Hangar Fire Foam Systems: a Problem in the Aviation Industry, with One Event Occuring on Average Every Six Weeks

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Vol.49 | No.7

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JULY 2020 | ainonline.com USAIG

Accidental hangar fire foam discharge is a growing Hangar fire foam systems: a problem in the aviation industry, with one event occuring on average every six weeks. The cleanup solution looking for a problem? costs from each can involve numerous insurance by Curt Epstein claims and in some cases lawsuits, pitting aircraft For FBOs, OEMs, and other hangar keepers, senior v-p of insurance provider Global Aero- could be worth more than 10 times the price owners and operators the inadvertent discharge of fire foam sys- space and the author of a white paper on the of the building. against hangar keepers tems is a persistent and growing problem. topic, stated that the average value of foam dis- As aircraft increased in size and fuel and fire system providers. Nearly everyone has seen photos taken in charge claims he has seen has been $1 million. capacity, fire authorities began to worry the aftermath of one of these events—a NATA estimates the overall clean up and air- that sprinklers would not be able to ade- hangar filled with a thick layer of foam that craft damage costs of those events at between quately reach and fight any fuel spill fires can reach 10 feet high, spilling out on to the $64 million and $235 million. that occurred under the ever-widening ramp in some cases. The National Fire Protection Association wings, which at the time had an unpleasant Electric Aircraft In a way, accidental foam discharge is like (NFPA), considered the world’s foremost tendency to leak fuel onto the hangar floor. the social disease of the FBO industry. Those governing body on building fire code regu- continues on page 34 Magnix, AeroTec make who have had one don’t like to talk about it lations for more than a century, addresses first flight page 14 with anyone outside of their insurance pro- aircraft hangars under its 409 standard, Read Our SPECIAL REPORT viders, and ditto for foam system installers which was last updated in 2016. While and maintainers, in fear of stigma from cur- NFPA has no rulemaking authority on its Completions rent and prospective hangar customers. own, its guidance is generally accepted as Yet, according to a study commissioned by an industry standard and referenced by Pilot, mx training Comlux finishing first the National Air Transportation Association state and local governments when approv- Training providers have had to adapt BBJ737 Max page 16 (NATA) from the University of Maryland’s ing hangar construction. their facilites and processes during Department of Fire Protection Engineering, The 409 standard was established more the coronavirus pandemic to meet the since 2004 there have been at least 137 inad- than seven decades ago, at a time when the needs of flight crew and technicians. Insurance vertent hangar foam discharges—an average of hangar cost more than the aircraft it was Pandemic effect one every six weeks. It’s a trend that has been sheltering. These days, hangars might shel- page 22 increasing in frequency. Nicholas Methven, ter several business jets, one of which alone worsens market page 31 PRAETOR !""# CERTIFIED OUTPERFORMANCE.

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LEADING THE WAY PRAETOR !""# CERTIFIED OUTPERFORMANCE.

Announcing the certiﬁed Praetor 600, the world’s most disruptive and technologically advanced super-midsize aircraft that leads the way in performance, comfort and technology.

Learn more at executive.embraer.com/praetor600

LEADING THE WAY INSIDE this issue 32 35 JAMES HOLAHAN "1921#2015$, FOUNDING EDITOR WILSON S. LEACH, FOUNDER & CEO EDITOR!IN!CHIEF – Matt Thurber NEWS EDITOR ! AIN PUBLICATIONS ! Chad Trautvetter SENIOR EDITORS ! Charles Alcock, Curt Epstein, Kerry Lynch Gregory Polek – Air Transport ASSOCIATE EDITOR ! Jerry Siebenmark CONTRIBUTORS David Donald – Defense Mark Huber – Rotorcraft Jennifer Leach English David Jack Kenny – Safety Gordon Gilbert Richard Pedicini John Goglia – Columnist Ian Sheppard James Wynbrandt PRODUCTION MANAGER ! Martha Jercinovich GRAPHIC DESIGNERS ! John A. Manfredo, Grzegorz Rzekos DIGITAL SOLUTIONS MANAGER ! Michael Giaimo FEATURE DEVELOPERS ! Nathan Douglas, Ryan Koch 16 DIRECTOR OF VIDEO ! Ian Whelan CHIEF OPERATING OFFICER ! Dave Leach Completions and VICE PRESIDENT SALES & MARKETING ! Karl H. Elken refurbishment ASSOCIATE PUBLISHER ! Nancy O’Brien providers are ADVERTISING SALES Melissa Murphy ! Midwestern U.S., +1 (830) 608-9888 staying busy with Nancy O’Brien ! W estern U.S./Western Canada/Asia Pacific, regular upgrades +1 (530) 241-3534 and cargo Joe Rosone – Mid-Atlantic U.S./Southeast U.S./Caribbean/Brazil, +1 (301) 693-4687 conversions like Diana Scogna ! Europe/Middle East/, +33 6 62 52 25 47 this Falcon 900. Victoria Tod ! Northeastern U.S./Eastern Canada/Great Lakes U.S./ United Kingdom, 20 +1 (203) 733-4184 Yury Laskin ! Russia, +7 05 912 1346 AUDIENCE DEVELOPMENT MANAGER ! Jeff Hartford MARKETING AND CLIENT SERVICES MANAGER ! Lisa Valladares AIRPLANES and ENGINES 8 Facing delivery downturn, Bombardier cuts sta! SOCIAL MEDIA MARKETING ! Zach O’Brien SALES ADMINISTRATOR ! Cindy Nesline 10 Rolls-Royce Deutschland delivers 18 Brazil bizav faces a long struggle, but o!ers value 8,000th engine from Dahlewitz factory 22 Trainers adjust to new reality DIRECTOR OF FINANCE & HUMAN RESOURCES ! Michele Hubert ACCOUNTS PAYABLE ! Mary Avella 12 Epic delivers first two E1000 speedy 24 Covid-19 forces Mx Schools to ACCOUNTS RECEIVABLE ! Bobbie Bing single-engine turboprops seek new ways to instruct 26 U.S. HEADQUARTERS 14 Electric-powered Grand Caravan takes FlightSafety mixes reality in new 214 Franklin Ave., Midland Park, NJ 07432, +1 (201) 444-5075 o! on historic 30-minute first flight Vital-powered training device Advertising Inquiries: +1 (201) 345-0085 31 [email protected] 32 Aerion paving path to bring Aviation insurance industry Circulation Inquiries: +1 (201) 345-0085 supersonic AS2 to market faces wrenching change [email protected] 31 Starr o!ers usage-based insurance pricing WASHINGTON, D.C. EDITORIAL OFFICE: Kerry Lynch (business aviation) AIRPORTS and FBO 33 Covid raises questions on cabin humidity [email protected] 1 Hangar fire foam systems: a solution Tel: +1 (703) 969-9195 looking for a problem? MAINTENANCE, MODs, and COMPLETIONS EUROPEAN EDITORIAL OFFICE: Charles Alcock 19 Luminaerospace makes taxiway edges easy to see 16 Completions & Refurbs [email protected] Tel: +44 +44 7799 907595

AIR TRANSPORT REGULATIONS and GOVERNMENT THE CONVENTION NEWS COMPANY, INC. 38 Covid digs deeper hole for moribund Airbus A380 12 EASA proposes eVTOL cert compliance conditions AIN PUBLICATIONS EXECUTIVE TEAM 14 FAA cautions pilots on illegal charter pitfalls Wilson Leach Jennifer Leach English 39 Embraer to reintegrate as Slattery leaves for GE Matt Thurber Dave Leach 39 Spirit AeroSystems to pause 34 Aviation orgs step up dispute over Ligado network Michele Hubert Nancy O’Brien

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GULFSTREAM TO END GE AVIATION STILL PLANS DENALI G550 PRODUCTION ENGINE DELIVERY IN 2020 Gulfstream is nearing the end of the GE Aviation still expects the first flight line for its workhorse G550 with its of its new Catalyst turboprop engine June 17 announcement that it has taken on a King Air 350 flying testbed and the last order for the ultra-long-range delivery of the first engine to Textron twinjet. Ending what will be an 18-year Aviation this year, a company spokesman production run, the final version will be told AIN. The clean-sheet engine

delivered to a customer in 2021. After will power Textron Aviation’s Cessna INTOSH c a program launch in 2000, the G550 Denali turboprop single. “GE’s Catalyst

entered service in 2003 with the debut program continues to move forward DAVID M of the airframer’s PlaneView flight with engineering and certification Bombardier was the only one of the big-five private jet manufacturers to post a positive first quarter. deck, and its design team earned that testing,” the spokesman said, adding year’s Robert J. Collier Trophy for its that to date, Catalyst has more than technological innovations and safety 1,800 hours of combined operation enhancements. The G550 has since been and 10 engines have been assembled. GAMA: 1Q genav deliveries supplanted in the company’s product Certification testing of the engine lineup by the G600, which entered has been extensive and GE recently service last year. Gulfstream president completed development testing for icing see Covid-19 impact Mark Burns said product support for certification. Other development tests the G550 will continue unabated. have included altitude (41,000 feet in an by Curt Epstein altitude chamber), vibration, durability, TEXTRON AVIATION HIT ingestion, and integrated prop controls. The general aviation aircraft manufac- of both years, while One Aviation remains WITH MORE JOB CUTS turing industry saw serious impact by the mired in bankruptcy proceedings with no Textron is eliminating 1,950 positions PREOWNED BUSINESS AIRCRAFT global coronavirus crisis, according to deliveries. Dassault reports its deliveries in three business segments, including VALUES FALL 15% IN COVID ERA first-quarter delivery numbers released only at midyear and year-end. Textron Aviation, largely because of the Average and median values of preowned on May 27 by the General Aviation Man- In the bizliner category, Airbus deliv- e!ects of the Covid-19 pandemic, the business aircraft have fallen 10 to 15 ufacturers Association (GAMA). All seg- ered one ACJ320neo this year, compared company announced in a Securities and percent so far during the pandemic, ments were a!ected, with total airplane with two in the first quarter last year, Exchange Commission (SEC) filing on with some individual makes and models billings down by 21.3 percent year-over- while Boeing had no Boeing Business Jet June 18. A Textron Aviation spokeswoman experiencing decreases exceeding 20 year. Business jet deliveries declined by deliveries in either quarter. declined to specify how many jobs are percent, according to a report from more than 19 percent year-over-year, Turboprops saw a plunge of nearly 42 a!ected at Textron Aviation’s Wichita Amstat. Meanwhile, inventory of used from 141 handed over in the first three percent in the first quarter. Textron’s headquarters and elsewhere. Textron business jets rose 1.6 percent between months of 2019 to 114 during the same deliveries fell by more than half, moving Aviation employs nearly 10,000 workers January and March and then further period this year. from 23 deliveries in its Beechcraft King in Kansas—mostly between Wichita and climbed 4.2 percent since mid-March. Some manufacturers actually improved Air family of turboprop twins to 11. Daher Independence—and 12,500 companywide. Business turboprop inventory was on their first-quarter 2019 totals. Bombar- delivered four TBM 940s in the first three The layo!s come on the heels of largely unchanged between January dier was the only one of the big-five pri- months of this year, compared with seven furloughs of thousands of workers at the and March, but grew 2.8 percent from vate jet manufacturers to post a positive 910s and one 930 in the same period last OEM beginning in March that were later March to May. However, the company quarter. While the Canadian manufac- year. While Piper handed over seven extended, as were shortened work weeks. noted, inventory levels still remain turer’s number of Challenger shipments M500s in first-quarter 2019, it delivered It also laid o! primarily 875 engineers and below 2016 levels and significantly below remained static year over year, it deliv- three M600s through the first three business support workers in December. 2009 levels. Resale retail transactions ered one more each among its Global and months of this year. Pilatus had one less Textron’s SEC filing indicated that jobs will for business jets had been ahead of Learjet families. Cirrus upped its deliv- delivery of its PC-12 this year, and Piaggio also be eliminated at Textron Specialized 2019 levels in January and February, eries by nearly 29 percent, handing over had none in either quarter. Vehicles and Tru Simulation + Training. but were down 23 percent and 40 four additional SF50 Vision Jets in the Turbine helicopter deliveries were percent in March and April, respectively. first three months of 2020, while Pilatus o! by 18.3 percent from the first three FLIGHTDOCS MERGES Turboprop transactions have followed increased the output of its PC-24 light jet months of last year, while total rotorcraft WITH AIRCRAFT TECHNICAL a similar trend during the pandemic. from five to seven in the first quarter. billings slid by nearly 20 percent. PUBLISHERS At the other end of the spectrum, Tex- “While the year started o! strong, the Cloud-based maintenance-tracking POLICE AVIATION UNDER THE GUN tron saw its first-quarter deliveries nearly health and safety restrictions put in place company Flightdocs has merged Nationwide calls to defund police halve year over year, declining from 44 to respond to the Covid-19 pandemic with Aircraft Technical Publishers units in the wake of the death of in first-quarter 2019 to 23 in the same began to significantly impact global (ATP) in a move aimed at creating a George Floyd are again putting U.S. law period this year. Every model experienced operations, supply chains, and deliver- comprehensive provider of software enforcement aviation operations under a decline with the exception of the Sover- ies towards the end of the first quarter,” and information services to the business, the microscope, and widespread local eign+, which remained flat, and the Longi- explained GAMA president and CEO Pete commercial, and military aviation tax shortfalls triggered by the Covid-19 tude, which had not yet begun deliveries Bunce. “Companies rapidly implemented sectors. Under the ATP umbrella, the pandemic are adding fiscal consequences. by the first quarter last year. a wide range of health protocols in accor- combined o!erings of each company The implication for helicopter Gulfstream saw its deliveries o! by dance with local, regional, and national include aircraft maintenance tracking, manufacturers that were counting on nearly a third from the first quarter of 2019. level guidance to keep production, main- troubleshooting, recurring defect the stability of the parapublic market to It handed over four fewer super-midsize tenance, and training activity churning.” analysis, inventory management, and cushion dual blows from downturns in G280s this year, and its large-cabin ship- He added that many companies supple- flight scheduling, as well as a library of the air ambulance and o!shore energy ments decreased from 27 to 20. mented those activities with the produc- technical publications and regulatory markets is potentially troubling. High- Brazil’s Embraer delivered two fewer air- tion and transport of personal protection content. ATP CEO Rick Noble told AIN profile police helicopter units, especially craft in the quarter, with no Phenom 100s equipment urgently needed by healthcare that his company experimented with in middle-sized markets, can be the handed over. The airframer saw its year- workers and communities. the maintenance tracking business but first to fall under the weight of budget over-year totals bolstered by the arrival of “These actions serve as a testament was “late to the game” and “couldn’t cuts. But this time, not even large city its Praetors, handing over one Praetor 500 to the adaptability and resilience of our gain any traction,” so “for ATP it really programs may be immune from the and three Praetor 600s in the first quarter. industry’s incredible workforce, who will was an easy decision” to merge. fallout from the pandemic’s e!ects. Honda Aircraft reported no change, play such a pivotal role in our recovery with seven deliveries in the first quarter process,” concluded Bunce.

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FLIGHTSAFETY INSTRUCTOR-LED ONLINE TRAINING - AIN - Trim: 10.8125” w x 13.875” d Bleed: 11.0625” w x 14.125” d News Briefs NATA Launches New Covid Standard for FBOs As part of a commitment to reduce the spread of the Covid-19 virus, NATA has launched its new Safety 1st Clean standard for FBOs. The voluntary program incorporates best practices from the U.S. CDC for the maintenance of a safe environment, including cleaning and Honeywell is disinfection methods for all surfaces supporting eVTOL and areas of the terminal. It includes aircraft developer a checklist for companies to follow Vertical Aerospace for self-certification and the right to with flight control display the Safety 1st Clean logo. The technology, document states that all organizations including fly-by-wire must adopt a hazard communication flight controls and program, with workers receiving training autopilot sytems. to prevent the spread of disease. Such instruction will consist of implementing social distancing, using proper hygiene at work including the use of PPE, and board aircraft before eventually moving to staying home if aware of exposure to Honeywell focuses new unit fully autonomous flight. Similarly, he antic- illness. Companies must also institute ipates that cargo-carrying missions will get policies for evaluating the health of team going before passenger services begin. members prior to and during work hours. on UAS and UAM sectors Honeywell is already working with eVTOL aircraft developers Vertical Aero- Textron Aviation Delivers by Charles Alcock space in the UK and Pipistrel in Slovenia 250th Citation M2 to integrate flight control systems for Textron Aviation has delivered the 250th Honeywell is forming a new Unmanned artificial intelligence to track landing zones. their programs. Fymat indicated that the Cessna Citation M2 entry-level jet, the Aerial Systems (UAS) business unit to “We can provide unified systems that company is likely to announce further Wichita airframer announced May 15. The advance the aerospace group’s ambitions will make [the operation of the aircraft] risk-sharing partnerships in the future. milestone variant of the CitationJet was in the fast-emerging UAS and urban air more simple and intuitive, which is espe- He said the new business unit will o!er delivered to Fast Rabbit Aviation in Seattle mobility (UAM) sectors. The new division, cially important for operators who will a more straightforward and responsive some 6.5 years after the twinjet was announced June 15, will have its own engi- need to depend on less well trained and single point of contact for new aircraft certified and first delivered. Powered by neering and sales resources and will o!er experienced pilots,” said Stephane Fymat, developers and operators looking to tap two Williams FJ44 turbofans, the M2 seats aircraft systems, including avionics, hybrid Honeywell’s v-p and general manager of Honeywell’s technology, as well as systems seven passengers and has a range of 1,550 and electric propulsion, thermal manage- the new business. “We’re taking a unified integration and certification experience nm and a 404-ktas cruise speed. Recent ment, air tra"c management, and ground holistic approach to developing core tech- “Urban air mobility and unmanned updates to the aircraft include Garmin services such as predictive maintenance. nology for this sector and we believe we aerial systems will play an increasing role G3000 avionics. Fast Rabbit owners plan to The new Honeywell division will have can help to make it happen and not just in the future of aerospace, with potential use their new M2 for frequent trips along a strong focus on developing software to chase opportunity.” applications in all-electric urban air taxi the U.S. West Coast and are considering advance key technological needs for UAS Fymat told AIN that Honeywell’s invest- vehicles, hybrid-electric unmanned cargo a round-the-world flight. Textron Aviation and UAM aircraft. These include fly-by-wire ment in the UAS and UAM sectors will drones, optionally piloted airplanes, deliv- noted this latest delivery adds to its autopilot to ensure aircraft stability, detect- increase over the next decade. He said the ery drones and everything in between,” more than 5,000 light jet deliveries. and-avoid algorithms to automatically fly company expects the UAM sector to begin said Mike Madsen, president and CEO of an aircraft around oncoming tra"c, and operations incrementally, first with pilots on Honeywell Aerospace. Flexjet Postpones European Expansion Flexjet had planned to announce a “significant expansion” in Europe last month at what would have been Facing delivery downturn, Bombardier cuts staffing EBACE 2020, but the Covid-19 pandemic has caused the company to postpone With business jet deliveries anticipated to The reductions will be spread among He pointed to some bright spots, includ- the announcement until next spring, be down approximately 30 percent indus- its facilities, with 1,500 in Quebec, 400 ing the manufacturer’s strong order book company CEO Mike Silvestro said in a try-wide this year as a result of the Covid-19 in Ontario, and 500 in Queretaro, Mexico, and diverse product portfolio, the success Je!eries Equity Research webinar. The pandemic, Bombardier Aviation announced according to a company spokesperson. of the Global 7500, and the fundamental company’s European a"liate, which on June 5 that it will permanently cut its It will also encompass 40 U.S.-based goal of business aviation: to provide safe, holds an air operator certificate via workforce by more than 10 percent. staffers, plus an additional 40 work- e!cient point-to-point travel, which he UK-based subsidiary Flairjet and holds a The Montreal-based airframer explained ers outside North America. The OEM’s believes can become more relevant than controlling interest in aircraft charter and that due to the “current market conditions aftermarket organization will remain ever in the post-Covid-19 world. management firm Sirio at Milan Linate reflecting the extraordinary industry inter- untouched and will continue to grow its Coleal noted that the company hopes to Airport, currently has 15 aircraft—mostly ruptions and challenges caused by Covid- worldwide footprint with service cen- return to pre-Covid demand levels when the Nextant 400XTis and a few Embraer 19,” it will be forced to reduce its sta!ng ter and other support expansions, the crisis abates. “Should the market change, we Legacy 600s—in its fleet. Kenn Ricci, by approximately 2,500 employees. spokesperson told AIN. will evaluate measures to welcome back our Flexjet’s chairman and principal at parent In a letter to the company, Bombardier “This situation is frustrating and disap- valued team members…but our immediate company Directional Aviation, told AIN Aviation president David Coleal stated, pointing,” Coleal said, “especially given we focus will be supporting our team members that Flexjet has deferred an unspecified “These reductions are absolutely the least began 2020 poised to grow our business who unfortunately are leaving Bombardier.” number of new aircraft deliveries due preferred outcome. However, we have with a continued focus on our talented Bombardier is taking a $40 million to a delay in the European expansion reached the end of our ability to maintain team—all of this backed by a tremendous special charge in the second quarter as a plans. Silvestro said during his Je!eries our pre-Covid employment levels.” portfolio of aircraft and services.” result of the layo". C.E. presentation that Flexjet eventually will deploy the Embraer Praetor 600 in Europe.

8 Aviation International News \ July 2020 \ ainonline.com

News Briefs Piaggio Attracts 19 ASL Fly Executive Expressions of Interest is starting per-seat Piaggio Aerospace received 19 scheduled charter “expressions of interest” (EOIs) for the service in July from purchase of its Piaggio Aero Industries and Brussels Airport Piaggio Aviation businesses. The Italian to Ibiza using an aerospace manufacturer, which entered Embraer ERJ135 extraordinary receivership in late 2018, featuring a 30-seat said the EOIs were accompanied by the VIP cabin. “large documentation” required. “EOIs were submitted from all over the world, in particular from North America, Europe, and the Far East,” said Vincenzo Nicastro, light snacks adapted to the Covid-19 envi- extraordinary receiver for Piaggio. He is Belgium bizav group ASL ronment, and a face mask. now examining the eligibility of the EOIs, ASL rigorously implements the EASA most of which were for the whole group. Covid-19 health safety guidelines across Eligible applicants will then be provided offers per-seat charters its operations, explained group safety access to the data room to fully examine manager Maxime Wauters. Crew received the value of Piaggio and then have the by Cathy Buyck targeted training, aircraft are disinfected opportunity to submit binding o!ers. after each flight; all aircraft are now A buyer would be selected after that Hasselt, Belgium-based ASL Group is and it also works with travel agents, who equipped with a universal precaution kit time. Piaggio’s hope is to find an owner branching out into scheduled flying and receive a 10 percent commission. and a thermometer to take the tempera- for the whole company by year-end. will launch a weekly flight from Brussels Prices start from "495 one-way and are ture of a passenger who shows signs of Airport to Ibiza July 4 using an Embraer “all-in.” Included in the fare are a drink Covid-19; and cabin crew spray passen- AEA: Avionics Sales Drop ERJ135 featuring a bespoke corporate cabin before the flight, champagne during the gers’ hands with disinfectant when board- Nearly 9% in First Quarter configuration with 30 seats. This will be flight—“not cava, real champagne,” Bod- ing and communicate to passengers about Worldwide business and general aviation followed by a twice-weekly Antwerp-Inns- son stressed—25 kg baggage allowance the health protocol and etiquette. Cabin avionics sales in the first quarter bruck service over the winter months. per person, the possibility of changing crew wear plastic gloves and a face mask. amounted to about $660.4 million, an Dubbed ASL Fly Executive, the new the ticket up to two days before the flight, ASL requires all passengers wear a mouth/ 8.8 percent year-over-year decrease, concept is “placed somewhere between a CO2 compensation contribution, some nose covering. according to figures from the Aircraft private charter flights and scheduled avi- Electronics Association. This ends a streak ation. It will be a kind of regular service to of 12 consecutive quarters with a reported which you can subscribe individually with increase in year-over-year sales, it added. one or more people, always with a unique Of the first-quarter 2020 sales, 52.3 character,” said ASL Group founder and percent came from the retrofit market, CEO Philippe Bodson. while forward-fit sales accounted for the The company, which manages and remaining 47.7 percent. According to the operates 35 business jets, started analyz- companies that separated their total sales ing the concept before Covid-19 as part figures by world region, 75.2 percent of of the growth ambitions of its Air Char- the quarterly sales volume occurred in ters Europe (ACE) subsidiary, which it North America (U.S. and Canada) and 24.8 launched in 2018 and o!ers private jet percent took place in the rest of the world. charter flights for groups. The pandemic brought the project to the forefront, Bod- Collins Aerospace To Exit son told AIN aboard an ASL Fly Executive from Intl Trip Support demonstration flight on June 9. Collins Aerospace has discontinued ASL Fly Executive operates from and its International Trip Support (ITS) to general aviation facilities, which allows business, citing softening demand. passengers to bypass crowded airport ter- “The ITS business has experienced minals, while the cabins of its ERJ135 and declining sales and market demand ERJ145 more easily enable social distancing Rolls-Royce Deutschland delivers 8,000th for some time due to the shift away than the 3+3 seat configuration of the typ- from concierge-level service toward ical medium-haul single-aisle commercial engine from Dahlewitz factory self-service,” the company said. “Due airliner. ACE’s ERJ135 and ERJ145 have 1+2 to declining demand and profitability, seating layout, allowing passengers to either Rolls-Royce has delivered the 8,000th the UltraFan demonstrator program. coupled with the impact caused by sit alone or next to someone they know. engine manufactured at its Dahlewitz, More than 4,700 BR700 family engines the ongoing pandemic, this business “The great interest for ASL Fly Exec- Germany facility, the company announced have been built to date, and the fleet has is no longer viable going forward.” utive confirms our feeling that there is yesterday. The milestone engine, a BR725 recorded more than 27 million cumulative The decision, which also includes demand for this new and unusual con- powerplant, went to Gulfstream Aero- operating hours. the Fuel Services o!ering, primarily cept,” said Bodson. One day after opening space and will be installed on a G650ER. “We are very proud of this achieve- a!ects Collins Aerospace’s operations bookings, 40 percent of the inventory for The Dahlewitz site, just south of Ber- ment, which comes as the result of 25 in Houston and is expected to result in the Brussels-Ibiza flight through the end lin, started production in mid-1995 and years of hard, dedicated work from our the layo!s of up to 125 workers. However, of August was already sold. To be profit- today employs approximately 3,000 Dahlewitz team, “said Dirk Geisinger, Collins Aerospace will maintain its Flight able ASL needs an 80 percent load factor, who assemble the BR710, BR725, and director of business aviation for Rolls- Operation Systems (FOS) tech support, he told AIN. Pearl 15 engines for business jets as Royce and chairman of Rolls-Royce as well as program management and Depending on the demand, ASL could well as the Trent XWB for the Airbus Deutschland. “I’m especially proud of our engineering teams in Houston. The extend the flights into September or add a A350. It is also Rolls-Royce’s center of employees who are committed, even in company built up much of its ITS base mid-week flight, Bodson said, adding that excellence for business aviation and these unprecedented times, to delivering through its acquisition of Houston-based his team is actively looking at other routes houses the development and testing world-class products and to supporting Air Routing International more than a such as Brussels-Malaga. ASL set up its facilities for the new power gearbox for our global customer base.” C.T. decade ago and then expanded this with own website to handle online bookings the purchase of ArincDirect in late 2013.

