positions and systems status, so 1,730 lb./hr. per engine to achieve a 515 KTAS cruise speed, there’s no need to check off many items that are configured cor- virtually the same as book predictions. rectly. Basically, it boils down to annunciators dark, knobs at 12 Down at FL 390, we pressed up to the aircraft’s 0.925 Mmo o’clock and switches forward. Then, switch on the red beacons redline. In ISA-3C conditions and at a weight of 74,900 lb., the and move on to start. aircraft stabilized at 523 KTAS while burning 2,400 lb./hr. per Engine run switches then are turned on one at a time. The AC engine, again very close to book values. boost pumps automatically activate, APU bleed air is rerouted Descending to 15,000 ft. for some basic airwork, Girard fully from the packs to the air turbine starters and the FADECs extended speed brakes to hasten the altitude change. There handle the other chores. N2 core idle rpm was about 68.2%, N1 was very light airframe buffeting associated with the drag fan speed stabilized at 22% and fuel flow was 500 lb. per engine. devices and virtually no pitch change associated with extend- It took a noticeable nudge on the throttles to start the aircraft ing or retracting them because of compensation by the FBW rolling. Out of the chocks, idle thrust is all that’s required to control system. keep the aircraft rolling. Extending the gear and slats/flaps 4 at a weight of 73,400 lb., With start complete, the crew shut down the APU, checked Girard and Duggan bugged Vref at 114 KIAS. To check high the FBW system as it was the first flight of the day, checked AOA behavior, Girard disengaged the autothrottle and began anti-ice systems, checked the flight controls and turned on the a 1 kt./sec. deceleration. nosewheel steering. The weather was cold and overcast. En- The FBW system provides several high AOA protection gine cowl anti-ice must be used if OAT is at or below 10C/50F features. First, nose-up pitch trim is inhibited below a com- with visible moisture. Wing anti-ice must be used during take- puted minimum trim speed (Vmin TRIM). The autothrottles off at temperatures below 5C/41F. automatically engage at Vmin TRIM and the engine ignitors Pressing the takeoff/go-around button sets the initial target are activated. Girard had to increase pitch attitude sharply to pitch attitude at 17.5 deg. and V2+10 as the target speed. If en- keep the aircraft decelerating. gine failure occurs at or below V1, those targets, respectively, Next, if the spoilers had been extended, they would have are reduced to 13 deg. and V2 automatically. automatically retracted as AOA increased. Then, maximum During the long taxi from Bombardier’s ramp to the de- commanded roll rate progressively was limited. An aural parture end of Runway 1L, residual idle thrust slowly in- “Speed” alert sounded as AOA further increased as Girard creased taxi speed. Girard occasionally had to deploy one reached the soft stop of aft sidestick travel (Vaoa SOFT). thrust reverser to keep it in check. At that point, too, the stall-warning sidestick shaker was www.bcadigital.com Business & Commercial Aviation | April 2019 61 Pilot Report triggered. As Girard pulled back all the way to the hard stop, performance enables it to depart London City and fly to Rio the aircraft reached Vaoa HARD. The aircraft didn’t aerody- de Janeiro, Capetown or Singapore. Due to its flexible wing namically stall at Vaoa HARD, but the FBW system limited structure, relatively high wing loading and fly-by-wire flight max AOA to preserve controllability. controls, it rides through turbulence with a level of comfort With the engines producing maximum available thrust, nose unsurpassed by anything from Bordeaux or Savannah. attitude reached 30 deg. up. The aircraft mushed over with We’ve not flown in a large-cabin business aircraft that has Girard continuing to hold full aft sidestick at 83 KIAS with no brighter ambient light flooding in from the cabin windows. apparent loss of composure. The standard equipment list is unmatched in this class of busi- Higher risk maneuvers were undertaken in Bombardier’s ness aircraft. Many items, such as Ka-band satcom and Wi-Fi, engineering simulator in Wichita, essentially a Level D-quality external camera array and audiovisual-on-demand entertain- box without a motion base. We began and ended the exercise at ment system, are extra cost options on competitors. Memphis, approximate elevation 300 ft. The instructor favored Bombardier markets the aircraft as having a four-zone us with day VMC conditions, 20C OAT, calm winds and all sys- cabin. There’s actually a fifth zone, one upfront that’s re- tems normal. At a programmed weight of 78,000 lb. and using served for the four-person crew. Two pilot chairs, a comfort- slats/flaps, the FMS computed 108 KIAS for V1 and Vr, 119 for able jump seat and the fully reclining chair in the crew rest V2 and a 3,660-ft. takeoff field length. compartment provide room to move about, stretch and sleep. During the session, we “flew” the aircraft in direct law to The optional upper and lower crew bunk beds could prove at- evaluate its aerodynamic stability and tractive for operators who routinely fly control characteristics. While it’s fully 14- to 16-hr. missions. controllable in direct law, lacking the This superstar of the skies cruises shaping, damping and smoothing algo- most efficiently at Mach 0.85 and it can rithms of normal law, it’s not a comfort- fly 200 nm farther than any current- able ride for passengers. production, purpose-built business air- After a few maneuvers and landing craft at that speed. Fuel consumption the aircraft, we next experienced engine increases steeply above Mach 0.88 and failure on takeoff. As the instructor failed range drops by more than 21% at Mach the right engine shortly after liftoff, there 0.90. However, when cruising at up to were considerable yawing and rolling mo- 500 KTAS, few other purpose-built busi- ments. A large-scale rudder input was ness jets can match its range. needed to return the aircraft to balanced With all of the Global 7500’s class- flight. Pedal forces, though, were quite leading qualities, Gulfstream and Das- pleasant. Once the slip/skid indicator was sault are likely to answer the challenge. centered, the FBW system compensated “They’re not going to cede the top of the for the roll moment and the aircraft was market,” says Rolland Vincent, a well- easy to control. Rudder trim zeroed out Forward crew suite has left side crew rest known consultant and business aircraft pedal force due to thrust asymmetry. compartment with lay-flat reclining berth, market analyst. “This is going to be a After completing the memory items and two large windows, IFE equipment and three-way horse race.” OEI checklist, we turned downwind and we noise insulating curtain. By mid-2019, Vincent expects Dassault were told to expect a crosswind, OEI land- to announce an ultra-long-range Falcon ing. Notably, the Global 7500 is one of the few general aviation 9X, a stretched, re-winged and re-engined version of the Falcon aircraft to have an OEI autothrottle feature. That offloads much 6X with 30+ kt.-higher long-range cruise speeds and range of the workload during this stressful scenario. The instructor well in excess of 7,500 nm. By year-end, he believes Gulfstream suggested a 15-kt. crosswind into the dead engine to add a chal- will unveil a G750-like jet with a stretched fuselage and at least lenge. We asked for 25. The sim instructor obliged. 8,000-nm range. Higher-thrust variants of the Rolls-Royce The HUD made easy work of stabilizing the approach. We BR700 Pearl turbofans are among the candidate engines. held the crab until the flare and then kicked it out to align the Meanwhile, Bombardier is keeping a low profile about nose with the runway. Lacking a motion base, it was difficult to potential plans to create an even longer range variant of the determine precise control inputs on visual cues alone to touch Global 7500. Another 8,000 lb. of fuel would boost its range down smoothly. Autobrakes set to medium brought the simulated by more than 1,000 nm. We’d call it the Global 8500, if we aircraft to a stop on centerline. Lack of motion notwithstanding, were Montreal. the exercise was valuable. A new standard for top-line business jets clearly is emerging. Back on board 70006, Girard and Duggan headed home to Customers are craving nonstop access between any two cities Wichita. There was ample air traffic in the terminal area. The on any two continents. Current-generation, three-zone cabin aircraft’s optional ADS-B In function enabled us to keep track of aircraft with token crew rest areas may be acceptable for 12- to intruders as the crew positioned the aircraft for the RNAV (GPS) 14-hr. trips between the Americas and Europe, or Europe and Runway 1L approach. East Asia. But as commerce, business and personal opportu- Using slats/flaps 4 at a landing weight of 72,500 lb., Vref was nities develop in Africa, Oceana and Northern Asia, a need is 113 KIAS. Total fuel burn for the 1 hr., 35-min. flight was 5,450 lb. developing for larger and even longer-range business aircraft, ones that rival the range of the latest long-range jetliners. New Heavyweight Title Holder . . . for Now The Global 7500, Bombardier’s bellwether business jet, meets that challenge and as such has a brilliant future. BCA The Global 7500 proves that it deserves Aviation Week & Space Technology’s 2019 Grand Laureate for Business Aviation by Editor’s Note: Next month Conributing Editor Ross Detwiler will offering best-in-class range, runway performance, ride com- reminesce about his experiences with the “old” Globals. Don’t fort and passenger accommodations. Its sprightly airport miss it.

