Business & Commercial Aviation

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PILOT REPORT

Dassault ALSO IN THIS ISSUE Falcon 8X Update: Pilatus PC-24 Flying E2VS Assessing Africa’s Aviation Infrastructure Tailplane Icing Review Loss of Tail Rotor Effectiveness Intuitive Decision-Making ICAO: Global Rules of the Road Digital Edition Copyright Notice

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DEREK ZIMMERMAN | +1 912 395 0856 | [email protected] | GULFSTREAM.COM/FAST CONTENTS NOVEMBER 2015 Business & Commercial Aviation 15 INTELLIGENCE Edited by William Garvey, Keep up with all Jessica A. Salerno and the news and blogs Molly McMillin from BCA editors GE Sells Business Jet Finance “like” us on facebook Unit to Global Jet Capital facebook.com/avweekbca and follow us on twitter Used Aircraft Sales Rebound; twitter.com/avweekbca MRO Expansion

FAA Will Test UAV Detection System

Aerion Looks to U.S. to Produce Supersonic Jet 74 Flexjet, Flight Options Now a Single Carrier FEATURES 2,500th Caravan Delivered Wheels Up New Funding 26 Assessing 56 Intuitive Spurs Growth Africa’s Aviation Decision-Marking Fast Five With David Rimmer, Infrastructure James Albright President, JFI Jets David Esler An invaluable process that Operating in the interior of helps keep pilots safe Africa can be challenging, but its infrastructure is Tailplane Icing catching up with the 21st 62 century Review Ross Detwiler DIGITAL EXTRAS If the tail “stall up,” the nose goes down Global Rules of 68 the Road Jim Cannon Why ICAO matters even if you never leave Kansas 104 62 Tap this icon in articles Pilot Report: in the digital edition 74 of BCA for exclusive Pilatus PC-24 Dassault Falcon 8X DEPARTMENTS Fred George features. If you have not 40 Patrick Veillette Largest cabin, longest Viewpoint signed up to receive your Designing a do-everything 9 range, most-capable Falcon digital subscription, go to business jet AviationWeek.com/bcacustomers trijet yet 51 Accidents in Brief Loss of Tail Rotor Flying E2VS 94 On Duty For the latest 48 Effectiveness 88 Fred George 95 Advertisers’ Index developments, go to Richard N. Aarons Legacy 500 with the www.bcadigital.com A subtle but dangerous Rockwell Collins compact 98 Point of Law Selected articles from phenomenon HUD BCA and The Weekly 20/Twenty of Business Aviation, 100 as well as breaking news 40 104 BCA 50 Years Ago stories and daily news updates

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www.bcadigital.com Business & Commercial Aviation | November 2015 1 Business & Commercial Aviation

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2 Business & Commercial Aviation | November 2015 www.bcadigital.com H OLD 10 MI NORTH EAST OF NAP VOR ON 030 RA DIAL ONE M INUTE LE GS. HOLD 10MI NORTH-EAST OF NAP VOR ON 030 RADIAL ONE MIN UTE LEGS. H OLD 10MI NORTHEAST OF NAP VOR ON 030 RADIAL ONE MINUTE LEGS. HOLD 10 MI NORTH EAST OF NAP VOR ON 030 RADIAL ONE MINUTE LEGS HOLD 10MI NORTH-EAST OF NAP VOR ON 0 30 RADIAL O NE MINUTE LEGS HOLD 10 MI NORTH EAST OF NAP V OR ON 03 0 RA DIAL ONE MIN UT E LEGS. HOL D 10MI N ORT HEAS T OF NAP VOR ON 030 RA DIAL ONE M INUTE L EGS HOLD 10MI NORTH EAST O F N AP VOR O N 030 RAD IAL ON E M INUTE LEGS. HOL D 10MI N ORTHE AST OF NA P VOR ON 030 RADIAL ONE M INU TE LEGS. HOLD 10 MI NORTH EAS T OF NAP VOR ON 030 RA DIA L ONE MINUTE LEGS H OLD 10MI NORTHEAS T OF N AP VOR ON 030 RADIAL ONE M INU TE LEGS. HO LD 10 MI NORTH EAS T OF NAP V OR ON 03 0 RADI AL ONE MIN UTE LEGS. HOLD 10M I NORT HEAST O F NAP V O R ON 030 RADI AL ONE MIN UTE LEGS. HOLD 1 0MI NORTHEA ST OF N AP V OR ON 03 0 RADIAL ONE MINUTE LEGS. HO LD 10 MI NO RTHEAST OF NAP VO R ON 030 RAD IAL ONE MINUTE LEGS. HOLD 10 MI NORTHEAST OF NAP VOR ON 030 RADIAL ONE MINUTE LEGS HOLD 10MI NORTHEAST OF NAP VOR ON 030 RA A PICTURE IS WORTH A THOUSAND WORDS.

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THE NEWS THAT CAPT. CHESLEY “SULLY” SULLENBERGER WILL BE With that as a given, I was taken aback recently during an FAA a main speaker at the NBAA Convention later this month presentation at a local terminal radar approach control facility brought me such pleasant anticipation that I can grudgingly (TRACON), of which there are some 150. forgive the event planners for choosing, again, to hold it in Many of these are being outfitted with the Standard Terminal Las Vegas, arguably America’s most venal city. Odds are he’ll Automation Replacement System (STARS), a multi-billion-dollar outshine the floodlights of any dancing desert fountain. He’s investment criticized by the Transportation Department’s in- done it before. spector general but key to incorporating ADS-B into an approach I was among the packed audience at the EAA AirVenture pa- facility. vilion seven months following the “Miracle on the Hudson” when As should be well known by all — and clearly highlighted in Sullenberger and First Officer Jeffrey Skiles took the stage. Their next month’s feature, “Global ADS-B” — the space-based net- recounting of the emergency, their actions and the results had work is intended to revolutionize ATC once it’s fully up and the eager crowd mesmerized and their running and civil operators are wholly good-natured ribbing of one another participating. drew laughter and applause. From the outset a decade ago, the FAA Recalling that evening and the ter- has promoted ADS-B as a replacement rible circumstances discussed had me for its automated radar system, which it reaching for the cockpit transcript one has repeatedly described a World War II- more time. What went on in the cockpit era technology that is prone to failures, of that USAirways A320 after it turned is maintenance intensive, demands long west out of LaGuardia on the afternoon repair times, requires leased sites, is ca- of Jan. 15, 2009, and smack into a flock pacity constrained and slow to update. of Canada Geese was not a miracle, but By contrast, according to an agency rather a textbook demonstration of cool, descriptive, “ADS-B ground stations are expert professionalism. inexpensive compared to radar, and are It took Sullenberger and Skiles 8 sec. to identify the problem the size of mini refrigerators that essentially can go anywhere, so — double flameout from bird ingestion — and begin trying to they minimize the required real estate. In addition, ADS-B updates rectify it with an engine restart and, 3 sec. later, activating the once a second and locates aircraft with much more precision. ADS- APU. Skiles had been the pilot flying — a fact Sully emphasized to B also provides greater coverage, since ADS-B ground stations are the delight of the EAA crowd — and 13 sec. into the crisis, the left so much easier to place than radar. Remote areas where there is no seater said, “My aircraft,” whose control the right seater readily radar can now have precise surveillance coverage.” surrendered. Goodbye radar, hello ADS-B. A no-brainer, right? Well, not With chimes sounding and igniters failing, they pulled out the exactly. QRH for guidance. Then this, from Sullenberger: As was revealed during the TRACON presentation, ADS-B “Mayday. Mayday. Mayday. Uh this is uh Cactus fifteen thirty isn’t actually supplanting radar, at all. Rather, it was explained, nine. Hit birds. We’ve lost thrust on both engines. We’re turning the old and new systems are going to work in concert. That back toward LaGuardia.” caught several otherwise aviation-savvy attendees by surprise. That transmission must have spilled some coffee in Departure It turns out the agency meant that ADS-B would “replace” Control. radar only as its primary traffic management system. Oh, some You know how the story ends, which is stunning. But equally radars will likely come down, but the FAA needs to continue op- impressive to me was the pilots’ interaction with each other erating and maintaining its expensive, failure-prone, etc., World as they methodically followed the checklist in trying to solve War II-era system because somebody could break or simply turn their problem while providing clear communication with ATC off their ADS-B equipment, and their aircraft would become throughout. utterly invisible to the new, space-based, GPS-guided, instanta- Quickly recognizing they’d be unable to reach any airport, Sul- neous, “replacement” system. Oops. lenberger made his decision and radioed, “We’re gonna be in the Aviation appreciates redundancy, which is what we have here. Hudson.” And 75 sec. later, they were. But it also values plain talk. If you’re going to put it into the river, Clear, measured communication is a hallmark of aviation, say so. And if you want to operate two interactive ATC systems, since ambiguity among and between flight crews, controllers say that, too. BCA and maintenance personnel can have catastrophic results. When To see Sullenberger’s A320 up close, visit the Carolinas Aviation it comes to ops, aviation people for the most part speak plainly Museum at Charlotte Douglas International Airport, Charlotte, and directly. North Carolina. www.bcadigital.com Business & Commercial Aviation | November 2015 9 Readers’ Feedback

Staying Out of Trouble different plates in a busy terminal area for everyday flight planning. In “Absolute Discretion” (September is a good way to get killed. I enjoyed Ross’ “Twin Transition” 2015, page 24), James Albright raised I believed then and believe now that (September 2015, page 42) in BCA, the the specter of getting busted for the solution to this issue is to present all only magazine I dare to read concerning speeding while flying a SID that lies overlying Class B data on every affected aviation. below Class B airspace. This issue is also plate (approaches, SIDs and STARs). Good luck in retirement! a problem on approaches, especially at This will keep ATC happy and keep the Rick DeMaria Orange County, California (where there rest of us out of trouble. Standards GIV are multiple overlying shelves of the Bennett E. Taber PepsiCo LAX Class B). Manager, Bay Area Operations White Plains, New York I raised this issue with the FAA Dreamline Aviation LLC charting committee members several San Carlos, California Author’s response: Thanks for the kind word. months ago and suggested that they Retirement is great. I was even a contest create a new graphic that would show The Transition . . . judge at this year’s Reno Air Races. us any Class B overhangs along with the Ross Detwiler presented me an article floors of each sector so that we would on FAR Part 25 takeoff performance . . . Hit Parade know when to slow down without having back in 1999. It’s hard to believe the “Twin Transition” by Ross Detwiler to reference another plate, but they rules of thumb we used to use at (September 2015) was an excellent rejected my idea out of hand. FlightSafety International for climb refresher. His final comment on Their position was that we should gradients. Things have come a long airspeed is right on. The old adage also have the associated terminal chart way since then. My love of performance “Airspeed is life; altitude is life close at hand for use in determining started shortly thereafter. In short, I’m insurance” is something to keep in mind our position relative to the overlying a firm believer of Rogers Hemphill’s and on each departure. airspace. My position is that we are way Mark Thelen’s Aircraft Performance Craig Johnson too busy, and interpolating between two Group data, which we have in practice Caledonia, New York

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10 Business & Commercial Aviation | November 2015 www.bcadigital.com Fuel Service Safety that does little to train its employees Fishing Yawn . . . . Along with many of your other readers, and places “little importance” on the Regarding “Fishing Yarns” (Viewpoint, I thoroughly enjoyed “Refueling safety and well being of its customers September 2015, page 7), I, too, think Discipline” (June 2015, page 36). It was and staff. fishing is a bore. a great reminder and reinforcement to Michael Brasier Myron Collier both pilots and fueling personnel of the General Manager Chief Pilot (Ret.) critical nature of this stage of flight. Cutter Aviation Cyclops Corp. I was rather surprised, however, El Paso, Texas McMurray, Pennsylvania by the comment made by one of the readers (Reader’s Feedback, August 2015) concerning quality assurance and training conducted by FBOs. He CAPITOL CONVENIENCE stated: “Over my years, I have found little importance is placed on fuel safety and quality training at FBOs and how little most line service folks know about the products they are delivering.” That may be his opinion, but I couldn’t disagree more with that statement! I have had the privilege of working with several fine organizations including Signature Flight Support, Mercury Air Centers and Cutter Aviation. In each of these organizations safety, training and quality assurance are top priorities. Core training begins with the well-established NATA Safety First program and continues with hands-on training performed by either a dedicated trainer/safety person or the line supervisors. Additional training is conducted or overseen by various airlines and fuel suppliers. EASY WAY. Daily, monthly and annual quality control checks are performed on the fuel trucks and fuel products with documentation and required logs main- No Waiting Behind Commercial Flights tained. Also, airlines, fire departments, airport operations, outside agencies, Fly On Your Own Schedule fuel suppliers, etc., conduct announced and unannounced audits to verify that training is being performed and that 30 Miles From Capitol Steps quality control measures are being conducted properly and supporting documentation is maintained. We Direct Ramp Access are a very highly regulated industry and failure to be in compliance with No Landing Fees the multitude of rules and regulations, specifically in this case with fueling and fuel products, can put a company out of U.S. Customs Available business. It is terribly, terribly unfortunate that there have been tragic accidents and near accidents involving the fueling stage of aircraft flight, and we all feel MANASSAS REGIONAL the loss when these tragedies occur. But AIRPORT ManassasRegionalAirport.aero it is a disservice and an affront to char- acterize the entire FBO industry as one www.bcadigital.com Business & Commercial Aviation | November 2015 11 ReadersÕ Feedback

Complicated Subject David Esler’s “Crossing Over: Border Issues Between the U.S. and Canada,” (July 2015, page 46) was quite well done. It is a complicated subject and during the several telephone conversations I had with David, I feared that he was attempting to drink from a fire hose. However, he assimilated well and delivered to your readers in a concise manner. Bill Clark do movies. Attorney, Clark & Co. do music. Toronto, Ontario do photos. do it all. History Clarification Thanks for your coverage and comments One platform. Unlimited about Jim Holahan in “Generational possibilities to do. Salute” (Viewpoint, August 2015, page 7) Easy loading. — what a great person to have known and Seamless streaming. discussed aviation. Internet optional. There is a small error in “his story,” FlightDisplay.com/do however. Jim would not have flown P-38s with the U.S. Army Air Corps as that organization had ceased to exist on March 9, 1942. Thus, his flying would have been with the U.S. Army Air Forces. John Davis Wichita, Kansas WE HELP AVIATION SALES PROFESSIONALS GENERATE DEALS Comments From the BCA Website ▶Great article! (Twin Transition, BCA September 2015, page 42) I was a FSI B200 instructor for three and a half years and I observed this daily in the simulator. In your scenario, the gear has already come up before the left engine failure. I may also urge others to consider — what if you hadn’t put AMSTAT PROVIDES INDUSTRY LEADING CORPORATE the gear up before it fails (worst case AIRCRAFT MARKET & FLEET DATA scenario)? In the B200 we had the advantage of autofeather (assuming it Jets was armed), but I really appreciate your Turboprops step-by-step approach to the mechanics Turbine Helicopters of engine failure. Too often pilots would start grabbing for levers and pulling. In a suite of comprehensive services to meet I’ve seen pilots in a “V1 cut” scenario every business need 150 ft. off the runway pull the condition lever of the good engine, not confirming, just pulling, which always ended in a

If you would like to submit a comment on Information that moves you forward an article in BCA, or voice your opinion on an aviation related topic, send an US 1 877 426 7828 I Int’l +1 732 530 6400 I www.amstatcorp.com email to [email protected] or [email protected]

12 Business & Commercial Aviation | November 2015 www.bcadigital.com red-screen. Your methodical approach is well warranted and appreciated. Charles Harmon Orlando’s #1 ▶Though the article (Spatial Disorien– tation — A Quick Killer, BCA, September GA airport 2015, page 48) doesn’t mention the availability of an autopilot, I suspect both aircraft had one. In my limited experience with flying my airplane in light IFR, I always turn on the autopilot so that I can focused on the instruments VSI, T&B, attitude indicator, and altimeter. It seems that the autopilot is often ignored when challenging flying conditions are encountered. John Kennedy’s accident and possibly both of these accidents may have been avoided No. 1 in convenience. No 1 in service. by use of an autopilot. No. 1 for pilots, schedulers and aircraft owners. Vern Schulze Blue Sky Sun Visors

▶Using the autopilot in the situation involving the Twin Comanche (Spatial Visit us at www.kissimmeeairport.com Disorientation — A Quick Killer, BCA, September 2015, page 48) might have been beneficial, assuming that in that old an airplane, it was fully functional. A low time, non-instrument rated pilot needs all the help he can get, when inadvertently flying into IMC. But the likelihood that the autopilot, if it had one, was operational and usable is pretty slim. However, using an autopilot immediately upon rotation such as in the situation involving the Meridian would be extremely unwise and dangerous. A take off into nearly no visibility and extremely low ceilings requires absolute concen- tration on the instruments. The slightest distraction, such as attempting to activate the autopilot, would most likely cause loss of control. I submit that’s very probably what happened here. CaryA

▶I have over a 1,000 hr. in Metro III aircraft and several thousand more in other types using the same powerplants (Merlins, Jetstreams, King Air B100s). They are efficient at medium- to low-altitudes but are a handful to fly. Without quick reflexes and a complete understanding of the systems and what can go wrong, they have the potential to be deadly. (Negative Torque Sensing vs. Autofeather, August BCA, page 46) Heliocentric www.bcadigital.com Business & Commercial Aviation | November 2015 13 ONE NEW CITATION