10 Aviation International News \ July 2020 \ ainonline.com

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Powering your flight with more than just fuel. Learn more at avfuel.com. process, lightning protection, and ratings News Briefs EASA proposes eVTOL cert for minimum handling qualities. These are based on input provided by compa- Senate Panel Moves To Pause nies in response to the special condition Ligado Cellular Network compliance conditions VTOL proposal. As a cross-section of the civil aviation EASA intends to publish further certifi- community continues to voice grave by Charles Alcock cation guidance materials during the 2020 concerns about plans for Ligado Networks EASA Rotorcraft and VTOL Symposium to move forward with a cellular network EASA has published proposed methods deadline has been extended until June 19. scheduled for Nov. 10-12, 2020, as part of using the L-band spectrum, a U.S. Senate for certifying eVTOL aircraft in a further Announcing the proposed methods for the new European Rotors trade show. committee voiced its own concerns about step towards establishing a framework for certification, EASA said that manufac- According to EASA, it has followed a the ramifications on military operations type certification. The “Proposed Means turers need guidance on how to comply similar approach to establishing a type and moved to stall those plans. of Compliance with Special Condition with requirements “now that the indus- certification framework for eVTOL air- In the Fiscal Year 2021 National VTOL” document was issued on May 25 try is moving from prototypes into more craft as it did with the CS-23 Amendment 5 Defense Authorization Act (NDAA), the and industry stakeholders have until July mature designs.” The proposals apply rules for light fixed-wing aircraft. The reg- Senate Armed Services Committee 24 to comment. to “person-carrying small VTOL aircraft ulator’s intention is not to limit techni- included language calling the Federal The agency described the proposals as with three or more lift/thrust units used cal innovation by basing certification Communications Commission’s decision the “third building block” in establishing to generate powered lift and control.” standards on “prescriptive design solu- to approve Ligado’s bandwidth request rules for certifying both hybrid-electric The means of compliance cover tions,” but instead spelling out a means “misguided,” expressing concerns that and all-electric aircraft. It follows the pub- requirements such as the structural of compliance for the safety performance it would interfere with GPS signals. lication of EASA’s special condition VTOL design envelope for eVTOL aircraft, required in the special condition VTOL. The committee approved the bill on document in July 2019 and proposed flight load conditions, crashworthiness, The new envisioned requirements for Thursday by a 25-2 vote, clearing the way certification requirements for propul- capability after bird impact, design of fly- the eVTOL category cover aircraft of the for full Senate consideration. Various sion systems, for which the consultation by-wire systems, the safety assessment same size and capacity as the existing House Armed Forces subcommittees CS-27 rules for small rotorcraft, with are anticipated to begin work on the nine or fewer passenger seats and a max- lower chamber’s version of the FY’2021 imum takeo! weight of 3,175 kg (7,000 NDAA next week, with a full committee pounds) or less. Under the special con- vote planned at the beginning of July. dition there will be requirements for two categories of operation, depending AviationManuals on the purpose of flights and the oper- Offers MEL Guide ating environment. AviationManuals has created a free guide The enhanced category will apply for to understanding minimum equipment the protection of third parties in com- list (MEL) requirements. Describing the mercial flights over congested areas, as di!erences between a master minimum envisioned by the so-called on-demand equipment list (MMEL) for aircraft taxi urban air mobility business model. types and a custom MEL tailored to a This will cover factors such as require- specific aircraft, the guide also provides ments for continued safe flight and land- information on requirements for operators ing, including the possibility of having to based on the state of registry and area divert from the planned destination. of operation, as well as the value of a The basic category would apply for nonessential equipment and furnishings private operations and in less congested program. The guide “helps flight airspace. Aircraft operating in this mode departments understand where and when will have to be able to make a controlled an MEL is required, and why they should emergency landing through means similar consider getting one,” the company said. Germany-based Volocopter is one of many companies planning to certify its eVTOL aircraft to a controlled glide for a fixed-wing air- under EASA’s proposed special condition rules. craft or autorotation for a helicopter. Pipistrel Wins Electric A/C TC EASA last month announced the world’s first full type certification for a fully electric aircraft, issuing approval for Pipistrel’s Velis Electro two-seat trainer. Epic delivers first two E1000 speedy single-engine turboprops EASA described the completion of the type certification process as “an exciting Epic Aircraft has delivered the first it said are several “priority” engineering PT6A-67A engine, the six-seat airplane has breakthrough” that will pave the way two customer copies of its E1000 all- projects. Last week, it delivered the second a cruise speed of 333 ktas and can climb for approval of other electric aircraft, composite turboprop single. The deliver- E1000 after being delayed several times at 4,000 fpm. Its range is 1,560 nm, which including the new generation eVTOL ies, announced by the airframer in late because of the Covid-19 pandemic. Epic said will allow it to fly coast-to-coast models now under development. May, follow FAA type certification of the Equipped with Garmin G1000 NXi avi- with one fuel stop. airplane last November. onics and a 1,200-shp Pratt & Whitney With E1000 deposits from customers Rural Orgs to Congress: “Completing these deliveries is a tre- in the U.S., Canada, Mexico, Central and Provide GA Fuel Tax Relief mendous milestone for our company and South America, Europe, Russia, and South A group of 16 rural, agricultural, business, our customers,” said Epic CEO Doug King. Africa, the company noted its operations and public health organizations asked “The E1000 is a remarkable aircraft, and are returning to full capacity and it plans to Congress to extend fuel tax relief to seeing the enthusiasm of our owners as ramp customer deliveries following Covid- general aviation. In March it approved they take delivery is extremely gratify- 19-related setbacks. “The challenges pre- a temporary suspension of aviation ing. This is the successful culmination sented by Covid-19 have been unexpected excise taxes, including fuel taxes, on of eight years of hard work, extensive and considerable,” King explained. “But… commercial aviation as part of the CARES investment, and a passionate belief in our dedicated staff…have persevered, Act, but fuel taxes remained for non- our product.” engineered, and improvised in order to commercial operators. The organizations Bend, Oregon-based Epic’s first E1000 Epic Aircraft’s six-seat E1000 can fly keep our production lines moving, so we praised the assistance provided delivery was made in February. That air- coast-to-coast with one stop, and its can deliver planes and meet customer through the Paycheck Protection plane has been leased back to Epic for what cruise speed is 333 ktas. expectations.” J.S. Program, but said, “the general aviation industry...needs additional relief.”

12 Aviation International News \ July 2020 \ ainonline.com TRANSFORM YOUR REALITY

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© 2020 TRU Simulation + Training Inc. All Rights Reserved. hire nor act as a PIC of an aircraft carrying News Briefs FAA cautions pilots on persons or property for compensation or hire. Furthermore, to engage in air trans- Drones Often Lack FAA portation a pilot must hold a commercial Approval, Fly Too High illegal charter pitfalls or airline transport pilot license and must Embry-Riddle Aeronautical University operate the flights in accordance with the researchers reported that the vast majority by Kerry Lynch requirements that apply to the specific of small unmanned aircraft systems operation conducted (e.g., Part 135).” (UAS) detected around Daytona Beach Continuing its campaign to combat ille- educational and enforcement efforts. Concern is that pilots could fall into International Airport during a 30-day gal charter, the FAA issued an informa- “Unauthorized [Part] 135 operations con- this activity with a proliferation of com- period in 2019 lacked FAA approval, while tional letter reminding that private pilots tinue to be a problem nationwide, putting puter and cell phone apps to facilitate more than one-third of those drones may not fly for compensation or hire the flying public in danger, diluting safety in commercial air transportation, either were flying higher than the law allows. and warning against the use of “sham” the national airspace system, and undercut- directly or indirectly. Some of the recent Only 19 of 271 detected DJI-type drone dry leases and certain unauthorized ting the business of legitimate operators,” enforcement actions have pointed to the flights (7 percent) had received approval flight-sharing schemes. Sent out late last the agency said in the informational letter use of pilots that did not meet proper from the FAA to fly in the locations and month, the informational letter is part of that is part of the educational campaign. qualifications for the Part 135 operation. at the times they flew, according to the a multi-pronged approach that the agency The letter advises that “private pilots In addition, the informational letter study. The study also revealed that 34.3 is taking in partnership with industry to may neither act as pilot-in-command highlights another common pitfall that percent of the detected drones exceeded discourage illegal charter activity through (PIC) of an aircraft for compensation or leads to illegal charter: the use of what the the legal altitude level of 400 feet agl. agency termed as sham dry leases or “wet lease[s] in disguise.” PuppySpot Turns to GA Ops Noting that a dry lease is an aircraft When online canine marketplace leased with no crew, the FAA explained PuppySpot found itself impacted by the that the sham dry leases can occur when Covid-19 airline slowdown, it turned to one or more parties “act in concert to private aviation to deliver baby hounds provide an aircraft and at least one crew- to their new homes. PuppySpot matches member to a potential passenger.” customers with vetted dog breeders across As an example, the agency cited a passen- the U.S. and commits to safely delivering ger entering into two independent contracts puppies to their destinations. Before the with a party that provides the aircraft and pandemic, 80 percent of the animals were the pilot. Another instance could involve transported with trained chaperones via when two or more parties bundle the air- airline pet-safe programs. Since February, craft and crew. The FAA notes this scenario PuppySpot delivered more than 800 is further detailed in Advisory Circular (AC) puppies to their new homes in a six-week 91-37B, “Truth in Leasing.” period using private cargo aircraft operated “Whenever you pilot an aircraft subject by Castle Aviation in North Canton, Ohio. to a dry-lease agreement…you should consider the following: Is it truly a dry-lease Universal Avionics Closes A Cessna Grand Caravan, re-engined with an electric propulsion system by Magnix and agreement whereby the lessee, in practice Wichita Operation AeroTec, made a 30-minute first flight on May 28. and agreement, has operational control in Universal Avionics on May 29 permanently accordance with AC 91-37B and the FARs?” closed its Wichita operation after nearly Electric-powered Grand Caravan takes off the FAA said. “If not, then flights operated four decades, claiming it as a victim of under this agreement may be illegal char- the Covid-19 pandemic and an associated on historic 30-minute first flight ters and you, the pilot, may be in violation economic downturn. The avionics of the FARs for those flight operations.” manufacturer has consolidated product On May 28, Magnix made the first flight is also considering lithium-sulfur batteries Further, if a pilot is the provider of the repair with its headquarters and Part 145 with a prototype of a Cessna 208B Grand or hydrogen fuel cells as alternatives that aircraft involved in the dry lease, that repair station in Tucson, Arizona, resulting Caravan powered by the company’s might support longer-range operations. pilot might be in violation of the FARs if in the loss of jobs for five repair station 750-hp Magni500 all-electric propulsion “The iconic Caravan has been a work- he or she does not have proper Part 135 and support employees. Its three field system. The aircraft took o! from Grant horse of the industry, moving people authorizations. service engineers are now working County International Airport in Moses and transporting goods on short routes The agency also cautioned on the mis- remotely while the company consolidates Lake, Washington, and landed more than for decades,” said Magnix CEO Roei use of flight-sharing. The regulations training in Tucson or o!ers it online. 30 minutes later after conducting some Ganzarksi. “This first flight of the eCar- permit private pilots to share certain basic maneuvers. avan is yet another step on the road to operating expenses on a pro-rata basis Constant, Nextant Suit According to Magnix and its partner operating these middle-mile aircraft at with passengers covering fuel, oil, airport Alleges Fraud by Former CEO AeroTec, the Grand Caravan is the largest a fraction of the cost [of Jet A-powered costs, and rental fees. Fairgrave Omlie and its subsidiaries aircraft to have flown with an all-electric aircraft], with zero emissions, from and “To properly conduct an expense shar- Constant Aviation and Nextant Aerospace propulsion system. The companies are to smaller airports.” ing flight under 61.113(c), the pilot and have filed a lawsuit against former developing the re-engined turboprop single In December, Magnix partnered with passengers must have a common purpose executive Stephen Maiden alleging breach under the name eCaravan and are aiming Vancouver-based operator Harbour Air and the pilot cannot hold out as o!ering of fiduciary duty and fraud. Maiden, to achieve certification by the end of 2021. to fly an all-electric version of the DHC-2 services to the public,” the FAA said. In who served as Fairgrave CEO, Constant AeroTec has been responsible for Beaver seaplane. On April 20, Harbour Air this case, the pilot has chosen the desti- president and CEO, and Nextant president, replacing the Grand Caravan’s 867-shp reported that it had resumed flight test- nation and the pilot and passengers have left the companies on January 1. According Pratt & Whitney PT6A turboprop with the ing of what it calls the eBeaver, having a “bona fide common purpose.” But pilots to the lawsuit, Maiden allegedly “undertook Magnix propulsion system. It currently secured approval for takeo!, cruise, and must avoid activities such as advertising a a variety of wrongful actions to artificially draws power from a set of 750-volt lithium- extended-range performance testing. flight that would constitute “holding out” inflate earnings for 2018,” despite ion batteries weighing around one tonne Magnix, which is based in the Seattle for common carriage. “generally favorable market conditions” that need around 30 minutes of charging area, is a sister company to Eviation, FAA has released a few advisory cir- for the business and general aviation after a flight of the same duration. which is developing the Alice fixed-wing culars on use of flight-sharing, including aircraft industries. In a statement to AIN, The partners estimate that current bat- electric aircraft. This program, for which AC 61-142, “Sharing Aircraft Operating Maiden’s lawyer, Ian Friedman, claimed the tery technology would allow the 10- to Magnix is providing motors, has been Expenses in Accordance with 14 CFR lawsuit is “riddled with inaccuracies and 14-seat aircraft to carry nine passengers on delayed following fire damage to a test 61.113(c),” and AC 120-12A, “Private baseless allegations and we fully intend flights of up to around 100 miles. Magnix aircraft in January. C.A. Carriage vs. Common Carriage of Per- to treat these claims as frivolous.” He sons or Property.” added that a countersuit will be filed.

14 Aviation International News \ July 2020 \ ainonline.com NEAR YOU

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Comlux Completion in late May Western Aircraft in Boise, Idaho has inducted its third ACJ320 neo, and the completed the first installation of the ACA interior installation is underway. cabin purification system on a Dassault “The cabin aesthetic is really focusing Falcon 900, the MRO announced. “Since on a residential-type environment, a the Covid-19 issue arose, we have received calming interior,” said Daron Dryer, CEO a great deal of customer interest in the of the Indianapolis facility. Boasting “an ACA Component,” said Western Aircraft’s extremely quiet” interior, Comlux is sales and marketing director Kerry Heiss. developing a cabin for the neo incorpo- Western can install the ACA Compo- rating “large backlit Roman shades that nent on Gulfstream, Embraer, and Cita- will give the impression of large windows tion model business aircraft. A Falcon 900B owned by Dassault and converted to carry cargo for coronavirus relief. rather than the small aircraft type,” said Dryer, and ceiling chandeliers—“fixed, Duncan Aviation also o!ers installation Since then, the aircraft has transported delivers a broad spectrum of UV-C, not swinging, of course,” he added. of the ACA purifier at its three main facil- fabric to a plant in Eastern Europe for the UV-B, UV-A, and violet-blue light that Delivery is scheduled for early in the ities and satellite shops. The company production of face masks distributed in it says will quickly kill germs. Since UV second quarter of next year. first installed the lightweight system in a France, North Africa, and other countries light can harm human skin and eyes, the Meanwhile, the interior installation Gulfstream and has developed approvals and regions a!ected by the Covid-19 pan- equipment features a safety mechanism on the world’s first BBJ Max 8, inducted for other aircraft. In addition to killing demic. Underscoring the value of business that means it can only be activated when at the facility shortly before the model’s viral, bacterial, and fungal pathogens, aviation, DFS said transporting the mate- the area being treated is unoccupied. grounding in March last year, is essen- Duncan Aviation pointed out, the ACA rials and masks by business jet is faster UV light only a!ects pathogens that tially complete, awaiting resolution of the purifier neutralizes gases resulting from and more flexible than by commercial air are within a direct line of sight, and so recertification process, with access pan- fuel emissions and other volatile organic cargo. Because the conversion involved the solution o!ered by Siemens involves els open. “The client is fully committed compounds, and odors caused by cook- no major modifications to the Falcon’s the use of multiple overlapping lights to taking the airplane,” Dryer said. ing, cleaning, cigarette smoke, stagnant access doors or other systems, DFS said to achieve an optimal impact level in A division of Switzerland’s executive air, pets, and lavatories. the conversion is easily reversible. the cabin or space being disinfected. By airliner specialist Comlux Group, the leveraging the low-penetration charac- facility is also developing air purifi- Cabin makeovers typically imply luxu- Siemens Smart Infrastructure USA has teristics of UV rays, the indirect reach to cation systems with Aviation Clean rious upgrades, but amid the Covid-19 joined the industry e!ort to provide the some obscured areas (e.g. beneath air- Air (ACA) for executive airliners and pandemic, Dassault Falcon Services aviation industry with options to guard craft seats) can be achieved using reflec- large-cabin aircraft. Comlux is install- converted a company- owned executive against the risk of Covid-19 infection. tive materials such as aluminum foil or ing one of ACA’s Component bipolar configured Falcon 900B into a cargo air- The group is now o!ering UV light sys- reflective paint. ionization systems on the Boeing 767 craft to carry masks and the materials to tems that it says provide an e!ective way The “shining range” of the lights used owned and operated by the Group’s produce them. In place of the stripped- to disinfect aircraft cabins or buildings is around 13 feet. In tests conducted on charter and management arm, Comlux out passenger seating and furnishings, such as FBOs. The equipment, which a Boeing 757 airliner, the Siemens team Aviation, and plans to design installa- technicians installed equipment to stow uses technology developed by a company was able to disinfect a 100 sq ft area in tions for BBJs, the ACJ330, and Bom- and secure up to 477 cu ft of cargo weigh- called Violet Defense, can be customized 30 minutes. bardier platforms, said Dryer. “We ing up to 6,325 pounds. Performed at the according to the size and layout of the Siemens consults with operators over want to have them in our back pocket, Dassault Aviation subsidiary’s Paris-Le areas to be cleaned. factors such as how quickly they need ready to go.” Bourget facility, the conversion took just According to the company, the UV to be able to disinfect an aircraft cabin eight days, described by the company as treatment has been demonstrated to between flights. A number of factors, ACA is among the developers of sud- “record time.” “inactivate” pathogens. Florida-based Vio- such as the size of the aircraft, will deter- denly in demand airborne purification let Defense has presented the findings of mine how many UV units are required systems. Its patented, FAA-certified third-party laboratory tests showing it and how they should best be configured. system creates positive and negative to have been e!ective in “killing” vari- Katy Glynn, a security solutions ions from hydrogen and oxygen mol- ous bacteria, viruses and fungi including accountant executive with Siemens, told ecules in water vapor that attach to, E.coli, salmonella, MRSA, C.di!, norovi- AIN that several aircraft operators have neutralize, and destroy microparticles, ruses, and C.auris. Florida-based Violet purchased the equipment, mainly those gases, airborne mold spores, viruses, Defense is awaiting results from inde- providing Part 135 charter flights that and bacteria throughout the aircraft pendent testing to confirm whether it is need to be able to have aircraft ready interior. Integrated in the aircraft’s specifically e!ective against Covid-19. for new clients. She said that because existing environmental control system Alex Yashkevich, a senior portfolio the units are lightweight and easy to use, (ECS), it operates whenever the ECS manager with Siemens, told AIN that some flight departments have issued the is running. U.S. Environmental Protection Agency equipment to flight crew to take on the Last month, ACA announced the puri- guidelines indicate that to be consid- road to disinfect their hotel rooms for fication system demonstrated successful ered e!ective against emerging patho- added health protection while traveling. Covid-19 virus neutralization by ioniza- gens, like Covid-19, a product must be A study conducted at the University tion. The tests were conducted by Innova- proven e!ective against at least two viral of Texas M.D. Anderson Cancer Center tive Bioanalysis in a test setting designed pathogens in the Spaulding Classifica- in 2015 found that the use of UV light to replicate the ionization conditions of tion model. According to Violet Defense, to disinfect hospital rooms was signifi- corporate and commercial aircraft inte- A system offered by Siemens uses its technology does meet this standard. cantly more cost-efficient than alter- riors, and found up to 99.4 percent of the ultraviolet light to kill viruses and bacteria The pulsed xenon technology used natives, such as manual application of virus was inactivated within 30 minutes. in aircraft cabins. in the equipment o!ered by Siemens continues on page 30

16 Aviation International News \ July 2020 \ ainonline.com DUNCAN AVIATION IS YOUR ONE-STOP SHOP Duncan Aviation’s Aircraft Sales and Acquisitions team found a Falcon 2000LX for a long-time maintenance customer. The aircraft was owned by a party in Thailand, and the acquisition required a great deal of research, consultation with “ Duncan Aviation’s maintenance ...it’s basically a new airplane.” experts, and weeks of negotiations. Ultimately, an agreement was Chief Pilot Adam Shelton reached. Chief Pilot Adam Shelton was conﬁdent in Duncan Aviation’s Aircraft Sales Representative Doug Roth’s abilities. “Quite honestly, Doug is a professional,” says Adam. “What was unique about Doug, and it probably comes from experience, was his ability to work through the Cabin greatest di!culties on this deal.” Reconfiguration The new owners decided & New Interior to make the Falcon 2000LX entirely their own with custom paint, interior, and avionics. When Adam saw the completed aircraft, he wasn’t entirely surprised. “You guys literally touched everything on that airplane that could have been touched—it’s basically a new airplane.”