62 Business & Commercial Aviation | April 2019 www.bcadigital.com Piloting A NextGen Primer GPS positioning represents a quantum leap in air traffic control

BY ROSS DETWILER rossdetwiler.com

“primer” is a small book for was only employed around larger air- era. Mode A transponders were four- teaching children to read or a ports or military bases for approach digit code transmitters that sent out a small introductory book on a sub- assistance. However, horrific inflight col- signal when interrogated by radar. That A ject. After interviewing people in lisions, over Brooklyn, New York and the signal was displayed on the controller’s the electronics and satellite business, I Grand Canyon, in the 1950s convinced screen in different line formats depend- realized that a primer was pretty much the public and federal government of the ing on the “squawk” code the controller what I needed to understand their world. need for better en route control of air- told the pilot to enter. That helped iden- I don’t think I’m alone. craft as well. tify individual aircraft. A lot of the information contained While radar could provide a means But early transponders had many of herein on radar systems and NextGen, for that en route traffic control, it had the same problems as primary radars: the FAA’s multifaceted, multibillion-dollar its drawbacks. For example, it could be A radar interrogation could activate upgrade of the national airspace and air difficult to identify individual airplanes if two transponders simultaneously if they traffic control (ATC) system, came from one blanked out another’s radar return. were aligned; one transponder could an interview with Dan Schwinn, president Atmospheric conditions could weaken be completely blanked out by another and CEO of Avidyne Corp. in Melbourne, the radar’s interrogation signal as well aircraft; side lobes of energy could ac- Florida. Schwinn is a graduate of the Mas- as the reflected return. Altitude separa- tivate a transponder when the antenna sachusetts Institute of Technology and in tion still required close attention, and a wasn’t pointed at it, creating false tar- addition to having run multibillion-dollar good memory by the controller was key gets; multiple radars could activate a given transponder at different times, etc. The use of two different ADS - B frequencies (1090MHz or Extremely capable electrical engineers 978MHz) can restrict communication between different worked out those flaws eventually, but it 1090MHZ aircraft. took some doing. 1090MHZ Altitude information was finally added 18,000ft. as we moved to Mode C transponders. 1090MHZ This 1090MHz-equipped airplane with ADS-B IN can see other 1090MHz-equipped aircraft but This data package was referred to as a 978MHZ cannot see the 978MHz-equipped aircraft or the “squitter.” Altitude readout was a great non-ADS-B aircraft. advancement, but it was linked to the air- craft’s static pressure system and would transmit any of its erroneous information. The Global Positioning System (GPS) 978 1090 Non-Equipped constellation of satellites more accu- Radio Radio (Mode A/C) rately determined an airplane’s position than had been possible with previous technology, even with sophisticated in- Existing SSR ertial navigation units. And the FAA cor- rectly figured that GPS’s altitude, speed and direction information could provide much better data for ATC than could ALL IMAGES AVIDYNE radar systems. global communications companies, he to distinguishing one blip from another. Digressing a little — after World War used to fly a TBM 850 and now operates a Failing that, it was “Turn left to 30 deg.” II the “best” method of safely landing air- Cessna 206 and Lake Renegade amphib- for positive identification. planes in weather was the precision ap- ian in his “spare” time. His goal at Avidyne Along came transponders and the sec- proach radar, or PAR. What person my is to bring sophisticated electronic instru- ondary surveillance radar (SSR) versus age doesn’t remember Jimmy Stewart mentation to general aviation aircraft. My primary radar. When I started flying in the movie “Strategic Air Command” partner and I have three Avidyne units jets in the Air Force in the 1960s, military hearing “on course, on glidepath,” as he in the Beech Baron we share. Along with transponders had three modes: Mode was trying to find Kadena Air Base in Schwinn, Tom Harper, Avidyne’s market- 1 was for a unit designation, Mode 2 for Okinawa fog after a 14-hr. flight from the ing director, contributed to my education identification as friend or foe and Mode U.S. in a B-47. for this article. 3 for ATC. Civilian transponders at the When it came time to adapt a system Our post-World War II ATC system time were called Mode A, thus the com- that the post-war airlines could use for ap- started with radar illuminating primary monly seen reference to Mode 3/A as a proaches, this successful method seemed targets. At the beginning, the technology description for ATC transponders of that the way to proceed. However, some genius