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Cessna.com | U.S. +1.844.44.TXTAV | INTERNATIONAL +1.316.517.8270 ©2015 Textron Aviation Inc. Cessna and its logo, Citation and Citation Latitude are registered trademarks of Textron Innovations Inc., used by permission. EDITED BY WILLIAM GARVEY, JESSICA A. SALERNO AND MOLLY MCMILLIN [email protected] [email protected] INTELLIGENCE [email protected] NEWS / ANALYSIS / TRENDS / ISSUES ▶ ONE OF THE MODEST NEWS announcements at last year’s NBAA Convention was that of Jet-A and Avgas the creation of Global Jet Capital, a business jet leasing and lending organization. Backed by three Per Gallon Fuel Prices global investment firms — Franklin Square Capital Partners with Blackstone advising, AE Industrial Partners and The Carlyle Group — and overseen by business aviation veterans Shawn Vick and Bill October 2015 Boisture, the future looked promising. When looking back from the 2015 NBAA Convention, set for Jet-A November 17-19 in Las Vegas, that promise will have been fully realized. And thensome. In early Region High Low Average October, Global Jet struck a deal to buy GE Capital’s Corporate Aircraft portfolio — a collection of Eastern $7.80 $3.60 $5.63 335 business jets, all of which are based in North America — for $2.5 billion. With that agreement, which includes the assimilation of 15 GE aircraft finance veterans, the less-than-year-old company New England $6.95 $3.37 $4.93 became the largest such lessor/lender in the business. Vick, Global Jet’s executive director and Great Lakes $7.61 $2.98 $5.03 chairman of its executive committee, says he and his team reached out to GE right after the con- Central $7.33 $2.79 $4.40 clusion of last year’s convention and drew interest. Those discussions ended with the acquisition agreement. “It’s been a lot of fun getting here,” he says, adding that the company still has another Southern $7.80 $3.25 $5.70 $1 billion to put to work financing midsize to large business jets around the world. “And we Southwest $6.93 $2.75 $4.80 intend to do that.” He notes that despite the continuing slowdown, manufacturers will still deliver NW Mountain $6.98 $2.86 $4.85 approximately $10 billion worth of business jets annually and that most of the buyers will need financing, presenting his upstart company with lots of financing opportunities. Western Pacific $7.30 $3.38 $5.32 Nationwide $7.34 $3.12 $5.08 ▶ AERION IS LOOKING FOR A HOME AND AN ENGINE, but is satisfied it has found the right partner in Airbus. That was the message Brian Barents, the company’s co-chairman, delivered to those gathered by Avgas a Wichita Aero Club luncheon recently. He told the Sept. 21 Region High Low Average audience that his Reno, Nevada-based company has hired a Eastern $9.31 $4.40 $6.69 firm to help it select a site for assembling the 1.5 Mach AS2 supersonic business jet. The location will likely be in the U.S., New England $7.45 $4.70 $5.86 he said, and close to a seaport, but gave no indication that the decision by Airbus to put its new Great Lakes $9.17 $4.50 $6.22 assembly facility in Mobile, Alabama, would give that port city an advantage. As for the engine se- Central $7.80 $4.35 $5.87 lection, Barents says Aerion has had discussions with several manufacturers, but has yet to make a choice. He also said it’s unclear whether the aircraft will be powered by two or three engines, Southern $8.91 $4.16 $6.20 a surprising revelation since the company decided last year to abandon the original two-engine Southwest $7.20 $3.85 $5.57 design in favor of three since that would allow each to operate at less than full thrust for takeoff and NW Mountain $8.43 $4.52 $5.90 generate less noise, while providing longer overhaul life and greater hot-and-high performance margin What is sure, according to Barents, is the value of collaborating with Airbus Defense and Space, Western Pacific $9.00 $4.30 $6.43 which will see the project through to the end. Aerion will own the type certificate, while Airbus will help Nationwide $8.41 $4.35 $6.09 with engineering, manufacturing and certification and have proprietary rights to Aerion’s technology. Airbus does not have an interest in supersonic travel, Barents says, but is interested in the The tables above show results of a fuel price survey natural laminar flow over the AS2’s wing at subsonic speeds for commercial purposes. Conceivably, of U.S. fuel suppliers performed in October 2015. This survey was conducted by Aviation Research the European giant’s presence at the high end of the business jet market through Airbus Corporate Group/U.S. and reflects prices reported from Jets could come into play at some point. While many details have yet to be resolved, Barents says over 200 FBOs located within the 48 contiguous “speed sells” and “We won’t have a problem selling the airplane at $120 million.” United States. Prices are full retail and include all taxes and fees. ▶ Accept- For additional information, contact Aviation TEXTRON AVIATION HAS DELIVERED ITS 2,500TH CESSNA CARAVAN. Research/U.S. Inc. at (513) 852-5110 ing the keys to the single engine utility turboprop at ceremonies in Wichita in late September was or on the Internet at Jim Rowe, head of Bering Air of Nome, Alaska. The carrier is www.aviationresearch.com taking delivery of eight Grand Caravan EX aircraft this year, and retiring an equal number. The aircraft is powered a Pratt For the latest news & Whitney Canada PT6A-140 rated at 867 shp. Bering’s Cara- and information, go to vans operate around the Arctic Circle, hauling people and sup- AviationWeek.com/bcadigital.com plies in temperatures as low as -60F.

www.bcadigital.com Business & Commercial Aviation | November 2015 15 INTELLIGENCE

Agrarflug Helilift Is New ▶ WHEELS UP, A MEMBERSHIP-BASED private aviation company, has completed a Bell Service Center round of funding that will allow it to establish a base for operations in Europe and enhance the company’s technology platform, the company said. With the funding, Wheels Up’s valu- ation is now greater than $500 million. The funding means more than capital, Founder and CEO Kenny Dichter said. It’s the quality of the group of companies that came together to give it support. The capital raise of $115 million comes from funds and trusts managed by T. Rowe Price Associates, Fidelity Management and Research Co. and New Bell Helicopter has added Agrarfug Enterprise Associates. Besides allowing it to open a Helilift, located in Ahren, Germany, to base of operations in Europe, capital will also allow its network of authorized customer Wheels Up to grow in the U.S. and to enhance its technology platform. The company has service facilities. Agrarfug Helilift more than 1,600 members in North America with plans to reach 2,000 by year-end. has more than 40 helicopters in its Wheels Up plans to place staff in the U.K. in mid-2016 and aircraft in late 2016. Its partner, feet and provides charter services, Gama Aviation, a Farnborough, England, aircraft services company, will serve as its European aircraft maintenance, pilot training operator. Between now and 2020, the company expects to need more than 200 King Airs, and maintenance training. The newly including about 150 in the U.S. and about 75 in Europe. In addition, it projects a need for authorized company will provide feld 25 to 30 Citation XLS business jets in Europe. maintenance services for the Bell Helicopter 204, 205, 206A/B, 206L, ▶ to detect unmanned aircraft near air- and 212 model aircraft. It will also of- THE FAA WILL EVALUATE TECHNOLOGY ports under a Pathfinder program with developer CACI International. Testifying before fer customization and refurbishment services. the House Subcommittee on Aviation on Oct. 7, FAA Deputy Administrator Michael Whitaker says the technology will detect radio signals between the UAV and its operator within 5 mi. of an airport. Rep. Peter DeFazio (D-Ore.) says the CACI technology has been used by the military and can pinpoint the UAV operator. “It can force the drone Astra Signs With NAS to land, and track it back to the operator.” The system will be tested at airports in Virginia, he says. So far, the FAA has not released details of the technology. “This is an existing technology. We have not announced the location and time frame, but will shortly,” Whitaker says. “We will assess it in an operational environment without compromising safety.” Locating the operators of UAVs flying without permission in airspace around airports “is the biggest challenge we face,” Whitaker says. The FAA is receiving more than 100 pilot reports of UAV sightings a month, a five-fold increase over 2014. While the agency acknowledges the majority of reports may not involve potentially hazardous near collisions, “the trend in the data is pretty obvious,” he says. The CACI system “is one of several technologies we are looking at to detect drones,” Whitaker says.

Astra, an African fight support com- ▶ THE RECENT REBOUND IN USED-AIRCRAFT SALES and generally positive pany, has signed ground handling flight-activity figures from major markets bodes well for business-jet aftermarket provid- agreements with National Aviation ers, which are expected to see business grow more than 3% annually from 2016-25, ac- Services at Felix Houphouet Boigny cording to the recently released Aviation Week Intelligence Network “Business Aviation Airport, Abidjan, Ivory Coast. Under Fleet & MRO Forecast.” Business aviation MRO is projected to grow from $10.2 billion the agreement, NAS will provide the in 2016 to $13.9 billion in 2025 — a compound annual growth rate (CAGR) of 3.5%. The physical ground handling while Astra, 10-year demand will total $121.8 billion, split closely between four major spending cat- through its local company and of- egories. Engine and component work will each fces, will handle and coordinate cus- capture 27% of the market, with modifications tomer requests, along with managing the administration of payments for just behind, at 26%. Airframe maintenance is airport, handling, navigation and crew calculated to account for the remaining 20%. costs. (See related story on African The steady uptick will be driven by increased aviation infrastructure on page 26.) use of existing aircraft and an increase in new aircraft deliveries.

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▶ FOR TRAVELERS WITH A TRUE NEED FOR SPEED, Spike Aerospace is developing OneJet Fleet Expansion the supersonic Spike S-512 with a maximum cruise speed of Mach 1.8 and capability of taking 18 passengers from Los Angeles to Tokyo in 6 hr. at Mach 1.6. The aircraft is in development and an updated version was introduced by the Boston-based company in June. “We’re continuing to build the team, and we’ve started assembling a mockup,” Spike President and CEO Vik Kachoria says. A flying proof-of-concept aircraft is expected in 2017. A major change in the S-512 upgrade is a new wing with a modified delta design. It features a highly swept leading edge for better aerodynamic efficiency, reduced wave drag and improved flight performance at all speeds. The delta design, according to Spike, also allows engineers to eliminate the horizontal tail for an additional reduction in drag and weight. The aircraft is tentatively priced in the $80 million to $100 OneJet will f nalize its next f eet plat- million range. With a cabin length of 40 ft., height of form in the fourth quarter and has 6 ft. 2 in. and width of 6 ft. 2 in., it is similar in size to selected SkyWorks Capital for help in Dassault’s large cabin Falcon 7X with a 39-ft.-1-in.- structuring and closing the transac- long cabin, 6 ft. 2 in. of headroom and a width of 7 tion. OneJet f ies Hawker 400s light ft. 8 in. The S-512 will accommodate 12 to 18 pas- jets. The company conf rmed it will sengers. The windowless cabin is perhaps the most add light jet category aircraft capable remarkable aspect of the interior with embedded of carrying seven to eight passengers high-definition display screens taking their place. The up to 1,000 mi. OneJet will f nalize view on screens is provided via micro-cameras em- its selection in the next 4 to 6 weeks, bedded in the outer aircraft skin. Passengers will be and will expand at a rate of approxi- able to dim the screens for sleep or switch to a movie mately one aircraft per month from or one of many scenic images stored in the entertainment system. “We call it the Multiplex Digital January through the next three years. Cabin,” Kachoria says. “Fuselage walls [in today’s subsonic jets] are complex structures made even more complicated by the additional structures needed to support cabin windows,” explains Jet Aviation Gets FAA Kachoria. “Eliminating the windows allows us to simplify the fuselage design, reduce the STC for Challengers parts count and lower manufacturing costs. And the smoother exterior skin reduces drag and increases fuel efficiency.” Projected performance of the supersonic S-512 business jet includes a cruise altitude of 50,000 ft., range of 6,000 nm at Mach 1.6, maximum cruise speed of Mach 1.8, 6,000-ft. takeoff field length and a landing field length of 4,200 ft. Spike originally considered the Pratt & Whitney JT8D low-bypass turbofan to power the S-512, but while it pro- Jet Aviation St. Louis has received duced sufficient power, it also was too loud. Talks with engine manufacturers are now in the “very FAA approval for the Supplemental preliminary” stage for a powerplant in the 20,000-lb. thrust range. Kachoria says Spike is taking Type Certif cate (STC) for installation orders for the S-512 and has refundable commitments from two customers. of its Future Airspace Navigation Sys- tem for the Bombardier Challenger ▶ RED AVIATION, GEORGETOWN, TEXAS, HAS ACQUIRED DFW INSTRUMENT 604. Rockwell Collins developed the in Addison, Texas. Founded in 2001, Red Aviation pro- STC. vides parts and services for Bombardier Global, Chal- lenger, Learjet and Gulfstream business aircraft. DFW Instrument provides repairs of flight-critical instrument and equipment repairs to the business aircraft industry. It provides air data equipment, engine instruments, flight directors, horizon situation indicators, gyroscopes and other products.

▶ UNIVERSAL AVIONICS IN TUCSON, ARIZONA, has completed its second ground- testing round for software changes to support the integration of EFI 890H Advanced Flight Displays in the AS332 Super Puma helicopter, the company said. The EFI 890 H Primary Flight Displays (PFD) will replace the existing ADIs, HIS, airspeed indicators, altimeters and vertical speed indicators. Universal Avionics recently completed the installation of its UNS-1Fw Multi- Missions Management System and MFD-640 MultiFunction Display on a CHC Helicopter Airbus Super Puma aircraft.

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▶ New Design Studio FLEXJET AND ITS SISTER COMPANY, FLIGHT OPTIONS, will be recognized as at Pentastar a single carrier within its parent company, Directional Aviation, the National Mediation Board ruled on Sept. 30. But the brands and service offerings of both companies will remain distinct, Flexjet said. The ruling comes as Flexjet and Flight Options are growing. Flexjet, based in Dal- las, plans to hire more than 100 pilots over the next 12 to 18 months. Flight Options, based in Cleveland, which furloughed pilots during the 2008-2009 economic downturn, has also been adding pilots. With Pentastar Aviation, based in Wa- the additions, Flexjet and Flight Options will employ more terford, Michigan, is adding a new than 750 pilots. At the same time, Flexjet is accelerating aircraft interior design studio at the deliveries of new Gulfstream business jets and will have company’s site at Oakland County six G450s flying by year-end, it said. The accelerated International Airport, where it has deliveries are part of an order for up to 50 Gulfstream its headquarters. The addition of G450, G500 and G650 jets. In addition, Flexjet will add the new studio supports Pentastar’s the Embraer Legacy 450 midsize jet to its fleet. Deliveries will begin in 2016. After acquiring aircraft interior business. “With the Flexjet, Directional Aviation combined the operations with those of Flight Options in certain opening of this studio, our clients can areas, such as in using the same operating platform and combining owner service at the two meet our experts and touch and feel companies, the company said. It also eliminated the separation of Flexjet and Flight Options the high-quality materials we use to employees. “I am pleased by the National Mediation Board’s ruling that Flexjet and Flight bring aircraft cabin visions to life,” Options constitute a single carrier, which is something I have been working toward since the Chairman and owner Edsel B. Ford II day we acquired Flexjet,” said Flexjet Chairman Kenn Ricci, a principal of Directional Aviation. said. Industry forecasts predict that “Being recognized as a single transportation system allows us to bring a consistent set of the global market for aircraft interior work rules to both pilot groups . . . .” modifcation services could reach $17 billion by 2019. The trend is the ▶ supplemental type certificate for Future reason Pentastar moved forward to ROCKWELL COLLINS RECEIVED AN FAA build a dedicated interior design stu- Airspace Navigation Systems (FANS) 1/A upgrade for Pro Line 4 avionics-equipped Bombardier dio for its aircraft interiors operation, Challenger 604 aircraft. With FANS 1/A, Challenger 604 aircraft operators will have access the company said. to preferred wind-efficient transatlantic routes to save both time and fuel. The upgrade makes installation and training straightforward for operators by building Management Services Clarified on the aircraft’s current flight management system by Brown-Portman Bill (FMS) and control display units (CDUs), while incorporating a new communications management unit Sens. Sherrod Brown (D-Ohio) and provided by Rockwell Collins. For operators requiring Rob Portman (R-Ohio) have intro- SATCOM, Rockwell Collins does offer a solution that provides flight crews with reliable voice and duced legislation to clarify that air- data communications over all regions, including oceanic. craft management services are not subject to federal air transportation ▶ BUSINESS-AVIATION ACTIVITY REMAINS STAGNANT IN EUROPE, as a few taxes. The National Air Transporta- key markets show modest improvement while Italy and Turkey join already struggling Russia tion Association said it supports the on the list of countries where departures are down, the latest figures from WingX’s Business bill. The legislation is in response Aviation Monitor show. Europe recorded 72,182 business aviation flight departures in August, to a March 2012 IRS Chief Counsel down 1.5% year-over-year. Flight hours fell 3.4% in August. “Growth has once again stuttered in opinion which concluded that aircraft the European market,” WingX notes. Looking at specific markets, Germany’s departures were owners employing aircraft manage- up 4.1% YOY, while Scandinavia showed eye-opening growth, with Sweden up 16.5%, Finland ment services and allowing the use up 6.4%, and Norway posting a 3% increase. France was up 1.3% Meanwhile, Italy saw depar- of the aircraft for occasional charter tures fall 8.0%, Spain dipped 3.7%, the U.K. declined 1.6%, Turkey was off 8.9%, and Russia operations should assess the 7.5% plummeted 19.5%. “Overall, the core Western European market was just commercial ticket tax on amounts ahead this month. This growth [was] outweighed by declines in South and paid for management services. In May 2013, the IRS put the assess- East Europe,” WingX notes. The CIS region continues to fall, down 20% this ments on hold pending clarifcation. month. Turboprop and piston fleets showed increases. WingX notes that August flight connections with the Middle East “were well up” YOY, while transatlantic flights declined.

20 Business & Commercial Aviation | November 2015 www.bcadigital.com

IntellIgence

daher appoints exec aero as ▶ the consolIdatIon of fIxed tbM service center base operators (FBOs) is taking a giant step forward with BBA Aviation, the British owner of Signature Flight Support, recently announcing plans to acquire Land- mark Aviation from the Carlyle Group for $2.065 billion. The deal, announced Sept. 23, is a pairing of business aviation servicing giants since Signature already operated 133 bases and Landmark 68. Landmark also has a managed and charter aircraft unit whose fleet exceeds 100 aircraft. BBA Aviation CEO Simon Pryce calls the move “strategically and financially compelling” and allows Signature to “materi- ally expand” globally. Maria Sastre, Signature’s president and COO, called the acquisition “a strategic fit” and “one of the most significant acquisitions in the business and general aviation industry. We look forward to welcoming the Landmark team to the Signature family Daher has appointed Exec Aero at Orlando Executive Airport as the TBM once the transaction is approved and closed.Ó Meanwhile, Adam Palmer, the managing direc- service center serving TBM aircraft tor who heads CarlyleÕs Global Aerospace, Defense and Government Services group, praised customers based in Central Florida Landmark President and CEO Dan Bucaro and his team for creating Òone of the worldÕs premier and visitors to the area. Exec Aero FBO networks and largest managed aircraft fleetsÓ while under the Carlyle banner. Thomas Hen- was created by former employees of dricks, president of the National Air Transportation Association, which represents FBOs, along Flight Express, a cargo and courier with charter operators and fuelers, says that the increasing efficiency and range of business jets company and a FAA Part 135 car- are factors in the consolidation movement and that Òthe flowage of Jet A is kind of driving this.Ó rier. Exec Aero is near the SimCom Meanwhile, competing independents complain that their big chainsÕ economies of scale in fuel training center, which provides TBM purchasing and discounting for regular customers at the multiple locations give them a big edge training. in the marketplace. Many well known names have sold out and exited the market altogether as a result. If the deal survives antitrust scrutiny by regulators, it could close in 2016. fsI to add two caravan ▶ agUstaWestland has certIfIed simulators In Wichita center Its Limited Ice Protection System (LIPS) on its AW189 super-medium, twin-engine helicopter. But the clearances, announced by the company Sept. 29, will not allow helicopter operator Bris- tow from beginning search and rescue duties in the U.K. with the aircraft until a full ice protection system (FIPS) is introduced, which AgustaWestland hopes to certify next year. The AW189 was chosen, along with Sikorsky’s S-92 by Bristow, as the preferred platforms following the U.K. Department for Transport’s decision to select the company in 2013 as the operator for helicopter search and rescue services from 10 bases around the U.K. Several bases have already stood up, but the AW189 has not been introduced to service. Instead, the company FlightSafety International said it is is using Sikorsky S-92s and an interim fleet of four AgustaWestland AW139s. In an emailed adding two Cessna Caravan Level response, Bristow Group said it was continuing operational evaluation of the AW189 and that D qualifed simulators at its Wichita the aircraft will enter service once it is complete and crews are trained. But the AW189 issues East Learning Center. One of the are creating a headache. The operator told investors on Sept. 28 that it was having to spend simulators will be equipped with Gar- an additional $113 million on an extra three S-92s. AgustaWestland says that the LIPS system min G1000 avionics. The other will be permits flight within a known and defined envelope of icing conditions such as those typically equipped with Garmin G600 avion- found in the North Sea. The LIPS system is available as an option on the aircraft and includes ics. Training is expected to begin in ice detectors, a super-cooled larger droplet (SLD) marker, ice accretion meter and heated wind- January 2016. FlightSafety will also shield. The system does not require heated rotor blades and associated equipment, while the provide courses for technicians who engine air intake heating system is already incorporated into the standard AW189 helicopter. service Caravan aircraft. The Wichita The AW189 equipped with LIPS retains the performance and procedures for so-called Cat East Learning Center has 18 simula- A single engine operation and has only limited restrictions in terms of low temperature and ice tors for Textron aircraft. presence during instrument flight rule operations.