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Full-throttle opinion from former NTSB member John Goglia

The airlines—majors and regionals— Will the future of have an opportunity to address some of the factors that have made air travel so unpleas- aviation look like ant over the years and bring travelers back with a feeling that their health, safety, and its past? comfort are priorities. One ﬁx that would help in this regard concerns the boarding The past few months have been devastat- process. In days gone by, boarding was

ing for aviation and all those who work in strictly by rows, starting in the back. Pas- INTOSH c the industry and fear for its future. Look- sengers sat in the terminal—or stood away

ing at a recent economic-impact analysis from the gate—until their rows were called. DAVID M by the International Civil Aviation Orga- The process was much more orderly than it The impact of Covid-19 on business aviation activity in Brazil has varied, with some predicting nization (ICAO), I find it hard to believe is today and did not result in people sitting a buyer’s market after the pandemic. how precipitously aviation has cratered as in the aircraft with clusters of other passen- a result of the coronavirus pandemic. gers in the cabin aisles next to them. The According to that report—whose num- last thing anyone wants now is to be seated bers are preliminary and will need to be in the aircraft with people standing in the Brazil bizav faces a long adjusted as more data is received and ana- aisle breathing or coughing over them, with lyzed—the number of international pas- or without masks. Yes, a return to boarding sengers on scheduled aircraft is dropping by rows would mean there’d be one less perk struggle, but offers value by between 503 million and 607 million the airlines could give their premium fliers during the first half of 2020, compared with or their cobranded credit card holders. But by Richard Pedicini “business as usual.” Airline gross operat- this would be an easy and inexpensive way ing revenues, meanwhile, are declining by to make people feel more comfortable flying, Business aviation activity in Brazil var- has done some scheduled deliveries and approximately $112 billion to $135 billion and Of course, the biggest changes in the last ies significantly as the country struggles spoken with customers who have decided international passenger capacity is experi- decade or so that have aggrieved passengers to deal with the Covid-19 pandemic, to cut costs by substituting smaller air- encing an estimated 89 percent reduction. relate to seat width and spacing. To keep according to speakers at a recent indus- craft for larger ones. “Chaos always brings The International Air Transport Asso- fares competitive and/or increase profits, try webinar. Participants agreed that a full opportunities, and we’ve put our foot on ciation stated in April that “global air pas- airlines have resorted to adding rows of seats, recovery is several years away, but they the accelerator,” he said. senger demand has plunged by 70 percent, which has resulted in more people crammed also saw opportunities as shrinkage of air- Brazilian Aviation Institute president and industry revenues from the passen- close together. Coupled with higher load fac- line routes enhances business aviation’s Francisco Lyra said that “all crises trans- ger business are forecast to be reduced tors, which filled middle seats in a way that value for reaching far-flung destinations form the market into a buyers’ market,” by at least $252 billion in 2020. Airlines was unheard of earlier, this has made flying already underserved by the airlines. predicting that it will be an “excellent are expected to burn through some $61 an unpleasant experience. On some routes, For instance, in Brazil’s Central-West opportunity to enter [business aviation]… billion in cash reserves during the second no doubt, it has resulted in incredibly cheap region, the large agricultural sector is still when the market melts down—maybe quarter of 2020 alone.” fares. But that isn’t true on all routes. generating high levels of flight activity. not yet, but when the news starts coming Airlines for America member carriers My point is that with travelers concerned “[Farmers] are flying a lot. They’re leav- o! a drop in GDP, etcetera, there will be saw a 103 percent decrease in booked about catching a virus, airlines will have to ing the family in quarantine on the ranch, opportunities…bargains.” revenues year-over-year, with domestic do a better job of giving people space if not in the city,” explained ABAG technical Fractional ownership was discussed as flights averaging 10 passengers and inter- they want them to start flying again. It was director Raul Marinho. an idea whose time is ripe, but for which national flights 24. It seems likely that the bad enough flying coach, crammed into a According to Marinho, “The air taxi seg- legislative structures are still inadequate. In numbers improved a bit as restrictions too-small seat with no legroom, before the ment needs more transparency…so that a fact, Brazil’s new civil aviation code RBAC across the country loosened. pandemic. But who wants to fly so close to consumer can charter without technical 91 has, under the relevant Subpart K sec- No one I’ve spoken with wants to other people now, before a vaccine or drug knowledge.” That’s a problem ABAG, the tion, merely the word “reserved,” requir- return to airline travel as it has been that prevents or cures Covid-19 is widely Brazilian business aviation association, ing hand-crafted solutions to such issues over the last decade, however. Nor do I. available? For many who can a!ord to, is addressing with an app, dubbed Adam, as avoiding joint liability. Of course, the predominant concern for flying privately will become a much more that links consumers to charter firms. Paul Malicki said the crisis has pushed passengers—and air crews—is whether attractive option. Already, we are seeing Purchases of new business jets have his flight-sharing app Flapper to explore it is safe to fly. While many flights have signs of an uptick in charter trips. been “less a financial di"culty than a new markets, such as developing an air only a few passengers, several people are I fully expect airlines to charge more for delivery di"culty because of assembly freight app, and the largest charter flight reporting crowded flights on some routes, tickets if airplanes are emptier. But many line delays,” aviation lawyer Felipe Bon- booked to date, which brought medical mobbing at the gate in otherwise empty frequent fliers I’ve spoken with would senso told attendees. But some business supplies from China. Among the obsta- airports, and a concern that many people rather pay more for a trip than feel unsafe jet sales were a!ected as “some sellers in cles to reaching a broader public is a cul- are not wearing masks. The airlines are and uncomfortable. And perhaps there Brazil have su!ered because of the com- tural bias against single-engine airplanes, making strides in requiring masks before will be other benefits to emptier flights, mercial legal code’s recognition of ‘acts which caused the higher-cost King Air boarding but some of the reassurance even at higher fares. When we get to our of God,’” while others have pulled listings twin turboprop to be preferred over the from that directive was diluted when car- travel destination, maybe it won’t be as because the pandemic drives “a greater Pilatus PC-12 on a test São Paulo-Rio riers announced that they would not be mobbed as many of the most popular des- need for safety, for the ability to travel.” route. He sees potential for a boutique enforcing it on board. Some airlines have tinations have become in recent years. As the value of aircraft dropped in the airline, as “88 percent of all general avi- indicated that some or all middle seats crisis, he noted that in some existing con- ation flights in Brazil are within around a would not be filled “when possible.” But The opinions expressed in this column are tracts lenders asked for additional guar- thousand kilometers of São Paulo.” with flight schedules drastically reduced those of the author and not necessarily antees. But for new purchases, Bonsenso The webinar is one of a series o!ered by and travel on some routes picking up, it’s endorsed by AIN. added, “We have seen no drop in appetite organizers of the Airport Infra Expo show, far from guaranteed that you’d have an to loans on the part of foreign banks.” scheduled for October 6 to 8 in São Paulo. empty seat next to you. And even if you John Goglia is a safety consultant. Fabio Rebello of Pilatus distributor Syn- The city had been due to host ABAG’s do, would that be enough to make you feel He welcomes your e-mails at: erjet said his company is talking to sales annual LABACE trade exhibition in August, comfortable? [email protected] prospects across Latin America. Synerjet but this has been postponed.

18 Aviation International News \ July 2020 \ ainonline.com Luminaerospace makes taxiway edges easy to see by Curt Epstein

For virtually their entire existence, air- They went back to the drawing board port taxiway lights have been the same: and simplified the design to incorporate a “single-point” light stanchion with two acrylic rods extending from each side. a simple glass cover on top that can “We spent these years developing just a very appear as a sea of dots in the darkness. inexpensive way to achieve the same result But that might soon change, according without having electronics. It’s all optics,” to Colorado-based Luminaerospace. explained Stau!er, who also serves as a Luminaerospace’s linear LED taxiway light modifications provide increased visibility as well The company was founded in 2010 private jet pilot with a major fractional as taxiway orientation to pilots, increasing situational awareness. with the idea of making LED taxiway operator. “It just provides an additional boundary lights more distinguishable visual cue to the taxiway edge lights. Now Charles de Gaulle; Canada’s Vancouver and airports. Stau!er told AIN the company and more easily followed, especially in you’ve got a line segment instead of a dot, Halifax Stanfield International Airports; has been working with the industry’s inclement weather. and your brain can interpolate the taxiway Monterey Regional Airport in California; largest runway light manufacturers to Luminaerospace introduced its first edge boundary by the shape of the light in Houston-area Sugar Land Regional Airport; produce form-fit cover replacements and design in 2013, which replaced the top addition to just the light source.” Maine’s Knox County Regional Airport; and has already integrated it with the product glass cover on the light with an elongated That could help in areas on the airport Tulsa International Airport in Oklahoma. lines of three of the biggest LED airport version housing 13 LEDs on each side of where pilots may have di"culty following “I wanted to test it in di!erent parts of the light producers, with a fourth due soon. the central light, arranged parallel to the the taxiways. “All of the airports have prob- country to make sure it holds up to the ele- The units currently retail for $33 apiece, taxiway, known as the pavement edge lem areas that the pilots call hotspots, and ments,” said Stau!er. Colorado’s Telluride a break-even price, according to Stau!er. light safety system (PELSS). “Essentially it’s written on the airport diagram where Regional Airport reported no issues with the Produced through a time- and technology- you were looking at 27 lights in one fixture, the hotspots are,” said Stau!er. “And that’s units, even with 200 inches of snow and the intensive CNC machining process, the but the FAA didn’t like the fact that some exactly what this is designed to do, so any use of automatic snow removal equipment. company has been selling at low capacity electronics were coming from Luminaer- airport with a hotspot should try these out Luminaerospace’s fixtures meet or to airports looking to test the equipment. ospace and some electronics were com- to see how they work.” exceed the FAA’s specifications for taxi- But with the next major order, it will switch ing from the existing light,” said company The new design has been tested at airway lights, and last October, the agency to U.S.-made injection molding, which will co-founder Scott Stau!er. ports around the world, including Paris agreed to allow their usage at U.S. lower the production costs.

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AIN_PrintAd_10x6.5_6.20.indd 1 6/2/20 3:56 PM ainonline.com \ July 2020 \ Aviation International News 19 Lilium preps to resume Flight testing of Lilium’s second eVTOL testing | by Charles Alcock eVTOL technology demonstrator Germany-based Lilium is preparing to response to the Covid-19 pandemic are eased. was interrupted resume ﬂight testing with a second demon- A small contingent of the company’s engi- by Covid-19 strator example of its all-electric Lilium Jet neering team is currently able to work on the restrictions. eVTOL aircraft once restrictions imposed in aircraft at its headquarters near Munich and

a spokesman told AIN that it hopes changes to social distancing rules will permit flight tests to restart in “a few months.” The second technology demonstrator will be the same size as the first, which finished flight testing in October 2019, and will incorporate some design changes to the five- seat aircraft. The second phase of flight testing, which was interrupted by both Covid-19 and a fire in Lilium’s facilities, is expected to see the aircraft flown faster and demonstrate a full transition to wing-borne cruise flight as the company aims to complete the preliminary design review. In a presentation to the Vertical Flight Society on May 21, Lilium’s chief program o!cer Yves Yemsi explained that the company is using program management processes, including stage gate reviews, that are similar to those at major aerospace groups, such as Airbus and Rolls-Royce. Lilium has a team of around 90 people already working on the production phase of the program, to be ready for planned type certification in 2025. “We don’t want to lose quality at any stage so we are putting controls in place at all levels,” explained Yemsi, who formerly held a senior quality and program role with Airbus. Lilium is also engaging with companies in its supply chain to ensure they are in sync with the level of technology maturity required for the detailed design, production, and service entry phases of the program. On March 23, Lilium completed another funding round that generated more than $240 million, raising the amount of capital it has achieved to date to $340 million. The company now employs more than 450 people, including more than 35 PhDs and 40 di"erent nationalities. Lilium plans to operate its aircraft commercially in air taxi services that will o"er flights of up to around 186 miles. The company intends to partner with various infrastructure providers to support operations.

This story comes from Future- Flight.aero Wresource developed by AIN independent coverage of new

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CAE had a series of layoffs and tight- A FlightSafety ened its spending in preparation for an International enduring disruption of business. Through- Embraer Legacy out its network were a series of rotating 650 simulator suspensions. In mid-May Parent reported in pre-panemic eight of its 60 locations were suspended times illustrates and another 17 operating at significantly the close nature reduced capacity. of modern CAE chief learning officer Chris Ranga- ﬂight training. nathan said the centers remained open FlightSafety, with strict health protocols enforced and like other the operations vary by location. “We’ve providers, has had to deal with many different travel and had to adjust local restrictions.” its operations “Like everybody else in the aviation to meet health industry, [the pandemic] obviously has guidelines. had a negative impact on the business,” agreed Brian Moore, senior v-p of operations for FSI. “We’ve seen a reduction of people coming to training as expected, really related to a number of factors,” he Trainers adjust to new reality said. The travel restrictions have weighed heavily but so too have travel and budget by Kerry Lynch restrictions that companies have implemented themselves. As most of the world continues the slow the past. There are so many different home. “We’ve definitely taken a finan- April seemed to be the trough for FSI, process of reopening, flight training things that are at work.” cial hit” with the suspension of flight Moore said, adding the training provider providers are grappling with rebuilding Health concerns led to the shuttering instruction, said Michael Hollister, a UVU saw improvement in May and “really signif- their businesses with the new realities of of flight operations of Santa Monica, Cal- assistant professor for aviation sciences. icant improvement” in training and planned sanitization, social-distancing, uncertain ifornia-based Proteus Air Services, which Hollister said expenses are being held training for June and July. FSI has been mon- economies, and the ever-present worry of provides flight training with a fleet of Cir- down and he expressed concerns about itoring the situation daily since it is “just one a possible second virus wave and another rus and Piper aircraft. Proteus closed its being able to retain instructors as in-per- bad turn” for further shutdowns, Moore said. round of restrictions. At the same time, flight training completely for 10 weeks son instruction returns. Further, student Still, he expressed optimism. “We’re seeing providers have found a resiliency through and resumed operations in mid-May, enrollments university-wide already are some positive trends in the future.” innovation that they believe will expand explained Rymann Winter, president of down by some 1,300 to 1,500 students Through all this has been innovation. opportunities and provide new flexibility the flight training provider. “We had for the fall. As aircraft remained on the ground and for students in the future. demand from students to keep flying, but Operations are slowly starting to simulation activity quieted to a certain Early on, as the pandemic set in, the we did not want to risk the health of our resume, beginning with flight instructors extent, classrooms moved online. Univer- Aircraft Owners and Pilots Association CFIs,” he said. first, he said. The priority initially will be to sities such as UVU were able to continue (AOPA) surveyed about 300 flight schools As with other schools, Proteus is see- finish flight training with its existing stu- classwork remotely, and Hollister said he to determine how their businesses were ing a reluctance to returning among dents, which may push back or limit the expects some of that to continue to enable faring amid the spread of the virus and the those in higher-risk categories. “It’s defi- availability of new slots certainly over the the university to operate with smaller associated restrictions. Keith West, senior nitely our younger students who have summer and maybe even into the fall, if classes and within CDC social-distanc- director of flight school business support been most enthusiastic about coming classes resume as hoped. ing guidelines. But he believes the nature for AOPA, said roughly two-thirds had back to fly,” he said. “Older students But for Hollister, one of the bigger of those classes might evolve with live shut down to some extent. That ranged have said they aren’t comfortable with losses has been face-to-face instruc- instruction, restoring more of the face- from ceasing operations altogether to the risk of exposure from flying. I think tion. He teaches in-class courses, sev- to-face capability that might have been those that might have only conducted these temporary measures will be with eral designed to prepare for FAA exams. missed in solely online classes. ground school or limited flight operations us for a long time. At least until a vaccine The courses have gone online, but not At Proteus, ground instruction moved for students building solo hours. is available and widespread.” all students have remained engaged. to remote video conferencing “with Those schools included the small Part 141 schools have faced grave They are doing the coursework, but he good results,” Winter said. AOPA’s West Part 61 flight schools that mostly cater financial prospects with the heavy might not hear from them until the end, believes that the pandemic will move to recreational flyers to the larger Part capital expenses of their inventory and he said. more people to such tools and perhaps 141 schools that have higher capital other training devices. Furthermore, For the largest international flight help further the slow adoption of simula- expenses with multi-aircraft fleets and a they lost their international client base. training companies such as CAE and tion at flight schools. larger international student clientele. In “They tended to shut down a lot earlier FlightSafety International (FSI), it has “Ground instruction is like any other addition, universities with large aviation and their outlook is more questionable been a matter of navigating through instruction; it doesn’t have to be delivered schools have had to furlough instructors because, with the students who went restrictions, a fall-off in airline demand, one-on-one with the instructor. That’s a and send their students home, while the home, there’s no telling when they will and a reluctance to travel. pretty inefficient way to do that,” he said. largest of the simulator providers have come back,” said West. CAE president and CEO Marc Parent With the exception of the big schools, had to navigate through temporary shut- Many university-based flight schools highlighted these ramifications in its which have had large ground school downs and varying needs of the range of have had to follow the larger mandates quarterly call with investors, noting, “We classes, how to approach ground schools customers. of their institutions. At Utah Valley Uni- were leading CAE to what would have “has been a struggle in the last few years.” Part 61 and 141 schools did begin to versity School of Aviation Sciences the been yet another record year when the Going online or “virtual” enables many reopen in May and some students were pandemic shuttered its flight training COVID-19 pandemic hit and unfortunately, schools to cast a wider net that extends returning, particularly domestically, West activities and resulted in the furlough it impacted us during what is normally our beyond local students. “I could see a said, “but not necessarily to the rates in of instructors as the students were sent strongest quarter.“ continues on page 24

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continued from page 22 flight schools long-term, that is less cer- situation where far more students are tain. Concerning to West is the Covid-19 taking these ground schools online rather pandemic has been “totally unpredictable,” than face-to-face, one-on-one instruc- he said. tion,” he said. “It will be years, rather than months As far as the use of virtual reality or sim- before the fallout from Covid subsides,” ulation, West added he is a big proponent Winter said. “We saw a substantial drop in and believes that is the future of training. business in ’08, and I expect we’ll have the But it will be an evolution rather than a rapid same drop-off and slow rebound for Covid.” changeover because cost and long-standing On the upside, growth might come training practices remain barriers. “Unless from people turning to options of flying the flight school is centered around the use themselves or flying charter rather than of simulators it is hard to integrate it into the exposing themselves on airlines. However, curriculum and it is hard to overcome the Winter added, “I think we are going to see culture of not using it among the instructors,” Proteus Air, which closed its ﬂight training completely for 10 weeks, reopened fewer people looking to train for a career; he said. “Once we get past that, it will hap- implementing stringent processes to prevent the spread of Covid-19. the industry went from a pilot shortage pen slowly across the country. I don’t doubt to an over-supply in a matter of weeks. this situation will accelerate that.” supports with simulator training. areas on campus; mandating daily well- This will be an easy pivot for some smaller Companies such as FSI have found Industry executives are hopeful, that ness checks; installing plexiglass barriers schools, but a very tough one for the the move toward online transformative in some of the lessons learned throughout and implementing “smart pathways;” and schools focused on high-volume training some respects. the process will lead to more regulatory making sanitizers readily available. for the airlines.” “We definitely see this is a game-changer flexibility in the future. “There could be Such protocols are being put into place FSI is anticipating a big “bow wave” of for us,” Moore said. Early on, FSI moved its opportunities there,” West said, saying at small and large schools alike. At Pro- customers that will return once restric- recurrent training ground-school curricu- once a rule is relaxed, “then you question teus, everyone has been required to wear tions further lift. “We’ve got international lum online using various tools to provide why you had it in the first place.” masks and gloves. The school conducted clients that are just barking to come in a live-learning approach coordinated with But as restrictions ease, flight schools temperature checks of “everyone coming and train once restrictions start to ease,” the FAA to be able to ensure the appro- must still prepare for the continued return through the door,” Winter said. Every- Moore said. After that initial wave, though, priate credit. “The FAA was absolutely of students with health and safety proto- thing is thoroughly disinfected, and as the “there will be a bit of settling. It’s not going fantastic to work with,” he said, enabling cols and requirements globally. school returned to flight operations, it was to be what it was in the first couple of students to keep credit as long as they Embry-Riddle Aeronautical Univer- not allowing passengers on rental flights months of the year. People are going to completed the simulator training portion sity (ERAU), which has resumed flight nor was it loaning headsets. be cautious and watch what the economy within 90 days. and housing operations, announced “We have really put a major emphasis does…but we’re seeing some pretty good For FSI, going online isn’t completely plans to reopen its campuses in Florida on all of the training side, cleaning and optimism right now.” new. It had already been developing an and Arizona for face-to-face instruction disinfecting and following general safety In business aviation, a significant por- online format for recurrency training for beginning June 30 with a series of health and precautions that are tied in with the tion of CAE’s business, “I’m bullish per- Textron Aviation models through its joint precautions in place. CDC,” Moore added, stressing the impor- sonally,” Parent said. We do see opposite venture with the manufacturer. With the ERAU outlined a series of measures tance that FSI “goes above and beyond forces at play because business aviation pandemic, that effort has expanded to the that it plans to implement over the sum- that because when you are in a flight sim- is historically correlated to GDP and the array of Textron Aviation models as well mer, including following all federal, state, ulator, it is a high-touch environment area.” U.S. corporate profits, but obviously that’s as to all the sites where the joint venture and local guidance; limiting classroom AOPA has provided guidelines, held probably going to be trending down. But provides training on those platforms. Sim- capacity to ensure physical distancing; webinars, and furnished other informa- to me, business jet travel may become ilarly, the FAA worked to provide credit optimizing class schedules to minimize tion to help flight schools adapt to the new preferred for business continuity, for as long as the trainee receives simulator contact; pre-screening returning students; environment, West said. health and safety reasons, and [because training within 60 days. Moore said the JV requiring cloth face coverings in common As for what the pandemic will mean for of] less frequency of airline traffic.” partners were hoping to expand that to 90 days as well. He expects the trend to continue because it gives students much more flex- Covid-19 forces Mx Schools to seek new ways to instruct ibility on the training choices and enables FSI to more fully serve those preferences. by Jerry Siebenmark “We will continue to have this mix of how we offer ground school training online, live For the aviation maintenance training learning, and in the classroom.” community, Covid-19 has presented a Similarly, CAE has worked to develop number of challenges, but maybe also new online curriculums, as well as with an opportunity for aircraft maintenance regulators to move forward in the online technician (AMT) schools to move beyond environment. CAE has been collaborating traditional methods of instruction—if they with international organizations on recov- can get past the regulatory barriers that ery plans that include the use of virtual have made that transition difficult. That classrooms for competency-based train- was the message from Aviation Techni- ing and refresher courses. “We continue to cian Education Council (ATEC) executive innovate,” Ranganathan said, with plans to director Crystal Maguire, who during a carry these efforts forward into the future. May 14 Helicopter Association Interna- On a similar note, training provider Sim- tional webinar on remote maintenance com recently received approval to deliver training and compliance explained those Rolls Royce’s two-day virtual training course immerses technicians in an online ground training for recurrent train- challenges but also illustrated how Part augmented environment with realistic images, interactive functions, and ing in many of the aircraft models that it continues on page 26 auditory feedback.