www.bcadigital.com Business & Commercial Aviation | April 2019 63 Piloting foresaw that if large numbers of aircraft a few lifetimesÕ worth of orbital dynamic uploaded from the Master Control Sta- were ever going to shoot weather ap- calculations, where it will be in its sphere tion, the density of atmosphere at dif- proaches to individual airports, they had around the Earth, each second of the next ferent levels and disturbances of the to be able to do that with electronic signals roughly 24 hr. Additionally, it is told when transmissionÕs speed due to atmospheric received directly by the airplane instru- and where it will send out which codes ionic effects. (A recent Aviation Week & ments rather than filtered through the precisely over roughly the next 24 hr. Space Technology article reports newer brains of the pilot and then acted on to ad- Listening to Jack, there were a lot of GPS 3 satellites can correct for iono- just instruments. That one concept even- XÕs and OÕs and a lot of calculus involved sphere effects.) For ground receivers, tually led to those signals being received to line up codes, but think of it this way: tectonic plate shifts can affect the time by an autopilot and automatically acted The satellite is told at what time it will for the signal to be received compared to upon. Thus was created the coupled ILS, be where. All that is needed from it is a whatÕs expected, as can the melting of the according much lower and eventually zero signal telling the precise time of trans- ice pack, etc. But regardless of all these ceiling and visibility approach minimums. mission. The receiver then has the satel- accuracy problems, the major concern This same type of genius foresight lite position and the time it received that of the engineers running the system is has brought us to broadcasting of GPS- signal. The difference in time calculates the integrity of the clock times. Without derived information for traffic control. the length of the radius of the globe. the times being kept synched and exact, Advanced thinking at its best. The satellites are not all updated at the all the other factors only add to possible GPS works through a series of me- same time or at the same place. Through error. If a clock ÒburpsÓ a second, the po- dium earth orbiting (MEO) satellites at the Control Station, they can be updated sitions its times are used to calculate are an altitude of roughly 12,500 mi. In other anywhere on the Earth at any time. That virtually useless. words, they are at an altitude that can means that the constellation has an even In the early days of GPS, receiver au- complete an orbit of the Earth in roughly spacing of just-updated and long-ago- tonomous integrity monitoring (RAIM) 12 hr. That was important in the updat- updated satellites. At any given time you predictions were simple. A RAIM prob- ing of the information of the satellite po- have extremely accurate satellites and lem usually meant there were so few sat- sition as weÕll see shortly. some whose predicted positions may be ellites visible at a given time and place John ÒJackÓ Taylor, a former senior up to 23 hr. into their cycle. that reliable GPS information could not systems engineer for Boeing, has been Remember the old days, when head- be calculated. Today, with 31 satellites ÒflyingÓ GPS satellites since their begin- ing out over the ocean, you had to tune to in the constellation, there will almost ning. Although the least nerdy guy you Fort Collins, Colorado, and listen to the always be a sufficient number of them could meet (his T-shirt reads, ÒYes, dear, countdown of the ÒCoordinated Univer- available. But the continuing concern is as a matter of fact, I am a rocket scien- tistÓ), when I spoke with him it quickly ADS -R solves this communication issue by became obvious I was going to have to Rebroadcasting the info from eachf frequencyrequency oontonto tthehe 1090MHZ dumb him down a bit to get any informa- other frequency. tion that would be useful to me. I once 1090MHZ tried to read his thesis on the changes in 18,000ft. position calculations of GPS satellites due 1090MHZ to perturbations in their orbit. That didnÕt 978MHZ ADS-R is the re-transmission of go well. He may cringe at my understand- 978MHZ traffic on the 1090MHz ing of what he said, but my purpose is pro- frequency. vide a ÒprimerÓ of how the system works. A GPS receiver in our aircraft mea- 978 1090 sures the time it takes for a signal from Non-Equipped Radio Radio one of the satellites to reach it. Given the (Mode A/C) known position of the satellite (keep read- ing), and assuming our receiver clock is perfect (it isnÕt), that time multiplied by Existing SSR the speed of light and gives a distance from the satellite to the receiver. This distance is the radius of a globe centered on the satellite with our airplane some- where on the surface of that globe. A sec- sal TimeÓ clock for a time hack. That was whether their clock signals have integrity ond satellite does the same and you have Òclose enoughÓ for oceanic crossings in and are they being received with suffi- two intersecting globes with a huge area the day, but in todayÕs GPS world, a one- cient accuracy? that represents where the receiver may nanosecond (one-billionth of a second) RAIM operates without the assistance be. A third satellite is needed to give us error in computed time for a signal to get of signals external to the GPS system a position. With the signal from a fourth to our receiver is equal to a position error (autonomous). If we have three satellites satellite, the aircraftÕs GPS system can of 1 ft. The biggest factor in accuracy of a telling us what our position is, but that determine altitude as well. positionÕs calculation is the integrity and position doesnÕt jibe with a fourth re- How do the satellites know where they synchronization of the time signals of the ceived satelliteÕs inputs, we have a prob- are? Through a Master Control Station clocks of the various satellites. lem. Is the fourth satellite correct? If so, in Colorado Springs operated by the U.S. When youÕre talking to guys like Jack, which of the original received signals was Air Force, each satellite, once a day, is fed theyÕll tell you that accuracy of the trans- incorrect? Was one of them incorrect or a program providing its precise location mission time is based on many things, two of them? You can see this math lead- at that time, the exact time, and, through including the accuracy of the orbital data ing to five satellites being determinant.