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Questions for David Rimmer

1 JFI has grabbed attention for flights into Cuba. An important market? Rimmer: There are few occasions in this business to pioneer a new market. I see Cuba as a huge opportunity and offering flights there was among my first initiatives in this position. I believe there’s pent-up demand and interest among Americans David Rimmer about Cuba, and thanks to the Pope’s well-publicized visit there, the curiosity level President, JFI Jets is even greater now. Damon Danneker, our director of operations, obtained all the Farmingdale, New York; necessary approvals from the various federal departments — Transportation, Trea- Long Beach, California; and West Palm Beach, Florida sury and State — and figured out how to get trips authorized. As of October, we email: [email protected] had flown three trips, had three more booked and others in the pipeline. Currently, licenses to travel there are restricted to certain mission categories such as media, New York native Rimmer cultural exchanges and such, but that will change in time. developed two passions by his mid-teen years: broadcasting 2 How else can you differentiate from the big operators? and aviation. While still in Rimmer: We just agreed to acquire ACP Jets, a well-respected Palm Beach opera- high school, he pursued the tion, which increases our fleet to 17 jets, ranging from Hawker 800XPs to a G450. former and, after college, rose That raises us to the second-tier level of operators but still well below the 100-plus through the executive ranks in fleets of EJM and Landmark, soon to be Signature. While some customers think the commercial radio business bigger is better, and there are some advantages that come with large size, a bou- until ultimately owning his tique operation like ours can offer a higher level of passenger attention than can a own station in Jacksonville, goliath. And while the big operators can realize economies of scale, they’re not shy Florida. Then in his early 40s, he decided to satisfy about charging a lot for their service. On the FBO side, if the big chains start show- his second yearning, joining ing favoritism, we get to vote with our feet, or wings, and go elsewhere. Competition this magazine as a news and keeps everyone honest. feature writer and immersing Charter brokers: a bane or a blessing? himself in the world of aviation. 3 Following a successful stint as Rimmer: We do a lot of work with brokers. They’re essentially sales organizations a wordsmith, he combined his and I think they do a better job of generating business than most operators can do professional experiences to on their own. Some brokers are perceived as commoditizing our business, making enter the aircraft management all aircraft and operations seemingly equal, but knowledgeable customers under- and charter industry, rising to stand the difference. After all, you wouldn’t select a surgeon just based on price. the presidency of ExcelAire, Operators who don’t want to work with brokers would be well advised to rethink that a Long Island operator later strategy if they hope to continue in business. acquired by Hawthorne Global Looking back nearly a decade, what lessons did the tragedy in Brazil provide? Aviation. Notably, and sadly, in 4 2006, he was a passenger on Rimmer: I support the NTSB’s conclusions that the primary cause of the accident a delivery flight of an ExcelAire was an air traffic control failure and that ATC could have prevented it. That said, Legacy that collided with a Gol when planning an international trip, especially to a place with known ATC issues, 737 over the Amazon, a tragedy I strongly suggest having a native speaker aboard. Yes, English is the language of drawing international attention. aviation, but a native speaker can help alleviate any inadequacies a controller may This past January assumed his have in communicating. current position at JFI Jets. He is a private pilot. As for communicating, is it harder to sell a charter package or write a feature 5 for BCA? TAP HERE in the digital edition of BCA to hear more from Rimmer: Without question, writing a feature. Just ask Jessica [Salerno, BCA’s this Interview or go to executive editor] about how I did meeting deadlines. AviationWeek.com/FastFive

24 Business & Commercial Aviation | November 2015 www.bcadigital.com The most spacious cabin in its class.

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Assessing Africa’s Aviation Infrastructure Operating in the interior of Africa can be challenging, but the continent’s aviation infrastructure is slowly catching up with the 21st century

BY DAVID ESLER [email protected] BART GAULT

26 Business & Commercial Aviation | November 2015 www.bcadigital.com light crews in the developed world often precision approaches, near-real-time weather take their ever-advancing ground- and sat- and good airports, among other things. Then, ellite-based support network for granted, too, coming soon are ADS-B and controller/pilot including positive control airspace over- data-link communications (CPDLC) texting, both Fseen by highly trained air traffic controllers, of which ultimately will replace radar and dras- reliable radio communication, radar coverage, tically reduce radio comm and, thus, frequency GPS and performance-based navigation (PBN), congestion. ISTOCK/MTCURADO It seems hardly a day goes by without Sub-Saharan Africa that includes the emergence of a new digital elec- Mauritania, Mali, Niger, Chad and the tronic aid or satellite-based aeronauti- Central African Republic due to the cal procedure designed to make flight infrastructure in general.Ó Language crewsÕ jobs easier and more safe. Bring barriers can also be a problem, as many it on. of these countries are former Gallic But enter the Third World, and much colonies where the national language of this cutting-edge infrastructure goes remains French. Visiting operators away. This is especially true in large should note that in non-English-speak- areas of Africa, representing one of the ing countries, controllers are taught last great frontiers in both aviation and ICAO PANS-OPS procedures and learn mainstream infrastructural develop- appropriate English phrases, calls and ment. The vast continent Ñ at more responses by rote. Thus, operators than 30 million sq. km (11,583,065 sq. should be up on ICAO procedures and mi.), the second largest on the planet Ñ be mindful that, if they deviate from is today a checkerboard varying from standard phraseology, controllers the most modern aviation-support wonÕt understand them. equipment, facilities, and services to levels of infrastructure, competence Minimal Radar Coverage and services reminiscent of the 1940s, or earlier, in the West. Leaving Tanzania, flying west to Kin- According to users, the best infra- shasa in the Congo, Òyou lose commu- structure in Africa can be found in nication and thus ATC once you pass the arid north (Morocco, Egypt), sub- Uganda,Ó she continued. ÒYouÕre on your Saharan west (Senegal, Guinea, Ivory own until contact with the tower in Kin- Coast and Ghana), in some states along shasa. Also, flying north or south over the eastern coast (Kenya, Rwanda, Angola [on the Atlantic side of Africa], Tanzania) and in the extreme south Control tower at Lalilbela Airport (HALL) itÕs difficult to raise ATC.Ó The best (Republic of South Africa, probably in the Amhara region of northwestern strategy in these parts of Africa is to the cream of the crop). In the African Ethiopia. monitor 126.9 MHz and employ IATAÕs interior, however Ñ particularly, the Inflight Broadcast Procedure (IFBP) Central African Republic and the Re- northern and southern extremes of the to radio position reports and exchange public of the Congo Ñ itÕs a different massive continent, Carole Couchman, PIREPs with other aircraft. (More on story, where radar coverage is nonex- senior technical officer for the Inter- that later.) istent and radio communication spotty national Federation of Air Line PilotsÕ All of Tanzania enjoys radar cover- at best. As business aviation pilot Mark Associations (IFALPA), identified East age, Òand when itÕs working,Ó Mashibe McIntyre describes, thatÕs where a jet Africa as an area Òwhere you start to said, ÒitÕs really good.Ó But to the west crew can fly for more than 2 hr. and see problems, and some of it is related and south beyond the countryÕs bor- never hear an ATC radio call or be able to local political situations that have ders, coverage stops. ÒNo one can see to raise a control center. And where an effect on aviation and how it is run.Ó you [there], and so they wonÕt talk to airliners, business jets and military Nevertheless, Couchman pointed out, you,Ó Mashibe claimed. To the north aircraft operating in the flight levels air traffic managers there Òtry hard in Kenya, she rated radar coverage as essentially provide their own separa- to give a good service and provide re- good; same for the Republic of South tion by radioing position reports on a sponsible radar and comm where they Africa, Òespecially around the larger discrete frequency using a voluntary have it.Ó And that last phrase sums up cities.Ó She also cited Egypt Ñ 2,000 sm. procedure devised decades ago by the the infrastructural deficit that inflicts to the north of Tanzania Ñ as having International Air Transport Associa- many African states and specific areas reliable radar service around its larger tion (IATA). within them. cities, e.g., Cairo, Luxor, Alexandria and Acknowledging that the most mod- Observed Susan Mashibe, CEO and Sharm El Sheikh. ern aviation infrastructure exists at the founder of Via Aviation in Dar es Sa- Weather forecasting in Africa tends laam, Tanzania, and Africa regional to be spotty as well, depending on where Pothole on ramp at a principal Nigerian lead for the NBAA International Op- you are. ÒItÕs difficult to get terminal airport. Rough runways and potholed erators Committee, ÒWe still strug- area forecasts,Ó Mashibe, an active taxiways are common at Nigerian fields. gle to communicate in a band across private pilot, admitted. ÒYou can get www.bcadigital.com Business & Commercial Aviation | November 2015 27 Leopold Sedar Senghor International Airport (GOOY) in Dakar, Senegal, is a OPERATIONS well-equipped gateway to Western Africa.

METARs but not a terminal area fore- Mente LLC out of Seattle on periodic cast.” Her advice is to get your weather trips to Africa and has had many oc- briefs early so you can at least antici- casions to sample the aviation infra- pate what you’re going to encounter. structure on the continent. “There are “And talk to other aircraft to see what ILSs,” he said, “but no WAAS or LPV in they are experiencing. You will find Africa. EGNOS [European Geostation- ATIS only at the big airports, but the ary Navigation Overlay Service, the smaller airports will not give you any transit is high. In addition to surveil- Euro equivalent of SBAS] extends only local weather at all. It can be very scary lance radar, these airports tend to be into the periphery of Northern Africa.” sometimes, going in without knowing equipped with ILS approaches and of- McIntyre rates control towers as “gen- the weather, very dangerous.” fer adequate facilities. But at smaller erally good,” but urged operators to A general rule of thumb in Africa is fields, nonprecision VOR and NDB ap- always check their operating hours. “If that the large international airports — proaches persist. ADS-B/CPDLC is a you’re going in at night, make sure the the ports of entry (POEs), especially promise on the horizon and reportedly tower is open or arrange for overtime, in countries that encourage tourism ground stations have been installed in if you can, and always stick to ICAO and attract a lot of traffic from abroad some countries, but Mashibe claimed standard phraseology because the con- — tend to be well equipped with radar “the pilots tell me that actually it is not troller may only know a few words of coverage, precision approaches and responding. You can send a message English,” he advised. weather reporting. The same is often but will not get a response.” There are some LNAV/VNAV ap- true for fields serving capital cities, Mark McIntyre, cited earlier, cap- proaches available on the continent, “so where both domestic and diplomatic tains a Bombardier Global Express for you can generate your own glideslope ‘The Next Big Development’ As Wynand Meyer, director of UAS International Trip Sup- Improving airport infrastructure to serve this influx of busi- port’s Africa division in Johannesburg puts it, “Africa is the ness is part of the overall infrastructural renaissance. To es- next big development,” as it’s the last continent still fresh for tablish stronger hubs attracting large carriers and business modernization of its infrastructure — mainstream as well as jet operators, East African governments are upgrading and ex- aviation. panding their international airports to handle more passengers “There’s a lot of knowledge coming back into Africa, educa- and provide better services. These include: tion is increasing, and things look good for the future,” he told ▶Kenya. Nairobi’s Jomo Kenyatta International Airport (HKJK) BCA. “And so with heightened development, it is assumed has been undergoing a major expansion since 2006, with new there will be improvements in aviation infrastructure like the Terminal 1A opened in 2014 while renovation of the original new airport in Kenya.” terminal continues. A new runway is promised “before 2020.” Growth in Africa is being driven by huge amounts of foreign Meanwhile, a prefabricated temporary terminal was opened investment, especially from the People’s Republic of China in May for use by regional airlines and general aviation. It will (PRC), and by oil extraction in Nigeria and the recent discovery remain in place until 2017 when the upgrade of the original of vast deposits of oil and natural gas in East Africa. Addition- terminal is expected to be completed. ally, African states and regional organizations are cooperating Plans are underway to subsequently build a dedicated busi- in the development of all types of communications and trans- ness and private aviation terminal; however, financing is yet portation infrastructure to link countries and population cen- to be arranged. Further, the regional airport at Isiolo (HKIS), ters and promote trade and economic cooperation. The rapid about 200 km (124 sm) north of Nairobi, is being upgraded to economic development, especially in East Africa — notably in international status, including an extension to its single runway Kenya, Ethiopia and Rwanda — is prompting an influx of inves- (16/34), bringing it 8,200 ft. tors from both Asian and Western countries. ▶Ethiopia. Addis Ababa Bole International Airport (HAAB), In addition to improvements to airports, some of these in- upgraded only a decade ago, has plans for a new, larger frastructure projects include a new seaport on Lamu Island terminal. off the northern coast of Kenya, a major highway and pipeline ▶Rwanda. Kigali International Airport (HRYR), extensively through Ethiopia connecting the Lamu port with Juba in South upgraded with construction finalized in May 2014. Sudan, and construction on the Blue Nile in Ethiopia of what ▶Tanzania. It will upgrade Dar es Salaam Julius Nyerere will be the largest dam and hydroelectric plant (6,000 mega- International Airport (HTDA), including construction of a watts) in Africa. According to UAS flight planners — Meyer business and general aviation terminal. Additionally, regional claims to have 35 of them on the payroll in nine locations on airports at Songwe, Mwanza, Mtwara, Kigoma, Bukoba, the continent — Africa is currently undergoing the largest eco- Shinyanga, Tabora, and Mafia are scheduled for upgrading. nomic and construction boom since the end of World War II. Meyer also cites significant improvement in aviation

28 Business & Commercial Aviation | November 2015 www.bcadigital.com Originally, the runway at Maun International Airport (FBMN) in Botswana was the main street in town. Today, it’s a 6,561 ft. dedicated strip at 3,093 ft. elevation. via charts that specify the minimum descent altitudes,” McIntyre said. ISTOCK/ACHIMPRILL NOTAMs are available for the larger airports, but again, it’s a good idea to verify with the operator’s handler anything that might interfere with the conduct of the trip, like operating hours, lighting, CNS and fuel availability. “You was no METAR or ATIS available, so he will begin training for a first officer really have to rely on your handler,” he we used a weather app on our smart- position at Delta Airlines. said. phone en route to get weather from a “For our ambassadorial operation, commercial weather provider.” we had to contend with a lot of restric- There’s an App for That John Koon had one of the more inter- tions, as they do not meet the TERPS esting postings in Africa. Assigned to standards that we do,” Koon told While weather forecasting is commonly the U.S. Embassy in Accra, Ghana, for BCA. “There may be obstacles in your available at the big international air- three years, Navy Commander Koon cleared airspace, so we were restricted ports, flight crews may not find it at the piloted a Beech C12 (the militarized to VFR in those cases. It behooves ev- smaller ones. For operators with Wi- King Air 200), flying the American am- eryone to understand that you do not Fi-equipped business jets (like Mente’s bassador “everywhere from Morocco have absolute sanctity of airspace on Global), McIntyre offered an interest- to the Congo.” During the tour, after approach. In most cases, there were ing tip. “We went into Lilongwe, Ma- which he retired from active duty, Koon no [controller or pilot] errors, but in lawi, last week,” he said, “and there logged 900 hr. flying in Africa. This fall some there were. No one oversees [the

infrastructure in Nigeria, both in ATC equipage and airdrome With the election of President Olusegun Obasanjo in 1999, improvement. Nigerian airspace was once considered “notori- airport security was improved, and early in the last decade, ous,” with pilots often complaining of having to fly blindly due the Federal Airports Authority of Nigeria (FAAN) mapped out to obsolete and poorly maintained radar and navigation aids. an extensive renovation program for its principal airports, with This led to Nigeria amassing one of the worst accident records the aim of having 22 of the fields remodeled by 2015. Report- on the continent. In response — and no doubt “encouraged” edly, however, the effort has somewhat stalled over difficulty by the country’s oil industry and revenues therefrom — Nige- attracting private investment to underwrite the program, as rian Airspace Management Agency and Thales ATM signed a lenders have insisted the airports be privatized. (Neverthless, contract in 2003 for 66.5 million euros to cover a complete Bart Gault, who captains a Bombardier Challenger 604 based overhaul and modernization of the country’s at Nigeria’s capital Abuja, told B&CA that surveillance radar system with the goal of the government has been closing the air- achieving total radar coverage of the state. “There’s a lot of port [Nnamdi Azikiwe International, DNAA] The project principally comprises four knowledge coming on some weekends to make improvements primary and nine secondary surveillance on its single runway [4/22].) radars interconnected through a VSAT net- back into Africa, Meanwhile, the government remains un- work to cover the following stations: Lagos, willing to relinquish control of the airports, Kano, Abuja, Port Harcourt, Ilorin, Maiduguri, education is increasing, allegedly for security reasons but more Talata-Mafara, Numa, and Obubra. Work and things likely due to the possibility of job losses if commenced in 2006, and currently, all sites the facilities are privatized. Nevertheless, are fully operational. look good for Meyer and UAS report that the Nigeria Nigerian airports, likewise, have earned legislature is considering a bill intended to a reputation among the lowest in Africa in the future.” increase private sector participation in the terms of condition, facilities, security and construction and maintenance of airports safety even though two are ranked among as well as their potential privatization. the top 10 on the continent in terms of pas- Elsewhere, the Internet has opened senger volume. The safety, crime and corruption situation be- Africa to the world, offering conveniences to travelers. “For a came so serious at Lagos Murtala Muhammed International recent trip to Abidjan in the Ivory Coast,” Meyer said, “I found Airport (DNMM) by the early 1990s that the FAA temporarily that I could do my visa application online before leaving, and suspended air service from the U.S. to Lagos. Not only were it was waiting when I arrived. The process is all-electronic, you passengers being harassed and attacked by criminals in the get your confirmation, and when you arrive, your visa is wait- terminal, but also gangs were hijacking airliners on ramps and ing. Sometimes we look at these countries and are surp rised taxiways to shake down passengers and steal freight. with what they do have.” BCA