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continued from page 24 maintenance schools from requirements schools, Maguire said, in particular elim- Virtual reality maintenance training 147 schools had to quickly respond to the preventing them from offering online inating the burden on them to get FAA is something that engine manufacturer effects of the pandemic. instruction. About half of the 181 Part 147 approval for courses they offer online Rolls-Royce has begun providing to its At the onset of the crisis, she said there certificated schools are now temporarily including practical skills training and evalu- customers. As part of the technology were only five or six maintenance techni- approved to offer online content, she said. ation. “That’s kind of a battle we’re waging behind its IntelligentEngine, Rolls-Royce cian schools in the U.S. that were actively In a survey of one-third of ATEC mem- right now,” she said in a follow-up interview is offering an instructor-led distance providing online content to their students. ber schools, 75 percent are now offering with AIN. “If a school can show they can do learning course that it said will allow main- That online content, she noted, has to be online-only or a combination of online and it then they should be able to do it.” tenance technicians to service and per- approved by the FAA. in-person instruction, McGuire said. But 25 Separately, Choose Aerospace, a form routine maintenance on its BR725 When schools began closing their percent have suspended operations, which new nonprofit formed to raise interest engine found on the Gulfstream G650. A facilities because of stay-at-home direc- is “certainly going to have an impact on our in aerospace careers and find and solve two-day course, its virtual training tool tives from local and state governments, output of certificated mechanics,” she said. workforce development challenges, has immerses the technician in an augmented “you can imagine the impact,” Maguire “We’re concerned about the impact this is issued a request for proposal that among environment with realistic images, inter- explained. “It had an impact on the edu- going to have on our current pipeline.” other things would “support online devel- active functions, and auditory feedback. cation structure across the board, but [it While those are signs of improvement, opment of hands-on, manipulative con- It offers technicians two scenarios: one was] especially acute for technical pro- many students have yet to graduate tent” for Part 147 schools. The group, in which they work on the engine installed grams given that they were so reliant on because they need to complete in- person of which ATEC is a part, looks to form on the aircraft inside a hangar, and the in-person, hands-on training.” projects or other skills-based evaluations partnerships and tap into grants to ful- other in which they are presented with the The pandemic also has affected A&P that either are not permitted or cannot fill its goals, including online delivery of engine alone, “just like it would be in our testing. According to data ATEC received be performed online because of FAA hands-on training for AMT students. Such in-person training courses,” the company from the FAA, 615 tests were administered requirements. technology would be affordable and avail- said. “The immersive environment allows in the first two weeks of March. But that ATEC is pushing for legislation in Con- able to all Part 147 schools and require them not only to watch the process steps number fell significantly in the first two gress—the Promoting Aviation Regulations little investment by them in technology to get familiar with the respective task, but weeks of April to 84, Maguire said. for Technical Training (PARTT) 147 Act—that and tools. This could include hands-on to interact with the engine and the tools, Working with the FAA, ATEC was able “rewrites [the] Part 147” rule that would mod- training and task completion by way of and actually accomplish the task under the to get the agency to temporarily “free up” ernize and provide more flexibility for AMT virtual reality, Maguire added. constant supervision of the instructor.”

is basically a laptop PC that can run the FlightSafety mixes reality in new software along with a yoke control and the headset. The high-end pro version, Vital-powered training device which was demoed at Heli-Expo, adds a motion base to the standard version and by Ma! Thurber a force feedback system for the flight controls to provide a more realistic con- An interesting development that might FlightSafety’s mixed-reality simulator trol feel. The pro version can be moved have a profound effect on the train- solves that problem by combining spe- around on a set of wheels, although it isn’t ing simulation industry is under way at cial VR gear with a hardware platform as convenient to transport. FlightSafety International’s Visual Sys- that replicates the cockpit controls and With the light version, said FlightSafety tems division in St Louis, Missouri. Some enables the realistic feel of actuating avi- visual database product manager Mike lucky visitors to the HAI Heli-Expo show onics and other controls. The VR headset Johnson, “We can start a level of train- earlier this year in Anaheim, California, is fitted with external cameras, and this ing.” The standard version “still supports were able to get a private demo of the allows FlightSafety engineers to program a huge amount of training value.” The idea new technology, which FlightSafety calls what the pilot sees in virtual reality and is that a client could use the light version a “mixed-reality” flight simulator. what real-world items are passed through, for training at home, including prepar- The new simulator takes advantage such as avionics. ing for classes at a FlightSafety learning of the many years of development of For example, when pilots look out a win- center. But beyond that, the standard FlightSafety’s Vital image generator and dow, they can see a virtual rendering of and pro versions could deliver a lot of visual display, marrying the most recent the world, just the same as they would see training value at a far lower cost than a version with virtual reality headwear and out the windows in a FlightSafety full-flight full-flight simulator or even a traditional hardware controls to create a mixed- simulator. In the helicopter, VR adds extra Flying the pro version of fixed-based training device. reality simulator. views, for example, the ability to look down FlightSafety’s new mixed-reality “We’re definitely in a phase of heavy Virtual reality or VR—in the form of eye- and see the helicopter’s skids as they fly training device. investment in technology,” Johnson said. wear that makes the user feel immersed over terrain or water or to look back into “We love to tap into the technology and in the simulation—is nothing new in flight the rear of the helicopter and see empty version, and a pro version. Each is pow- come up with simulation solutions that simulators, especially in consumer types. seats and the view out the rear windows. ered by FlightSafety’s own aerodynamic support that.” And as it turns out, the But a problem with these setups is that But then if the pilots need to change a fre- modeling and simulation software, so the timing of the coronavirus pandemic high- there is no good way for users to experi- quency, program a flight plan, or change experience is consistent for each trainer lights the utility of the mixed-reality sim- ence moving the simulated aircraft’s con- some setting on the instrument panel, they type and also when flying in a FlightSafety ulation. With travel greatly restricted, an trols within the VR environment. There are would see these through the camera view fixed-base or full-motion simulator, which operator could bring a trainer to its facility controls that a pilot can use to simulate and be able to reach out and touch the all run the Vital visual system. to help pilots stay current. A military cus- pushing the aircraft’s buttons and turning associated physical controls. For control The standard version is fairly light and tomer might want to keep one on ships its knobs, but there is no feedback mech- of the aircraft itself, the pilots fly with a easy to move around. It consists of a to help pilots make more efficient use of anism for feeling the action of pressing and familiar yoke for fixed-wing airplanes or powerful, rugged PC, the head-mounted downtime. “It fits anywhere you can plug turning. And such VR setups don’t allow cyclic and collective for rotorcraft. display, the Vital display, and controls in a lamp,” he said. “It’s so flexible and the user to look outside the VR environ- The mixed-reality trainer comes in three including a cyclic and collective. The lightweight, it could be a direct use-case ment to manipulate physical controls. types: a desktop device, the standard other two versions include the light, which for the pandemic.”

26 Aviation International News \ July 2020 \ ainonline.com flight plans. Reiter was already familiar with Desktop simulators shine during coronavirus pandemic FMS operations in his simulator and like other classmates who were familiar with by Ma! Thurber the devices, had no trouble keeping up. In his opinion, this is a perfect use-case for For pilots unable to access a real aircraft it with helping advance his flight training at home. When Reiter went to initial train- home simulation, and pilots going for their or travel to a simulator training center to and airline career. “Simulation was a huge ing at his regional airline, pilots who had airline initial training and first type rating stay current during the coronavirus pan- benefit all through my training,” he said, no experience with flight management in an FMS-equipped jet would be much demic, desktop flight simulators offer an starting with using his desktop simulator systems (FMS) struggled with entering continues on page 28 intriguing alternative. With a desktop simulator, pilots can practice many maneuvers and procedures, often using the same avionics as in the real aircraft. While desktop simulators such as X-Plane and Microsoft Flight Simulator X (FSX) or its variants YOU DIDN’T CLIMB THE CORPORATE LADDER offer remarkable fidelity replicating TO STOP AT 10,000 FT. various real aircraft, the FAA does not allow any credit for their use to maintain legal currency. However, in the U.S., pilots are able to log IFR approaches, holding, and tracking to maintain IFR currency in FAA-approved basic or advanced aviation training devices (BATD or AATD). A relatively recent rule change eliminated the need for a flight instructor to be physically present for this type of practice, so now pilots can maintain IFR currency using a BATD or AATD by themselves. An example of such a device is the Redbird TD2, which costs about $8,000 and can be equipped to replicate a glass panel or traditional six-pack gauges. During the pandemic, pilots have been flocking to desktop simulation, as evidenced by significant growth in the use of the PilotEdge real-time air traffic control (ATC) service. PilotEdge founder Keith Smith told AIN in the midst of the pandemic, “traffic has more than doubled. A lot is attributable to new sign-ups, but existing users are flying around 30 percent more hours per month than they were pre-Covid.” The Vatsim real-time ATC ser- 1,343 NM RANGE · 1,308 LBS USEFUL LOAD · G1000 NXi AVIONICS vice also offers ATC services for simulation pilots and likewise saw Stifled by the invisible ceiling? We mean the oxygen ceiling, the turbulence ceiling and the icing ceiling. growth in traffic. According to Let’s raise the bar to FL250. Fly comfortably above the weather in the quiet, large, elegant cabin of the Evan Reiter, an airline pilot who only pressurized piston single made today. Greater range. Retractable gear. Advanced auto-descent safety volunteers on the Vatsim network technology. Step up into the serenity of the cabin class M350 – instead of wing walking on a four seat and helps run the Boston Virtual aircraft. Contact your Piper Dealer for a demo or experience the Freedom of Flight™ at Piper.com. ARTCC group, “There has been a tremendous amount of partici- pation.” On one day in early April, he said, there were 10,000 unique piper.com connections on the network, which 1.772.299.2403 is a “staggeringly high” amount. Reiter, who also co-founded the annual FlightSimExpo show, has been using desktop simulation for many years and credited

M600SLS_AIN_ July_2020_JuniorTabloid.indd 1 6/5/20 3:17 PM ainonline.com \ July 2020 \ Aviation International News 27 SPECIAL report

continued from page 27 On this flight, working with Salmon was better off preparing with a desktop simu- more like an informative lesson, rather lator’s FMS. “It gives you a great advantage than a test of my skills. We had time once if you have the background,” he said. clear of the LAX Class B to discuss what to expect in San Diego and for him to impart Improved Fidelity some controller wisdom. After getting Desktop simulator fidelity is getting better cleared into the San Diego Class B, I flew every day, and now many of the aircraft toward the airport and landed. modeled in X-Plane and FSX feature the Coaches like Medeiros and Salmon same avionics functionality as the real air- charge by the hour for regular lessons, but craft. A software company called Reality they also offer package deals for Pilot- XP, for example, specializes in licensed Edge scenarios that help pilots learn VFR replication of avionics and has duplicated and IFR procedures. The Communications Garmin GNS and GTN GPS/com/naviga- and Airspace (CAT) Training Program tors that can be added to simulator mod- covers VFR tower and airspace scenar- els. That gives pilots the opportunity to ios, and the one I did with Salmon was

learn how to use the products in a safe, ENGLISH LEACH JENNIFER the CAT-11 Class B Departure & Arrival. environment (i.e., not in the air) and also The author’s X-Plane setup, used for remote coaching testing. For IFR students and pilots, there are 11 allows them to evaluate the product if scenarios ranging from First Approach to they are considering a purchase. slow down the simulation rate. Of course, I using the suspend button to resequence TEC Route to Meeting Your Arc Enemy, Carrying this a step further are com- could, like real flying, ask the controller for for the procedure. the latter being a DME arc scenario. panies like RealSimGear and Noble Flight a delay vector or a hold. “It’s forcing you to I was still hand-flying at this point, but Both Salmon and Medeiros are working Simulation, which manufacture hardware think in real-time,” he said. after requesting the RNAV 30 at Long with people who are learning to fly or pilots chassis that replicate the look and func- Medeiros started, as would any good Beach, I switched on the autopilot to help who want to improve their skills. One stu- tionality of an avionics suite in an aircraft. . instructor, with a full briefing about our with the workload. At one point, leveling dent wants to learn how to fly a turboprop Pilot training is even possible on these flight and ground school covering the off in a descent, I neglected to add power, such as Beechcraft King Air, and desktop platforms. PilotEdge, for example, has new circling approach parameters, holding and the airspeed dropped rather low, but simulation with coaching is ideal for this. added a creative new service, remote entries, terminal procedures, and RNAV/ I caught it before we neared stall speed. “I can get them used to the speed of the flight instruction or coaching. This is an GPS approaches. The plan was to take This is a classic error when flying on instru- airplane and the more complex systems,” ideal solution during the pandemic but also off from Riverside Airport in Southern ments and good reinforcement for me to Salmon said. “To do this in a simulator ver- has many benefits during normal times. California, using the departure procedure pay attention. sus the real thing saves money.” To use remote instruction, the student for Runway 27. This requires climbing in Overall, Medeiros was happy with my Salmon, who is an Airbus pilot and used shares his or her screen with the instruc- a hold to gain altitude before proceeding performance, including workload man- to be a regional airline simulator check air- tor, so the instructor can see the student’s on course. From there we would shoot the agement and staying ahead of the air- man and instructor, agrees that desktop simulator instrument panel. At the same VOR approach into Corona, then the RNAV plane. He did notice a couple of altitude simulation can help pilots make the leap time, the student connects to PilotEdge approach into Fullerton, followed by a final excursions and my failure to add power from being a flight instructor in small air- and communicates with the controller as approach at Long Beach. when leveling off, but he allowed me to planes to the right seat of a regional jet. would normally be done when flying a real As would be normal during an IPC, I did handle the situations and didn’t feel the “It’s a big learning curve,” he said. aircraft. The instructor can hear all of the all the radio work, but Medeiros had the need to intervene. The new applicant for an Airline Trans- student’s and the controller’s communica- option of communicating privately with the For my part, the session was as or port Pilot certificate might get four to tions and see the student’s screen, ask the PilotEdge controller if he needed me to do more intense than an actual flight. The eight hours in a full-flight simulator, but student to do specific tasks, and assess the something that wasn’t part of the original lack of seat-of-the-pants feel makes they will struggle to learn effectively if student’s performance, all over the internet. plan. There could be an unexpected hold, the flying that much harder, but flying they aren’t familiar with jet systems, espe- for example. the procedures, talking to ATC, setting cially the FMS. “That isn’t enough time for Coaching Test After the ground school, I positioned up approaches both in the G1000 avi- repetition and practice,” he said. “I believe I tested the remote instruction process the 172 on the Riverside ramp and called onics and on ForeFlight on my iPad, and not only that teaching the specifics of the with two PilotEdge instructors who are ground for the clearance and set up the dealing with the weather conditions was FMS but also checklist usage and crew also air traffic controllers on the PilotEdge radios. I set up X-Plane to use actual extremely realistic and stressful. resource management and general jet network. I flew X-Plane’s Cessna 172 with weather, and the conditions in California For my next session, Ray Salmon, who familiarization could be taught very suc- G1000 avionics. For screen and audio shar- that day were perfect: 400-foot overcast is also an airline pilot, instructor, and Pilot- cessfully using X-Plane and PilotEdge.” ing, we used Skype. and one-mile visibility. Edge controller, coached me during a VFR For the first flight, instructor Scott Taking off from Riverside, I soon entered flight from Los Angeles International Air- FAA Not Impressed Medeiros planned an IFR proficiency the clouds while flying the Riverside 1 port to San Diego International, an exer- While the FAA has granted exemptions check (IPC), which, of course, wouldn’t departure procedure. I flew one turn in cise in Class B operations. and extended deadlines for pilot currency count in real life but would give him an the hold then asked ATC for the VOR We began with a briefing and ground and training requirements during the opportunity to demonstrate the coaching approach into Corona. He kindly made it school on Class B operations, including a pandemic, the agency isn’t considering system, assess my IFR skills, and give me easy for me, with a vector to the northeast lesson on the peculiar shape of the San allowing credit for the use of desktop sim- some instruction to improve my flying. then turning me onto the inbound course. Diego Class B airspace. PilotEdge was ulation. That doesn’t mean that someone In addition to part-time coaching and I had neglected to descend when I should busy with traffic that day, and getting a couldn’t apply to the FAA to meet regula- PilotEdge controlling, Medeiros is a flight have, so was high initially but the 172 is clearance was taking too long, so Salmon tory requirements, as has been done by instructor and airline pilot who hasn’t been easy to descend quickly, and the approach took on the role of controller, which worked AATD/BATD manufacturers, but so far, it flying much during the pandemic. worked out. fine because I was hearing his voice over appears that no one has tried to do this For the IPC, Medeiros intended to work The weather was below minimums, and I my headset anyway. It wasn’t like he was with a desktop simulator. me hard, with a series of back-to-back never saw the runway, so I proceeded to fly an instructor sitting beside me or in the According to an FAA statement pro- IFR approaches, holding, intercepting, and the missed approach. I asked for the RNAV back of a simulator, which isn’t as realistic. vided to AIN, “It is not likely the FAA would tracking, and he did not want me to use the 24 into Fullerton, and this was good prac- Plus he has the ATC lingo down precisely, consider allowing the use of personal simulator’s pause button or speed up or tice flying another missed approach and which added to the realism. continues on page 30

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continued from page 28 are additional benefits apart from getting computer-based flight simulators without credit from the FAA for currency. first evaluating and validating their design One of them is simply maintaining and and functionality.” improving proficiency. Pilots at all levels The agency went on to explain: “The could learn more and learn better using FAA has the responsibility to ensure desktop simulation and real-time ATC. For public safety for flight operations in the example, Salmon explained, a pilot who national airspace system. Without FAA learned to fly at a non-tower airport could qualification and validation of simulators practice tower operations with PilotEdge used for training and experience require- or Vatsim and get over “mic fright” or the ments identified in the regulations, there apprehension of talking to controllers. “If is no assurance to the public that the you do this on PilotEdge where there’s no experience acquired using a simulator risk to safety, it becomes a huge value,” provides an acceptable level of practice he said. or experience.” Salmon has witnessed flight instruc- What experts like Reiter, Salmon, and tors logging into the PilotEdge network Medeiros are suggesting, however, is with their own deficient skills. “It’s great more than trying to qualify a particu- that they try it but I can tell that some of lar set of software and hardware as an their knowledge and skills need brushing This Global Express was in AMAC Aerospace’s facilities for a 30-month inspection. AATD/BATD. Their concept is that reg- up. They would benefit from flying on the ulators such as the FAA and EASA could network,” he said. continued from page 16 The proposed cabin would also integrate allow credit, say for IFR currency, using Ultimately, Salmon believes that a cleaning fluids. Separately, Siemens has “leading-edge technologies and safety a desktop simulator and a comprehen- student pilot could greatly reduce the approached avionics manufacturers to features equal or superior to the latest- sive real-time ATC service like Vatsim or number of hours needed for in-aircraft o!er access to a demonstration unit to generation business jets,” he said. PilotEdge, then measure the pilot’s per- training, by flying with a desktop simulator. test in proximity to their cockpit systems Comprising three fixed zones and four formance while flying specified maneu- “We don’t even need to get FAA credit,” to ensure the process is not harmful. variable zones providing customization vers to determine whether that qualifies he said. options, the cabin designs accommo- for currency credit. Another area where desktop simu- Basel-based AMAC Aerospace, known date 10 to 32 passengers. The fixed areas The FAA doesn’t agree that would lation and especially coaching could for luxury completions, is scoring on the provide a common entry and galley, mid- work: “Performance standards are used help is to lower costs for an operator’s maintenance side of its executive airliner cabin lavatory, and master suite with to determine the quality and effective- or airline’s initial pilot training program. business, announcing projects on Bom- ensuite washroom with steam shower. F/ ness of simulation training and experience. The airline doesn’t need to incorporate bardier, Boeing, and Airbus platforms— List and Flying Colours collaborated with However, without officially validating the PilotEdge and desktop simulation into eight aircraft in all. the partners to refine design details and functionality of a specific model BATD, its program but could ask a struggling The trio of Bombardiers includes a perform engineering studies. The variable the FAA would be unable to ensure their candidate to take some time off and head of state Bombardier Challenger zones could include a large lounge area effectiveness.” seek help from coaches like Salmon and 605 undergoing a 12-month inspection, a that converts to a dining room, media Yet desktop simulation’s ability to rep- Medeiros. “Instead of washing them out,” Global Express inducted for a 30-month lounge, or private o"ce, the partners said. licate flying with high fidelity and accu- Salmon said, “put them on a six-month check, and a Challenger 605 undergoing “Even greater personalization is rately modeled avionics and systems, leave, tell them to go get the experience a short-notice prepurchase inspection for achieved by applying the client’s pre- combined with real-time ATC, can be far they need, then come back and we’ll put a prospective transaction. ferred color pallet, materials, and fin- more realistic than some of the AATDs/ them through the program. We could take The two Boeing projects involve a pair ishes to create a truly one-of-a-kind BATDs that have gained FAA approval. those students and put them through an of BBJs. One is undergoing a 6a-check and cabin design,” said Pierrejean Vision CEO Boston Virtual ARTCC’s Reiter believes instrument/jet training course with Pilot- scheduled maintenance, in addition to Jacques Pierrejean. that FAA sanctioning of desktop simula- Edge included, then send them back to having service bulletin issues addressed The seven-zone modular concept cabin tion is way overdue. even though there the airline.” That approach would cost the in conjunction with the maintenance is also intended to reduce manufacturing is no credit available for flying a desktop airline nothing yet allow it to retain the checks; meanwhile, AMAC is performing and certification costs, the partners added. simulator. “The value is not that it’s certi- candidates on the seniority list. a one-, six- and 48-month check on the fied,” he said. “You can practice the same Reiter sees the benefits of not just second BBJ. DC Aviation Group, the German man- things [as an approved simulator], reading desktop simulation but the community AMAC is also performing a base main- agement, charter, and MRO provider, will charts, talking to ATC, shooting the same that Vatsim nourishes in the way partic- tenance check on an Airbus ACJ320 upgrade a Bombardier Global 5000 with approaches. It’s about, does it feel right? ipants often move into aviation careers. while carrying out a full galley heating a Gogo Elite Smart Cabin System (SCS For IFR practice, it’s better to be at home Members of Boston Virtual ARTCC are system modification. Installation of the Elite) and Inmarsat SwiftBroadband sat- connected to PilotEdge or Vatsim than part of a robust social network and help heating system mod will take six weeks com system. The SCS Elite package is a with an instructor acting as a controller.” each other learn and progress. “Quite a longer than initially planned due to the highly integrated smart cabin system that As co-founder of FlightSimExpo, Reiter few start flying on Vatsim and PilotEdge complexity of the task, AMAC said. Con- allows passengers to control the cabin has tried to get local FAA personnel to and become real-world pilots or control- currently, the company is performing environment with a single interface. attend and to see the value of such prod- lers,” he said. “We see lots start as vir- a maintenance check and an avionics “This system allows the customers to ucts. “I don’t know why the FAA is disin- tual controllers on Vatsim and apply to upgrade on an ACJ318. use their own personal integrated device terested in the online world,” he said. “We the controller academy and start training.” to do whatever they choose,” said Daniel at FlightSimExpo have been trying for For some unaccountable reason, he Camber Aviation Management, Kestrel Heidrich, sales director for technical ser- three years to get interest from the FAA. added, “The FAA is not at all in tune with Aviation Management, and Pierrejean vices. “This can include checking inflight We’ve invited the FAA at many levels to that process. Here you have someone who Vision have partnered to develop a corpo- data, watching a movie, browsing the web, attend events. We’ve had limited success.” volunteered, doing this for fun, for a job rate cabin for the Airbus A220, “o!ering and making or receiving a phone call.” Flying coach Salmon agrees that desk- you’re hiring them for. You know they’re cabin floor space and volume equivalent In addition to its Stuttgart headquarters top simulation with real-time controllers interested and inspired. But the FAA wants to Airbus’s ACJ319neo and Boeing’s BBJ facility, DC Aviation has branches in Dubai, and measurement of student perfor- nothing to do with the simulation world. Max 7,” said Camber CEO Tom Chatfield. Malta, Moscow, and Paris. mance would be beneficial. But there It’s mind-boggling to me.”