64 Business & Commercial Aviation | April 2019 www.bcadigital.com To isolate and exclude a fault, at least six slant range between aircraft divided by and sophisticated algorithms to provide measurements are required. Often even the rate of closure or range rate. This con- the pilot with a Traffic Advisory (TA — more measurements are needed depend- cept used time versus distance to issue “Traffic Traffic”) when a nearby aircraft ing on the satellite geometry. Typically warnings.” It was the cornerstone of traf- poses a potential threat, and a Resolution there are seven to 12 satellites in view. fic collision avoidance systems (TCAS). Advisory (RA — “Traffic — Pull Up, Pull Newer systems have a feature called Mode A transponders could only pro- Up” or “Traffic — Descend, Descend”) FDE or Fault Detection and Exclusion vide basic traffic advisories as they had when a collision is imminent and the pilot whereby the satellite determined to be no ability to tell altitude. Mode C tran- must perform a vertical maneuver in or- in error is excluded from the equation sponders (position and altitude) provided der to avoid the collision. The RAs were and put down for maintenance or tested enough information for TCAS systems toned down with later models to avoid again at a different position with a differ- to compute range, bearing and relative aircraft zooming into the altitude of air- ent constellation dynamic. altitude but could be susceptible to er- planes above them. rors due to poor pitot static systems. Then came TCAS II Version 7.0, which WAAS Up With That? Older TCAS systems need to be updated issued different RAs to conflicting air- in order to receive the more accurate craft to gain separation even quicker. As a satellite nears the end of its 24-hr. air-to-air automatic dependent surveil- With this came more sophisticated update cycle, errors can be introduced lance-broadcast (ADS-B) information “Monitor Vertical Speed” and “Level Off” into its position calculation. The Wide that includes precise GPS position versus commands being given to the pilot. After Area Augmentation System (WAAS) is a range azimuth computations. a midair collision between a Tupolev Tu- system of ground stations that are all dig- With the advent of Mode S (select) 154 jetliner and a freighter itally interconnected, their precise geo- transponders, a signal was not needed over Germany in 2008, later TCAS II 7.1 graphical positions are known, and they to interrogate the beacon. Mode S tran- systems incorporated changes in com- are continually monitoring where the sponders continuously send out signals mands given to resolve conflicts if one of GPS satellites are telling them they “are.” and, with “extended squitter,” can more the participating parties didn’t respond Since they know precisely where they accurately transmit many more track or responded incorrectly. are located, the WAAS stations can de- parameters, and even aircraft IDs, than TCAS II systems have been mandated termine how far off the GPS broadcast earlier models. on air transport category aircraft since positions are for each satellite in view. Mode S transponders transmit on the late 1980s and are also installed on So, if satellite 22 is generating an error of 1090 MHz and receive on 1030 MHz most high-end business aircraft. TCAS I 3 ft. north, 2 ft. west and 1 ft. down, this when dealing with ATC radar. All cur- systems, which provide TAs but no verti- cal RAs, represented a lower-cost alter- ADS-R solves this communication issue by native for light jets and turboprops. TIS Rebroadcasting the traffic info from each frequency onto (Traffic Information Service) and its lim- the other frequency. 1090MHZ itations were an effort to at least provide traffic services to more airplanes in high- 1090MHZ1090MHZ 18,000ft. density traffic areas. By the late 1990s, the lower-cost and lighter-weight air- 978MHZ ADS-RADS also to-air TAS (Traffic Advisory Systems) rebroadcastsrebroadca all the were being developed and installed on 1090MHz10 traffic over many general aviation aircraft, provid- the 978MHz ing additional safety benefits for a larger frequency. number of aircraft in the general aviation 978 10901090 Non-Equipped fleet. Keep in mind that the more general Radio Radio (Mode A/C) aviation aircraft that can “see” us, the safer the ATC system. But these TAS computers were still cost-prohibitive to Existing SSR many general aviation aircraft operators. While horizontal RAs (TCAS III) have been considered twice in the last 20 years, they are not likely to be offered soon due to bandwidth problems with the error is transmitted through the WAAS rent TCAS systems, in addition to their amount of information needed to be sent system up to geosynchronous earth or- Mode S transponder, have a TCAS trans- to resolve track computation problems, biting (GEO) satellites and then down ceiver that, like ground radar stations, even using the GPS information. Other to WAAS-enabled user sets. WAAS has transmits on 1030 MHz and receives on problems can exist when a horizontal RA made the GPS accurate enough for ILS 1090 MHz from individual airplanes. is followed that leads to another RA on a type approaches. TCAS today is associated with air- different airplane or when minimum lo- borne transponders that, to varying cal altitudes are not part of the equation. Separating the Players degrees of sophistication, interrogate NextGen will integrate all general other aircraft transponders in a given aviation airplanes with, at a minimum, Through Satellite Positioning area. Current Traffic Information Ser- Traffic Information Service — Broadcast vices (TIS), which are being phased out, (TIS-B). Remember, all traffic operat- An older FAA Advisory Circular states work by rebroadcast of radar traffic in a ing above 18,000 ft. in the U.S. and all that “Dr. John S. Morrell of Bendix came specific area. altitudes elsewhere gets TCAS services up with the concept of Tau, which is the TCAS II systems use all these inputs through 1090 MHz. If you’re going to add