www.bcadigital.com Business & Commercial Aviation | November 2015 29 OPERATIONS

controllers], there’s no coordination probably be flying into a capital city The largest air navigation service between agencies, no oversight.” where there’s an ILS.” provider (ANSP) in Africa is ASECNA Most of the airports Koon accessed (L’Agence pour la Sécurité de la Navi- on his tour have been improved, with The ATC Conundrum gation Aérienne en Afrique et à Mada- RNAV approaches at the big cities, gascar, or Agency for Aerial Navigation plus “in the middle of the Congo,” Now we turn to the subject that tends Safety in Africa and Madagascar). there are either GPS overlays for NDB to stimulate the most conversation Headquartered in Dakar, it manages approaches or published RNAV ap- when pilots with Africa experience 16.1 million sq. km of airspace covering proaches. congregate: the quality of air traffic six FIRs: Antananarivo, Brazzaville, But he added this warning: “In Af- control on the continent. According to Dakar Oceanic, Dakar Terrestrial, rica, no one polices the obstacles, for McIntyre, probably the most important N’Djamena and Niamey. This immense example, a cell tower that goes up into fact to bear in mind when entering Af- territory larger than Western Europe the airspace with no announcement of rican airspace is that separation is only — eclipses 17 francophone states: Be- its presence — or if there is, it’s not en- as good as the ability to communicate nin, Burkina Faso, Cameroon, Cen- forced. So take every approach proce- with ATC and know what’s going on tral African Republic, Congo, Ivory dure with a grain of salt. Talk to other around you. Coast, Gabon, Guinea Bissau, Equato- pilots who’ve been there recently to “There’s positive control airspace rial Guinea, Mali, Mauritania, Niger, know what to look out for. If you can’t, in the flight levels, and the transition Senegal, Chad and Togo in Western add a couple hundred feet to your level varies by country,” he said. “Fly- and Central Africa plus the Comoros minimums.” ing through portions of Central Africa, Islands and Madagascar off the south- Surprisingly, Koon claimed, most you can be out of communication for an eastern coast of Africa. In addition to of the time low-IFR conditions are hour or longer on HF, which tends to be ATC services, ASECNA also admin- rare (at least in the areas of Africa he pretty bad in terms of quality. There is isters international NOTAM offices plied). “I almost never shot approaches some VHF comm out there, but it can at Dakar and Brazzaville for Western to minimums in Africa. Frankly, most be just as bad as HF. Often, this is due and Central Africa and Antananarivo obscuration is in the north where there to poor equipment.” But a solution may in Madagascar for the island members. are dust storms, and even then, you’ll be in the works — read on. In February 2015, ASECNA signed

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30 Business & Commercial Aviation | November 2015 www.bcadigital.com Senegal’s capital, Dakar, is the westernmost city on the continent of Africa and the headquartes for the ASECNA air navigation service provider that managers six FIRs covering 17 states. a memorandum of agreement to col- laborate with Aireon LLC in the U.S. in a study of the feasibility of employing Aireon’s proprietary space-based ADS-B system in its airspace. Given the vastness of ASECNA’s territory and the difficulty of installing surveillance radar in rugged terrain like the jungles of Central Africa where electrical service and even roads are largely nonexistent, a satellite-based ADS-B service offers intriguing possibilities – everything else in Africa, most govern- money is supposed to go into aviation a literal leapfrogging over aging legacy ments are cash-strapped.” And noting but it doesn’t always get there.” technology into the 21st century. And that the necessary area of coverage Nevertheless, Koon is convinced that adding the CPDLC component would “is huge and sparse” compared to the ASECNA does provide useful services, be, in McIntyre’s words, “a fantastic U.S. or Europe, Koon believes “it’s an including weather. “In the capital cit- alternative to HF.” aggressive goal for ASECNA to do ies, they’ll have a modern airport, and

But Koon, the former diplomatic pi- ADS-B.” ASECNA will have a big office with ISTOCK/DEREJEB lot, is skeptical. Assuming ASECNA’s Another Africa observer who asked weather, but TAFs, satellite photos and member states would have to bear the for anonymity put it this way: “I have winds aloft is the extent of what you’ll lion’s share of the cost to support the yet to understand the financial as- get. The sat shots are the most reliable Aireon service, he observed that “like pect of Africa and how it operates; the in terms of knowing what’s going on.

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www.bcadigital.com Business & Commercial Aviation | November 2015 31 OPERATIONS

Usually they’ll have NOTAMs for every airport in the country [whose airspace IFALPA in Africa they’re responsible for] and tempo- The International Federation of Air Line Pilots’ Associations (IFALPA) claims to rary flight restrictions. If you’re flying represent more than 100,000 pilots among nearly 100 member associations and from a capital to a smaller city, sometimes there’ll be a place to file if it has a unions, 16 of which are based in Africa. As hundreds of airline pilots in these mem- tower. Otherwise they won’t even have ber groups operate within or to and from Africa, IFALPA has long maintained a stake a tower, and you’ll be on your own get- in both safety and the improvement of aviation infrastructure on the continent as ting in and out of there.” epitomized in this statement posted on its website (www.ifalpa.org): Couchman at IFALPA also gave “IFALPA, in late 1996, publicly made an issue on safety in the skies over Africa. ASECNA good marks for trying hard under challenging circumstances. This move spurred an international effort to improve safety and modernize the “They are very good generally and management of African airspace. In response to the concerns highlighted by the participate in a lot of ICAO meetings. South African pilots, IFALPA formed a European/African (EUR/AFI) working group, But sometimes they think things are which tasked a group of carefully selected pilots to formally record any and all better than they actually are. On the shortcomings and deficiencies encountered during operations in African airspace. other hand, it’s a very difficult job in that area [francophone Africa]. ADS-B What evolved was a comprehensive database of general, en route, terminal area is coming to Africa slowly but surely, a and aerodrome problems that existed in Africa.” BCA great innovation. It’s done wonders for When ATC Is Overwhelmed

Former Naval aviator John Koon spent his last tour on active duty assigned to the U.S. Embassy in Accra, Ghana, where he flew the American ambassa- dor throughout West and Central Africa in a Beech C12 (King Air 200) where he had plenty of opportunities to assess the quality of ATC and competence of controllers. From his experience, Koon warns business aviation operators visiting Africa to be aware that in some areas poorly trained, overworked and under- equipped controllers can be quickly overwhelmed when their airspace — particularly in terminal areas — be- comes congested, especially in bad weather. His advice is to be hyper-alert, flexible and willing to intervene on the radio if a situation appears to be cas- cading out of control and safety is com- promised. Here, in Koon’s words, is an example of such a scenario, which took place at Conakry International Airport (GUCY) in Guinea as several aircraft were stacked up in holding for the ILS Runway 06 approach. “We had been put in holding at the IAF, BILAM, at 3,000 ft. because an WIKIPEDIA Air France B777 had just been cleared Former U.S. State Department pilot John Koon tells of a bad day in hard IFR over for the ILS 06 approach starting from Conarky, Guinea.

32 Business & Commercial Aviation | November 2015 www.bcadigital.com Australia and can only bring benefit off very well because the controllers at Congo, they are more flexible, which to Africa.” the smaller airports can’t see the traf- is good because the country’s so large fic,” Koon continued. “There are not the and the comm is so bad there.” Over TCAS Is Your Best Friend same controller standards as we have the jungles of the Congo, Koon and his in the U.S. They won’t give you traffic copilot communicated via HF on 8992 Operating in Africa generally, Koon calls even if the aircraft are uncomfort- Hz to announce their position or inten- pointed out, “Even in radar coverage, ably close . . . so you have to take the tions in the event they had to divert off the level of competence [of controllers] initiative [to maintain separation] your- the airway they were flying. “There is not what you would expect in the self. Sometimes we’d call ATC and ID a were lots of weather deviations for us West. If you have TCAS, that is your plane off our wing, and the controller in a turboprop.” best friend. Even then, many times in would say, ‘Don’t worry, I can see him.’ Speaking of aircraft with propellers, radar coverage, we had to call to the But it would have been nice to have had “There are a fair amount of turboprops aircraft in front of us, as the control- an advisory anyway.” flying around in the ‘20s’ and a lot of lers were overwhelmed or distracted. And en route, Koon reminisced, United Nations planes down below Had we not done that, we would have “Some countries’ controllers are very that in the ‘teens, ’” Koon advised. “In gotten a TCAS advisory.” dogmatic that you stay on the airways. West and Central Africa, there is a lot And at the smaller airports, control- Mali, for example, will not give short- of movement by U.N. contractors op- lers won’t have access to the radar pic- cuts, and you have to fly the whole air- erating unpressurized aircraft like a ture enjoyed by their counterparts at way or procedure, so for fuel-planning version of the Czech LET L-410 plus the larger ones. “So they do not hand purposes, plan accordingly. In the pressurized Beech 1900s, ATRs and Soviet-era Antonovs. You see some pretty cool airplanes traipsing around BILAM at 2,000 ft. Because of the in before the thunderstorms do.’ ATC there.” prevailing southwest winds, they re- replied, ‘Air France, he is right, climb to And a sobering thought to keep in quested to circle to Runway 24 for 8,000 ft. on a heading of 120, report mind if you’re headed to East or Central Africa for the first time: “Even if you’re landing. While they shot the approach, reaching.’ The rest of us made it in just flying into a capital, if it’s bad weather we had two Beech 1900s arrive, which fine, [as] we didn’t have to circle. Air and the airspace is crowded, the con- were put in holding above us while France ended up diverting to Freetown, trollers can quickly be overwhelmed,” thunderstorms approached from the Sierra Leone, I think, because we never Koon warned. “Often, the approach north and west. saw [the B777] on the ramp. structure doesn’t lend itself to dynamic weather. If one guy executes a missed “The Air France flight called field in “The point of the story is that ATC approach, it causes a lot of trouble. In sight and started to circle, so Conakry easily gets overwhelmed in situations Conakry, Guinea [GUCY], you can only approach cleared us to 2,000 ft., and where busy airspace and dynamic shoot the ILS to Runway 6, and often the aircraft above us to 4,000 ft. and weather can make for tricky situations,” the winds out of the southwest require 6,000 ft. The Air France flight then Koon said. He also noted two other you to circle to land on Runway 24. You may have to take matters into your own called missed approach and requested potential trouble spots where visiting hands if the controllers get behind the clearance to BILAM at 2,000 ft., which crews need to be alert: situation.” (See “When ATC is Over- Conakry approved. We noted the loom- ▶Kinshasa, Democratic Republic of the whelmed” sidebar in which Koon re- ing conflict and reminded ATC that we Congo and Brazzaville, Congo Republic, counts such an incident.) were at 2,000 ft. at BILAM; the control- as the two capitals sit directly across Another infrastructural limitation in these regions — particularly in the ler said we should be at 3,000 ft., but the Congo River from each other, and Central African Republic and the Dem- [the pilot of] another plane interjected their airports — respectively, Ndjili ocratic Republic of the Congo and the ‘No, you cleared him to 2,000 ft.’ At International (FZAA) and Maya-Maya Congo Republic — is the lack of land- any rate, we climbed to 3,000 ft. and International (FCBB) — do not line communication between ATC cen- waited. We had plenty of fuel, but the necessarily coordinate departure and ters and other facilities, inhibiting the exchange of information. guy at the top of the stack notified ATC arrival flight paths. Bart Gault, chief pilot at charter/ that he was 10 min. from declaring ▶Abuja, Nigeria, where controllers are management provider JedAir in Abuja, emergency fuel. known to clear VIP departures directly Nigeria, explained the cumbersome “The Air France flight shot the sec- into the active approach corridor of procedure controllers have devised to ond approach — we were not cleared opposing traffic without notification, facilitate handoffs between sectors and FIRs. to descend this time — and for a sec- resulting in traffic advisories (TAs) “There is no system for exchange of ond time, after circling, [the B777 and resolution advisories (RAs) on the information between sectors,” Gault, declared a] missed approach, again re- TCAS. “It behooves pilots to listen on who also flies a Bombardier Challenger questing direct BILAM at 2,000 ft. We the radios, watch TCAS and anticipate 604 for a private owner, told BCA. jumped in on the radio and said, ‘No, what ATC is going to try to do to mess up “Leaving Lagos, there are no handoffs BCA — you have to make contact with the he’s had his turn, we need to make it your day,” Koon advised. next station, then reestablish contact with the previous one to inform them www.bcadigital.com Business & Commercial Aviation | November 2015 33 OPERATIONS

you were able to raise the second one. You give position reports en route like in the old pre-radar days here, specify-

ing aircraft ID, position, altitude and ISTOCK/ACHIMPRILL estimate to the next fix or destination.” Further, operators — and this includes the airlines, too — can wait up to 15 min. to raise a controller at some primary airports because there’s so much radio congestion. “You wind up assist- The small city of Maunis is the tourist center of Botswana and its airport (FBMN) hosts a ing pilots of other aircraft or relaying number of charter companies operating piston-powered singles and light twins. their calls when they cannot reach controllers,” Gault said. “In all honesty, cellphone, which has evolved as the plans in Africa,” Couchman said. “You the controllers try to do a good job, but primary form of ground-based com- make the first call to the FIR, and they there is no transfer of information from munication. “I carry two Nigerian cell- will ask for a lot of information, and sector to sector — it is all isolated.” phones everywhere I go,” Gault said. if you say it’s on the flight plan, they Then there is overlapping airspace “With the advent of cellphones, this is might say they never received one. It and comm, “and at certain airports, how ground comm takes place in Af- could derive from dispatch errors or you may wind up talking to several dif- rica now.” sometimes the systems go down or ferent controllers at the same time,” The deficiency in ground commu- sometimes [the flight plans] just disap- Gault said. The lack of an extensive nications may contribute to another pear.” Reportedly, the African Regional landline telephone system is being problem: lost flight plans. “We do from Monitoring Agency, set up originally rectified by the introduction of the time to time experience missing flight for RVSM, is tracking this and does check into lost flight plans when it is so informed. Most countries are now are accept- IATA In-Flight Broadcast Procedure (IFBP) ing Internet-based flight plans, Koon said — with a qualification. “Some- Revised: 23 Jan 2014 times in the ASECNA countries, they will have the plan but will check to see 126.9 MHz if you owe [nav] fees, and if you haven’t Route FIRS paid them, they’ll cancel the plan and “All stations, Traffic Information” Wpt: ______1. ______“N______in the ______FIR.” Airway: ______2. ______make you re-file. Get used to the frus- “FL_____” Wpt: ______3. ______trations. ‘It’s right there,’ you’ll say, “Southbound on the ______( Airway.)” Airway: ______4. ______pointing to the computer display. ‘No,’ “Estimate ______at ______(UTC)” Wpt: ______5. ______they’ll answer, ‘I need the paper.’”

“N______” Airway: ______6. ______IATA/SOI/AFI “FL_____” Wpt: ______7. ______“In the ______FIR.” Airway: ______Wpt: ______Airway: ______Wpt: ______Airway: ______Wpt: ______Airway: ______Wpt: ______

When To Broadcast: 1. 10 minutes before entering an FIR within the IFBP Region. 2. ASAP after taking off from an aerodrome within the IFBP Region. 3. 10 minutes prior to crossing an airway or waypoint. Crew may exercise discretion to omit closely spaced repetitive IFBP reports. 4. Not less than 20 minutes intervals. 5. Before a change in FL. 6. At any other time considered necessary by the crew.

Notes: FIRs in Central Africa where the IATA 1. Since the purpose of the IFBP is allow converging aircraft to take appropriate evasive action, In-Flight Broadcast Procedure is I think it makes sense to broadcast the report at least a couple of minutes prior to reaching recommended. a Waypoint. This would allow the crew to maneuver as required to avoid another aircraft converging on the same waypoint. 2. If you have several waypoints only a short distance apart, it’s OK to provide estimates for several Don’t Diss the Controllers waypoints in the same report. For example: “Estimate position OXNUS 0145, estimate E DMEW 0149, estimate ADLOT 0153, and estimate ROGTO 0210.” Couchman, who brought 23 years experience as an air traffic controller in Reference: IFBP Version 6: Publication Date: 10 Jan 2013. Effective Date: 7 Mar 2013 the British Royal Air Force to her current posting at IFALPA, holds a special empathy for the African controllers and

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asks operators to understand the limi- or famine. In other places like Lagos, page 20) , originally developed for use tations under which they are forced to you will be required to change frequen- in the North Atlantic and now rec- work. cies many times. It is strange that you ommended throughout the world. (It “The level of training is not as good as can go from nothing to ‘Oh, you want became relevant in Africa after the it could be, as it would be easy to criti- me to change frequency again?’”) head-on collision of a U.S. Air Force cize them, but it’s the training that’s not So with huge voids in the surveil- C-141 and a German Luftwaffe Tupolev there,” she said. If controllers have not lance leg of the CNS triad where, as 154 off the coast of Namibia in 1997. Both received the correct training in the first Couchman said, “Loss of separation is aircraft were believed to be tracking place and are not overseen by experi- a problem,” how can operators ensure the centerline of an airway — but at the enced and properly trained supervisors, separation from other aircraft? The same altitude.) they don’t realize they are making mis- IATA Inflight Broadcast Procedure to “Also, if you have violent weather you takes. which Gault alluded earlier is a posi- have to deviate around,” Koon said. “You “The working conditions are not tion reporting protocol harkening back can use IFALPA’s severe weather devia- very good, either: very long hours with to the pre-radar era in the West. Both tion procedure.” (See IFALPA Air Traf- pay so low that some have to work two IATA and IFALPA recommend that the fic Services Briefing Leaflet 12ATSBL, jobs just to get by,” Couchman contin- IFBP be employed in the Asmara, Braz- January 2012.) ued. “Sometimes they come to work zaville, Kano, Khartoum, Kinshasa, Lu- Another safety strategy recom- tired, and we know from fatigue issues anda, Niamey, N’Djamena and Tripoli mended by McIntyre is to plot equal- time points when “flying in the black” just as operators would do in oceanic operations. “One of the things that is often overlooked about operating in Africa is the enormity of the continent and how long you will be over countries where you would not want to land,” he said. “Pick suitable en route diversion airports and calculate equal time points between them. And use the IATA In- flight Broadcast Procedure for position reporting to other aircraft.” Contingency and diversion strategies for these areas should also be a factor in flight crews’ trip planning. At McIntyre’s flight department, this process begins by identifying the countries The washboard surface of Runway 6/24 at Abuja International Airport (DNAA) serving in which the operator would prefer to Nigeria’s capital can be brutal to business jet tires. Vibrations were so severe they land in an emergency and which ones disconnected the WOW switch wiring on this Challenger 604’s main gear and beat up to avoid. “We use our security consul- the nose gear tire. Note the ramp surface in the left photo. Reportedly, resurfacing is tant to ID them, and we rate them in underway in stages. three categories: OK to land, not recom- in the cockpit how this can affect your FIRs extending through Central Africa mended except in an emergency and reasoning and working skills. They from approximately 35 deg. N to 20 deg. do not land under any circumstances. need to be treated as professionals be- S (see map). There are large swaths of territory in