30 Aviation International News \ July 2020 \ ainonline.com dependent on state or public-sponsored just removing and inspecting the engines Aviation insurance industry loan programs. for damage. So there’s going to be losses For an industry that had already been because of the groundings as well.” running in the red, the pandemic is wreak- Stepping away from Covid-19, the con- faces wrenching change ing havoc on aviation insurance premiums. ference included topics germane to every- Blakey noted that worldwide aviation day business. One issue brought up during by Kim Rosenlof insurance premiums in 2019 were nearly a panel discussion included worker’s com- $2 billion, but he estimates total 2020 pensation insurance for contract pilots, Aviation insurance executives provided a pool to respond to airline business inter- premium dollars to be down about 25 per- and who actually covers the pilot if there’s bleak picture of the post-Covid-19 insur- ruption cover,” said Blakey. “The reve- cent due to both a decrease in numbers an injury or death on the job. ance industry during the Aviation Insur- nue can be collected, administered, and of aircraft being insured and returning “Worker’s compensation for pilots gets ance Association (AIA) conference held insured by industry alongside a substan- premiums based on the decreased expo- kind of tricky, especially if you’re dealing via online videoconferencing throughout tial government coinsurance or reinsur- sure of aircraft sitting rather than flying with a contract pilot who may not have the month of May. ance. The government is simply unable passengers. The major e!ect on individ- their own insurance,” said Chris Fostiak, Steve Blakey, president and CEO of to keep lumping billions and trillions of ual aircraft owners will be a hefty increase v-p of Hays Companies. “If you have a Starr Insurance Holdings, cited statistics dollars to cover the costs.” in premium rates as the industry tries to 1099 contractor flying your airplane who released by Lloyd’s of London in mid-May Commercial aviation operators have maintain its cash flow. can’t prove that they have insurance cov- that the Covid-19 crisis could result in esti- not typically purchased business inter- “What we can’t forget is that, while the erage via certificate, they would become mated insurance losses as high as $107 bil- ruption coverage, nor has it been widely current claims count is reducing with only a de facto and covered employee of the lion, mainly due to event cancellation and available in the industry, which is one rea- 5 percent of airliners flying, as insurers organization.” business interruption claims, plus another son aviation has been so hard hit by the we still have old-year claims developing,” Fostiak said that in the U.S. it’s very $96 billion from investment losses. While Covid-19 crisis. Marco Remiorz, managing said Andy Trundle, head of Starr Aviation hard to prove a contract pilot is not an these figures already rival global losses partner and attorney at law firm Arnecke Airline and Aerospace. “From the Boeing employee because the pilot is “given the during the 2005 hurricane season, they Sibeth Dabelstein in Hamburg, Germany, Max issue to other claims still developing, equipment to work in, their schedules are could rise if the pandemic continues for provided a European perspective on the we have to manage all of that against the set, they’re paid by the organization, and another quarter or flares up later this year. Covid-19 e!ects on aviation, noting Ger- incoming cash flow.” they might even receive some sort of train- “Purportedly, losses to small businesses man carrier Lufthansa’s first-quarter loss Trundle also noted that even as thou- ing from that organization as well, which in the U.S. alone are $250 billion to $325 of "1.2 billion ($1.34 billion), a share price sands of airplanes sit worldwide, claims are qualifies them as a default W-2 employee.” billion per month,” Blakey said. “The at the lowest since 2009, and the "9 bil- still being generated on wind-damaged air- The panel recommended that companies U.S. insurance market capital is $800 lion bailout package recently approved frames and engines. “Some of these sites who do not want to cover pilots under billion, and the global reinsurance mar- by the German government, in which the have hundreds of aircraft sitting, and we their worker’s compensation insurance to ket has about $600 billion. Clearly, had government will take a 20 percent stake had some high winds blow cowling o! the hire pilots who are set up with their own business interruption been purchased for in the airline. engines and inflict damage,” Trundle said. companies paying their own worker’s com- pandemic coverage across all industries, “Within 65 days, [Lufthansa] went from “That starts adding up pretty quick, even pensation insurance. there wouldn’t be enough capital to pay having record-breaking results for the last claims. The insurance industry would be three years in a row to ending up in a situ- destroyed.” ation where they said that they [could not] As many Covid-surviving businesses, go on without state aid,” said Remiorz. including airlines, are now seeking inter- Remiorz also provided statistics from Starr offers usage-based insurance pricing ruption insurance, Blakey predicted that an April 2020 survey by the German Aero- governments around the world will begin space Industries Association showing that Underwriter Starr Insurance has launched Each track log is chosen by the pilot and working on pandemic- based co-insurance 89 percent of member companies “antici- a new kind of aircraft rental insurance for scored on a flight-by-flight basis.” agreements similar to the terrorism risk pate far-reaching or existence-threatening pilots who don’t need consistent coverage. An instructor, for example, might not insurance program. “A passenger sur- e!ects of the Covid-19 crisis,” and approx- The new Starr Gate policy allows pilots to want to share a recorded track log of a charge per ticket could be levied to build a imately 44 percent of the companies are rent in monthly blocks and gain discounts flight with a new student pilot, he noted. by sharing flight records with Starr. After sharing track logs with Starr, “the Pilots can access Starr Gate on their app then displays a running average of own, using Starr’s iPad app, or purchase the flights that have been scored and cal- Insurance impact of dry leasing, illegal charter the insurance through brokers. Coverage culates discounts based on the recency, is available for single- and multiengine number of, and value of the scores of the The AIA devoted two sessions to educat- illegal charter operation can have unin- piston-powered airplanes, piston rotor- flights the pilot has chosen to share.” ing insurers on Part 91 dry leasing and ille- tended consequences if there is an craft, and single-engine seaplanes. The The coverage not only helps pilots gal charter issues, as this has been a hot accident. “Any claims organization will company gives discounts for recent train- obtain discounts for flying safely but also topic for the FAA in recent years. review the policy language for adher- ing and membership in the Society of Avi- helps them avoid paying for insurance “The FAA has recognized that this ence to the terms and conditions,” said ation and Flight Educators. when it isn’t needed. For example, if a interesting time with the pandemic is Jeff Sheets, v-p and general claims man- Additional potential discounts are avail- pilot is taking a long vacation and doesn’t definitely going to create the wild, wild ager at AIG Aerospace. “They look at the able through the sharing of flight records plan to fly, those months wouldn’t need West out in the market, and they’re aviation policy and the purpose of the via the CloudAhoy postflight briefing sys- insurance coverage. Or a pilot might not trying to educate owners and pilots flight and then ask whether this was a tem. Starr Gate customers can access the need coverage while a rental airplane is on what is right and wrong,” said NATA commercial flight or business and plea- CloudAhoy scoring tool for free and share down for extended maintenance. senior v-p Ryan Waguespack. sure operation.” recorded information from their flights “Using data-driven technology to pro- Attorney David Norton, partner at Sheets said the blanket pilot warranty— to be scored by CloudAhoy, which then vide quantitative, objective feedback to Texas- based Shackelford Bowen McKinley essentially anyone approved by the chief shares it with Starr Insurance. Pilots record pilots has always been part of our vision,” & Norton, noted there are a few narrow pilot may fly the airplane—is changing to flight information using the Starr Gate app, said CloudAhoy creator and CEO Chuck exceptions in the regulations for Part 91 specify pilot qualifications and require which can then send it to Starr. While the Shavit. “We are delighted to see it used operators to receive compensation for history to ensure pilots are meeting CloudAhoy scoring tool is free for Starr in a positive way to reward pilots and to flights without obtaining a commercial minimums. Gate customers, they do have to purchase promote safety and proficiency.” certificate: carriage of candidates in fed- “The underwriters have always looked CloudAhoy’s service, or they can access a “Starr Gate is better aligned with a pilot’s eral, state, or local elections (FAR 91.321) at dry leases seriously,” said Sheets. free trial of CloudAhoy to see how it works. skills and flight time,” said Jim Anderson, and a few situations detailed in FAR 91.501, “They’re making sure they know who’s Pilots don’t have to share every recorded Starr Aviation senior vice president. “With including demo flights, time-sharing, inter- flying their airplanes, who’s in the back flight with Starr, a company spokesman CloudAhoy data, we can write coverage in change, and joint-ownership agreements. seat, and that the owners and operators explained. “Pilots maintain control over high definition. It’s customized insurance From an insurance standpoint, an of these aircraft know as well.” K.R. what data they share to the app for scoring. that can make you a better pilot.” M.T.

ainonline.com \ July 2020 \ Aviation International News 31 product, is as important as creating the product to begin with.” This is a balancing act, requiring a holistic approach to how the company builds a jet and how it is operating, he said, adding this requires “a lot of counterbalancing” and a total-life-cycle approach. And now for Aerion, this approach is “not just in terms of the aircraft itself and its design and operations, but also in terms of the manufacture of the aircraft.” This means designing a facility with the lowest possible environmental footprint. “We’re going to great lengths as we work with our architects to incorporate a lot of the di"erent technologies that are emerging and maturing to a point where they become viable commercially,” he said. This ranges from how the facility is powered, how the walls are designed, and what windows are used to the pro- Aerion’s AS2 is sporting a new look with changes to wing, empennage, and nacelle design as the company lays plans for manufacturing. tections implemented for air quality and even rainwater collection and storage. Aerion, which is planning a jet that to better manage flights, including prog- will meet Stage 5 noise requirements Aerion paving path to bring nostic health management. The company and run 100 percent on biofuel, has pro- has stepped up its selection of suppliers, moted its approach to sustainability as it with GE Aviation providing the Affin- faces skepticism from the environmen- supersonic AS2 to market ity medium- bypass twin-shaft, twin-fan tal community and strict environmental turbofan, Fadec-controlled engines and requirements that prohibit supersonic by Kerry Lynch Honeywell supplying Primus Epic avi- flight over land. While deeply involved in onics. Several other well-established international research and deliberations With an eye on bringing a civil supersonic “It’s not to say that we’ve abandoned companies have been tapped to supply on what may be acceptable in the future, business jet to market around the 2026 the work we had done going into that aerostructures, wiring, nacelles, land- Aerion has taken a practical approach timeframe, Aerion Supersonic is laying original configuration,” he said. “We ing gear, and the aircraft doors, among to its design requirements for the AS2, the groundwork to shift from a design are still very interested in exploring fur- other components. These include Safran, believing that it must be efficient at firm to a manufacturer with the selection ther the supersonic natural laminar flow GKN, Aernnova, and Potez Aeronautique, subsonic, lower supersonic, and higher of Melbourne, Florida, as the site of its technologies. And we continue to look among others. Further, both Spirit and supersonic speeds. new factory and the firming up of a final at the development of that.” But at this Boeing have contributed to the program. “We have three design points,” Hollo- design of the aircraft. Aerion in late April point Aerion has opted to move in a new Using traditional suppliers comes in way said, looking at a Mach 0.95 subsonic announced it would break ground later direction because, he added, “This is one concert with another consideration in cruise where the aircraft can reach a range this year on a $300 million facility at of those unique periods in history where incorporating design changes: “There’s a greater than 5,000 nm and a Mach 1.4 Florida’s Melbourne International Airport you begin to have a number of enabling timely need to enter the market,” he said, supersonic cruise targeting about 4,200 (MLB) to serve as the home for produc- technologies of all kinds coalesce in their pointing to the target of the middle of the nm. “But then we have a Mach 1.2 design tion of its Mach 1.4, 12-place AS2 trijet. maturity all at the same time.” decade. “The world’s ready for that. The point.” That “boomless cruise” mid-range This announcement came as Aerion As the company looked to optimize market’s ready for that.” is aimed at the possibility of one day flying firmed up what the company believes is the speedy aircraft, engineers refined the Along with that is ensuring the pro- low supersonic speeds over land. Aerion the final design configuration for the air- choices to enable its vision of cruise perfor- ducibility of the ultimate design; the is hoping to prove that, at these lower plane, adopting a new look that sports a mance and luxury, while addressing envi- design must be e!cient, but also “build- speeds, there is a “Mach cuto",” a point delta-shaped wing, revamped empennage, ronmental challenges, he said. able,” he said. “There are clearly things where the sonic boom would no longer and new elongated nacelle shape that “It’s driven us in some respects to go that you can conceive, build models, and reach land. Instead, it would dissipate in Aerion said incorporates new materials look at some of the other technologies out aerodynamically look really good. And lower strati of air, depending on a num- and technologies, yet provides a design there that allow us to take advantage of then as you get further downstream, you ber of conditions. This is where advanced that could ensure the business jet meets this point in time,” Holloway said. While start looking at now I’ve got to go build weather technologies can play a role, he timeline and production requirements. stressing that “it’s not an absolute fore- that.” The design has to work within the said, explaining that the idea is to “just While the specifications of the changed gone conclusion that everything is locked materials and manufacturing technolo- kind of skim the sonic boom o" of a layer design are anticipated soon, the company up,” he added, “we’re pretty much decided gies available. of the atmosphere.” did reveal that the length of the airplane on the configuration going forward” as This is important as the company maps These concepts will have to be proved is now shortened to 144 feet, 11 inches, it “rapidly approaches” the preliminary out its production facility in Florida. over a period of time, but Holloway said with a 79-foot wingspan and 29-foot design review in upcoming months. Aerion will stand up a small team there he was encouraged that the FAA notice of height. Aerion executive v-p and chief While keeping many of the enabling as it leads up to groundbreaking, with the proposed rulemaking released last sum- sustainability o!cer Gene Holloway lik- technologies proprietary, Holloway speci- hope to begin production in 2023 and kick mer to facilitate flight testing is a good ened the configuration to that of the more fied that this includes the use of advanced o" flight tests in 2024. first step toward that goal. traditional “coke bottle” shape associated materials and composite structures that “We’re all looking anxiously towards As for its supersonic natural laminar with supersonic aircraft, with a “narrow previously had not been fully explored on the opening of the o!ces down there,” he flow research, which is one of the hall- waist” that flares out in the back. current commercial aircraft. “We’re at a said. The massive project, building from marks of Aerion’s engineering expertise, “The airplane looks remarkably very point in time where we can begin to lever- a “greenfield position,” provides a num- he sees this being incorporated into di"erent from what most people have age a lot of the advanced development ber of advantages, he said, particularly as future projects both commercial and become accustomed to seeing [with the work that’s [been done] over the last few Aerion designs the factory from a sustain- military. He said other projects are in the AS2],” said Holloway, referring to the move decades to begin to bring some of those ability standpoint. “We’re committed to works at a “high level” of activity. away from the more straight-line wing that capabilities to bear on developing lighter- being good environmental stewards as we “It’s an exciting time,” Holloway said, incorporated supersonic natural laminar weight structures overall.” go do this,” he said. “We strongly empha- reflecting on the number of areas that are flow shapes refined over years of research He also pointed to advances in avion- size that creating a sustainable product, starting to come together for the program. and the previous T-tail empennage. ics systems and ground communications a green, environmentally responsible “We are a very entrepreneurial group.”

32 Aviation International News \ July 2020 \ ainonline.com degrees below zero, it condenses and can Covid raises questions on cabin humidity saturate insulation blankets, compromise wiring, and lead to corrosion. This mois- by Mark Phelps ture also adds weight, which translates into reduced payload and lower range. Je! Gusky, an emergency room doctor, large city police department in Ohio,” he in green air. When it’s ‘red’ we humidify CTT Systems has a solution with its believes the aviation industry is ignoring told AIN. “The Cincinnati jail has had zero and hydrate. When it’s green we can all Cair technology. The system includes not vital information that could help prevent Covid cases amongst inmates. It turns breathe easier. The Viral Safety Index just a well-filtered humidifier for each infection by coronaviruses like Covid-19. out that the jail is the safest place to be in gives advance warning of dangerously dry temperature zone in the cabin, but also The key is high humidity, he explained, Cincinnati re: Covid. The jail’s humidity indoor air in time to make red air green. its Zonal Drying dehumidifying device because low humidity levels are a critical is a constant 52 percent.” Optimal indoor “We spend 90 percent of our time that targets the space between the inte- factor in the spread of Covid-19. humidity levels are about 60 percent. indoors,” he added. “And it’s critically rior cabin shell and the external skin of the “Dry indoor air is like an accelerant that For indoor areas, which typically are important to keep indoor air green fuselage. Combining both systems in one turns small viral outbreaks into massive heated and cooled without regard for the around-the-clock until the crisis has installation humidifies the cabin but keeps viral bombs,” he explained. “Dangerously dangers due to lack of humidity, Gusky passed. This is especially important for the moisture-vulnerable aircraft parts dry. dry indoor air was like an invisible blast- proposes a “Viral Safety Index” that would the elderly, for people living in densely CTT’s Cair system also addresses the ing cap that made Wuhan, New York City, inform people of the risks they face. This populated inner cities, and for anyone problem of corrosion, another reason why and other hot spots explode.” index could be disseminated as part of with a pre-existing medical condition.” aircraft manufacturers have been loath Low relative humidity in aircraft cab- weather reports or by a building’s operator. When it comes to flying, there have been to turn moisture-generating humidifiers ins—as low as 5 percent at altitude—is For example, he explained, “‘Green’ some advances in improving cabin humid- loose inside their airframes. It’s one rea- not healthy for humans. It creates a host indoor air is like social distancing on ste- ity, but extremely dry air remains the case son why the mostly composite Boeing 787 of problems, including drying out sinuses roids. Green indoor air is in the range of in most pressurized aircraft. At the same is able to o!er cabin humidity levels as and diminishing the ability to smell and 50 to 60 percent humidity measured on time, aircraft cabins don’t like moisture. much as three times higher than conven- taste. But those inconveniences pale in an inexpensive digital hygrometer cost- And when warm moist air inside encoun- tional airliners (up to 15 percent for the comparison to the vulnerability to disease. ing about $10. Covid does not do well ters fuselage skin that can be cooled to 50 Dreamliner, which is still low compared It is especially problematic on long inter- with the 50 to 60 percent recommended continental flights with fewer people on for indoor levels). board because much of the humidity that While Cair is not yet available for most does exist in aircraft cabins is supplied by business jets, it is available for large VIP the breath of passengers. A person exhales jets. Acropolis Aviation’s Airbus ACJ- about 3.5 ounces of water per hour. 320neo is equipped with a Cair system. Even before the coronavirus pandemic, “We have focused, so far, on large VIP air- medical experts and scientists knew that craft, the ACJ320 up to the [Boeing] 747-8— dehydrated (and thus shrunken) mucus and commercial airlines—due to the fact membranes are much less adept at pro- that our product requires some space,” tecting humans from incoming bacteria said CTT v-p of sales and marketing Peter and viruses of any kind, let alone the Landquist. “Large-cabin business aircraft super-contagious Covid-19. So keep- such as the Global 7500 and G700 are very ing cabin air well-hydrated is now more Effect of dry air on mucociliary clearance. (a) Proper mucus hydration is required for the interesting for us. It’s still tight for space, important than ever. efficient mucous transport. (b) Dehydration caused by breathing dry air leads to increased but we are confident that our humidifier According to a report titled “Seasonal- viscoelasticity of the mucous layer and immobilizes cilia, which are pressed down by the system can be fitted.” ity of Viral Infections” by Miryu Morijami, reduced height of the dehydrated periciliary layer. (Source: Annual Review of Virology) The Cair humidifiers use a glass-fiber Walter Hugentobler, and Akiko Iwasaki pad with moistened air channels. As water, published by the Annual Review of Virol- which could come from the aircraft’s reg- ogy, “An incoming virus first must find ular potable supply, dampens the pad, dry epithelial cells to invade the host. Mucus air passes through, evaporating the water layers can e!ectively trap the virus before ADS-B installations rise during pandemic and humidifying the air. The pad also it can enter the host cells. Mucus secreted traps contaminants. from the submucosal glands serves as a While the U.S. deadline for ADS-B Out rotary-wing aircraft. The airlines were The Zonal Drying component—a fan, mechanical barrier and as a chemical bar- equipage took e!ect on January 1, aircraft nearly fully compliant as the deadline heater, and a rotor—draws air from the rier by its antimicrobial properties.” operators are still steadily upgrading their approached and business jets were well cabin and dries it as it is blown into the The report added: “Multi-tiered host aircraft to meet the mandate, with as many above the 90 percent range. gap between the cabin shell and the exte- airway defense systems prevent infection as 21,175 becoming compliant through the The FAA did enable limited requests rior skin. That keeps the relative humidity by incoming respiratory viruses. [But] first five months of the year. “We knew for flights involving unequipped aircraft low in the localized air surrounding wir- fluctuations of temperature and humid- there would be aircraft being equipped through ADS-B airspace. By mid-February, ing and sensitive aluminum structure. ity of the inhaled air have been shown to post-mandate and it certainly has mate- out of 70,000 flights a day, the agency “The Zonal Drying system can be directly a!ect the airway mucosal surface rialized,” said Jens Hennig, GAMA v-p was receiving around 100 daily requests installed as a standalone in an aircraft defense at multiple levels…The interven- of operations and co-chair of the ADS-B for such latitude. Hennig said the small where high cabin humidity is expected, tion studies in school and nursery chil- Equip 2020 working group’s general avi- number of requests suggests “we have typically low-cost/charter airlines dren, o"ce workers, and army recruits ation subcommittee. done our due diligence across the FAA with high passenger load,” Landquist have shown that increasing humidity ADS-B upgrades have continued and across the industry to get everybody explained. “[Cair] cabin humidifiers, how- from low to median range reduced respi- through the pandemic, with 3,598 in who was going to be a!ected by the man- ever, are always installed together with a ratory infection rates and absenteeism.” March, ebbing to 2,857 in April, and then date compliant.” Zonal Drying system. Installation time is Gusky advises passengers and flight 3,146 in May. According to the FAA, the One trend that has not materialized, 150 to 300 man-hours, depending on how crew to drink a lot of water to hydrate total number of GA aircraft with upgrades though, is a retirement wave of older many humidifiers and Zonal Drying sys- their mucus membranes to avoid viral installed approached 100,000 in June. business aircraft that faced expensive tems are needed. Water consumption is infections, and he is also alerting air- “The momentum is still there,” Hennig upgrades. “I never believed in that hypoth- from five to 25 liters per hour.” lines, aircraft manufacturers, and health said. “People who held o! and couldn’t esis,” he said. While legacy aircraft might French supplier Liebherr Aerospace authorities about the benefits of humid- get into the shop are now taking the nec- carry a lower book value, that is a value also manufactures aircraft humidifica- ity. In Cincinnati, Ohio, a remarkably low essary step to get their aircraft compliant.” set by financial institutions, not the value tion systems, which boost humidification rate of infections among the city’s police Hennig said he believes many of the to the owner. He said those aircraft serve levels 20 to 25 percent, according to the department is due to members working installations this year involve those who their owners’ needs and it would be cost- company. The Liebherr device produces more outdoors, according to Gusky. “They own or operate piston, experimental, or lier to upgrade to a newer aircraft. K.L. steam using hot bleed air from the air- have the lowest Covid infection rate of any craft’s engines.

ainonline.com \ July 2020 \ Aviation International News 33 continued from page 1 Insurance Association webinar, he added, said Porter. “Foam is corrosive, so if it Given the number of these occurrences, “We’ve also seen a big push to the low bid infiltrates the avionics bay, some manu- the industry has been exceptionally lucky Fire foam frustration and fastest installation process and that’s facturers of the black boxes will require thus far, when it comes to personal inju- what’s causing, in my opinion, an increase replacement because of the likelihood of ries associated with these events. So far As well, the organization reasoned, water in the frequency of inadvertent foam sys- future failures. They believe operational there has only been one fatality during an alone was not e!ective in extinguishing tem discharge.” failures could possibly follow as corrosion accidental foam discharge at a military large flammable liquid spill fires. As part of his duties conducting foren- progresses.” facility, but the potential for harm is great. In light of this, NFPA in 1984 began to sic examinations at foam discharge scenes, Porter explained that due to the cor- The span of time between the activation recommend the inclusion of foam fire Fisher noted many systems are destined for rosive nature of the foam, what would of the system and being totally disoriented suppression systems in large community failure. From having incompatible sensors to appear to have a minimal e!ect on air- amid a blizzard of foam rising from the floor hangars, which would rapidly cover the the installation of manual release switches craft could require other costly replace- and dropping from the ceiling is short, and hangar floor in a sea of foam, smother- near the hangar doors where they could be ments. “Depending on the aircraft brand, anyone caught in it will rapidly find them- ing any aviation fuel blaze. In theory, this susceptible to weather and corrosion, to a large corporate jet that gets only two selves in a highly slippery, blinding, choking concept sounded good, but as most insur- being programmed with an incorrect oper- feet of foam around it instantly costs over environment where everything can become ance companies will note, they have yet ational sequence for the system, it’s not a $1 million in mandatory replacement of a hazard. Tests by firefighters using infra- to encounter the sort of fuel spill-related matter of if they will go o!, but when. wheels and brakes,” he told AIN. “If it red detectors to locate people by body heat fires the foam systems were meant to Other sources of inadvertent discharge gets foamed again a month later, which amid the foam have proven unsuccessful. combat. While the University of Maryland are human error and damage to the systems, has happened, that is another million in “Some in the industry argue we are study noted that there were 37 incidents perhaps due to frozen pipes that burst or replacement wheels and brakes.” over-engineering against a non-existent where foam discharged in response to fire other pressure-altering events. Some sys- Some hangar contracts contain lan- threat and there is a life safety issue asso- between 2004 and 2019; in the only docu- tems have reacted to false positives, such guage that attempts to absolve hangar ciated with foam fire suppression sys- mented case involving a pooled fuel spill as smoke and heat from welding work or keepers from any responsibility in the tems,” noted Methven in his white paper. fire, the foam system failed to discharge. even an in-hangar barbeque. Improper aftermath of an accidental discharge. “A growing chorus of industry players say Industry experts also argue that maintenance also looms large in terms of Porter added that while some FBOs and the return on investment around fire sup- advances in aircraft construction have all the number of accidents, either from tech- their insurers “step up to the plate” and pression systems is a negative one.” but eliminated leaky wing tanks, and prog- nicians who are not qualified to work on the pay for the damages caused by foam With NFPA 409 due for revision, the ress in fuel refining has raised the ignition systems or from outright neglect. events, other cases involve operators organization requested comments from the point of jet fuel, making the possibility of “Our experts indicate a cause of the filing first-party claims with their hull aviation community, which were due last a fuel spill fire even more remote. inadvertent foam dumps is often poor insurers, who then bring subrogation November. NATA argued that Group II han- NFPA categorizes aircraft hangars by or totally lacking maintenance of the fire actions against the responsible parties gars used strictly for aircraft storage should size, with Group I encompassing aircraft suppression systems by the FBOs,” said to recoup their losses. be exempt from hangar foam requirements the size of an airliner with door heights Kerry Porter, senior v-p and director of Other costs resulting from one of these and has proposed the establishment of a exceeding 28 feet and/or a single hangar claims for insurer USAIG. foam events are the clean up of the hangar new category of hazardous operations han- bay in excess of 40,000 sq ft, requiring In some cases, there were changes made and equipment, supplemental lift while gars that would be used for activities that the most stringent fire suppression equip- to the system’s operational sequence but a!ected aircraft undergo repair, and in could carry a higher risk of fire such as fuel ment. Group II hangars are the standard not documented, and when it came time to case of the escape of the foam outside the transfer, welding, torch cutting, soldering, business aviation hangar classification, test it during an annual inspection the result containment area, possible environmen- fuel tank repairs, and spray finishing. with door heights under 28 feet, and a was a hangar full of foam. In one reported tal cleanup and remediation as well. The NATA also requested an increase in single hangar bay less than 40,000 sq ft. military incident, technicians decided the foams can also serve as health hazards of the maximum door height for Group II “There was this sudden increase in quickest and easiest way to clean up a pud- varying degrees. hangars, from 28 to 35 feet, without the the amount of fuel aircraft could hold dle of spilled solvent on the hangar floor Once all that is taken care of, simply requirement for more stringent fire sup- if they had a tail height of over 28 feet,” was to ignite it and let it burn o!. resetting and refilling the foam system pression systems. “As you know, a lot of said Michael France, NATA’s managing It is di"cult to put a price tag on each can cost as much as $50,000. According these aircraft that are coming to market, director for safety and training, explain- of these events, given the multiple insur- to Methven, in the aftermath of a costly they’re just getting bigger and a lot of our ing how the aircraft tail height came to ers, policies, and claimants involved. foam discharge, some FBOs have learned members now are having trouble fitting a be viewed as a dividing line by NFPA. “If In cases involving multiple aircraft, that the contract with their fire suppres- G650 in a hangar,” said Megan Eisenstein, you look at it now, and over the last 20 to the situation can get even more compli- sion maintainer had a liability clause, the trade association’s director of regula- 30 years, aircraft that are in service now, cated. “It’s not just a matter of clean- which in one case placed a limit of $250 tory a!airs, during the AIA webinar. that doesn’t apply anymore. Aircraft with ing and wiping away the soapy foam,” in recoverable damages. According to NATA, if the 409 standard 26-some feet can hold way more fuel than were to change, it would work with its even some that have 30- or 32-foot tails.” members on a local level to address the Those hangars, which are currently potential removal of existing foam sys- advised to have foam suppression systems on a case-by-case basis. tems, are generally used by airlines, Aviation orgs step up dispute over Ligado NFPA was slated to have a meeting to FBOs, or large flight departments, which review the industry comments and recom- all operate to extremely high safety stan- A coalition of aviation stakeholders con- maximize mid-band spectrum that raised mendations in April, but like most events dards. Typically such hangars are kept tinued to step up its opposition to Ligado questions about impact on a small percent- during the Covid-19 crisis it was canceled, in immaculate condition, as opposed to Networks’ plans for a high-speed 5G age of GPS devices, the commission carefully possibly pushing back the 409 revision smaller owner-operated Group III han- nationwide cellular network using the and methodically worked through the com- schedule until late 2021 or even 2022. gars, which when crowded with storage L-band spectrum that is used for GPS plex technical issues presented in the record.” In the meantime, NATA has released sev- items can grow to resemble someone’s navigation and aviation communications, In the subsequent filing, the stakehold- eral online brochures explaining the di!er- basement or garage. sending another filing to the Federal Com- ers, however, disputed Ligado’s conten- ent groups of hangars, their respective foam The foam systems are expensive, typi- munications Commission (FCC) citing a tions, saying the aviation community o!ers requirements, the accidental discharge cally adding 30 to 40 percent of the final “real threat of harmful interference.” The fil- ample reason to halt the FCC approval. problem, and its costs and hazards as a way cost of the Group II hangar, in some cases ing follows a petition the 10 organizations “The oppositions filed by Ligado…repeat- to educate local authorities. An accidental tacking on more than $1 million. The sys- submitted last month urging the FCC to edly resort to mischaracterization of the hangar foam discharge recovery checklist is tems also require costly yearly mainte- reconsider its approval to enable Ligado petition, the order, the FAA’s own analy- also included. “Until changes to the NFPA nance and inspections to maintain their to move forward with its cellular network. sis that the order is fundamentally based 409 standard are made, this resource will warranties. Ligado, formerly known as LightSquared, upon, and the record,” the groups said, serve as a guide to help educate local fire “In the last 10 to 15 years, we’re seeing had responded to that petition, saying the fearing that the FCC approval fails to fully marshals and hangar developers on the a lot more foam systems being installed,” FCC approval followed an “extraordinary “address the harmful interference that Liga- safety and environmental risks, as well as said Douglas Fisher, a fire protection 17-year-old proceeding. Presented with do’s planned deployments will cause GPS the potential of aircraft damage related to engineer and the principal of Fisher Engi- a compelling and unique opportunity to receivers and [satcom] terminals.” K.L. accidental discharges of hangar foam sup- neering. Speaking in a recent Aviation pression systems,” added Eisenstein.