www.bcadigital.com Business & Commercial Aviation | April 2019 65 Piloting some 150,000-200,000 airplanes into the becomes valuable to corporate and air- that it was like talking on the intercom to mix, the information highway (1030 and line airplanes because they are no longer one of the folks in the back. 1090 MHz) is going to get pretty crowded the only ones aware of potential conflicts Now with CPDLC this type of position as they send and receive from ground in the area. All of us will be able to see all reporting can be made at much smaller stations as well as multiple interrogations the traffic around us through the use of intervals, automatically or with the touch of other airplanes to determine track, clo- ADS-B. of a button, lowering North Atlantic sure rate, slant range, etc. With more and more ground trans- Track and traffic separation. The cur- General aviation airplanes in the U.S., ceiver stations and more and more air- rent system is almost a radar (or should I that stay below 18,000 ft., will be operat- craft ADS-B equipped, we will have a say NextGen transmitted GPS) environ- ing the Universal Access Transceiver system in which all the airplanes are ment, lacking only the picture. (UAT) on 978 MHz. In order to get gen- reporting their GPS position and many eral aviation users on board with the cost with Mode S are also reporting their To Review of installing ADS-B Out systems in their ground speed, track, heading, call sign airplanes, the feds promised that general and more through extended squitters. The forgoing provided the background aviation could have UAT 978 ADS-B In Eventually, one potential path for and history of the ATC system, how radar signals from these stations (read weather conflict resolution is to use all the infor- came into being and how the earliest col- and traffic information) for free. If you mation that’s already available through lision avoidance systems were developed. have a UAT (transceiver) that sends out ADS-B Out transmissions and feed that This article hopefully served as a good ADS-B on 978 MHz, you still need to have into either an onboard or on-ground col- review of the basics of how GPS satel- a Mode C transponder as a minimum lision avoidance computer. The marked lites are used to determine position and backup to make sure you’re visible to all. decrease this would generate in airborne how that position is re-transmitted from So, what if a general aviation operator, TCAS queries would allow the system to our aircraft through ADS-B Out and re- complying with the Jan. 1, 2020, equi- formulate resolutions taking into account ceived by the NextGen ATC system. page mandate for ADS-B Out, merely traffic that is much farther out. Perhaps, Those received positions are what’s upgrades his current Mode C transpon- one day, even the information that is in to be used for control in NextGen and der and couples it to GPS WAAS position the FMSs of a conflicting aircraft will be they’re re-transmitted back to airplanes transmissions? Those GPS positions are considered in RAs. The hope is by cutting via ADS-B In for collision avoidance fed down to some 700-800 currently op- down on the back and forth transmis- along with weather information. Addi- erating transceivers that have over the sions through the use of data already be- tionally, that position information is fine- last few years been erected around the ing transmitted, eventually a TCAS-type tuned through WAAS, enabling to fly U.S. These very small tower stations are system will become available to all. Reso- precise approaches using the GPS. so much less complex than a radar instal- lation that they’ve been put on oil rigs in TIS-B solves the problem of displaying non-ADS -B the Gulf of Mexico, allowing GPS routes equipped aircraft by broadcasting non-participating 1090MHZ to be assigned and seen by ATC. These traffic to ADS-B equipped aircraft over both transceivers take all the information that frequencies. 1090MHZ they receive on 1090 MHz as well as 978 18,000ft. MHz, then integrate and re-transmit it Non-ADS-B traffic data is on 978 MHz and 1090 MHz to all ADS- 978MHZ sent via 1090MHz and 978MHz to TIS-B receivers. B In receivers in the area. This is called Non-ADS-B aircraft are ADS-R, with the last letter representing identified using existing Secondary Surveillance Radar. TIS-B is different than the old “rebroadcast.” (i.e. Transponder is still required) TIS (which was on 1030MHz.)

978 1090 Non-Equipped How Does It Work for (Mode A/C) Radio Radio Us ‘Bug Smashers?’

Currently, if an aircraft is equipped with Existing SSR just an ADS-B In hand-held receiver, and there is no 978 UAT retransmission sta- tion in the area, the aircraft will see only its position and that of 978 UAT-equipped ADS-B air-to-air transceivers. If the air- lutions being made farther out will lead to Then there’s the last ongoing step in craft has no ADS-B Out, but happens to much smaller deviations from planned. applying GPS position information to- be in the area when a 978 UAT station Finally, current controller-pilot data- ward making oceanic flight occur in an is “tripped” by that airborne 978 trans- link communications (CPDLC) systems almost radar-like control environment. ceiver, the operator will see, through the using ADS-C (for “contract”) transmis- The use of the GPS position for control 978 UAT transmission, all aircraft within sions are generating far more accurate is probably the single smartest idea since that airplane’s 30-mi. “hockey puck” that and timely position information in non- radar and the ILS. This “Primer” is for goes 3,500 ft. above and below that air- radar environments. pilot use as a background for understand- plane. Finally, if the airplane has ADS-B I remember flying a leg from Honolulu ing when newer and even more accurate Out installed and is in range of a retrans- to Sydney about 15 yr. ago and noting on applications of the basic GPS positions mission station, the operator will see all the Pacific Oceanic charts that position are adapted by ATC. They’re coming and traffic in its own 30-mi. radius, 3,500 reports could be made to San Francisco we’ll be watching and analyzing them ft. above and below. This information through satellite phone calls. I marveled here. BCA