BART GAULT (2) BART GAULT cause that’s what they are. We demand The procedure directs that a “listen- Africa where you can fly for 2 hr. over as pilots that we be treated as profes- ing watch” be maintained on 126.9 MHz do-not-land countries. Have your secu- sionals, and that applies to controllers beginning 10 min. before entering the rity people look at adjacent countries to as well.” designated airspace and that position see which are suitable; for example, we A common problem in the centers reports be radioed in English, preceded would not land in the Central African and towers is difficulty in maintaining by “All Stations,” according to a time- Republic but could, in an emergency, staffing levels due to substandard re- worn format (aircraft ID, FIR, flight land in the Democratic Republic of the cruiting practices, hence the necessity level, course and/or airway, estimate to Congo at Kinshasa if there is no other for overly long shifts and limited time next waypoint or airway crossing, and option.” off for the existing pool of controllers. FIR), at intervals not less than 20 min. “If you go to West Africa, this is more “or any other time considered necessary Check Your Tires pronounced,” Couchman said. Where by the pilot.” they are introducing CPDLC, like at Koon pointed out that the format for In Nigeria, the infrastructure is much Dakar and in the Ivory Coast and An- the broadcast procedure is also con- better, but Bart Gault warns visiting op- gola, it is an improvement, of course, tained on the relevant Jeppesen charts. erators to watch out for the runway con- and it will have a significant impact on “It lets people know you’re alive, if noth- ditions. “The downside of Nigeria is that communications.” ing else!” the runways and taxiways are in hor- (Noting that the comm infrastruc- He also advised that in non-radar rible condition with rough cement, pot- ture “begins to fall down” through the areas, operators employ the Strategic holes and depressions,” he said. It seems center of Africa, Couchman mused Lateral Offset Procedure (SLOP, see the runway (6/24) at Abuja Nnamdi that on the continent “it’s either feast “Offsetting for Survival,” March 2014, Azikiwe International Airport (DNAA)

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There is a general realization in Africa that “the ‘dark days’ could not continue,” Couchman believes. “The accident rate is improving. It has been helped in two ways: The pilots are very much aware that the infrastructure they are used to in the developed world is not there in Africa in many places, and because of that awareness, they pay more attention — they know they have to be more attentive. “They also have more issues to deal with in Africa,” she continued, “like the ITCZ [Inter Tropical Convergence Zone] where the weather can change very quickly. You have to pay attention to what’s going on, and that’s the reason why giving position reports on 126.9 is so important. I think that the standards of flying over there have improved, and a lot of the older aircraft are fading away, replaced with more capable aircraft.” And the conviction that operating conditions have to improve is shared by the ATC establishment, Couchman contends. “From my former controller Julius Nyerere Dar es Salaam International Airport (HTDA) at Tanzania’s point of view, they want to do a good job largest city is slated to receive a business and general aviation — they do not want this weight around terminal. The airport is well-euipped with a 9,943-ft. runway. their neck.” But nevertheless, “there is definitely some improvement in parts abraded the tires on Gault’s Challenger state governments under ‘status of of Africa, and that’s pleasing to see. Is 604 so badly that one had to be replaced forces’ accords where governments do there a lot to do yet? Yes, but they’re after only 42 landings. not charge each other fees, but they trying.”

ISTOCK PHOTO “The problem is improper construc- weren’t honored everywhere. Some During his duty tour, CDR Koon wit- tion,” Gault said. “Last year, Abuja was countries would absorb the fees and nessed “a lot of improvement in civil closing its runways for two to three others wouldn’t. For business aviation, areas. For example, in 2012 you couldn’t weeks at a time to repair the holes. At go in with the expectation of fees.” file an Internet-based flight plan, as Lagos, on the taxiway leading up to the Gault advised operators to “have a no country would accept them. But in end of Runway 18L, there are a couple lot of cash when you go, as a lot of fees the last year, most do with some limi- of big depressions caused by broken have to be paid in cash. Going to cer- tations.” In terms of hard infrastruc- concrete, and we have to ‘make like a tain airports, there are handlers based ture, Koon noted that several airports snake’ going around them. My experi- there — but not everywhere. You have he’d accessed in his ambassadorial ence is that you have to be aware of to pay runway fees, parking, over- flights through Africa were installing these obstacles. The surface of run- flight — and all in cash. The airports approach radar, e.g., Dakar. “It’s com- ways and taxiways is not laid down have very specific hours of operation, ing around, but even when it’s there, smoothly like it is on roads, runways and if you go over them, you have to the utility isn’t up to our standards,” and taxiways in the U.S. or Europe. It’s pay fees to keep the airport open. The he said. “But it’s certainly fun flying very rough.” larger ones operate 24/7, but a lot of around there, as you never know what And by the way, Gault pointed out them close at 1800 local, so you have to you’re going to get.” BCA that Nigeria has evolved as the center be prepared to pay a fee to keep them of business aviation activity in Africa. open. If you do not have a fuel credit, “It is now a rich country, thanks to oil. you have to pay in cash. The other side Further Reading There’s probably close to 200 business of that is that the fuel is cheap.” jets based there, but only 22-plus air- So, despite the present limitations, ▶“Business Aviation in South ports. There’s lots of activity.” are things improving in terms of infra- Africa,” BCA, March 2010. Despite the overall state of aviation structure in Africa? “I would say there ▶“Johannesburg: United in infrastructure in Africa, expect lots of is a general improvement in the sense Development,” BCA, February 2013 fees for navigation services and, well, that the introduction of CPDLC will ▶“Lagos: The Island City,” almost everything else. “You pay fees improve radio communication,” Couch- BCA, February 2013 for everything,” Koon lamented. “As man speculated, “and PBN approaches ▶“Nairobi: Gateway to East Africa,” a U.S. government operator, we had will help even more, as they will raise BCA, February 2013 reciprocal agreements with African the standards at the airports.”

38 Business & Commercial Aviation | November 2015 www.bcadigital.com OUR SIGHTS ARE SET HIGHER

BUSINESSAIRCRAFT.BOMBARDIER.COM/BCA

Designing a do-everything business jet

BY PATRICK VEILLETTE [email protected]

hen Pilatus Aircraft an- the progress of the PC-24 not long af- Designed to reliably withstand operations nounced its PC-24 concept, ter its inaugural flight on May 11. The at austere locations, the PC-24 may I confess to reacting with general excitement in Stans about Pila- redefine “versatility” for a business jet. some skepticism when hear- tus’ first jet project was apparent upon Wing about the proposed jet operating check-in to my hotel when the reception- Pilatus customers regarded as particu- from unimproved strips. My piloting ist eagerly volunteered her eyewitness larly important in a follow-on aircraft: background included frequent flights in account of seeing the PC-24 fly for the First, it had to be capable of comfortably special-mission turboprop aircraft into first time. operating from short airstrips, a trade- rough backcountry airstrips, and I know When contemplating its first jet, Pi- mark characteristic of the fabled Pilatus firsthand how much wear and abnor- latus reached out to its loyal PC-12 own- Porter PC-6 Porter. Second, its cabin mal damage those aircraft endure. And ers. “Our customers always come first. had to have volume — as much as the while I knew that the Swiss manufac- That is our guiding philosophy,” says Pi- PC-12’s, or more. Third, it had to go fast turer had earned worldwide respect for latus Chairman Oscar J. Schwenk. “We — “A PC-12, but at least 100 kt. faster,” designing and delivering rugged, reli- understand them, and they understand was an oft-heard design point. able aircraft that can operate efficiently us. That is why they keep coming back Considering the broad span of poten- in austere and less-than-ideal environ- to Pilatus.” tial uses in which the aircraft might be ments, they all were fitted with props, Those owners have now accumu- employed, Pilatus took a design note not turbofans, and the latter seem far lated over five million hours flying their from the PC-12 and fitted the jet with a more vulnerable to foreign object dam- single-engine turboprops, including cargo door, a big one. That caught my age (FOD) so common in rough places. countless landings and takeoffs from attention immediately upon seeing the (See “Tough Airplanes for Tough Envi- challenging locations around the globe. PC-24 prototype for the first time. Lo- ronments” sidebar.) They knew quite precisely what they cated directly behind the trailing edge This past summer I had the oppor- wanted in a new aircraft. of the left wing root, the standard pal- tunity to visit the Pilatus factory in the Andre Zimmermann, vice president let-sized cargo door dramatically dif- alpine village of Stans and see firsthand PC-24, described three features that ferentiates this jet from any other and

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The PC-24’s advanced engineering design and manufacturing techniques are projected to achieve a minimum of 425 KTAS maximum cruise speed at FL 300.

provides visible confirmation of Pilatus’ requirements ranging from short take- unimproved and short runways. Conse- promotion of the PC-24 as “The Super off and landing (STOL) to efficient high- quently, the aircraft is fitted with large, Versatile Jet.” speed cruise at FL 450, Pilatus assigned double-slotted flaps to lower stall speed The 4 ft., 1 in. wide and 4 ft., 3 in. tall in excess of 300 engineers to the jet de- to 81 kt. at its maximum landing weight door will be especially appreciated by velopment project. They employed ad- of 16,250 lb. The flaps are expansive and medical transport, utility and special- vanced computational fluid dynamics extend to 37 deg., design features also mission operators for ease of loading (CFD) in the preliminary selection of the intended to prevent FOD kicked up by and unloading litters, boxes, apparatus airfoil and flap configuration, then for the tires from reaching the engines. Ad- and such. The wing trailing ditionally, the engines are edge close to the door is re- mounted well to the rear inforced, a thoughtful and and considerably higher practical detail by Pilatus from the ground than in engineers to protect it from other light jets to also pro- inadvertent damage. tect them against such Inside, the cargo com- damage. partment is comparatively Two large ground spoil- close to the overall center ers automatically deploy of gravity of the aircraft, upon touchdown to ensure thus reducing the effects the maximum weight- of heavy cargo on the air- on-wheels for best brak- craft’s weight-and-balance ing. Also, multifunction calculation. Heated and spoilers can be activated, fully pressurized, the cargo furthering the weight-on- section is accessible at any wheels force while con- time during flight. Depend- tributing to lift-dump on ing on the seating configu- touchdown and roll control ration of the aircraft, the in flight. The Advanced Cockpit Environment features four 12-in. screens that baggage compartment vol- The main landing gear is include two PDFs, an MFD and a panel for aircraft system status. ume ranges from 51 cu. ft. stout, as you would expect, to a spacious 90 cu. ft. Business pilots the design of the rest of the aircraft. In and each leg is fitted with dual wheels who have struggled lifting large awk- addition, they tested scale model shapes and low pressure (72 psig) tires. Mean- ward bags such as golf bags through in an advanced wind tunnel to further while, the nosewheel features chines to crowded cabins will especially appreci- refine the aircraft’s aerodynamic char- protect the aircraft from FOD as well. ate that yawning door and the spacious acteristics, including lift, drag, pitching Steel brakes and an anti-skid system storage area behind it. (Another PC-24 moments, etc. These aerodynamic per- are integral to the aircraft’s short-field feature that will be cheered by business formance and handling characteristics performance. pilots worldwide is the external servic- were then loaded into a simulator for While CFD and wind-tunnel testing ing port for the lavatory.) further analysis by the flight test pilots. can yield excellent predictions about Since an advanced wing design, flap As noted, one of the key design an aircraft’s performance, flight test- system and other factors are required goals was achieving STOL-like perfor- ing provides the confirmation and is to cover the PC-24’s performance mance, necessary for operations from the necessary final step to definitively

42 Business & Commercial Aviation | November 2015 www.bcadigital.com The Good Stewards of Stans

Visitors to the Pilatus factory at Buochs Airport, situated lighting fixtures (the sun does set in Switzerland, after all). between scenic Lake Lucerne and the pristine Swiss Alps, In addition, the relatively few cars parked at a factory with can’t help but be captivated by the natural beauty of the area. 1,725 workers is a clear indicator of the usage of efficient So, it’s not surprising that respect for the environment and mass transit. Meanwhile, the traffic pattern for company responsible sustainability are major factors in the way Pilatus aircraft minimized the noise impact over the picturesque Aircraft conducts its activities. The company’s environmental setting. BCA stewardship has been rewarded with the Inter- PILATUS national Organization for Standardization’s ISO 14001 certification for effective environmental management, including resource efficiency, reduction of waste and cost reduction. In touring the Stans factory buildings, the company’s philosophy is clearly evident in small ways and large. During precision milling, leftover shards from the cutting process are collected and sent for recycling. Aircraft assembly takes place in a new energy-efficient building constructed entirely from local timber harvested using sustainable forestry methods. The floor of the building could house 38 tennis courts, yet there isn’t a single vertical support. Headquarters and production buildings are largely heated with renewable energy produced by locally grown and waste timber that is converted into gas in a complex process at a wood gasification plant. The structures are so designed that sunlight provides illumination Construction of a new energy efficient building will soon begin to support an throughout, supplemented by high-efficiency assembly line capable of manufacturing 50 PC-24s per year.

www.bcadigital.com Business & Commercial Aviation | November 2015 43 UPDATE

Tough Airplanes for Tough Environments Pilatus has been build- trainer powered by the Pratt ing rugged, versatile aircraft & Whitney Canada PT6A since 1939, and today nearly series was first flown in 3,000 aircraft are in service 1978 and has proven to be throughout the world. The a popular training aircraft engineering expertise de- for both military and civil- veloped in designing, man- ian operators. A total of ufacturing and supporting approximately 450 aircraft aircraft operating in chal- have been sold to custom- lenging locations has con- PILATUS ers in 21 countries. The tributed directly to the evolution of the PC-24. PC-7 Mk II is equipped with a modern glass cockpit and head- Pilatus traces its history back to the days when apprehen- up display, as well as a new canopy and a stepped-up rear sion about the imminent war in Europe persuaded the neutral seat, a feature that instructors in the back seat especially country’s air force authorities to set up a small maintenance appreciate for increased visibility around the student pilot’s facility deliberately located in central Switzerland, well away head. from its borders with the war’s combatants. Workers at the Over 260 advanced PC-9 training aircraft have been sold new enterprise in Stans built the SB-2 Pelican in 1940, de- to 15 air forces around the world and served as the basis signed primarily for use in mountainous regions such as their for Beechcraft’s T-6A Texan II. In addition the Pilatus PC-21 adjacent Swiss Alps. is serving as a training platform for pilots in the air forces of In 1959, Pilatus broke onto the international market with Switzerland, Singapore, United Arab Emirates, Saudi Arabia its rugged Pilatus PC-6 Porter, a high-wing STOL aircraft that and Qatar. could operate from all types of unprepared, rough and short The highly capable PC-12 is popular in many roles, includ- airstrips, in all weather, at high altitudes and in all climates. ing executive transport, cargo, air ambulance, airline and Pilatus engineers equipped the Porter with low-pressure tires, government special missions. Its large cabin, single-pilot twin-clipper disc brakes and an undercarriage with high bump capability, long range, low operating costs, high speeds and absorption to withstand operations on rough airstrips. It can short-field capability have endeared it to the customers who be modified with options for sandy, stony, soft, muddy, snow currently operate over 1,300 PC-12s of various models. The or water operations. Operators of the Porter prize its cabin vol- PC-12 NG, the latest version, features a Honeywell Primus ume and access. Its standard cabin volume of more than 3 cu. Apex avionics suite with synthetic vision. meters accessible by two large sliding doors on both sides of The Royal Flying Doctors of Australia use PC-12s to provide the cabin for easy access can be increased by quickly remov- emergency medical services to remote, unimproved locations ing passenger seats. Recent upgrades including Garmin G950 in the Outback. The not-for-profit organization provides emer- glass cockpit avionics provide improved situational awareness gency transport for an average of 148 patients at remote, and lower pilot workload. isolated locations each day. About 20% of the flights involve Pilatus serves the military market with tandem-seat, high- carrying a patient in critical condition. The PC-24 should help performance turboprop training aircraft. Its PC-7 tandem-seat do the same but more speedily. BCA

establish the performance numbers. International of the aircraft’s FJ-44-4A runways, the number of available land- Zimmermann stressed that the num- turbofans alters the shape of the ex- ing places expands to over 21,000, ac- bers that follow are strictly preliminary haust duct so its outflow contributes to cording to Pilatus. Of that total, nearly and will be updated as appropriate with the thrust vector for takeoff and helps to 2,500 are available in Africa, as com- further flight-testing. reduce the takeoff roll. pared to the 815 runways on that conti- At present, the landing distance at One of the advantages of most busi- nent that are suitable for the aircraft’s max landing weight is predicted to ness aircraft is their ability to use nearest competitor. In South America, be 2,525 ft. over a 50-ft. obstacle (sea smaller airports closer to the actual fi- the PC-24’s runway potential increases level, ISA, dry paved runway). Mean- nal destination of those on board. The from the 1,501 available to the competi- while its balanced field length (BFL) at PC-24 takes that advantage to the max. tion to 3,282. And in North America, the a max takeoff weight of 17,650 lb. un- Its 2,690-ft. BFL enables it to operate Pilatus jet can alight on 8,383 runways der the same conditions is predicted from 11,950 paved airports around the of all types, or nearly double the paved to be 2,690 ft. In addition, an ingenious world. And since it can also operate from number. aerodynamic modification by Williams grass, gravel, sand or snow-covered For a light jet, the PC-24’s flat-floor

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Peopling Pilatus

How does a company that designs and manufactures spe- KIMBERLY HENNEMAN cialized, turbine-powered aircraft and is located deep within the Swiss Alps recruit a workforce with the skills necessary to compete on the world stage? The answer is multifaceted but begins with an educated population. When I posed a question in battered German about nondestructive testing to a Pilatus maintenance technician, he smiled and responded in British-accented English, “You can ask me in English, German, Swiss-German, French or Italian, whatever is easiest for you.” Multilingual fluency is common in a country with four official languages, plus a near universal command of English. A second major factor is the Swiss system of apprenticeship, of which Andre Zimmermann, Pilatus vice president PC- 24, is an ardent advocate. Currently more than 100 young people are training in 11 different career paths at Pilatus. A The Swiss education and apprentice systems have a long history of producing high-technology products known for innovation and typical apprenticeship involves working four days and then precision. on the fifth, taking formal schooling in the apprentice’s field of specialization. The other apprentice positions include 19 technical design- The government pays the apprentice’s tuition, and the ers and 12 plant and equipment builders, along with IT en- manufacturer pays wages, typically in the range of 600-700 gineers, business administrators, automation engineers, Swiss francs per month. In the fourth year, wages rise to industrial painters, logistics specialists, plastics engineers, 1,200-1,300 Swiss francs per month. Currently 37 appren- publicity and production mechanics. tices work as “polymechanics.” These highly skilled techni- Pilatus has trained hundreds of apprentices, and over cians require expert-level knowledge of electrical installation, 30% of the young people who complete their apprentice- mechanical engineering, hydraulics, milling machine automa- ship remain with the company working as highly skilled team tion and pneumatics to produce and install components. members. BCA