34 Aviation International News \ July 2020 \ ainonline.com ROTORCRAFT & unmanned systems

The Helicopter Association Interna- News Update NTSB calls for data, image tional (HAI) expressed general support for the NTSB’s recommendation but said France Funding Hybrid H125 it did not go far enough, faulting it for Airbus Helicopters is poised to receive recorders in all turbine helos excluding piston helicopters. HAI said the French government financial support agency’s recommendation leaves out the to develop a hybrid powerplant for its by Mark Huber and Chad Trautvetter “more than one-third of the US fleet that H125 single. The financing is part of a uses piston engines.” $17 billion emergency infusion into the Citing the FAA’s failure to implement helicopter operators have equipped their It added, “This focus on turbine aircraft domestic aerospace industry triggered its recommendations made in 2013 and aircraft with recording systems, including seems unsupported by data showing no by the Covid-19 crisis. The hybrid H125 2015, the National Transportation Safety image recording capability, even though measurable safety difference between is targeting a 40 percent reduction in Board (NTSB) issued a safety recommen- they are not required to do so, it added. turbine and piston aircraft.” HAI said fuel consumption. A hydrogen-powered dation report in May calling for helicopter “The more information we have, the bet- the devices, used as part of a flight data version is expected to fly by 2029. manufacturers to equip turbine-powered ter we can understand not only the circum- management (FDM) program, could helicopters with crash-resistant systems stances of a crash but what can be done to likely provide operators “with the tools EASA Approves Helicopter to record data, audio, and images. Spe- prevent future accidents,” said NTSB O!ce to reduce accidents and improve overall Mobile Wi-Fi cifically, it asked Airbus Helicopters, Bell, of Aviation Safety director Dana Schulze. industry safety.” EASA has approved ESG’s STC for 3G/4G Leonardo, MD Helicopters, Robinson, and “We are asking that currently available According to HAI, it is adding FDM mobile communications and cabin wi-fi for Sikorsky to act on its recommendations recording technology be put to use in a way and other NTSB recommendations to the Airbus EC135 and EC635 helicopters. issued after NTSB investigators found that will improve aviation safety.” its Accreditation Program of Safety that The STC covers “installation of a cabin the lack of recorded data hindered their According to the NTSB, the lack of encourages operators to fly to a higher wi-fi hotspot with 3G/4G cellular modem understanding of several crashes that access to recorded data in seven helicop- standard. Citing data from the U.S. Heli- and outside antennas.” Germany’s ESG could have flight safety implications. ter investigations between 2011 and 2017 copter Safety Team (USHST), HAI noted employs more than 2,000 and is a provider Helicopters meeting specific criteria impeded investigators’ ability to identify that FDM was a valuable strategy to of security-related electronic and IT established by the FAA are required to and address potential safety issues. It also reduce the top-three causes of fatal heli- systems. ESG said “the STC issued by have crash-resistant systems to record identified five accidents in which inves- copter accidents: loss of control in flight the EASA also allows for a comparatively flight data and cockpit audio, but none tigators had access to recorded data that (LOC-I), unintended instrument mete- fast transfer to other helicopter types.” are currently required to have image was critical to understanding the circum- orological conditions, and low-altitude recording capability, the NTSB said. Some stances of the crashes. operations. Canada’s Universal Shuttered Canada’s Universal Helicopters has ceased operations . The shutdown includes subsidiaries acquired in recent years, roads and possible enemy attack. A pair including Lakelse Helicopters Limited of K-Maxs moved 4.5 million pounds and Lakelse Air Limited, based in Terrace, of cargo during the deployment. For British Columbia. The move comes after civil operations, Dasmalchi envisions the almost 60-year-old company based unmanned K-Max missions replacing in Happy Valley-Goose Bay, Canada, high-risk manned flights including night made several unsuccessful, debt-fueled firefighting, o"shore resupply, and power acquisitions and investments in recent line restoration and making those flights years and also as a result of the Covid-19 beyond visual line of sight (BVLOS) and pandemic. Universal operated a mixed fleet having the ability to dynamically change of 35 mostly Airbus and Bell light singles. a mission and/or its location while the aircraft is in flight. Airbus Begins e-Deliveries Using a proven platform for unmanned Norway’s Helitrans is the first customer operations has inherent advantages, to take delivery of new Airbus helicopters Kaman is offering a kit to turn the K-Max into an unmanned/optionally manned aircraft, and it Dasmalchi noted, pointing out that the using the OEM’s e-Delivery process will be available for both new-build and in-service helicopters. K-Max’s simple, dual synchromeshing devised to comply with Covid-19 health main rotor design drives reliability with and safety restrictions. The e-Delivery a dispatch rate of greater than 98 percent system relies on the customer accepting over the course of 370,000 flight hours flight-test and inspection findings Unmanned K-Max helo 1st since its first flight in 1991. Dasmalchi conducted by authorized Airbus sta! in said that, with an external noise foot- place of their own employees who usually print of 82 dB, the K-Max is quieter than perform those tasks Results are then deliveries planned in 2021 its load-slinging peers and “has less envi- presented to the customer via online ronmental impact.” The synchromeshing video conference, the title is transferred, by Mark Huber rotors also produce less vortex beneath and the helicopter is delivered. the helicopter compared to a conven- Kaman Aerospace has already received Express and Swanson Group Aviation. tional design, he said. As an optionally Robinson Offering Option commitments for its first five unmanned Dasmalchi called the conversion of the piloted vehicle, the K-Max can be flown for Tougher Windshields K-1200 K-Max helicopter kits for civil company’s manned heavy lifter into a civil manned to its operational theater and Robinson Helicopter is o!ering new impact- operators, according to Romin Dasmalchi, UAS “very much an evolutionary step” then deployed as a UAS, Dasmalchi added. resistant windshields as optional equipment the company’s senior director of business following deployment of two unmanned “With the K-Max, we’re leveraging com- for the R22, R44, and R66. The new development for government air vehicles. K-Maxs in Afghanistan with the U.S. mercial, o"-the-shelf technology. It saves windshields meet FAA Part 29 transport The kits to convert the K-Max into a UAS Marine Corps from 2011 to 2014. As that money and weight and you get better reli- category standards and have been shown will be available for both new build and 33-month deployment changed the nature ability and redundancy.” to resist the strike of a 2.2 lb. (1 kg) bird at legacy helicopters. First deliveries are of how the Marines could conduct logis- 90 knots (R22) and at 100 knots (R44 and scheduled for next year. tics supply, Dasmalchi believes it will be R66). The new windshields are constructed The new kits weigh approximately similarly disruptive for the civil market. of energy-absorbing polycarbonate, as 200 pounds less than previous ver- In Afghanistan, unmanned K-Max opposed to standard acrylic, and installed sions developed since the 1990s for operations replaced the activity of with distinctive retention hardware. Prices YOUR SOURCE FOR AVIATION NEWS military applications. Announced civil over 900 ground convoys that would for the new windshields are $6,600 for www.ainonline.com customers to date include Helicopter have been forced to traverse perilous the R22 and $6,800 for the R44 and R66.

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preview tool well before the pandemic, but News Update it wasn’t being used that much because customers were traveling to Cedar Rapids Appareo Adds Conexus for the testing. “We weren’t using it to its Connectivity Collection full potential,” she said. “Covid-19 pushed Appareo, which manufactures low-cost it over the edge. We had to be able to do and lightweight flight data monitoring things virtually to deliver that software con- equipment, is adding a new product line, figuration to the customer.” The alternative the Conexus Aircraft Communication would have been to set up video cameras Units (ACUs). The new units both collect pointed at the hardware rig in Cedar Rap- flight data and can transmit data to the ids, then have engineers pushing buttons operator or aircraft manufacturer. The to show the customer how the CMS works. ACU-200 is Appareo’s first Conexus The tool o"ers other benefits, Cooper ACU and it is available now. said, such as preliminary system design. The flight data monitoring “It’s helpful as a sales tool to educate the information collected by the ACUs is customer on the answers they’re going helpful for operators’ flight operations to need, so we can roll out those require- quality assurance (FOQA) programs Collins Aerospace’s Venue cabin management system must be tested in the customer-specified ments accordingly.” or for aircraft manufacturers to configuration before completing the hardware installation and then ultimate use by passengers. With the GUI preview tool, travel costs obtain data for statistical analysis and are eliminated, both for the customer and predictive maintenance programs. the dealer, saving them both time and Inputs to the ACU-200 include Ethernet, money. “It will be interesting to see how Arinc 429, and RS-422. Flight data for Collins adopts creative cabin this rolls out,” she said. “There will be an FOQA comes from onboard inertial and opportunity to use this more often, but it GPS information, but the ACU-200 does depends on whether customers want to not need to interface directly with avionics. management system testing make that leap. We always found it valuable Cybersecurity protections are built-in, and being in person. But should cleanliness be the ACU-200 is qualified against RTCA by Matt Thurber an issue or concern, I think we’ll continue DO-160G environmental testing standards. to have this available for customers.” As of To send data, the ACU-200 is equipped When the novel coronavirus pandemic the Airshow moving-map display is a flow mid-May, the Collins team had conducted with 4G/3G/2G cellular data connectivity curtailed travel, Collins Aerospace cabin of selections, but again, there is no display eight Venue previews or virtual installations. so there is no need to download data management system (CMS) experts had of the actual Airshow output as it would Not only has customer feedback been onto a device or memory card after a to figure out a new way to run tests with appear on a monitor in the aircraft. positive, but the GUI preview tool allowed flight. When the aircraft is powered down, customers. Typically, Collins would invite It is important for the dealer to be Collins to conduct business as usual. the operator can “wake up” the ACU-200 customer pilots, crew, principals, and the involved in the testing, Cooper explained, “We’re continuing to deliver and execute from its low-power state to retrieve data. dealer who sold the Venue CMS to the com- because they are installing the Venue on time,” she said. “March and April were Appareo’s Vision 1000 audio and pany’s Cedar Rapids, Iowa headquarters. CMS. The dealer wants to make sure the key for us. We had a lot of programs sched- video recording systems and RDM- The testing takes up to two days, customer is happy with the configuration uled for delivery, and we didn’t see any 300 crash-hardened storage system depending on the complexity of the before the installation is done because delays because of Covid on the execution can interface with the ACU-200, for CMS and involves hands-on trials of the this is a big job involving a lot of work in side. I think as things continue for the next o!oading video and audio and safely switches and controls, running on hard- the cabin interior. few months, this will evolve.” storing captured information. ware installed on racks instead of in the Customers not only learn how their For salespeople, the preview tool could airplane. The tests allow users to try new Venue CMS works but also might prove invaluable for remote presenta- Coalition Concerned About out the software configuration and line want to make changes. “We’re validating tions. Previously, customers would visit Radalt Interference replaceable units (LRUs) as if installed that we understood their requirements,” for an in-person session using a Venue Garmin and other avionics manufacturers, in the airplane and suggest any changes she said, “but also it’s a great time for demo system with touchscreens. Now aircraft manufacturers, and aviation industry before the installation takes place. that ‘aha!’ moment for the customer. Most salespeople can give a virtual demo by associations have formed a coalition and “We invite them to touch the GUI [graph- times we can make on-the-fly changes.” sharing their screen with the customer, or petitioned the Federal Communications ical user interface] to make sure everything This helps eliminate post-work requests. Collins could even send the GUI preview Commission (FCC) to reconsider a move flows,” said Stephanie Cooper, cabin mar- Engineers had developed the GUI tool directly to the customer. that they say could adversely a"ect radio keting manager for business and regional altimeters while aircraft are in flight. avionics. “We want to make sure it oper- The FCC has approved the repurposing ates like they expect it to.” of C-band frequencies for 5G and During the pandemic, traveling to other “flexible-use” telecommunications, Cedar Rapids is di!cult and many com- Forecasters tap ADS-B but according to the coalition, radio panies have restricted employee travel. altimeters aren’t fully protected from To alleviate the backlog of Venue preview interference from these C-band uses. tests, Collins engineers deployed the data for turbulence tips The petition for reconsideration asks GUI preview tool, software that runs on the FCC “to reconsider its Report and a PC and allows much the same testing by Matt Thurber Order to repurpose C-band frequency as if the customer was able to trial the spectrum nearby to the frequency band hardware on-site. The tool replicates the Although many aircraft operators com- ADS-B signals provide a wealth of data, that is used by safety-critical FAA-certified exact software configuration as specified plain that the advent of Automatic such as the aircraft’s GPS position, veloc- radio altimeters, including Garmin’s GRA during the purchase process. “It’s just as Dependent Surveillance-Broadcast ity, identity, barometric and geometric 5500 and GRA 55,” according to Garmin. if it’s on their aircraft,” said Cooper. (ADS-B) Out mandates do nothing to altitude, and most important for the tur- The coalition doesn’t agree that “the The GUI preview tool doesn’t show improve flight operations, that may soon bulence concept, horizontal and vertical C-band Report and Order [is] ‘carefully the output of the action but does give change. Apart from the benefit of better velocity relative to the Earth. The vertical designed so that aircraft are able to use feedback to the customer. For example, surveillance compared with radar, the velocity information is key to sussing out [radio] altimeters in a continuous and the customer might push a button to ADS-B signal broadcast from participat- turbulence. uninterrupted manner,’” according to a turn on a light. They won’t see an actual ing aircraft contains data that might help The FAA has long been studying how air- Garmin statement. The FCC had assured light switch on in the program but will forecasters spot turbulence earlier, allow- craft sensors can contribute valuable data the U.S. Congress that radio altimeters see the color of the button change, just ing them to share that information with to weather forecasters, under its Weather would not be a"ected by the C-band as it would in the aircraft. Calling up other aircraft. continues on next page 5G and flexible-use communications.

36 Aviation International News \ July 2020 \ ainonline.com to inspections and repairs, upgrades, and “We did a mass survey [of potential custom- Bluetail launches business engine changes, among others. ers],” Illian said, “and asked them where Bluetail will add further improvements, their pain points were. A lot went back to a including using artificial intelligence “to simple thing: ‘My records are a mess.’” This aircraft record digitization make documents visual and actionable,” was surprisingly true for some fleet opera- Guerrieri said. The company also plans tors, he added. “Even though the problem by Matt Thurber integration with other companies’ soft- is simple, this is a play in the curation side, ware, including maintenance-tracking but we will integrate with lots of apps in the After leaving ProFlight, the business avia- paper to digital to make the records action- and other data-centric products centered future. One company wants to pull in their tion training company where he ran busi- able for compliance and curation.” around aircraft operations and mainte- training records and operational data from ness development and helped sell to Tru Customers can search across documents nance. “We’re interested in partnering their dispatch system.” Simulation + Training in 2014, Stuart Illian from any browser software or device. But with people, but we’re not going to com- “We should be able to connect with oper- researched potential startups and found Bluetail has created additional functional- pete with [software] creators. We want to ations software and show on an automated an untapped opportunity in digital records ity. One example is a timeline view of the curate data, make it come alive, and make timeline all the flights and match that with for business aircraft. Illian partnered with lifetime of the aircraft. This shows, from it more actionable.” maintenance and see how the two coin- Roberto Guerrieri, a friend from when they as far back as the records go, every event Fundamentally, Bluetail will start by help- cide,” said Guerrieri. both worked for Apple, and the result was that has occurred, from airworthiness ing operators digitize their paper records, Each airplane in Bluetail has its own a new company called Bluetail, which o!- directive and service bulletin compliance but then add features and functionality. dashboard, which summarizes all that cially launched in late May. airplane’s information. A “Ramp Check” Digitizing aircraft records is noth- button is a central location for all the ing new, but Bluetail is aiming at much documents that must be kept current more than simply making copies of air- and onboard the aircraft, such as the flight craft logbooks. As the duo began to work manual, checklists, insurance forms, com- more than a year ago on creating Bluetail, pany manuals, and so on. Bluetail auto- said Illian, “We saw potential beyond the matically pulls in information related to basic-use cases. We started with a smaller the airplane—for example, airworthiness idea but the more we got into this, now directives and information from FAA that we have a few customers and talking databases. All information is identified by to partners, we see a larger potential tagging and keywords so it is easy to find. with tools like document scanning and Customers can also store images such as retrieval, organization, and compliance.” photos or borescope inspection videos. Bluetail is designed to be a “next- Customers can use e-signatures to sign generation, back-to-birth, digitized aircraft documents. For situations where third- records management system,” according parties need to see logbook information, to the company, with a key goal of preser- Bluetail allows for private sharing, with all vation of the value of the aircraft. Added shared documents watermarked and with Illian, “Our customer research is telling Bluetail is designed settable expiration dates, if needed. us that owners and operators want to to help aircraft Bluetail is subscription-based, with now, more than ever, accelerate the move operators digitize annual fees for each aircraft that includes away from paper. They need a digital hub their old paper scanning up to 5,000 pages to get the to safely keep, organize, and share aircraft records and will aircraft set up. The scanning process is logbooks, supporting records, manuals, and add features and compliant with SOC 2 quality control and much more.” functionality security standards. Guerrieri spent years in the health in time. Bluetail aims to o"er its services for records business and when he and Illian much less than competitors in the digiti- started working together, he saw similar zation space. “If we can do 80 percent of trends in business aviation, with records what they do at 10 to 20 percent of the cost, moving from paper to digital formats. “Our we’ve got something,” said Illian. “All indi- vision is taking static, dormant data from cations are we’re on the right track.”

continued from preceding page concept of using ADS-B information for The problem with pilot reports, UCAR the current models is four to eight times turbulence detection and summarizing explained, is that they tend to be sub- larger than the scale of actual turbulence Turbulence tips research on developing the algorithm. jective, with large variations in location a"ecting an aircraft. This number ranges “Part of the problem with turbulence accuracy and reported time as well as dif- from tens of meters to two kilometers. Technology in the Cockpit (WTIC) pro- is it’s highly dynamic, both spatially and ferent severity assessments depending on “There is a mismatch there,” he said. gram. In fact, during the coronavirus crisis, temporally,” he explained in the presen- the size of the aircraft. It is hard to gain an understanding of the vast reductions in airline flying have had tation. “Lack of observation that supports In-situ EDR has its own limitations, in how “these large-scale processes in the a significant e"ect on forecasting models, understanding of that dynamic nature is that it has to be installed on aircraft oper- atmosphere pull down to the small scales as forecasters had been depending on air- one of the big problems.” ated by a willing operator. According to that impact a vehicle,” he explained. “That’s borne methods to supplement traditional The current method for obtain- Cornman, only about 1,400 aircraft in the why we have trouble with forecasting tur- ways of gathering weather information. ing information about turbulence is U.S. are so equipped. And just about 1,200 bulence because we don’t have informa- ADS-B data may further aid the WTIC through pilot reports (pireps) and in-situ pireps are generated each day. These num- tion at the small scale, and we don’t have program, which seeks to “determine eddy-dissipation rate (EDR) reporting. bers are tiny compared with the nearly observations to support better forecasting. whether an operationally useful turbu- In-situ EDR gathers data from software 140,000 aircraft fitted with ADS-B Out in Getting more observations is key.” lence detection algorithm using routine installed in aircraft monitoring systems, the U.S. that are automatically broadcast- What ADS-B could do for this e"ort is ADS-B reports is feasible.” such as information about acceleration, ing data-rich signals every time they fly. provide “precise information about the Larry Cornman, a project scientist at pressure, wind, angle of attack, and pitch (Obviously, not as much flying as normal location and time,” he said. “It gets over a the National Center for Atmospheric and roll angles, “to calculate a measure is taking place during the pandemic.) lot of the problems we have with the pireps. Research, gave a presentation at the of the turbulent state of the atmosphere,” Cornman pointed out another prob- If we can get good information out of it, it’s American Meteorological Society’s annual according to the University Corporation lem with existing turbulence detection going to be a game changer. It’s going to be meeting in January, introducing the for Atmospheric Research (UCAR). methods, and that is that the scale for really important information.”