66 Business & Commercial Aviation | April 2019 www.bcadigital.com Point of Law Kent S. Jackson Contributing Editor [email protected] Goodwill Flights “Charity creates a multitude of sins.” — Oscar Wilde

COMPANIES AND PILOTS OFTEN ASSUME THAT NO HARM COULD 180-day suspension. The pilot appealed again, and the NTSB come from offering a ride in the corporate jet at a charity auc- reduced the sanction to a 30-day suspension. tion. The FARs do allow such flights, but the restrictions are As explanation, the NTSB stated: “In light of these circum- quite narrow. FAR Part 91.146 is titled “Passenger-carrying stances and relevant precedent, we think a 30-day suspension flights for the benefit of a charitable, nonprofit or community of respondent’s airman certificate would be sufficient to vin- event.” Among other things, the regulation requires that such dicate the public interest in ensuring that only properly certi- a charity flight must be nonstop, begin and end at the same fied commercial operators perform commercial services and, airport and is conducted within a 25-sm ra- dius of that airport. And pilots and sponsors of such flights are limited to no more than four events per calendar year. Several FAA Legal Interpretations have explained that a corporation organizing charity flights that don’t meet the criteria of Part 91.146 can violate Part 91 even if the company does not receive any money and simply directs passengers to give directly to a charity: Your letter acknowledges that “charities and the public could look upon the company with fa- vor for being willing to facilitate charitable giv- ing” and concludes that “this alone should not CORPORATE ANGEL NETWORK be sufficient to be considered compensation to the company as the company is already viewed favorably in the at the same time, to impress upon respondent the necessity of community for its prior direct and substantial charitable giving.” compliance with regulations despite the difficult choices that However, the FAA reiterates that it maintains a long-standing strict adherence to them may occasionally entail.” policy that compensation is construed very broadly. Therefore we Flying for charity under Part 91 means no compensation to caution that receipt of good will through facilitation of charitable the pilot/operator. Tax benefits alone are not compensation donations in some circumstances may be construed as compensa- according to the FAA: tion, and thus would be in violation of Part 91 operating rules. Since Congress has specifically provided for the tax deductibil- Pilots may believe that they can provide a charitable flight ity of some costs of charitable acts, the FAA will not treat char- under the cost-sharing provisions of Part 61.113. However, itable deduction of such costs, standing alone, as constituting case law dictates that the pilot of a cost-sharing flight must “compensation or hire” for the purpose of enforcing [the FARs]. have a common purpose with the passenger who will share If taking a charitable tax deduction for transporting persons or expenses. property is coupled with any reimbursement of expenses, or other The most amazing example of this policy restriction oc- compensation of any kind, then this policy does not apply. curred when a private pilot received a call from a neighbor in Even if a charity flight is in compliance with the FARs, it the middle of the night. The neighbor’s father was suffering a may not be covered under a noncommercial aviation insur- kidney failure, and needed to get to a hospital far away. There ance policy. In a case involving a fatal airplane crash, where was no suggestion that the neighbor and his father believed fly-in attendees could pay $10 for a 10-min. airplane ride, in- that they were getting a commercial service when they asked surance coverage was successfully denied because the court for help, and the pilot only later asked for reimbursement of found the fly-in to be a commercial operation not covered his expenses. However, the FAA and the NTSB felt that there under the insurance policy. could be no common purpose for taking the trip to the hospi- You can fly for charity, if you do it right. Corporate Angel tal and thus acceptance of funds for expenses was a violation. Network and a wide variety of other services that provide Wanting to help a sick friend did not count. humanitarian air transportation comply with Part 91 simply The most disturbing element of this Good Samaritan case because the pilots/operators do not receive any compensation is the phenomenal over-reaction by the FAA. The FAA issued for providing lift to those in need. Some operations have re- an emergency order of revocation. The pilot appealed, and ceived specific exemptions from the FAA to allow some form the NTSB administrative law judge reduced the sanction to a of limited reimbursement to the pilots/operators. BCA www.bcadigital.com Business & Commercial Aviation | April 2019 67 20/Twenty Fred George Senior Editor [email protected] Bombardier Global 6000 Third-generation fully matures in capability