But Pilatus believes it has addressed will include an enhanced vision system The aircraft has no APU. Rather, the multipurpose problems with the and RNP less than 0.3 capability. electrical power on the ground is pro- PC-24. Knowing its customers valued And to help relieve pilots wearing vided by a unique, proprietary FJ- quick and easy cabin reconfigura- glasses from squinting at all those tiny 44-4A feature called the “Quiet Power tions, the manufacturer designed pas- legends, lines and switches on the over- Mode.” This produces sufficient power senger seats to be added or removed head, Pilatus cockpit designers simply for a vapor-cycle air conditioner, a within minutes. The aft partition can eliminated most of them, leaving just much-needed asset for missions such as be moved to allow additional seats or light switches and control knobs for picking up a patient in the Australian a larger baggage compartment. This the dual-channel full authority digital Outback where the ground tempera- theoretically enables the PC-24 to be engine control (FADEC) above their ture regularly exceeds 40C. easily changed from various configura- heads. The PC-24’s maximum cruise speed tions and missions. A pair of 3,400-lbf Williams Inter- is currently projected to be a minimum The PC-24’s Advanced Cockpit En- national FJ-44-4A turbofans powers of 425 KTAS at FL 300. Its sea-level vironment, a Honeywell-based system, the PC-24. The engine has automatic rate of climb is projected to be 4,075 features four 12-in. screens, including thrust reserve, allowing an increase fpm, with a 1,850-fpm climb at FL 300. two primary flight displays, a multi- to 3,600 lbf. The single-engine thrust- The time to climb from sea level to FL function display and another providing to-weight ratio of 0.204 should give the 450 in a direct climb is projected to be aircraft system status such as fuel lev- aircraft excellent single-engine climb- 30 min. els, etc. Standard avionics include an out gradient performance, a valuable The maximum payload with full fuel IRS and AHRS, along with TCAS II, trait when operating at high-elevation is 915 lb. At its maximum payload of graphical flight planning, autothrottle, mountainous locations with obstacles 2,500 lb., the jet has an NBAA range of LPV and, thanks largely to the posi- in the departure flight path. TBO is 1,190 nm. With four passengers (800- tive feedback from PC-12 NG operators, 5,000 hr., and hot-section inspection is lb. payload), the jet is predicted to fly synthetic vision. Optional equipment due at 2,500 hr. 1,950 nm at long-range cruise speed

46 Business & Commercial Aviation | November 2015 www.bcadigital.com with NBAA IFR reserves. In the event from the first two prototypes will then of single-engine failure at altitude, the be used to manufacture P03, which will maximum operating altitude is listed be built to production-representative as 26,000 ft. standards needed for certification. P03 Download your FREE Cabin pressurization of 8.78 psid also will be used for customer demon- whitepaper copy (cabin pressure differential) allows the strations, which are scheduled to start cabin to remain at sea level up to an at the end of 2016. “FLYING MEXICO altitude of 23,500 ft. At the aircraft’s Hot-weather testing is planned to maximum operating altitude of 45,000 take place in Yuma, Arizona, and in MADE EASY” ft., the cabin altitude will climb to Spain. Certification testing for flight 8,000 ft. into known icing approval will need co- realalfaﬂ y.com For its maiden flight from Buochs operative weather since demonstration Airport in Stans in May, the PC-24 was in actual icing conditions is required. Grab a FREE pre-trip checklist too!

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“We use Real Alfa every time we PILATUS Depending on aircraft configuration, the inflight accessible cargo compartment will range fl y to Mexico, whether for Part 91 in volume from 51 cu. ft to a spacious 90 cu. ft. or Part 135 fl ights. Real Alfa does an excellent job with handling off the ground in just under 600 meters Rough-field testing will be one of the last and securing permits in all the (2,000 ft.), generating hearty applause items completed prior to certification. airports throughout the country. and smiles all around the hundreds of The Pilatus jet will be certified un- factory employees assembled on the der EASA CS 23 and FAA FAR Part Even when the fl ight is on very taxiways and ramps to witness the 23 commuter category for single-pilot short notice, Real Alfa is able to historic event. The aircraft climbed operations in VMC, IMC, day and night, get the job done. Our business is to 10,000 ft., where test pilots Paul and known icing. Those approvals are able to provide better service to Mulcahy and Reto Aeschlimann com- expected in 2017, with deliveries begin- our clients due to our relationship pleted a series of meticulously planned ning shortly thereafter. Construction of test points while flying over the central a new energy-efficient factory building with Real Alfa.” Alps. will allow Pilatus to produce 50 PC-24s Saralyn Nemser As of the date of this draft, the first per year. Catalina Aerospace prototype had accumulated more than Initial orders for the aircraft were 100 hr. in flight test sorties. A total of accepted at the European Business Contact us and we will answer three PC-24s will be built and used to Aviation Convention and Exhibition all your concerns and make all complete the rigorous test program of in Geneva in May 2014 and Pilatus de- arrangements. 24/7 service. approximately 2,300 hr. over the next lightedly announced booking 84 orders two years. P01 (prototype No. 1) will in just 36 hr. focus on initial envelope expansion One of those launch customers is the tests. P02 is currently under construc- Royal Flying Doctor Service of Austra- tion with a planned first-flight date lia, a PC-12 operator that has ordered around now. four jets and took options on another www.realalfafl y.com Avionics and autopilot testing will two. The initial PC-24 full-flight simu- be its focus, with some of the testing lators in the U.S. will be operated at + 52 (722) 319-6727 being done in the U.S. in cooperation FlightSafety International’s Dallas with Honeywell. Refinements learned training center. BCA operations@realalfafl y.com www.bcadigital.com Business & Commercial Aviation | November 2015 47 CAUSE & CIRCUMSTANCE Richard N. Aarons Safety Editor [email protected] Loss of Tail Rotor Effectiveness A subtle but dangerous phenomenon

BY RICHARD N. AARONS [email protected] rguably, tail-dragger and all helicopter pilots are the Buffalo Helicopters. Most of what follows is from the TSB’s most wind-conscious aviators, and well they should be. investigation. Operating a conventional geared airplane anywhere The flight had been chartered by Alberta Sustainable Re- near or on the surface in a gusting crosswind can be a source Development (ASRD) to track discarded caribou radio Areal adventure. For helicopter pilots — depending somewhat on collars. Two wildlife biologists would use an externally mounted rotor configuration — operating in crosswinds near the ground antenna coupled to a portable receiver to track these collars. with high power can be problematical. Mistakes in handling Once found, the helicopter would land in the vicinity of the col- either situation can be fatal. lar, and the biologists would disembark, then locate and retrieve Canada’s Transportation Safety Board (TSB) reminds heli- the collar on foot. copter pilots that it is vitally important to understand the phe- Aircraft operating under contract to ASRD are required to maintain a radio watch with the local command and control center located in Fort McMurray. The pilot made an initial radio check call with the ASRD command at 0915 and de- GOOGLE parted the Wood Buffalo Helicopters’ Fort McMurray facility at 0928. As required by ASRD policy, the pilot transmitted a 30-min. position/status call to the ASRD command center at 0959, reporting that they were north of Fort MacKay/Firebag Aerodrome. Tracking equipment showed the helicopter was at 1,340 ft. AGL with a ground speed of 99 kt. At 1010, the helicopter entered its first search area where a number of orbits were conducted in order to fix the location of a radio collar. The helicopter flew as low as 100 ft. AGL but did not land in the area. The pilot checked in at 1032 indicating that operations were normal and that they were proceeding to a second search site to the northwest. At that time, the helicopter was at an altitude of 550 ft. AGL and at a groundspeed of 58 kt. At 1048, the helicopter arrived at the second site. They orbited the area for the next 8 min. in an attempt to fix the radio collar’s location and to assess a suitable landing zone. At 1055, the helicopter orbited the area and executed a wide left-hand turn at 140 ft. AGL. A minute later, it turned east- bound at 120 ft. AGL at a ground speed of 36 kt. and seconds after that was down to 105 ft. AGL and a ground speed of 27 kt. The wind component at this time would have been predomi- nantly a left crosswind from the north at approximately 5 kt. After ASRD attempted radio contact at 1108, with no response, it At 1056:34, the helicopter was at 115 ft. AGL with a ground received a telephone call from Wood Buffalo Helicopters regarding a speed of 16 kt. when the pilot began a right turn to the south. reported ELT signal. The ground speed at that point was down to 5 kt. A final GPS waypoint was recorded at 1056:54 with the air- nomenon of loss of tail-rotor effectiveness (LTE). craft at 18 ft. AGL with a ground speed of 3 kt. Upon completion The Safety Board’s warning arises from its investigation of the turn to the south, the helicopter would have been exposed into the loss of Bell 206B (JetRanger) C-FZWB on May 29, 2013. to a tailwind condition. At that point the JetRanger entered an The pilot and one occupant were killed and a third occupant un-commanded rotation to the right. was seriously injured when the aircraft crashed 75 mi. north There were no indications of mechanical malfunction prior to of Fort McMurray, Alberta, while operating at high power and or during the rotation. The helicopter descended and crashed low altitude while seeking a landing spot. The helicopter was into a stand of poplar trees 60 to 70 ft. tall, coming to rest on operated by Aurora Helicopters Ltd., doing business as Wood its right side.

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50 Business & Commercial Aviation | November 2015 www.bcadigital.com straight with minor impact damage to the skin. The other calculated to be 2,944 lb. The maximum takeoff weight was blade had fractured just outboard of the yoke and was lying 3,200 lb. The aircraft was properly loaded, certificated and on the ground approximately 5 ft. east of the aft section of the maintained. tail boom. Investigators determined that there had been flight control Weather continuity before the accident. Continuity with the engine, transmission and tail-rotor assembly was verified. Damage to The ASRD produced a weather observation from Birch Moun- the aircraft was consistent with power being produced. Tree tain, which is located approximately 11 nm south of the accident impact damage to the main-rotor blades was to the under- site. At 1200, the visibility was 19 nm. The temperature was 18C surface of the blades. and the relative humidity was 51%. The density altitude was calculated to be 2,198 ft. MSL. The winds were reported to have The Pilot been from the north at 5 kt.; the cloud height was not reported. A pilot report from a company helicopter, the first on site Investigators said the pilot held a valid commercial pilot certifi- after the accident, indicated that the sky was clear, winds were cate endorsed for the Bell 206. He had begun employment with light, and the temperature was about 23C to 24C. No cumulo- Wood Buffalo Helicopters on April 1, 2013, and had received nimbus clouds or adverse weather conditions were observed. ground training — which included awareness of vortex ring state and loss of tail-rotor effectiveness — and flight training Loss of Tail-Rotor Effectiveness on the JetRanger. The pilot successfully completed a company- administered pilot proficiency check for the Bell 206B on April Investigators turned their attention to aerodynamics and air- 14, 2013. manship. The main-rotor blades of the Bell 206B rotate coun- At the time of the crash, the pilot had accumulated approxi- ter-clockwise when observed from above. As a result of this mately 504 hr. of flight time in helicopters, 400 hr. of which rotation, the helicopter experiences a torque effect in the op- were in the Bell 206. He was on his 11th consecutive duty day, posite direction, which results in the aircraft yawing to the after having had eight days off. right. To counter this movement, the helicopter is equipped The pilot’s last three days of work consisted of no flying on with a tail-rotor system. As torque is transmitted through the May 26, 3.1 hr. of flying the following day, and 3.0 hr. of flying main-rotor system, the pilot is able to counter the resulting yaw on May 28. Investigators found no indication that any physi- with the use of the tail-rotor control pedals, which increase or ological factors, including fatigue, played a role in the accident. decrease the amount of anti-torque thrust as required. The weight of the helicopter at the time of the accident was Loss of tail-rotor effectiveness (LTE) is the occurrence of an

the chocks were removed, the airplane Gillespie Field Airport (SEE), San Diego/ starting rolling across the ramp. The pilot El Cajon, California, Runway 27R; the AccidentsAccidents in Briefin Brief stated that he immediately applied the toe accident site was located about a one-half brakes, however, they were not effective mile from the airport. Tower personnel in stopping the airplane. He then applied reported that the airplane had been the emergency braking system, but that conducting touch-and-go takeoffs and CompiledCompiled by Jessica by Jessica A. Salerno A. Salerno too was ineffective in slowing or stopping landings on Runway 27R. After completing the airplane. The pilot added that as the the second touch-and-go landing, tower SelectedSelected Accidents Accidents and Incidents and Incidents in December in August Falcon continued across the ramp, its personnel stated that the airplane was 2013. The andfollowing September NTSB information 2015. The isfollowing preliminary. NTSB information is preliminary. right wing went over and scraped the top on the upwind, when they observed the of the left wing of a parked Falcon 50 airplane make a left turn and descend ▶ Accident_SIdebar_body2▶ August 28 — About 1010 9/11 PDT, ITC a before colliding with the Beech C90 in a rapidly toward the terrain west of the field. Dassault Falcon 2000 (N187AA) near head on collision with its radome. There were no Mayday calls made by the ▶ Accident_SIdebar_body2received minor damage and and a Beechnow it pilot. Witnesses located at the accident appearsC90 to (N959MC) become book was heavily damaged ▶ September 3 — About 0915 PDT, a site reported that the engine quit, and during a ground collision at McCarran single-engine Piper PA28-161 (N8441B) it appeared that the pilots were trying International Airport (LAS), Las Vegas, struck the roof of a house and came to to restart the engine when the left wing Nevada. The C90 pilot, and the pilots and rest inverted in a driveway in a residential struck the roof of a house. The airplane two passengers on the Falcon 2000 were area in Santee, California. Golden State then struck three vehicles, and came to not injured. It was VFR for the proposed Flying Club, El Cajon, California, operated rest inverted in a driveway. cross-country flights, which were both the airplane as an instructional flight. The Part 91. According to the pilot of the flight instructor and student pilot were ▶ September 15 — At about 0600 Falcon 2000, subsequent to the preflight fatally injured. The airplane was heavily Alaska daylight time (ADT), a single- and the before takeoff checklist being damaged during the accident sequence, engine, turbine-powered, float-equipped completed, and with the parking brake and was also involved in a post-crash de Havilland DHC 3T Otter (N928RK) set to ON, a ground handling crewman fire. It was VFR for the local area traffic sustained heavy damage when it hit a pulled the wheel chocks from the landing pattern flight, and no flight plan had been tree and tundra-covered terrain, just after gear. The pilot reported that as soon as filed. The airplane had just departed from takeoff from East Wind Lake, about 1

www.bcadigital.com Business & Commercial Aviation | November 2015 51 CAUSE & CIRCUMSTANCE

Figure 1 Figure 2 uncommanded yaw rate that does 0 Rotor blade rotation not subside of its own accord and, which, if not corrected, can result in the loss of the helicopter. 050 The Safety Board explained that LTE is not related to an equipment or maintenance malfunction and may occur in all single-rotor helicopters at airspeeds of less than 30 090 Direction of torque kt. It is the result of the tail rotor Critical wind not providing adequate thrust to azimuth area maintain directional control and Avoid area B on hover is usually caused by either certain ceiling charts relative wind directions while hovering or by an insufficient tail-rotor thrust for a given power setting at 210 higher density altitudes. 180 Tail rotor thrust The Bell 206 aircraft flight man- Direction of torque to compensate for torque ual (AFM) advises caution when operating when the relative wind is within the critical wind azi- Helicopters issued Information Letter 206-84-41 in 1984 iden- muth area. (See Figure 2 from the Bell 206 AFM.) The manual tifying low-speed flight characteristics that can result in un- goes on to discuss hovering ceilings and alerts the pilot that anticipated right yaw. FAA Advisory Circular 90-95 also tail-rotor control margin and/or control of engine temperature discusses the phenomenon of unanticipated right yaw and rec- may preclude operation in area B of the hover ceiling charts ommends recovery techniques. It identifies conditions in which when the relative wind is in the critical wind azimuth area. As a LTE may occur, notably “during any maneuver that requires result, there is the potential for a loss of tail-rotor effectiveness. the pilot to operate in a high-power, low-airspeed environment The AFM cautions that when operating at low airspeeds with a left crosswind or tailwind,” especially in right turns. The above altitudes published in performance charts, tail-rotor ef- recommended recovery procedure requires the application of fectiveness may be marginal at high power settings under these full left pedal, movement of the cyclic forward and, potentially, conditions. a reduction in power, if altitude permits. There’s plenty of information available on LTE. Bell Transport Canada, in an issue of Aviation Safety Vortex,

the early morning departure. According to Was VFR at the time and not flight plan the lodge employee that drove the guests was filed for the personal flight. The

AccidentsAccidents in inBrief Brief to the lake, the airplane had already been airplane was destroyed, and the student loaded with the equipment that the group pilot, the sole occupant, was fatally would need for a day of fishing. He said injured. The last departure location and that after all of the passengers boarded time were not determined. Earlier that mi. north Compiledof the Iliamna by JessicaAirport, Iliamna,A. Salerno the airplane, the pilot started the engine, day, the pilot and airplane were observed and then he untied the airplane’s floats at Camden County Airport (19N), Berlin, Alaska. SelectedOf the 10 Accidents people and aboard, Incidents 3 in December so the pilot could taxi away from the New Jersey, and also at the Ocean City passengers2013. The died following at the NTSB scene, information the pilot is preliminary. and 4 passengers sustained serious shoreline. The lodge employee reported Municipal Airport (26N), Ocean City, NJ, injuries, and 2 passengers sustained that dark night conditions prevailed, but although the last departure point was minor▶ injuries.Accident_SIdebar_body2 The airplane was registered 9/11 ITC he was still able to watch the airplane as not determined. Witnesses near the to, and operated by Rainbow King Lodge, it started its westerly takeoff run. He said accident site, who were friends with the Inc., Lemoore,▶ Accident_SIdebar_body2 California, as a VFR other and now it that after the airplane began to climb, it pilot, reported seeing the airplane flying work-useappears flight, to under become Part book 91. No flight descended, and the floats subsequently over their property in a southeasterly plan was filed for the flight. At the time of struck the surface of the water. The direction between 100 -150 ft. above the the accident, the airplane was en route airplane then became airborne again, but tops of trees estimated to be 70 ft. tall. to a remote fishing site on the Swishak he lost sight of it as it descended behind The airplane was in a left bank, and one River, about 75 mi. northwest of Kodiak, an area of rising, tree-covered terrain. A witness waved to the pilot who waved Alaska. During an on-scene interview with search and rescue team was assembled back using his hand. The witness reported the NTSB, the manager of Rainbow King consisting of Iliamna residents, lodge the left bank angle then became steeper, Lodge reported that the accident airplane employees, and Alaska State Troopers. followed by the nose pitching down. While was being used to transport sport-fishing descending, the engine was heard to rev clients and guides to a remote area for ▶ September 12 — About 1119 EDT, a up. The airplane contacted trees then the day of salmon fishing. The manager noted Cessna 150F (N8185F) registered to and ground adjacent to a house. that on the morning of the accident, a operated by a private individual, collided lodge employee transported the guests to with trees then crashed following in-flight ▶ September 11 — About 1510 EDT, a East Wind Lake in a lodge-owned van for loss of control near Atco, New Jersey. It Cessna 172P (N52445) collided with