ainonline.com \ July 2020 \ Aviation International News 37 AIR transport News Update Boeing Resumes 737 Max Production Boeing has resumed production of the 737 Max at the company’s factory in Renton, Washington, following five months of inactivity, the company announced on May 27. The 737 program began building airplanes at a low rate as Boeing China Southern’s implements more than a dozen initiatives first A380 takes focused on what it calls enhancing off from Toulouse workplace safety and product quality. for its ferry flight During the temporary suspension to Beijing on of production that began in January, October 14, 2011. mechanics and engineers collaborated to refine and standardize work packages in each position of the factory. The resumption of production comes that airlines wouldn’t have a choice but chose to return the aircraft rather than as Boeing continues to work on fixes Covid digs to adhere to the hub-and-spoke network sign another lease coupled with the fact to the airplane’s flight control design model would prove inaccurate. that the lessors of those aircraft found it following the twin crashes of the Max in One of those critics, Teal Group vice pres- very di"cult to release them, which was October 2018 and March 2019. Specifically, deeper hole ident of analysis, Richard Aboulafia, sees a why some of those aircraft were parted the company continues to work on particularly bleak future for the aircraft. out. So it wasn’t surprising that at lease the software validation and required “The factors that made the A380 a really end, those values were probably close technical documentation to allow it for moribund bad idea as a program are now going into to part-out value,” said Riggi. “That’s a to proceed to a certification flight. overdrive and making it an even worse very good reason an aircraft program will idea from a fleet standpoint,” he told AIN. have to end. Technically, an aircraft has a MHI Closes CRJ Acquisition Airbus A380 “There’s no secondary market, and none 25-year life so if it becomes very di"cult Mitsubishi Heavy Industries closed on its of the primary users want to keep this to release it after 12 or 14 years, that’s $550 million acquisition of Bombardier’s by Gregory Polek thing. And the Emirates comments imply not a good situation. We have seen that CRJ program as scheduled on June 1, a disastrous wave of retirements.” even before the crisis a few flag carriers marking the launch of MHI RJ Aviation Airbus plans to wrap up production of the In fact, days after Emirates’ president were already doing away with A380s— Group. Under the terms of the deal, MHI A380 “by 2021,” heralding the beginning of Tim Clark told local UAE media “the A380 but the virus has really put the nail in acquires the maintenance, engineering, the end of a sort for the superjumbo. The is over,” Air France-KLM announced it their co"n.” airworthiness certification support, increasingly undesirable economics of would retire its fleet of Airbus A380s, end- Riggi noted that the A380 aircraft leased refurbishment, asset management, the big quadjet, which entered service for ing any uncertainty over its superjumbos’ for quite high rates at its onset, and even marketing, and sales activities for the the first time with Singapore Airlines in return to service following the Covid-19 today, for aircraft of the age of many A380s, CRJ Series aircraft, along with the type October 2007, had already begun to force crisis. Initially scheduled by the end of lease-encumbered values remain high rela- certificates and related intellectual it out of favor with its biggest operators, 2022, the airline’s accelerated retirement tive to the actual values of the airplanes. Of property rights. The transaction also most notably the carrier that flies roughly of the A380 fleet fits with a fleet simplifi- course, once an airplane becomes “naked,” includes related services and support half the world fleet—Dubai’s Emirates. cation strategy announced last November, or no longer attached to a lease due to its network mainly located in Canada and Airbus announced plans to cease pro- Air France-KLM said. expiration, it’s value will decrease given the U.S. Bombardier will continue to duction by 2021 after Emirates dropped Air France owns or finance leases five of an owner will have to find customers with supply components and spare parts orders for 39 of the airplanes and e!ec- the Airbus A380 aircraft in its fleet, while whom to place them. “As time passes and and will assemble the remaining 15 CRJ tively replaced them with 40 A330-900s four remain on operating lease. The group aircraft age and reach the end of their life— aircraft in the backlog on behalf of and 30 A350-900s. Now, as the Covid-19 estimates the move will require a write- as in ready to be parted out, lease-encum- MHI until all get delivered sometime crisis e!ectively cut international flying down of #500 million ($547 million), bered values and naked values are going to in the second half of 2020. by 95 percent within a matter of a couple which it plans to book in the second quar- converge,” said Riggi. The acquisition enlarges MHI’s of months, most of the world’s biggest ter of this year. With Air France-KLM’s Meanwhile, for those who opt to still fly regional aircraft portfolio at a time commercial aircraft sit grounded. move and Lufthansa’s recent decision to the A380 following the Covid crisis, generat- when it otherwise has shrunk its rate To many, including Airbus itself and advance retirement of six A380s—slated ing load factors above the airplane’s average of investment in Mitsubishi Regional passengers who favored the airplane for for sale to Airbus—from 2022 to this year, break-even of about 80 percent will prove Aircraft (MITAC) and shuttered most its interior space and low noise levels, the Europe’s A380 fleet will shrink by nearly still more of a challenge than ever. Even of the division’s operation in the U.S. accelerated demise of the A380 has come half by the end of the year. Emirates, as the world’s biggest A380 oper- as a bitter disappointment. Despite its Apart from some specialized opera- ator, will need to drastically adjust. Embraer in New passenger appeal, though, many believe tions, such as the recent around-the-world “The Emirates model is a little di!er- Partnership Talks the concept proved a miscalculation humanitarian mission flown by Malta’s Hi ent from the other large carriers because Embraer confirmed on June 1 that it on the part of the manufacturer, which Fly, China Southern remains the only air- of its global hub-and-spoke model with has entered discussions with more argued that the speed at which passen- line flying the A380 in regularly scheduled Dubai as its main hub. For example, they than two potential partners for its ger tra"c continued to accelerate por- service. It now flies three out of its fleet of haul people from New York to Dubai and commercial aircraft business as part of tended a severe shortage of capacity at five, while two remain grounded. then on to Asia,” noted Riggi. “The A380 a five-year strategic plan it expects to the world’s hub airports, requiring big- Analysts almost uniformly see grim made sense because it could carry many formulate within the next few months. ger aircraft. To some, the argument still prospects for the future of the A380, its passengers on such long flights, a lot of Speaking during the company’s first- applies, prompting Airbus’s former head valuations, and its lease rates following people would do it because it’s just nice to quarter earnings call with securities of sales, John Leahy, to opine that the the Covid-19 crisis. Kroll Bond Rating be on an Emirates flight. But when all the analysts, Embraer CEO Francisco airplane arrived too early, that its con- Agency head of aviation, transportation, airlines started competing on price, these Gomes Neto named companies in cept and subsequent development came and commercial finance Marjan Riggi, for kinds of things such as great on-board ser- China, India, “and others” as potential ahead of its time. Others argue that the one, reported a “notable” drop in values vice just became luxuries that a lot of peo- partners, while confirming that the idea contained fatal flaws from the start, once the very first leases on such aircraft ple didn’t want to pay for perhaps. And company is considering tapping financial that its four-engine design would always expired after 12 or 14 years. not everyone wants to connect in Dubai markets—both public and private—to present a cost disadvantage, and the idea “The reason was that the first lessees because it takes time.” potentially help boost liquidity.

38 Aviation International News \ July 2020 \ ainonline.com Embraer to reintegrate as Slattery leaves for GE by Gregory Polek

Embraer has decided to reintegrate its Francisco Gomes Neto conﬁrmed the commercial aircraft business with the rest company’s interest in discussions with of the company following the collapsed more than two potential partners for its deal to sell 80 percent of the division to commercial aircraft business. Boeing, the Brazilian manufacturer said in Meijer, 47, has served as chief com- a statement issued on June 15. Simultane- mercial o"cer of Embraer Commercial ously, Embraer Commercial Aircraft CEO Aviation since January 2017. In his role John Slattery will leave the company to as CCO, he has led global marketing become CEO-elect of GE Aviation e!ective and sales functions across six di!erent July 13. Slattery replaces retiring GE chief regions, helping the company to achieve executive David Joyce on September 1; 35 airline deals. He joined the company in Joyce has agreed stay on as non-executive April 2016 as vice president of Commer- chairman and vice chairman of GE through cial Aviation for Europe, the Middle East, the end of the year. Slattery’s replacement Africa, and Russia. GE Aviation CEO-elect John Slattery. at Embraer, Arjan Meijer, accepted that Before joining Embraer, Arjan spent position e!ective immediately. 15 years in various executive roles at the he served as the business unit’s chief “John has played a central role at Embraer Before the failed deal with Boeing, KLM Group, including v-p of technical commercial o"cer since November 2012. during a challenging time, and we thank him plans called for Slattery to essentially services and ﬂeet development at KLM During his tenure at Embraer Commercial for his dedication and tireless service to the continue his role as head of a new regional subsidiary KLM Cityhopper and Aviation, the E-Jet installed base doubled, company, as well as its customers, employ- division known as Boeing Brasil. Until managing director at KLM UK Engineer- the number of operators grew by 45 per- ees, and partners,” said Embraer chairman Monday, Embraer hadn’t said whether ing in Norwich. cent, the unit backlog grew by 36 percent, Alexandre Silva. “Fortunately, the industry or not it would reintegrate the divi- Slattery has led Embraer Commercial and the number of countries operating the will keep counting on him as he will con- sion, although on June 1 company CEO Aviation since July 2016, and before then E-Jet increased by 39 percent. tinue to work in the aviation sector.”

Spirit AeroSystems to pause Boeing 737 Max fuselage production

Spirit AeroSystems said on June 10 that with Boeing regarding 2020 737 Max pro- production is progressing smoothly as we reduce the hourly workforce in Tulsa and it received notice from Boeing to cease duction, Spirit believes there will be a reduc- focus on quality and safety, as well as the McAlester, Oklahoma, e!ective June 12. working on four 737 Max fuselage shipsets tion to Spirit’s previously disclosed 2020 737 health of our employees,” said a Boeing The pause in Max fuselage production and avoid starting production on another Max production plan of 125 shipsets,” said spokesman. “As we shared in our first quar- marks yet another interruption to Spirit’s 16 due for delivery this year in a sign that the Wichita-based supplier in a written state- ter earnings release, the impact of Covid-19 operation following Boeing’s decision in the Chicago-based airframe maker has ment. “Spirit does not yet have definitive on our industry has resulted in a slower pro- December to halt assembly of the model adjusted its own near-term delivery sched- information on what the magnitude of the duction rate ramp-up on the 737 program. To due to its extended grounding by world ules for the model. The letter from Boeing, reduction will be but expects it will be more reflect the slower ramp and align our supply aviation authorities. Boeing resumed pro- dated June 4, cited a need to align delivery than 20 shipsets.” inventories, we’re working closely with our duction of the Max at a low rate in late May, schedules to customer needs during the Spirit added that it plans to work with suppliers to adjust delivery schedules and and plans call for the 737 Max rate to accel- continuing Covid-19 crisis and to mitigate Boeing to set a definitive production plan rate profiles as appropriate.” erate more slowly than originally planned the expense associated with unnecessary for this year and manage the 737 Max pro- As a result of the production pause, Spirit following the narrowbody’s year-and-half- production costs. duction system and supply chain. has decided to place certain Wichita hourly long grounding. In a drastic departure “Based on the information in the letter, Asked for comment, Boeing elected to employees who work on the Max program from plans to raise the 737’s peak produc- subsequent correspondence from Boeing defer to the Spirit statement. “From our on a 21-calendar-day unpaid temporary lay- tion rate of 57 a month to as many as 63, dated June 9, 2020, and Spirit’s discussions perspective, the gradual restart of 737 Max o!, e!ective June 15. It also said it would Boeing now sees 737 Max rates gradually increasing to just 31 per month next year and modestly rising with any increased market demand thereafter. Meanwhile, Boeing continues to work on fixes to the airplane’s flight control design following the twin crashes of the Max in October 2018 and March 2019. Specifically, the company continues to work on the software validation and required technical documentation to allow it to proceed to a Spirit planned certification flight. Although Boeing has not to build 125 publicly said when it expected flight testing fuselage to start, Bloomberg and Reuters reported shipsets for the recently that unnamed sources within the 737 Max this company identified late June as the target. year under a During an April 29 earnings call, Boeing CEO revised contract David Calhoun said he hoped the company with Boeing. could resume 737 Max deliveries during the third quarter of this year. G.P.

ainonline.com \ July 2020 \ Aviation International News 39 TOUCHING bases FBO and Airport news by Curt Epstein

aircraft sector and consists of 25 sepa- education, art, dining, entertainment, rate hangars, including 16 T-hangars that and tourism. Our investment reflects can accommodate small aircraft such our long-term commitment to the as a Daher TBM or Citation Mustang airport and the services it provides.” and nine larger 4,500-sq-ft box hangars able to fit up to midsize business jets. Located directly across from the new ExecuJet Adds Paris Le headquarters of the NFL’s Las Vegas Bourget to FBO Network Raiders on Jet Stream Drive, the complex Global aviation services provider Luxavi- also includes a 22,000-sq-ft mainte- ation has acquired the Sky Valet FBO nance hangar/two-story o!ce building at Paris Le Bourget and will rebrand with 9,000 sq ft of o!ce space, five it as part of the Execujet chain. Sky training rooms, a ground school class- Valet rented much of the 9,150-sq-ft room, 18-seat conference room, avionics (850-sq-m) terminal building, which is workshop, pilot shop, parts department, owned by Luxaviation France and houses and customer lounge featuring sweeping its o!ces and a charter lounge. That mountain views. All In Aviation founder facility, one of seven service providers on Paul Sallach expressed excitement over the field, includes three private lounges, the conclusion of four years of planning a crew lounge with dispatch o!ce, a and an additional year of construc- private terrace with airport views, onsite Galaxy FBO’s second facility in the Houston area offers a modern terminal and 76,000 sq ft of tion. “Although we have decided to security, and dedicated secure vehicle hangar space able to handle the latest business jets. delay in celebrating our grand opening parking. It also has more than 100,000- with the general public, we are open for sq-ft of ramp area and space for cus- flight training, aircraft rental, sales, and tomer storage and ground equipment. Galaxy Becomes Sixth FBO new markings, installation of LED maintenance and look forward to serving The FBO, which will retain its sta", at Houston Hobby Airport centerline and edge lighting, upgraded the needs of our growing community.” earned a 12 percent market share at Le The flock of aircraft service providers at signage, and jet blast-resistant fencing, Bourget last year, handling more than Houston William P. Hobby Airport grew as well as grading and drainage improve- 6,000 private aircraft movements. “With more crowded with the opening of the ments. Coordinated to permit tenant Avflight Expands the acquisition of the prestigious Paris-Le long-anticipated Galaxy FBO. The $20 access and mitigate airfield impact, the Michigan Service Area Bourget VIP Terminal FBO, we are able million facility, the sixth FBO on the field, project required a more than two-month Aviation services provider Avflight has to further grow our 26 strong VIP termi- is located on 19 acres on the south side of shortening of 8,000-foot Runway 16R/34L expanded the footprint of its network nal network under our ExecuJet brand, the airport, adjacent to the U.S. Customs and two extended closures of Runway with the opening of an FBO at Mich- and provide our clients with an unri- facility at the end of Runway 4. It features 16L/34R, which was used as a tempo- igan’s Gerald R. Ford International valed full-service ground handling in an a two-story 23,000-sq-ft terminal with rary taxiway during the construction. Airport (GRR). It becomes the second unparalleled location,” said Luxaviation pilot and passenger lounges, concierge, Work has begun on a similar at the Grand Rapids gateway and the Group CEO Patrick Hansen. Sky Valet, snooze rooms, shower facilities, four 16-month long, $35.4 million rehabil- company’s 22nd location worldwide. which is owned by Aéroports de la Côte conference rooms, on-site car rental, itation project on Taxiway A, which The five-acre, $7 million facility was d’Azur, manages 22 FBOs throughout crew cars, and more than 2,000 sq ft of is located on the west side of the completed on schedule, despite compli- France, Spain, and Portugal, as well as an tenant o!ce space. Additionally, the airport’s runways. The FAA Airport cations from the Covid-19 crisis. Located additional seven independent locations new facility is now home to Galaxy’s Improvement Program is covering 90 on the east side of the field, it consists of through its Sky Valet Connect a!liate sister company—aircraft charter and percent of the cost of both projects. a 5,000-sq-ft terminal, which is open 24/7 program. After the sale of the Le Bour- management provider Wing Aviation, and o"ers passenger and pilot lounges, get location, the company still operates which o"ers its customers an exclusive concierge services, and 1,650 sq ft of in France at Cannes and San Tropez. 1,300-sq-ft Voyager Lounge. The termi- New Hangar Complex Lands at tenant o!ce space, along with indoor car nal building sits on nine acres of ramp Las Vegas Henderson Airport parking, and complimentary car washes. and is flanked by a pair of 38,000-sq-ft Las Vegas-area Henderson Executive The adjoining 30,000-sq-ft hangar, Sheltair Adds hangars with 245-foot clear span doors. Airport has received a new hangar which has 400-amp electric service, can Savannah Hangar Galaxy, an Air Elite FBO Network complex. It is the first purpose-built, accommodate aircraft up to a Gulfstream Florida-based aviation services provider member, which established its first FBO multi-use aviation facility at the dedi- G650. “We are thrilled to bring Avflight’s Sheltair added a new $5.6 million hangar at Conroe North Houston Regional cated general aviation airport. The new expertise and passion for aviation to to its FBO at Georgia’s Savannah/Hilton Airport in 2006, also operates a Houston- facility has been developed in a part- GRR as a gateway to West Michigan,” Head International Airport. The 31,575-sq- area heliport. “The new facility will pro- nership between aircraft sales, rental, said Garrett Hain, v-p of finance for ft structure features 28-ft-high doors and vide visitors with an impressive gateway and Cirrus flight training provider All the Avfuel-sister company that now a 227-ft-wide clear span opening, which to Houston, and a great experience for In Aviation and Part 145 aircraft mainte- operates seven FBOs in its home state. will allow it to accommodate the latest the flight crew,” said general manager nance company Lone Mountain Aviation. “The region is full of vibrant commu- ultra-long-range business jets such as the Tony Wright. “When it reaches its full It will cater largely to the owner-flown nities and is an epicenter for business, Global 7500 and G650ER. The FBO, adja- capacity, Galaxy FBO is expected to add cent to the Gulfstream maintenance facil- over 30 new hires to our workforce.” ity, includes a 6,500-sq-ft terminal with passenger and pilot lounges, conference rooms, concierge, showers, crew cars, and VNY Completes Major on-site car rental. It has three existing Taxiway Rehab Project hangars and with the addition of the new Los Angeles-area business aviation hub structure, brings the location to 125,612 Van Nuys Airport has completed a nearly sq ft of hangar storage space. “Savannah $30 million reconstruction program continues to be a favored destination for on its Taxiway B. The 14-month project business and hospitality as evidenced was completed on time and on budget, by the fact that its airport is one of the according to Los Angeles World Airports busiest in the state of Georgia,” said Shel- (LAWA), which manages the facility. The tair president Lisa Holland. “Our latest 8,800-foot taxiway was reconstructed investment reflects our commitment to in nine phases and included full-depth Under development for nearly half a decade, All In Aviation/Lone Mountain Aviation offers meeting Savannah’s aviation needs not asphalt pavement, shoulder construction, hangar options for owner-flown light-to-midsize jet, turboprop, and piston-engine aircraft. just for today, but for years to come.

40 Aviation International News \ July 2020 \ ainonline.com MRO/ hot section Maintenance news by AIN Sta!

positive and negative ions from hydro- 7X, 8X, and 2000 series. Additionally, gen and oxygen molecules in the water ExecuJet Malaysia has received FAA vapor present in the air that cluster approval for performing non-destruc- around microparticles, gases, airborne tive testing and aircraft wheel assembly mold spores, viruses, and bacteria. overhaul and repair. New certifications When the system is on, pathogens on from EASA permit it to carry out line cabin surfaces and in the air are inacti- maintenance on the Falcon 2000EX, vated, according to ACA, which notes on 7X, and 8X. ExecuJet Malaysia was its website that independent testing of included in Dassault Aviation’s acqui- bipolar ionization has been e!ective in sition of the Luxaviation group’s 15 killing eight di!erent pathogens includ- ExecuJet MRO centers last year. ing C. di"cile, staph, and norovirus. The company also acknowledged that no analytical testing has been done on the Av8 Group Ready To Take on e!ects of bipolar ionization on Covid-19. More Work with Expansion Av8 Group has completed a 10,000- sq-ft expansion in Houston, giv- Clay Lacy Aviation has expanded Embraer Phenom services by adding parts inventory and Duncan Expands Battery ing the company additional space completing a number of 10-year/120-month inspections on Phenom 100s and 300s. Services to More Satellites for service of landing gear and Duncan Aviation has expanded its other component overhauls. The Clay Lacy Keeps Busy with Consisting of such products as emer- aircraft battery capabilities to more project to stretch its facilities to 10-year Phenom Inspections gency locator transmitters (ELTs), ELT of its satellite avionics shops. It 30,000 sq ft began in the fall last Clay Lacy Aviation has been keeping replacement batteries, and personal now o!ers battery installation and year and was recently completed. busy with 10-year/120-month inspec- locator beacons, C&L Aerospace will be maintenance in Bedford, Massachu- Besides landing gear overhauls, Av8 tions of Embraer Phenom 100 and 300 able to distribute more than 50 di!erent setts; Morristown, New Jersey; Fort Group specializes in hydraulic, mechan- twinjets, even adding $1.8 million in Phe- Artex line items for various aircraft types. Worth, Texas; and Atlanta. Those ical, and electrical components. An nom parts inventory to keep pace with shops join satellites in Denver and FAA and EASA-authorized repair sta- the work and ensure on-time aircraft St. Paul, Minnesota, that have had tion, Av8 Group’s capabilities include delivery. The company has completed 10 Uniflight Global Adds Fixed- battery capabilities for some time. in-house engineering, Parts Manufac- Phenom 100/300 120-month inspections wing Avionics Offering A few more of the company’s two- turer Approval, and Designated Engi- at its California Part 145 repair stations Helicopter MRO provider Uniflight dozen satellites will be adding battery neering Representative o!ered through at Van Nuys (VNY) and McClellan- Global is expanding its avionics prod- installation and maintenance services, three subsidiaries: Av8 MRO, Av8 PMA, Palomar (CRQ) airports, and it has uct and service o!erings to include although the Lincoln, Nebraska-based and Av8 AOG. In the past five years, it five more such inspections underway. fixed-wing aircraft. The Grand Prai- MRO provider didn’t identify them. has reverse-engineered, certified, and So far, the inspections have yielded rie, Texas-based company—which Specific battery maintenance capabili- manufactured more than 500 parts. additional work such as seat reuphol- operates Part 145 repair facilities in ties—such as main ship and emergency stery, new carpet installation, baggage- Texas and Belle Vernon, Pennsylva- power maintenance—vary by location, a area refurbishment, connectivity nia—noted that it has prior experience Duncan spokeswoman told AIN. “The MRO Insider, Wyvern Partner upgrades to Gogo Avance L3, and, in the with fixed-wing avionics, including a exact repair capabilities do vary by on Mx Provider SMS Rating Phenom 100, installation of Garmin’s 2017 project to install a tactical flight location but can be coordinated through Maintenance providers that voluntarily G1000 NXi integrated flight deck o"cer station in a law enforcement the shops if the specific shop cannot sign up to Wyvern’s quality and safety customer’s Cessna 206 that led to addi- meet the exact need,” she added. management system (QSMS) software tional installs for its fixed-wing fleet. services and a virtual audit of their Aery Wins Upgrade Contract quality and safety practices will be able for VIP Boeing 777, 787 H20 ExecuJet Malaysia Builds to have their gold, silver, or bronze sta- Aery Aviation received a contract from ACA Purification System on Falcon Mx Approvals tus highlighted in MRO Insider’s soft- an existing global client to modernize its Installed on First Falcon 900 ExecuJet MRO Services Malaysia has ware under a new partnership between VIP Boeing 777 and 787. The project will Western Aircraft has completed the earned a handful of additional certifica- MRO Insider and Wyvern. That will involve introduction of a new system first installation of the Component tions from EASA and the FAA, including give MRO Insider users an extra layer of that converts the existing galley pota- cabin purification system from Aviation one that completes its ability to repair information beyond pricing to consider ble water source into a fresh, bottled Clean Air (ACA) on a Dassault Fal- and maintain all of Dassault Aviation’s when selecting a maintenance provider. water system. Under the contract, Aery con 900, the Boise, Idaho-based MRO current business jet lineup. Specifically, MRO Insider connects aircraft own- is designing, installing, and certifying announced. The device is an ionizer that the MRO received FAA approval for line ers and fleet operators with a broad the system to customer specifications. neutralizes a variety of pathogens in maintenance on the Falcon 900 series, scope of service providers in corporate The design, engineering, and aircraft cabin air and surfaces continu- which includes the 900EX, 900EX aviation, including detailing, AOG, kit buildup work will take place at ously. Mounted to an airplane’s existing EASy, 900DX, and 900LX variants. scheduled airframe and engine main- Aery’s Newport News, Virginia facil- environmental control system supply It already holds certifications for line tenance, avionics, paint, and interiors. ities. Then, an Aery “Go Team” will duct, it works electronically to create and heavy maintenance on the Falcon install and modify the aircraft galleys at the customer’s facility to reduce Eagle Creek MROs the costs of relocating the aircraft. Complete 20 Phenom Aery estimates that the upgrade will 10-Year Inspections take less than 30 days per aircraft. Two Embraer-authorized service centers operating under the Indiana- based Eagle Creek family have completed C&L Aerospace To Distribute 120-month inspections on 20 Phenom Artex Survival Products 100s and 300s, including landing-gear Commercial and business aviation MRO overhauls due at the same interval. provider C&L Aerospace has signed a Eagle Creek Aviation at Eagle Creek distribution agreement for the entire Airpark (EYE) near Indianapolis and aviation product line of ACR Artex, a Naples Jet Center at Florida’s Naples manufacturer of survival products The ExecuJet Malaysia MRO facility, which is owned by Dassault Aviation, has added FAA Airport (APF) performed the Phe- for general and commercial aviation. approvals for line maintenance on Falcon 900 series business jets. nom inspections and overhauls.

ainonline.com \ July 2020 \ Aviation International News 41 ACCIDENTS by David Jack Kenny