MORE THAN 315 BOMBARDIER GLOBAL 6000 LONG-RANGE JETS For simple short-range planning purposes, operators plan have entered service since the third-generation Global Express on burning 4,000 lb. of fuel per hour. Operators say they can made its production debut in 2012. Operators award it high climb directly into the mid-40s where the aircraft cruises ef- marks for its speed, comfort, reliability and product support. ficiently at Mach 0.83 to 0.85, 476 to 488 KTAS at ISA. On long With 10 hr. of range at Mach 0.85, it’s perfect for dashes be- missions, they plan 5,000 lb. for the first hour, 4,000 lb. the tween Shannon and , Sao Paulo and Lisbon or Buenos second hour, 3,000 lb. the third hour and then 2,500 lb. Most Aires and Boca Raton. say they climb directly to FL 410 and cruise at Mach 0.82 to Other long-range, large cabin-aircraft can fly farther, but the 0.83. Long-range cruise speed is Mach 0.80, but operators say Global 6000 is all about passenger comfort. Outside of Bombar- there’s little to be gained by slowing down 11 to 16 kt. dier’s new Global 7500 flagship and Gulfstream’s G650, it has Runway performance is a strong point. The Global 6000, the largest cabin volume of any aircraft in class at 2,140 cu. ft. for instance, can depart a 3,400-ft. sea-level runway and fly Typically equipped, it will carry 11 to 12 passengers with full a 2,000 nm mission. Hot-and-high performance is enhanced fuel, but it’s more comfortable with slats/flaps 0 deg. and for eight in the conventional slats/flaps 6 deg. high-lift con- forward club, mid-conference figurations. The Global 6000 and aft-lounge suite configura- can depart Mexico City’s To- tion. Six passengers can be ac- luca airport at ISA+25C and commodated in lay-flat berths. fly to Madrid. However, hot- Most aircraft are config- and-high OEI second-seg- ured with a forward galley, ment climb performance isn’t crew rest chair (not a certified crew rest compartment) and as strong as that of some competitors when runway length is crew lavatory. There is a second lavatory at the aft of the cabin not limiting. with windows that provide bright, daylight illumination. The Systems redundancy, automation and reliability also are rear internal baggage compartment is accessible through a pluses. Bombardier has extended scheduled inspection inter- door in the aft section of the lav. vals to 750 hr. for “A” checks and 30 months for “C” checks. The Global 6000 retains the flexible wing structure of the Many out-of-phase maintenance tasks have been eliminated. original Global Express, affording one of the most comfort- Plan on about $260/hr. per engine for midlife inspection and able rides in rough air of any purpose-built business aircraft, overhaul reserves. especially in lieu of its 97.5 lb./sq. ft. wing loading, the highest All aircraft have Inmarsat and Viasat Ku-band SATCOM of any aircraft in class. systems, plus LAN systems. Most also have WiFi. Most op- Compared to its predecessor, the Global XRS, it has im- erators generally give Bombardier high marks for product proved acoustical insulation and its cabin sound levels are support, but some say it’s still not on a par with top ranked among the lowest in the business aircraft industry. Cabin Gulfstream. But, technical support and parts availability are pressurization is another strong point. The 10.3 psi differential improving. maintains a 4,500-ft. cabin altitude up to FL 450 and 5,680 ft. It took Bombardier 15 years and three generations of Globals at FL 510, the aircraft’s certified ceiling. Most operators sel- to achieve this level of customer loyalty. That investment now dom cruise above FL 470, so cabin altitude never climbs above has paid off handsomely. Global 6000 operators are among the about 5,100 ft. most faithful in the business aircraft community. Bombardier’s Vision flight deck, powered by Rockwell Col- Global 6000 now has stiff competition from the 6,500 nm- lins Pro Line Fusion avionics, is perhaps the biggest upgrade range Gulfstream G600, fuel miserly 6,200-nm range Dassault from the second-generation XRS to the 6000. Vision has pro- Falcon 8X and even the 6,900-nm range G650. Asking prices visions for current and future air traffic management require- range from below $30 million on 2012 models to more than $50 ments, including ADS-B OUT, RNP approaches, controller to million for 2018 aircraft. But the market is soft, especially con- pilot data link communications, automatic dependent surveil- sidering the competitive landscape. lance and LPV approaches. SB700-34-6018 provides ADS-B Bombardier hopes that many Global 6000 operators will OUT functionality. upgrade to its fourth-generation Global 6500, due to enter The PFDs have standard synthetic vision (SVS). A Rockwell service in late 2019. Trading up to Global 6500 will increase Collins LCD HGS-6000, capable of supporting both EVS and Global 6000 used aircraft inventories. For buyers willing to SVS background imagery, and left- and right-side Class II wait, these third-generation Globals could become some of the EFBs are optional. best buys on the resale market. BCA

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AERO Specialties Page 70 Edited by Jessica A. Salerno [email protected] www.aerospecialties.com News of promotions, appointments and honors Aircraft Lighting Page 69 involving professionals within the business www.aircraftlighting.com aviation community D. URENA RASO

Corporate Angel Network Page 5 ▶ Aerion, Reno, Nevada, has announced a new board of directors www.corpangelnetwork.org as it develops the Aerion AS2 supersonic jet. Tom Vice, Aerion presi- dent and CEO, has been named chairman of the board. The board Dassault Page 10 www.falcon6x.com includes Bryan Barrett, chief financial officer and vice president of Keystone Group, an affiliate of Aerion and its lead investor; Mike Sinnett, vice president of product strategy and future airplane pro- Embraer Page 6 MARIKA BRACK executive.embraer.com grams at Boeing Commercial Airplanes; Paul Adams, retiring chief operating officer of Precision Castparts, who became a board member in 2018; and Ken Shaw, vice president of supply chain for Flight Safety Page 21 flightsafety.com Boeing Global Services. Cathy Rice has joined Aerion as vice presi- dent of business management. Rice most recently retired as vice president of contract, pricing and program business operations for Global Jet Capitol Page 19 globaljetcapital.com Northrop Grumman Aerospace Systems. Scott Kalister has been appointed Aerion vice president of Worldwide Support Logistics. JOSE COSTAS Kalister previously served as senior vice president of Customer Gulfstream 2nd Cover Support & Services for Embraer Executive Jets. ▶ American Aero ATW, Dallas, Texas, named Angela Thurmond gen- Lektro Page 71 www.lektro.com eral manager of the FBO at Meacham International Airport in Fort Worth. Thurmond recently served as assistant general manager. ▶ Bii (British International Industries Ltd.) West Sussex,United King- Piper 3rd Cover piper.com dom, named Cesar Pahl and Marco Pozzato regional directors. Justin Blockley has been named commercial director. Pahl most recently TORSTEN RAABE served as regional sales business developer at AJW Aviation. He will concentrate SmartSky Networks Page 13 smartskynetworks.com sales efforts on the Latin American region, while Pozzato will focus on Europe. Most recently, Pozzato served as regional sales manager for Avtrade. ▶ C&L Aviation Group, Bangor, Maine, announced that Gus Taylor Jr. is the recruit- Textron 4th Cover www.cessna.com/denali ing manager, a newly-created position. Taylor has more than 10 years of experience in the field. ▶ Reach Airports, Munich, Germany, named Ginger Evans CEO of the U.S.-based air- Ultimate Jet Charters Page 33 port management joint venture between Munich Airport International and CAG Holdings. Most recently, Evans served as commissioner for the Chicago Department of Aviation. Hydraulic Revolution! Welcome to the new age of hydraulic service! Introducing AERO’s new state-of-the-art HPUs. Featuring a digital display with advanced software interface for usability and aircraft safety, these units offer more fow, more power, and less noise – all at a competitive price!