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discussed the phenomenon of unanticipated right yaw and rec- attempted to increase his collective control input in an effort ommended a recovery procedure. to power out of the area. The application of power in this par- Transport Canada’s Study and Reference Guide: Private and ticular flight regime would have exacerbated the right yaw Commercial Pilot License (Helicopter) identifies LTE as a ground tendency and aggravated the loss of control. The helicopter ex- school topic to be discussed as part of aircraft performance. perienced LTE, causing a loss of directional control at a height Transport Canada’s Helicopter Flight Training Manual makes above the trees that precluded an effective recovery. the following reference to LTE: The TSB noted that Bell and the regulators have produced “U.S. Department of Transportation, Federal Aviation Ad- information to alert pilots to the phenomenon of LTE. The ministration, Rotorcraft Flying Handbook (2000), pp. 11-12 states, accident pilot would have been exposed to this information ‘In strong gusty wind conditions, a turn away from the into- during his initial training and subsequent training on the Bell wind position should be opposite to the torque reaction [...]. In 206. The investigation could not determine the pilot’s level of this way you will ensure that there is sufficient tail-rotor con- awareness of LTE in the flight regime in which the helicopter trol available. Should control limits be reached at this stage, a was operating. safe turn back into wind can be accomplished.’” Final Thoughts TSB Analysis The dynamics of loss of tail-rotor effectiveness have been Ultimately the Safety Board determined that the accident he- known for decades, but the phenomenon continues to claim licopter was operating in a flight regime where it was exposed lives and machines. Helicopter pilots have a well-deserved rep- to the left crosswind and tailwind, which would have placed the utation for superb airmanship. After all, their machines are relative wind into the critical azimuth zone. While conducting amazingly complex and require their pilots exhibit a remark- a reconnaissance for landing, the helicopter was flown at a low able amount of physical coordination and a continual attention speed and high power setting. to the aircraft and its changing operational environment. As the pilot progressively reduced speed, the helicopter Small utility helicopters are particularly vulnerable to the became increasingly vulnerable to LTE. The damage to the slightest inattention to the basics. LTE is one of those basics under-surface of the main-rotor blades indicated that the pilot that must be thoroughly understood and avoided. BCA

turned to the left and did not follow his that departed Sarasota-Bradenton Accidents in Brief airplane. About 45 minutes later, after the International Airport (SRQ), Sarasota, mechanic/pilot landed at ACZ, he called Florida, about 0819. It was IFR at the time the private airstrip owner and asked if the of the accident. According to preliminary accident pilot had departed. The airstrip radar and voice communication data owner said that he departed “right after provided by the FAA, the airplane was terrain near Riegelwood, North Carolina. you.” The owner of the airstrip went on to being radar vectored by air traffic control The non-certified pilot was killed, and say that the mechanic/pilot told him he for the ILS Runway 5R instrument the airplane was heavily damaged. The was “going back up” in an attempt to find approach to the Piedmont Triad airplane was registered to a private his friend. An hour had passed and the International Airport (GSO), Greensboro, individual and operated under Part 91. mechanic/pilot called the airstrip owner to North Carolina, following a previous VFR conditions existed along the route of see if the accident airplane had returned, unsuccessful instrument approach. flight around the time of the accident, and as he had been unable to locate it. The Several witnesses observed the airplane no flight plan was filed for the flight that mechanic/pilot contacted the Air Force just prior to the accident. One witness departed a private grass airstrip in Bolton, Rescue Coordination Center (AFRCC) and stated that when he first saw the airplane, North Carolina, at 1500 with a destination reported the missing airplane. According it was “very low” in the sky and was in a of Henderson Field Airport (ACZ), Wallace, to AFRCC, an active emergency locator “sharp left turn” toward the west. He said North Carolina. According to the owner of transmitter signal was received at 1815. the airplane was banking so sharply that the departure airstrip, his mechanic/pilot A search ensued and the wreckage was the wings appeared to be vertical to the and the accident pilot arrived from ACZ found in a field about 3 nm northeast of ground. A few minutes later the airplane to pick up his airplane for repairs. After the private departure airstrip at 0030. turned back toward the airport. The they landed, he recalled that his mechanic witness said that before the airplane’s exited the accident airplane from the right ▶ September 7 — About 1203 EDT, a wings leveled, the left wing dropped, seat. The mechanic/pilot then entered Beech A36 (N36HT) was destroyed followed by the right wing in a swaying his airplane and prepared it for departure. when it crashed near Kernersville, motion. The witness said that as the right The owner of the private airstrip then North Carolina. The private pilot and wing was coming back up to level, the watched as the mechanic/pilot departed the two passengers were fatally injured. airplane descended below the tree line in his airplane first, followed by the The Beechcraft was registered to and and disappeared from view followed by the accident airplane. He also noted that the operated by Central Penn Aviation sound of an impact. The airplane crashed accident airplane sounded “fine” as it Academy Inc., Paxinos, Pennsylvania. in an open area adjacent to an active rock departed, and noted that after takeoff it An IFR flight plan was filed for the flight quarry. BCA

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Intuitive Decision-Making An invaluable process that helps keep pilots safe

BY JAMES ALBRIGHT [email protected]

aking timely and correct deci- split-second timing required of a pilot or perhaps three white lights masquer- sions is an important part of at V1 during a balanced field takeoff. ading as a runway beckon the pilot to many jobs, but few professions Likewise, a police officer may have to land but allow a mere second to decide Mrequire this skill at the level of make a critical split-second decision, but the fate of all on board. a pilot flying a large, transport category probably only a few times throughout a So how do we do it? Part of this suc- airplane. decades-long career. By contrast, a pilot cess story is that thanks to modern While it’s true that a surgeon’s de- might face dozens of such decisions in simulator technology, we are tested on cisions have a life and death weight to just one winter season of operations in the fields of battle unlike any other pro- them, they are usually made dealing the Northeastern U.S. Then, too, there fession. But the real mystery is how we with one life at a time and without the are dozens of foggy nights in which two seem to make these split-second decisions without all the necessary information in evidence. Is it some kind of super power? The typical business school model of optimized decision-making requires a brainstorming session during which options — the more of them, the better — are developed and considered. The evaluation criteria are constructed so that each option may be assessed, compared and prioritized. In the end a solution is proposed that promises to be the best possible choice after hours, days or even years of deliberation. Pilots don’t have the luxury of such a process. There is another profession that offers a clue into the pilot’s decision-making process. It’s one in which quick and accurate decisions based on limited information also mean the difference between life and death: The firefighter.

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A Firefighter’s ESP Research psychologist Gary Klein at- Situation tempted to validate a long-held theory that firefighters accelerated the conventional decision-making process — one where multiple options are considered, ordered and a choice made — by simply narrowing the number of options to two. He discovered there was no real Resort to Optimized world evidence to support the labora- Is it familiar? tory theory. Decision-making NO Perhaps the best example from his casework was of a firefighter lieutenant who claimed extrasensory percep- YES tion (ESP) had once saved the day. The lieutenant’s team was fighting what appeared to be a simple fire in a one-story Propose Course house in a residential neighborhood. The of Action fire was in back, in the kitchen. The officer led his hose crew into the building, to the back, to spray water onto the fire, Modify but the fire just kept roaring back. He thought the water should have had more of an impact. He ordered his men back to the living room to regroup. Then, feel- Will it work? ing that something wasn’t right, he or- “YES, BUT...” NO dered his men to evacuate the building. As soon as they left, the floor they were standing on collapsed. Had they still YES been inside, they would have plunged into the fire below. The lieutenant said this kind of “sixth Implement Course sense” was a tool of every skilled com- of Action mander. He had no reason to suspect the house had a basement or to doubt the source of the fire was the kitchen. After close questioning, researchers “Will it work?” They almost never had Expert decision-making model based were able to uncover the lieutenant’s time to devise the perfect solution; they on the Recognition-Primed Decision subconscious thought process. The fact were only interested in a satisfactory model pioneered by Research Psychologist the fire kept roaring back did not make solution. Gary Klein sense for a small kitchen fire. The noise level in the kitchen was abnormally low; The Power of Intuition No deliberation was necessary. If the fires are usually noisy affairs. Once they heavy unexpectedly leaps off the run- retreated into the living room another Klein calls this decision-making process way and the first theory proves false, oddity became apparent. The living a “singular evaluation approach,” one the pilot can again immediately realize room itself was hot. The entire pattern that gets the job done as quickly as pos- wake turbulence will be a problem and of events did not agree with the lieu- sible. Rather than deliberate over multi- the takeoff must be delayed. In each tenant’s expectations. In hindsight the ple options, a person with the necessary case, the pilot relies on prior experience indicators make perfect sense. Because experience can immediately come up to propose and implement courses of the fire was actually underneath the liv- with a suitable course of action. It is, action without the need to brainstorm ing room, the firefighters’ efforts in the quite literally, the first thing that comes through multiple options. Intuition al- kitchen were fruitless. The floor itself to mind. Then the person need only eval- lows us to bypass the conventional deci- muffled the noise from below. The lieu- uate the course of action with a simple sion-making model and jump right into tenant was using his wealth of experi- question: Will it work? the singular evaluation approach. ence to make the call, not ESP. We see evidence of this decision- Of course this method only works Studying example after example of making approach by pilots in their when the decision-maker has the their experiences revealed firefighters day-to-day operations, not just during necessary background and experi- rarely, if ever, approached situations time-critical emergencies. When taking ence. Those people can be accurately by considering their options and mak- off behind a larger aircraft, for example, described as having an intuition: ing decisions with an aim of optimizing an experienced pilot can immediately They recognize things without know- the results. Instead, they immediately assess that airplane’s takeoff perfor- ing how they do the recognizing. And selected a course of action and evalu- mance and conclude he or she will ro- Klein notes this intuition grows out of ated that single option with the thought, tate before and out-climb the heavy. experience.

58 Business & Commercial Aviation | November 2015 www.bcadigital.com Three Steps to Improving Intuition We’ve all known pilots who seem to have an intuition when it comes to flying or dealing with in-flight emergencies. And we’ve also known pilots who are helpless without a checklist. But knowing that firefighters and pilots alike are able to bypass conventional decision-making with the necessary experience, we can take steps to improve our intuition by improving our experience base. (1) Decide. The natural way to improve your decision-making ability is to practice making decisions. This was easier in the days when aircraft engines were prone to quitting for no apparent reason and having a stack of write-ups for the mechanic was just another day JOE PRIES at the office. These days we save most Southwest airlines Boeing 737 (N6685W) of this trauma for the simulator, but an everyday flight is filled with many deci- mishap report and discount the chain of fighters, but he had over 2,500 hr. in sions to be made. But that is only half of errors that led to the accident. “I would type. Thankfully they managed to stop the process. never have done that,” is a common re- their airplane without hurting anyone. Before we get to the second step, a action but may not be entirely honest. You could read the NTSB report and word to first officers and others without You should read these reports in exact- conclude, “I would never have done the four stripes on their epaulets. It is ing detail with an eye toward the deci- that.” But dismissing their misfortune far too easy to sit back and be thankful sions made. Analyze more than just the robs you of the chance to learn, re- the hard call is above your pay grade. decision; investigate the reason behind ally learn, from their decision-making Doing so is easy and natural, but it robs the decision. Put yourself in the shoes mistakes. your subconscious of needed lessons. of the pilot and answer the question, Flight 1455 was vectored for a visual You should attempt to make the decision “What would I have done differently approach to Runway 8 with a restric- in real time, as if it were yours to make. given those same circumstances?” Let tion to maintain 230 kt. “until advised.” Of course you need to apply your finest your blood run cold and your skin crawl The crew was cleared for the visual ap- crew resource management skills be- with the realization that it could have proach with a restriction to remain at fore voicing any contrary opinions. But been you. Only by making this emotional or above 3,000 ft. MSL until passing make the decision as if it were yours and connection can you be sure your inner the Van Nuys VOR, about 6 mi. from keep track of the results. psyche will register the mishap crew’s the runway. At that point they would (2) Self-critique. Whether the deci- action into the mistake category. Years have needed a 4-deg. glidepath, which sion was yours or you were practicing later, your subconscious might overrule the crew evidently decided was salvage- as if it was, keep a mental record of it. an action you are about to take, simply able. (A decision with which most pi- (A written record would be even better.) because it remembers something from lots would have agreed.) Their speed Track the decision against the results the mishap that is buried deep in your at the time would have made that more and don’t discount your mistakes as a mind’s recesses. difficult, but the speed restriction was normal part of the job. technically canceled once they were The best way to learn from your cri- A Case Study in cleared for the approach. The crew tique is to place an emotional value on it. missed this and kept their speed up for The secret to remembering something Decision-Making another minute before extending the important is to learn it emotionally. speed brakes. Neurobiologists have come to call this On March 5, 2000, the pilots of South- An analysis of the previous 70 air- the “modulation of memory storage.” west Airlines Flight 1455 made several craft showed the vector to intercept Emotional events are often remembered bad decisions on the way to destroying the final approach course occurred be- with greater accuracy than events that their Boeing 737-300 while failing to tween 9 and 15 nm from the runway. lack an emotional component. stop on Runway 8 at California’s Bob Flight 1455’s vector was at 8 nm. The (3) Broaden your experience. It is Hope/Burbank-Glendale-Pasadena Air- accident report cites the controller for said that it is better to learn from the port (BUR). Until that day, the captain positioning the airplane “too fast, too mistakes of others than go through the had an exemplary career that included high and too close to the runway to trouble of making them yourself. You nearly 10,000 hr. with the company and leave any safe options other than a go- can do this when studying accident case in type, of which more than half was around maneuver.” studies such as those in Cause & Circum- as pilot-in-command. The first officer, The current ATIS indicated the stance or reading other publications or while new to the company, also had a winds were 240/6, giving them a 5-kt. websites with appropriate content. distinguished career. Most of his flight tailwind. Their computed approach It is all too easy to read an aircraft time was logged piloting U.S. Air Force speed was 138 kt. The crew did not use www.bcadigital.com Business & Commercial Aviation | November 2015 59 SAFETY

their onboard performance computer, that’s not of your own construction, do issued and that they forgot their stable as required by the airline for tailwind you pat yourself on the back and never approach rules. And get upset that this conditions or when landing performance reexamine the circumstances? Or do could happen to you. Do this, and your was in question. you sit down and diagram the approach subconscious may someday overrule Passing through 1,800 ft., the air- and critically analyze the “would have, your “can do” spirit and tell you, “No craft’s vertical speed was above 2,900 could have, should have” options? Re- you can’t. Go around.” fpm and the ground-proximity warn- member that your subconscious thirsts ing system (GPWS) progressed from for this kind of knowledge and studying The Firefighter of “sink rate” to “whoop, whoop, pull up” the case of Southwest Airlines Flight almost continuously. At 500 ft., the air- 1455 should induce an emotional reac- the Flight Crew craft was in excess of company stable tion in any pilot. “That could have been approach speed, altitude and sink rate me.” As pilots we tend to be technically ori- limitations. The captain could not ex- At what point would you have thrown ented and many of us are dispassionate. plain why he did not go around. Their in the towel and broken off the ap- We can be excused for having ice water average speed in the flare was 195 kt. proach? When you were given the tight running in our veins. The cold, unemo- (57 kt. above approach speed) and it vector? Now you’re too close. When tional aviator has a role to play and can took them 3,000 of the runway’s 6,032 given the 230-kt. speed restriction? be a lifesaver at times. But all pilots can ft. to finally touch down. The aircraft You’re now flying too fast, but you’ve benefit from an extra boost of intuition. departed the end of the runway at 32 kt. seen that before. What about the 3,000- Just as the experienced firefighter is Once the airplane was stopped and ft. crossing restriction? Seen that, too? able to bypass conventional decision- the engines were shut down, the cap- Now you are too high. Your “can do” pi- making strategies, an experienced pilot tain said, “Well, there goes my career.” lot attitude is well practiced at getting can benefit from a singular evaluation You would never have done that, it done. Read this report and get upset: approach. Call it “the sixth sense,” “the right? Really? How often does a control- upset that air traffic control set them right stuff” or even ESP. Whatever you ler’s “too fast, too high and too close” up; upset that the pilots failed to realize call it, intuitive decision-making is a vector result in a go-around? When a stabilized approach was impossible valuable tool in any firefighter’s or pi- you salvage a bad approach, even one the moment the altitude restriction was lot’s arsenal. BCA

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BY ROSS DETWILER rossdetwiler.com or writeflyer.net Editor’s Note: The author’s long aviation career has included stints as a flight instructor, Some Basics line pilot and chief pilot, during which he accumulated considerable time flying everything from the F-4 Phantom and C-5 Galaxy to Gulfstreams, Globals and every model of Falcon Let’s review. How does an airfoil create Jet. Periodically, when matters of pilotage and aerodynamics become subjects of debate, he lift? If we assume a constant altitude likes to step back, don a figurative mortarboard and conduct an open, interactive class to (air density) and a constant size of the examine the subject. And so another session begins. wing (planform area), there are only two variables involved in the creation of recently received a note from Steve the FAA’s “Teachers of the Year.” lift. Those are the angle of attack (AOA) Koeppel, a Gold Seal Flight Instruc- The video in question is a produc- of the wing and the airspeed. A higher tor, asking me to review a video with tion of NASA’s Cleveland research AOA means there is a higher coefficient Iwhich he took issue. By way of back- center, which conducted a tailplane ic- of lift and more lift being produced at a ground, Gold Seals are men and women ing investigation at the FAA’s request. given airspeed. Eventually, if the AOA who not only flight instruct but also have (https://www.youtube.com/watch?v=_ continues to be increased, the airfoil the Ground Instructor Certificates that ifKduc1hE8&feature=em-share_video_ reaches its critical AOA. Beyond that, allow them to give their students aca- user) lift is being inversely produced. That is, demic instruction as they progress to- While the video dates back to the the higher the AOA beyond the critical ward their various ratings. To earn such 1990s and was completed before the angle, the less lift the airfoil is produc- a designation, the instructor must teach Lewis center was renamed in honor of ing. Eventually, no lift is being produced a minimum of 10 students annually and Sen. John Glenn, I have found no more by the wing. of all those instructed, 80% must attain recent material to update the recom- That critical AOA is the only constant the next highest level of accreditation mendations and procedures that it es- when discussing airfoil stalls. The so- as a pilot. I always have been impressed tablishes for pilots who find themselves called “stall speed” of an airplane is only with the work these folks accomplish. in conditions severe enough to ice up the the stall speed in level flight at a con- In my opinion, the Gold Seals constitute horizontal tailplane of their aircraft. stant altitude, with no bank angle and at