PRELIMINARY REPORTS worked as a flight instructor in Mary- though commercial operators are gen- Autopilot Disconnect, land. She joined MAF in 2017, serving as erally authorized to attempt them in Deficient Skills Cited in Checkride Spoiled by both a pilot and an information technol- three-quarters the visibility specified Red River Downing Gear-up Landing ogy specialist. on the approach plate. The final report of the Transportation Safety Board PIPER PA46-350P JETPROP CONVERSION, CESSNA 510, FEB. 20, 2020, Landing Overrun Followed acknowledges that this arrangement is FEB. 28, 2019, SHREVEPORT, LOUISIANA DAYTONA BEACH, FLORIDA Below-minimums Approach inherently confusing and that the captain of the accident flight “incorrectly The turbine-conversion Piper Malibu A practical test for a single-pilot type BEECHCRAFT A100, FEB. 26, 2018, believed that he was allowed to con- that crashed into the Red River shortly rating ended abruptly after the appli- HAVRE-ST. PIERRE, QUEBEC, CANADA duct the approach.” In response, the after takeo!, killing its pilot and the only cant neglected to extend the landing TSB issued Recommendation A20-01, passenger, had experienced a series of gear during a zero-flaps landing. Nei- The captain’s decision to descend below advocating that “The Department of intermittent autopilot failures that had ther he nor the designated pilot exam- the approach procedure’s minimum Transport review and simplify operating never been diagnosed or corrected. Nev- iner was injured. descent altitude (MDA) in heavy snow minima for approaches and landings at ertheless, its owner, described by both a The applicant had completed “a series showers that reduced visibility to one- Canadian aerodromes.” friend and a former instructor as a “weak” of maneuvers, emergencies, and land- third of that required for the approach instrument pilot, chose to take o! into ings” before the examiner directed him led the charter flight to touch down just Takeoff Crash Traced to a 600-foot overcast. Examination of the to land with the flaps retracted. The 700 feet from the end of the 4,498-foot Inadequate Anti-torque Inputs aircraft after its recovery showed that the applicant reported having performed the runway. One crew member and three of autopilot system recorded a manual elec- zero-flaps landing checklist and believed the six passengers su!ered minor inju- EUROCOPTER EC130, JAN. 19, 2019, tric trim fault that would have triggered he’d extended the gear, but after touching ries after the King Air continued some MANSFIELD, VICTORIA, AUSTRALIA the autopilot to disconnect, followed by down with a “thump” he attributed to a 220 feet past the end of the runway roll and yaw faults that probably reflected blown tire, he saw that the gear handle into a snowbank, collapsing the landing The loss of control that subsequently the unusual attitudes entered in the last was still up. The gear warning horn was gear. Ground visibility was reported as destroyed the aircraft was instigated by moments of the accident sequence. disabled with the flaps retracted. Once one-quarter mile in heavy snow, with a the pilot’s failure to apply su"cient right In its finding of probable cause pub- the airplane was lifted o! the runway, the vertical visibility of 400 feet. pedal during an unusually rapid lifto!, lished on May 19, the NTSB also noted gear extended and locked normally. The Strait Air flight, the third of seven allowing uncompensated torque to spin that the airplane was loaded 550 pounds legs scheduled for that day, had departed the helicopter until he attempted a precau- above its maximum ramp weight, though One Fatality in from Sept-Îles half an hour earlier after tionary landing. The left skid caught on a its center of gravity was within limits. The Cheyenne Crash a 46-minute delay to clear snow that had low mound next to the landing site, rolling excess weight was not cited as a cause or accumulated on the airplane during its the ship onto its left side and shattering contributing factor. PIPER PA-31T1 CHEYENNE I, APRIL 20, 2020, ground stop. The captain was the pilot fly- the main rotor blades on contact with the The Malibu took o! from the Shreveport BILLINGS, MONTANA ing, with the first o"cer monitoring. The ground. The pilot shut o! the fuel and elec- Downtown Airport’s Runway 32 at 10:37 flight reached its maximum altitude of trical systems and helped evacuate the two a.m. on an IFR flight plan to Vernon, Texas. The twin-engine turboprop was destroyed 11,000 feet before descending to begin the passengers, who were unhurt. The pilot As it entered the cloud deck at an altitude when it went down immediately after localizer/DME approach to Runway 08 at himself su!ered minor injuries. of 600 feet, the pilot was instructed to turn takeo!, killing the solo pilot. Radar data Havre-St. Pierre. Snow-removal oper- In a final report published on May 29, left to a heading of 270 degrees and climb showed that it remained on the extended ations were in progress, but the central the Australian Transportation Safety to 12,000 feet. The initial left turn con- centerline of Runway 28L, reaching 80 feet of the 100-foot-wide runway was Bureau noted that the entire accident tinued past the assigned heading and into a maximum altitude of 100 feet at 81 reported to be clear, with 30-inch snow- sequence took place in the span of about a tightening spiral; the pilot responded knots groundspeed before slowing to 70 drifts to either side. The crew extended five seconds. Post-accident examination “Stand by” after being assigned a revised knots and disappearing from coverage. gear and flaps inside the intermediate found no evidence of mechanical fail- heading of 140 degrees. Thirty-five sec- A witness described it as having “a slow approach fix and the airplane tracked ure; the helicopter was operating well onds later, the pilot transmitted “We’re in descent trajectory and a slight nose-up the final approach course on the optimal below its maximum gross weight and had trouble up here” as the airplane underwent attitude.” Ground scars at the accident three-degree descent path to the final performed properly on the flight from a series of increasingly divergent airspeed, site a mile and a half west of the airport approach fix (FAF). Moorabbin Airport less than four hours altitude, groundspeed, and vertical speed suggested a wings-level, nose-up impact. The first o"cer was unable to see the earlier. Skies were clear and winds were excursions. The last radar hit showed a The pilot had requested tra"c pattern runway environment at the FAF or after relatively light at about 10 knots. groundspeed of 31 knots at an altitude of work, switching to Runway 28R after an reaching the MDA, but the captain claimed The pilot reported that he had climbed 575 feet. Attitude data downloaded from initial takeo! from 28L. to have the runway in sight and continued straight out rather than pausing while its avionics suite showed the airplane the descent, flying manually. The crew light on the skids and then lifting into a descending from its maximum altitude of American Missionary Pilot momentarily lost all visual references controlled hover. The helicopter yawed 1,987 feet to 822 feet, then rebounding to Killed in Indonesia before spotting a section of pavement left and began to spin rapidly, first around 1,980 feet at vertical speeds ranging from about four feet wide and 20 feet long ahead the tail rotor and then around the axis -6,001 to 5,834 fpm. The final data point, QUEST KODIAK 100, MAY 11, 2020, and slightly to their right, with which the of the main rotor mast. He attempted recorded at 10:40, showed it descending MAMIT, PAPUA, INDONESIA captain aligned the airplane. The airplane to counter primarily with cyclic, which through 1,217 feet at a rate of -6,818 fpm. flew another 20 seconds after crossing the proved ine!ective, before lowering col- The airplane had been converted to tur- An American pilot flying for the Mission threshold before landing approximately lective to try to land. The ATSB noted that bine power in February 2016. The instructor Aviation Fellowship died when her bush 3,800 feet down the runway. while 227 of his 315 total hours had been who provided the owner’s transition train- plane went down in Lake Sentani while Canadian aviation regulations, unlike logged in the EC130, his initial training ing recalled his having flown well using the attempting to deliver a shipment of rapid those of the U.S. or most other ICAO took place in the lower-powered Hughes autopilot, but described his hand-flying coronavirus test kits and school supplies members, do not establish firm weather 300, which has a conventional tail rotor instrument skills as “weak” and said that to Mamit, a remote village in the Papua minimums for instrument approaches. and a counterclockwise main rotor. The he’d recommended the owner get frequent highlands. Joyce Lin, 40, had reported an Rather, “visibilities published on EC130 has a clockwise main rotor system recurrent training. The mechanic who did emergency two minutes after takeo!. Div- approach charts are for informational and a Fenestron (shrouded tail rotor) the airplane’s last annual inspection said ers located the wreckage in the lake and purposes only” and based on a general that requires proportionately greater that the owner had reported intermittent recovered her body. limiting visibility for all airport oper- pedal input to o!set comparable torque. autopilot problems including failures to Lin, who earned a computer science ations. “Numerous exceptions and In addition, he had flown only 13.5 hours track the selected heading or course, but degree from the Massachusetts Insti- conditions” come into play in deter- since a flight review 14 months earlier and a November 2018 appointment to trouble- tute of Technology, had previously mining when approaches are allowed, not at all in the preceding 46 days. shoot this had not been kept.

The material on this page is based on reports by the o!cial agencies of the countries having the reponsibility for aircraft accident and incident investigations. It is not intended to judge or evaluate the ability of any person, living or dead, and is presented here for informational purposes.

42 Aviation International News \ July 2020 \ ainonline.com IN THE !""#S, YOUR CHARTS WERE PAPER AND SO WAS YOUR COPY OF AVIATION INTERNATIONAL NEWS.

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Once in the air and disconnected from ForeFlight the internet, the tra"c layer reverts to ADS-B tra"c if the device is connected to an ADS-B In receiver. It is possible to view app adds iOS internet tra"c in the air when connected to the internet via Gogo or a Satcom Direct Router, but this is not the same multitasking as ADS-B tra"c. According to ForeFlight, “[It] uses the distinct position reports by Matt Thurber received from FlightAware to interpolate each airborne target’s movement and dis- ForeFlight released an updated version of play it smoothly on the map.”

The World Leader in Aviation Market Intelligence its ForeFlight Mobile electronic flight bag The benefit of the internet tra"c layer, 800.553.8638 +1.315.797.4420 +41 (0) 43.243.7056 jetnet.com app, adding a long-asked-for feature: iOS according to ForeFlight co-founder and KNOW MORE. multitasking. This allows users to run two CEO Tyson Weihs, is to see how weather multitasking-capable apps side by side on is a!ecting airports and potential routing The World Leader in Aviation Market Intelligence an iPad, with full functionality for each app. during the planning process. “It’s helpful 800.553.8638 +1.315.797.4420 +41 (0) 43.243.7056 jetnet.com Other new features include internet traf- to understand what’s happening at the fic, customizable menus, and iPhone flight airport or along the route of flight,” he planning updated to match ForeFlight explained. Pilots can also use that feature planning on the iPad. These features are before takeo! to see which departure and included for all subscription levels. arrival procedures and runways are being SUBSCRIBE TO OUR A simple way to demonstrate the mul- used at the departure and destination titasking capability is to open the Apple airports. With internet connectivity in clock app then slide up ForeFlight so both the air, he said, “You can look long-range NEW PODCAST are multitasking. While ForeFlight is run- and see weather e!ects and what tra"c is ning, the clock’s timer can be set to count- doing further down route.” down time an approach, for one example. Weihs gave an example of the closure Any apps that allow multitasking can run of the Q100 route over the Gulf of Mex- side-by-side with ForeFlight. ico, which forced tra"c to fly a longer For apps that don’t allow multitasking, over-land route, requiring a bigger load ForeFlight can continue running in the of fuel. “Being able to see tra"c will help background while the non-multitasking you more quickly understand what’s hap- app can be running in slide-over mode, pening in the airspace,” he said. on top of ForeFlight. FlightAware gathers its information The iPhone version of ForeFlight also from public sources and its own network got a big upgrade and now it matches of nearly 30,000 ADS-B ground stations the iPad version with the bubble edi- around the world. tor flight-planning function. Now the “This is bridging the gap,” said Flight- only di!erence between the iPhone and Aware CEO Daniel Baker. “It’s a whole iPad versions is that the iPhone version new use case for FlightAware, and you doesn’t include the profile view. get a better picture of what’s going on. To see what the iPhone version looks Sometimes the weather is shifting and like, when multitasking with another app, you don’t know which way it’s going; now the ForeFlight pane can be shrunk down you can see. Or maybe the weather is bet- to a one-third size pane on the iPad. In ter than forecast. This is an opportunity this mode, ForeFlight demonstrates the to add a little more information for deci- A weekly summary of news iPhone version functionality. sion making.” Internet tra"c is a new feature avail- FlightAware and ForeFlight are work- delivered by our global editorial team able on the iPad and iPhone. Powered by ing on other ways to integrate their prod- FlightAware, internet tra"c is selectable ucts and services to create new features from the overlay menu. When internet for users. “We’re talking about all sorts LOOK FOR AINdebrief connectivity is available, this layer shows of things, complementary products, and tra"c on the ground and in the air, with overlap,” he said. “We’re trying to find WHEREVER YOU LISTEN TO PODCASTS! the same information available as ADS-B ways to leverage our strengths and have tra"c by tapping the aircraft symbol. lots more conversations.”

44 Aviation International News \ July 2020 \ ainonline.com COMPLIANCE countdown by Gordon Gilbert

Within 6 Months with an mtow exceeding 5,700 kg July 13, 2020 (12,566 pounds) or having a maxi- FAA: SST Noise Proposal mum cruising true airspeed capability greater than 250 knots. Aircraft with Under a notice of proposed rule C of A’s dated before June 6, 1995 are making, the FAA would add super- exempt from ADS-B requirements. sonic airplanes to the applicability of FAR Part 36 takeoff and landing noise certification regulations. Initially, the Within 12 Months proposal would apply to SSTs with a Jan. 1, 2021 mtow no greater than 150,000 pounds Saudi Arabia: ADS-B and a maximum cruise speed of Mach 1.8. This category would apply to Out Mandate the SSTs currently being developed Saudi Arabia delayed the start of for business aviation. Comments ADS-B requirements in Class A and B on the proposal are due by July 13. airspace by a year from the previously published original date of this past July 24, 2020 NEW January. According to a recent notam, Canada: ATC Charges the new start date is Jan. 21, 2021.

Nav Canada, the ATC operating Feb. 14, 2021 NEW company for Canada, has proposed EASA: Pilot Mental Fitness increasing service charges by 29.5 percent, starting Sept. 1, 2020. The Due to e!ects from the Covid-19 pan- organization said that this increase demic, the European Union Aviation is required due to reduced revenue Safety Agency has postponed for six from significantly decreased flying months, to Feb. 14, 2021, compliance as a result of the Covid-19 pandemic. with revised air operations safety rules The proposal includes provisions to incorporate provisions to better to ease the cash flow impact of the identify, assess, and treat the psycho- increase on customers through pay- logical fitness of air crew. Compliance ment deferral mechanisms. Comments with the new rules, applicable to on the proposal are due by July 24. commercial air transport operators with airplanes and helicopters, also July 24, 2020 NEW includes mandatory alcohol testing EASA: eVTOL Certification of flight crews during ramp checks.

EASA has published proposed means March 25, 2021 of compliance with special conditions Australia: Flight Operations for all-electric or hybrid- electric VTOL aircraft in a further step towards estab- Ten new flight operations regulations lishing a framework for type certifica- consolidate the operating and flight tion. The proposal applies to aircraft of rules, as well as certification and man- the same size and capacity as the CS-27 agement requirements. The rules apply rules for small rotorcraft. Comments to all pilots and operators in Australia on the proposal are due by July 24. and will commence on March 25, 2021. The regulations covered include: gen- Oct 1, 2020 eral operating and flight rules; certifica- Australia: Rest and Duty Times tion and management of commercial aircraft operating certificates; and small New fatigue rules apply to holders of and large airplanes and rotorcraft. commercial air operator certificates (AOCs), including charter, on- demand air taxis, and Part 141 flight schools. Beyond 12 Months Operators who select the prescribed Jan. 1, 2022 limits must be in compliance by June 30, Mexico: ADS-B Mandate 2020. Operators who develop their own fatigue risk management system must ADS-B Out requirements for Mexico be in compliance starting October 1. are delayed until Jan. 1, 2022. Originally, the mandate was scheduled to go into Dec. 7, 2020 and June 7, 2023 e!ect January 1. According to govern- European ADS-B Out Mandate ment o"cials, when the requirements do take e!ect, they will apply to operations The ADS-B Out requirement in Europe in Mexico Class A, B, C, E airspace and has been postponed from June 7, 2020 Class E airspace above 10,000 feet. It is to Dec. 7, 2020 for aircraft receiving required now in Class E airspace over the their certificate of airworthiness (C Gulf of Mexico, at and above 3,000 feet of A) starting on June 7. Aircraft that msl within 12 nm of the Mexican coast. obtained their C of A between June 6, 1995 and June 6, 2020 must meet For the most current compliance status, see: the ADS-B Out mandate by June 7, https://www.ainonline.com/aviation-news/ 2023. Both deadlines apply to aircraft compliance-countdown

ainonline.com \ July 2020 \ Aviation International News 45 PEOPLE in aviation Compiled by Kerry Lynch

FINAL FLIGHT Rudy Frasca, a pioneer in the flight simulation field who founded Frasca NAVEED AZIZ CINDY HIGHBARGER MATTHEW HARRAH GRAYSON BARROWS International in 1958, died of natural causes on May 11 at the age of 89. Asian Sky Group (ASG) brought Wu Zhendong an engineering co-op designing avionics and experience in marketing, sales, and business “Rudy was truly larger than life. His on board as chairman, working alongside electrical systems for the Gulfstream IV and development, including with Mecaer Aviation contributions to the aviation industry managing director Je!rey Lowe. Wu brings 35 V, most recently was director of completions Group, Aviation Search Group, Texas Aviation will not be forgotten,” Frasca Interna- years of general aviation experience, includ- research and development. Services, and Evergreen Helicopters. tional said. ing founding and serving as chairman of Avion Flight Data Systems (FDS) named Pete Ring TAC Air promoted Christina Lang to gen- Born on April 19, 1931, in Chicago, Pacific Group, owning AOC company Kings v-p of sales and marketing. Ring joined FDS eral manager of its FBO in Fort Smith, Arkan- Frasca had an a"nity for aviation early Aviation, and serving as chairman of the Asian after serving with sister company FreeFlight sas. Lang has served with TAC Air for six years, on, taking flight lessons at the age of Business Aviation Association. Systems for nine years, most recently as v-p most recently in a system-wide role in Dallas as 14. He joined the U.S. Navy in 1949 and Luxaviation UK CEO and co-founder Pat- of business development and strategy o"cer. manager of administrative services. served as a flight instructor at Glenview rick Margetson-Rushmore retired on May 31, Mid-Continent Instruments and Avionics Michael Fantaski joined Traxxall as Naval Station. handing over the reins solely to co-founder promoted Cindy Highbarger to senior v-p of regional sales director. Fantaski previously has He later attended the University and managing director George Galanopoulos. finance and operations and named Matthew held sales management roles with Haggan Avi- of Illinois and conducted research in In addition to taking on the CEO duties, Gala- Harrah as senior v-p of technology and prod- ation, Professional Aircraft Accessories, Flight- aviation psychology. According to Fra- nopoulos will continue as European head of ucts. Highbarger has served with Mid-Conti- craft, Dassault Falcon Jet, and Western Aircraft. sca International, this helped sharpen charter for the Luxaviation Group. Supporting nent for more than 24 years. Harrah previously David Mayfield joined Gulf Avionics as his interest in flight simulation as he Galanopoulos will be Martin Hilder, who is held leadership roles at Astronics and Garmin. general manager of its Harlingen, Texas facil- worked with the early generation of being promoted to COO; Kimon Daniilidis, who Helicopter Association International named ity. Mayfield has more than 20 years of MRO pilot training devices that ultimately led was named chief customer support and strategy Robert Volmer v-p of marketing communica- experience. to the launch of the company that was o"cer; and Tony Medlock, who remains CFO. tions. Volmer brings 20 years of experience to Duncan Aviation named Tyler Spurling first called Frasca Aviation. Thommen Aircraft Equipment brought in his new role, formerly serving as a founding assistant manager of its MRO Rapid Response Married to his wife Lucille in 1955, Daniel Grosch to serve as the Swiss compa- partner of Crosby-Volmer International Com- Team. Spurling joined Duncan as a mechanic he had eight children and eighteen ny’s CEO. Grosch joins the aircraft instrument munications and manager of corporate com- in the engine line shop 12 years ago. Duncan grandchildren. Several of his children provider with 15 years of aerospace and munications at the Air Transport Association. also appointed Robert Montano as an engine have worked in the family business, defense experience, including serving as a Fargo Jet Center (FJC) promoted Rick tech supporting Rolls-Royce engine customers including his son John, who took over company director and director of business Omang to director of operations and Bobby at its Lincoln, Nebraska facility. Montano, who as CEO in 2011. development for MSI Defence Systems. Meyers to chief pilot. Omang, who has more served six years in the U.S Army, joined Duncan Oscar “TAM” Flowers, a long-time Aviation Partners Inc. (API) promoted Gary than 30 years of aviation experience, has Aviation in 2014 as an engine line technician. employee of TAC Air, recently passed Dunn to president, permanently naming him served with the FJC charter department for six Woolpert hired Je! Mulder as a senior away at the age of 76. Flowers joined to the position he has held in an interim capac- years. Meyers has been a part of FJC for seven consultant in the firm’s infrastructure sector. the FBO chain in 1998 and held roles as ity since the unexpected passing of company years and has 15 years of aviation experience. Mulder brings more than three decades of avi- general manager of TAC Air’s Shreve- co-founder Joe Clark. Recently v-p of sales Precision Support Services appointed ation experience to his new role, previously as port, Louisiana facility, director of safety and marketing for API, Dunn has spent more Grayson Barrows general manager of the the director of airports in Florida, Oklahoma, and security, and procurement manager. than 20 years at the Seattle-based blended repair station. Barrows has 20 years of aviation and Wisconsin. Born Dec. 11, 1943, in Wilson, North winglet developer. Carolina, Flowers spent a number of The Bob Hoover Legacy Foundation named years with Amtrak, serving as chief of Vincent Mickens executive director. A U.S. onboard services. His career led him Navy Intelligence veteran, Mickens has a AWARDS and HONORS into aviation with AMR Corp., Ogden Air, career that began in television and radio and ultimately TAC Air. broadcast journalism, transitioned into asso- The Aircraft Electronics Association named of IFR Systems avionics test equipment. William McShane, 61, v-p of busi- ciation business development including with Kevin Miesbach, components/OEM busi- Now it is a global supplier to the aviation ness development and special projects AOPA and NBAA, and subsequently formed his ness development manager for Duncan industry with customers in more than 180 for Sheltair, died on May 12 after a own consultancy, Private Air Media Group. Aviation, as the 2020 AEA Member of the countries. A member of AEA since May battle with glioblastoma. Inflite The Jet Centre appointed Steve Year and EDMO Distributors AEA Associate 1977, EDMO is a regular exhibitor and spon- Revered by the Long Island Business Hughes as general manager of Excellence Avi- Member of the Year. sor of AEA events. News as a “Long Island aviation icon,” ation Services and Excellence Aviation. Hughes Miesbach, a 38-year Duncan Aviation Nicole Cain, a student at Aviation Insti- McShane was credited for bringing the previously served as CAMO general manager employee, began his career in 1982 as an tute of Maintenance’s Norfolk campus, was Bethpage Air Show to Jones Beach on for Luxaviation and brings 35 years of aviation avionics technician with Lincoln Avionics, named as the recipient of the James Rardon Long Island more than 15 years ago and maintenance experience to his new role. which at the time was partly owned by Aviation Maintenance Technician Student of ensuring it became an annual attrac- Doug Shane joined Ampaire as general Duncan, and later transferred to Duncan the Year Award for 2020. To be presented tion. His advocacy led him to become manager. Shane, an engineer and test pilot, Aviation. He since has held positions of at the Aviation Technician Education Coun- a founding member, former president, was the first employee at Burt Rutan’s Scaled increasing responsibility, moving into man- cil (ATEC) annual conference now sched- and board member of the Long Island Composites, later served as chairman of The agement roles. uled for September 13-16 in Fort Worth, Business Aviation Association. He also Spaceship Company, and was part of the team He first attended an AEA regional meet- Texas, the award recognizes outstanding had served as a board member of that won the Collier Trophy in 2004 for the ing in Lincoln, Nebraska in the early 1980s achievement among aviation maintenance the New York Aviation Management SpaceShipOne program. and since has been a regular attendee at technician students. A wounded veteran, Association and founded the nonprofit Gulfstream Aerospace promoted Naveed AEA events and coordinated and supported Cain has devoted time to assisting other Aerospace Education Corp., NBAA said. Aziz to v-p and general manager of the Gulfst- training sessions for the association. student veterans through the Veteran He had spent more than a dozen ream Dallas facility, overseeing service center Ed Lansberg and Morris Brown formed Resource Center, while maintaining a 4.0 years with Sheltair in business develop- operations and Gulfstream G280 completions. EDMO in 1971 and became the distributor GPA and tutoring fellow students. ment management roles. Aziz, who joined Gulfstream in 1996 as part of

46 Aviation International News \ July 2020 \ ainonline.com WEDNESDAY, OCTOBER 7 | 5:30-7:30 P.M. | HILTON ORLANDO

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