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70 Business & Commercial Aviation | April 2019 www.bcadigital.com ▶ , Hergiswill, Switzerland, appointed ▶ LeClairRyan, Alexandria, Virginia, named Morgan Campbell and Domingo Urena Raso as executive president H. Paul Efstratis co-leaders of the Products Liability and Trans- of Comlux Completion based in Indianapolis. portation practice team. Campbell, based in Alexandria, Virginia, ▶ Duncan Aviation, Lincoln, Nebraska, named joined the firm in 2017. Efstratis, based in San Francisco, joined Andy Richards executive vice president and the firm in 2012. BENJAMIN SCHEIDEL chief operating officer of Duncan’s facility in ▶ Phillips 66 Aviation, Houston, Texas, announced that Dan Battle Creek, Michigan. For the past seven Gallogly has joined Phillips 66 Aviation as director of General years, Richards has served as vice president Aviation Value Chain Optimization. Gallogly most recently served of modifications and completions. Tom Burt as vice president of sales and business development for EPIC is retiring after 40 years with the company. Fuels. Marika Brack has joined the company’s avion- ▶ WhiteFox, San Luis Obispo, California, announced that Brett ics installations sales team in Lincoln. Brack Velicovich has joined the company as strategic advisor. Velicovich MARK CROTTY joined the company 5 years ago as wellness previously served as an intelligence specialist for the U.S. Army. coordinator to the Benefits & Wellness team WhiteFox is a provider of drone airspace security products. lead. Jose Costas has joined the Aircraft Sales and Acquisitions ▶ Lufthansa Technik, , Germany announced that Torsten team covering EMEA and Asia Pacific regions. He previously Raabe is the new CEO of Lufthansa Technik Sofia (LTSF). And worked at Embraer Executive Jets as a regional vice president Benjamin Scheidel is the CEO at Lufthansa Technik Shenzhen Sales for Europe, Africa and Middle East. (LTS) taking over from Detlev Jeske. ▶ , Savannah, Georgia, promoted Colin ▶ West Star Aviation, East Alton, Illinois, announced that Mark Miller to senior vice president of Innovation, Engineering and Crotty has joined the company as program manager for Embraer at Flight at Gulfstream Aerospace, following the April 1 retirement West Star’s facility in East Alton. Most recently, Crotty served as of Dan Nale, senior vice president of Programs, Engineering and director of operations for Constant Aviation’s facility in Cleveland. Test. Miller most recently served as vice president of Flight Oper- ▶ Universal Avionics, Tucson, Arizona, appointed Dror Yahav CEO, ations. Greg Collett, who joined the company in 1998, has been following the retirement of Paul DeHerrera. Yahav joined Universal promoted to senior vice president of Manufacturing and Comple- Avionics in 2001, most recently serving as vice president of com- tions, a role held by Dennis Stuligross, senior vice president of mercial aviation in its aerospace division. Don Milum has been Operations. Most recently, Collett served as senior vice president appointed regional sales manager for the Midwestern U.S. and of Program Management, Quality and Supply Chain. will be based in Kansas City, Missouri. BCA

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Models ranging 15,,,, to 8,,,,, lbs. Electric Towbarless Certified Universal Easy to Use Simple to Maintain Rugged Desktop Aircraft Appraisals / On-Site Asset Verification and Logbook Review / Residual Values / Customized Analysis www. L E K T R O .com 877.531.1450 / jetappraisals.com 1-8,,-535-8767 1-5,3-861- 88 [email protected] www.bcadigital.com Business & Commercial Aviation | April 2019 71 BCA 50 Years Ago THE ARCHIVE April 1969 News Aircraft and equipment manufacturers have banded together in “Discover Flying,” the first industry-wide marketing/PR effort in history. A big drop in student starts prompted the program.

Edited by Jessica A. Salerno [email protected] The demise of aircraft — the Beech Travel Air and the Cessna 320 and 411, this year — are noted along with the new entries the Aerostar and Pocono, as manu- facturers struggle to meet buyer demands. The 1969 model line of business aircraft consists of some 20 pages and 175 aircraft models. Business Business jet fl eet is expand- Aviation ing on the thermals of a boom 1969 economy; company f ying to top 7,000,000 hr. this year; airport The hardware of business aviation — priorities, user charges pose main 1969— the subject of BCA Planning & problems; and company cargo Purchasing Handbook — includes not only the fl ying machines themselves, but planes seem to have a big future. also the ancillary navcom, autopilot and radar equipment that makes reli- able, all-weather fl ight a reality. Read- QueenQueen AirAir 7070 New to the Queen Air line this ers will see familiar cockpit instruments year is the Queen Air 70. This hybrid and control heads in the renderings of artist John Nayduch. combines the Model 65 powerplants with the Queen Air 80 wings. The re- sulting vehicle offers more range and improved single-engine performance. Base price: $161,500.

HS 125 Series 400 The HS 125 Series 400 has a higher gross weight (23,300 lb.), increased range payload and a combination drag reduction aesthetic clean up. Price is now $799,900 delivered, $1.15 million equipped.

Bell 212 Twin Jet scheduled for its maiden f ight sometime this month. Bell’s sales executives plan to concentrate on the corporate- Remember the Reading Air Show? All business market for the 212 and of those wonderful airplanes and fl ying the Ranger series. exhibitions, along with the heat, humid- ity, rain and mud. It was a show not to be missed. The turbine helicopter fl eet, now two years old, has generated new interest in corporate executive transport use of vertif ight machines. Bell reports that 50% of its JetRanger sales last year were to corporate operators. BCA

72 Business & Commercial Aviation | April 2019 www.bcadigital.com M600. MISSION: POSSIBLE.

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