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and, if power is not applied, eventually stalls again. As the airplane continues Effect of Ice on Tailplane through a series of stalls and recoveries, if it is dynamically stable, it eventually will resume nose-down un-stalled flight, Clean Tail: descending. Attached Airfow In flight, an airplane with a forward c.g. needs to be counterbalanced by some force or the airplane will merely Iced Tail: descend until it impacts the ground Separated Airfow (“the ground is the final arbiter of all decisions made in the air”). Therefore, in given weight. Change any of those vari- order to maintain a nose-level attitude, The folks making this video were all ables and the airfoil will stall (reach its the aircraft’s tailplane must “lift down.” test pilots and not for a moment do I critical AOA) at a different indicated air- Thus the tail acts in the same direction suggest equivalent expertise in aerody- speed. For instance, at 60 deg. of bank, as the weight of the airplane — that is, namic knowledge. It is for the purposes the wing has to produce twice as much down. Therefore, the wing has to create of discussion and understanding that lift as at level flight, just to keep the air- additional lift to overcome the downward I am writing and readily admit I don’t plane level. This is because in a turn the lift that the tailplane produces. understand any circumstance under lift vector is tilted and not all of the lift is This is why it is desirable to have a c.g. which the first step to recover a stalled working against gravity. farther aft when attempting long-range airfoil to normal flight is to aggressively To the point, assume we are flying flights. Mind you, that’s not aft of the cen- increase the AOA on it. straight and level at an airspeed only ter of lift but simply farther aft. As the The video is made using a Twin Ot- 1 kt. above level flight stall speed and c.g. moves rearward toward the center ter as the test airplane. The test crews therefore just shy of the critical AOA. of lift, the “downward lift” of the tail- “iced” the tailplane of the de Havilland As we bank and add back pressure to plane can be reduced. By doing this, the turboprop by fixing irregular shapes to create the additional lift needed for level total amount of lift that the wing must simulate ice that had formed to the tail flight, even if we add power to keep the produce is decreased. With decreased surface of a similar airfoil in a wind tun- airspeed constant, the wing exceeds lift requirements imposed on the wing, nel. In an attempt to keep other factors the critical angle and stalls. The speed AOA decreases along with induced drag constant, the wing was not “iced” during at which we were just able to maintain and power required, thereby increasing the flight tests. level flight before is not high enough in range. the turn. Since the tail must lift down, it can Effects of the Twin be thought of as an upside-down airfoil. Center of Gravity Effects When the tailplane creates more lift, the Otter Configuration tail goes down and the nose comes up. Another factor that needs discussion is When we pull back on the controls of the It should be noted that the test pilots the location of the center of gravity of airplane to climb, the AOA on the tail in- readily admit that there are certain an airplane when its wing stalls. As an creases, the tail goes down and the nose characteristics in play in the Twin Ot- airplane flies through the air, it is desir- comes up. Simple. ter and other such airplanes in which able that the c.g. be in front of the cen- The NASA video correctly states that power or flap settings would affect them ter of lift. This is called a forward c.g. If when a wing stalls, the way to recover is more than many other airplane types. the c.g. is aft of the center of lift, when to let the nose fall through, thus reduc- The DHC-6’s propellers are located the wing stalls the aircraft will pitch up, ing the AOA. One need not ride through above the tailplane and thus the airflow thus deepening the stall. An airplane that the subsequent oscillations as power can from them tends to flow over the wing pitches up when it stalls is considered to be added to achieve level flight quicker. and assume a downwash trajectory be dynamically unstable. As departure Where Steve, and now I, would like to as it moves toward the tailplane. The question the video is in its assertion that thrust from these engines is well above Icing Center when tailplane icing is even considered the c.g. of the airplane. This can cause of gravity a possibility, the pilot’s first corrective nose-down tendencies with increases action is to aggressively pull back on the in power and nose-up tendencies with yoke of the airplane. decreases in power. The de Havilland’s flaps are large and create another large Ice Effects downwash vector over the tail, which Weight increases the AOA on it. That means Aircraft nose pitches down Ice on an airfoil essentially changes the the tail moves down and the nose moves airfoil’s shape so that the air moving up. I believe these characteristics in the from controlled flight worsens, the nose over it behaves as if a much higher AOA Twin Otter “style” of airplane are criti- will continue to pitch up and increase the had already been reached. The ice dis- cal to the understanding of this problem. AOA on the already stalled wing. turbs the flow of air at a lower AOA and Nevertheless, the recommended proce- By contrast, a dynamically stable makes that flow separate from the top dure from the video was not limited to airplane will pitch down when stalled. (bottom for tail) surface sooner (slower Twin Otter type airplanes. When headed down, lift on the wings in- airspeed and/or lower AOA) than nor- The test crews slow the airplane creases until the airplane noses up again mally would occur. tailplane with various flap and power

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settings. Light material tufts, attached Effect of Angle of Attack that after breaking the stall, to avoid to the tail surface, show that as the impacting the ground. I submit that you Positive AOA Negative AOA airplane slows and as the power is in- of Mainplane of Horizontal Stabilizer cannot un-stall any airfoil by increasing creased to maintain level flight, or as the the AOA on that surface. However, I am airplane speed increases with full flaps open to an explanation from anyone who deployed, the AOA of the tail increases can graphically show me how that can Angle dramatically and the tufts show a nearly of Attack happen. stalled airfoil. Pilot indications of the Ice If tailplane stall occurs relatively close impending stall are control force light- to the ground, something has to be done Separated ening; control, not airframe, buffet; and Airfow Region immediately, and pulling back on the stick Separation loss of effect of the tail, i.e. it became eas- Bubble after reducing power and decreasing the ier to let the nose fall off than to hold it flap angle to un-stall the tail airfoil may be up. In one of the flights, the test pilot al- the only out. Obviously, a better solution is lowed the airplane to stall. In the video, started them up as soon as it went over.” to prevent the stall in the first place. you can see the nose of the airplane In other words, the major causes of the Included is a picture that gives me pitch down when this happens. Shortly unstable airflow over the tail of the air- chills. I would not volunteer to be aboard a thereafter the pilot exerts a large pull plane or nose-down tendencies were re- Twin Otter if they ever do more simulated on the yoke and the airplane recovers. duced before the aft stick was applied. icing stalls. That also gives me chills, and I hand it to the pilots who conducted those Pull Back First? The video evidence, the recommenda- tests for our benefit. Back to the picture. tions and practical experience lead to the After watching that, it seemed remark- following questions about the Twin Otter This pilot entered virga in the clear and able to me that the experts concluded tests: wound up with the wing and tailplane with that when a tailplane stall occurs, the this mind-boggling load of ice. What did he method of recovery is to first aggres- ➊ Once fitted with simulated icing on do to survive? sively increase the AOA on that surface the tailplane, were stalls tried with the by pulling back on the yoke. I don’t un- flaps in the up position? ➊ He refrained from extending flaps. derstand how you can chase after separated flow by trying to move an airfoil ➋ Once fitted with simulated icing on ➋ He attempted to maintain the AOA back beyond where the separation oc- the tailplane, were stalls tried with that was present when he iced up the curred. I need a better explanation than power at idle? airfoil. In other words, as he neared “In an impending tail stall situation, the the approach end of the runway he did recovery is [to] pull back on the yoke, re- ➌ Once fitted with simulated tailplane not greatly decrease airspeed from the duce flaps and, on some aircraft, ease icing were stalls attempted with no speed at which he accumulated the load off on power.” At one point, a test pi- flaps and no power at the same time? of ice. For that reason, on a descend- lot advises that in a tail stall, “The no ing final, the power he required on ap- brainer is to pull the yoke back.” To my ➍ What would the recovery have proach was probably less than normal. long understanding, by pulling back as looked like if the pilot had left the power the aircraft stalls, the pilot would make on and the flaps where they were when ➌ When very low, over the very long the airplane dynamically unstable, with the stall occurred and first violently runway, he maintained level flight, one stall leading to another and another pulled back on the yoke? I maintain put the gear down and let the airplane without recovering. that the airplane would have entered a stagger onto the runway. It worked. deeper stall and rolled off. The Test Pilot Didn’t If you suspect tailplane icing, do not ➎ What would the recovery have extend flaps — if used at all — past ap- Pull Back First looked like if it was attempted at a high proach. Speed, if slowed at all, should enough altitude that the pilot could not be lowered below the point at which Here’s the big point I would like to make have left the nose down, let the air- the first indications of tailplane stall oc- as I continue this academic discussion. speed increase? The tail may not have cur. The landing gear should remain In the video, when the airplane tail sur- been recoverable as the downwash retracted until the aircraft is very low face does stall, the pilot does not imme- from the flaps may have continued and level over the runway. diately pull back on the yoke. Rather, he to increase the AOA on the tailplane, In these circumstances, I would de- correctly lets the nose fall off. Then, it is causing it to enter a deeper and deeper clare an emergency since the landing clear that the first thing he does after stall. Flap position is the key though, would be hot. And I’d much rather risk that is reduce the power on the engines. not aft pressure on the yoke. the results of trying to stop on an icy run- He says words to the effect of “there she way after a mile or so of reverse thrust goes” (stall) and pulls the power back Alternative Method of than land nose first just short of it. with his right hand before anything I think that if a pilot were to mix up else. The nose of the airplane appears Treating Tailplane Icing the order of the steps that the test pi- to fall through, dynamic stability, and lot actually did in the video test, and re- then, after a very brief delay, he exerts It is inarguable that the yoke must be peatedly pull back on the yoke at the a great aft pressure and the airplane re- pulled back shortly after the stall is bro- indication of a stall, without reduction covers. He calls for “flaps up” and the co- ken, but there is a difference between of power and/or flaps, the results could pilot states, “They’re already moving. I doing that to break the stall, or doing be disastrous. BCA

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BY JIM CANNON [email protected] Convention on International Civil Aviation (also know as Chicago Convention) was signed on Dec. 7, 1944, by 52 States. ou’re en route to Europe on a trip Put simply, the standards and recom- it well worth your reading time. The six- that will involve multiple destina- mended practices found within the 19 teenth edition of 4444 was published in tions before returning home. You Annexes published by the International 2012.) have your oceanic clearance and Civil Aviation Organization (ICAO) pro- Standards and recommended prac- haveY just passed 50 West. The cockpit vide guidance for all 191 member nations tices are developed by ICAO to provide conversation turns to contingency plan- to write their regulations for flight op- guidance for member states in their ning. Although you had, pre-departure, erations within the airspace over each rulemaking regarding commercial and briefed ETP (Equal Time Points) for sovereign nation. If your flight is out- noncommercial aviation operations. loss of engine or pressurization, you and side of the boundary of all ICAO member While many aviation people in the U.S. your fellow pilot take time to review off- states, such as over the North Atlantic, infrequently or possibly never travel be- set procedures in the unlikely circum- you are required to adhere to the ICAO yond its borders, the country is and has stance you are forced to respond to one standards and recommended practices always been a key member of the world of a number of possible emergency (SARPS) for each specific function ap- aviation community and its procedures scenarios. propriate to your aircraft, crew and pas- and standards adhere to the interna- The other pilot, who is just beginning sengers (for example, Annex 2: Rules of tional practices. In fact, the FAA, and to gain international flight experience the Air). its predecessor the Civil Aeronautics with your department, asks what ATC As a highly respected chief pilot of a Administration, has used ICAO SARPS you are operating under and what regu- business aviation flight operation in the as the foundation for countless Federal latory requirements pertain to this seg- Southeastern U.S. revealed, “We carry Air Regulations since the end of World ment of the flight. Annex 2 and others in a drop box on our War II. “We are talking to Gander on HF and iPads and are familiar with many of the “ICAO is significant to a business avi- will be until 30 West, then we will be un- other documents, such as Doc 4444 and ation flight department that operates der Shanwick’s control,” you respond but various PANS-OPS docs, but beyond solely within the geographical bound- then hesitate regarding the rules of the that, we really don’t interact with ICAO ary of their state of registry,” says Peter air when outside the domestic airspace in a deeper way.” (Note to readers: Look Ingleton, a director of the International of a nation’s air traffic boundaries. up ICAO Doc 4444; you’re likely to find Business Aviation Council (IBAC) in Montreal who serves as liaison to ICAO, adding, “It is vitally important to one ICAO that operates outside of that boundary.” History and Structure In November 1944, with the outcome of the war seemingly assured in the Allies’ favor, representatives from 54 nations attended an International Civil Aviation Conference in Chicago. The purpose of what became known as, simply, the “Chi- cago Convention,” was to establish rules and standards by which countries might authorize best practices and regulations regarding the establishment of a civil aviation authority. This would not only facilitate flights within each country’s individual airspace but also serve to coordinate cross-border operations in a uniform and standardized manner. By

ICAO building in Montreal, Quebec, Canada

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the time the conference ended on Dec. 7, aviation expertise that manage the or- Annex 3 — Meteorological Service for 1944, 32 nations had signed the Conven- ganization’s day-to-day business and International Air Navigation tion on International Civil Aviation and support functions. The secretary gen- Annex 4 — Aeronautical Charts the foundation was laid for a common eral of ICAO is responsible for the Secre- Annex 5 — Units of Measurement to Be air navigation system around the world. tariat and is appointed by the Council for Used in Air and Ground Operations ICAO was formally established in April a three-year term. Annex 6 — Operation of Aircraft 1947 and became a specialized agency of In addition to the headquarters build- Annex 7 — Aircraft Nationality and the United Nations. ing in Montreal, ICAO maintains re- Registration Marks ICAO consists of three main divisions: gional offices in Bangkok, Cairo, Dakar, Annex 8 — Airworthiness of Aircraft Annex 9 — Facilitation Annex 10 — Aeronautical ICAO Telecommunications Annex 11 — Air Traffic Services Annex 12 — Search and Rescue Annex 13 — Aircraft Accident and Incident Investigation Annex 14 — Aerodromes Annex 15 — Aeronautical Information Services Annex 16 — Environmental Protection Annex 17 — Security: Safeguarding International Civil Aviation Against Acts of Unlawful Interference Annex 18 — Safe Transport of Dangerous Goods by Air Annex 19 — Safety Management

A recent meeting at ICAO headquarters in Montreal. ICAO’s Impact on the Assembly, the Council and the Sec- Lima, Mexico City, Nairobi and Paris. Business Aviation retariat. The Assembly, which meets It is important to note that many avia- formally every three years, comprises tion experts from the U.S. are among a Business aviation, both commercial and representation by each of the 191 mem- multinational group actively employed noncommercial, is influenced heavily by ber states, a number of which maintain by ICAO and focused on international many of the ICAO Annexes. Reviewing offices in the ICAO building in Montreal. aviation standards, not how those stan- the forgoing list provides an apprecia- The Assembly elects the Council, of- dards impact their own countries. tion of the historic guidance from ICAO fers policy recommendations, approves in the utilization of best practices and op- budgetary plans and has the power to The Annexes erational standards. amend the ICAO constitution. Of particular importance to business The Council is made up of representa- An ICAO Annex provides guidance for aviation operators is the information tives from 36 member states, who are member states within each category within Annex 6 (Operation of Aircraft), elected to three-year terms. Certain of aeronautical information, listed be- which is divided into three distinct rules concerning geographic represen- low, phrased in the form of a “shall” parts. Criteria, through Annex 6, are tation as well as the level of civil aviation statement (Standard), or a “should” established to provide “safe operating activity govern who may be elected to statement (Recommended Practice). practices” for all aspects of flight opera- the Council. The Council has a president A Standard represents a requirement tions worldwide. and is the body within ICAO that adopts that member states are expected to Part I outlines SARPS for commer- revisions to SARPS for each of the 19 incorporate within their rulemaking, cial flight operations including charter ICAO Annexes. The Council may, “take whereas a Recommended Practice is and the world’s airlines base their opera- whatever steps necessary to maintain suggested but not required to be in- tional standards on it. From a business the safety and regularity of operation of corporated. As a signatory to ICAO, a aviation perspective in the U.S., FAR international air transport.” One of the member state stipulates that it will ap- Part 135 regulations are based upon a subordinate bodies of the Council, the ply ICAO SARPS within the body of its majority of SARPS within this section. Air Navigation Commission (ANC), is civil aviation rulemaking. A member Worldwide, Part I provides additional primarily responsible for ICAO Annexes. state has the option of filing a differ- guidance for holders of an Air Operator’s In that regard the ANC reviews all pro- ence (exception) to any ICAO standard Certificate (AOC). posals for amendment and submits vet- and thus bypass the requirement. Part II addresses general aviation ted air navigation recommendations to These differences are required to be and contains SARPS specifically writ- the Council for consideration. Members notified to ICAO, which then publishes ten to provide guidance for noncom- of the ANC are appointed by the Council them. mercial business aviation. It became and nominated by their member states. Annex 1 — Personnel Licensing effective in 1969, but between then and The Secretariat has various levels of Annex 2 — Rules of the Air 2003, 23 amendments were made to it.

70 Business & Commercial Aviation | November 2015 www.bcadigital.com

MANAGEMENT Q&A With Kurt Edwards, A discussion paper first drafted by the Director General, IBAC International Business Aviation Council (IBAC) in 2005 proposed an overhaul of Appointed to IBAC’s top post in September 2012, Part II’s provisions pertaining to interna- Kurt Edwards previously served in high-level positions tional operators of large or turbojet general aviation aircraft. The result was Part with the International Affairs and Environmental offices II’s Revision 27, which was approved by of the FAA. He also led the FAA’s outreach efforts while the ICAO Council and included the stan- based in Brussels and Paris. dard for those large or turbojet aircraft BCA: What are the two or three most important functions that ICAO provides business operators to implement an SMS. aviation? And Part III focuses on helicopter operations. Edwards: The Chicago Convention in forming ICAO provided for the implementa- IBAC represents the interests of busi- tion of fundamental rules for air navigation and safety, not only for domestic sys- ness aviation worldwide at ICAO on be- tems but also the linking of the worldwide aviation network. ICAO is the backbone half of 14 national and regional business of our civil aviation rulemaking. In setting these global rules, ICAO looks to see that aviation associations, the NBAA being all types of operations are receiving fair treatment. This is especially important to the largest by far. Based at the ICAO building, IBAC is an “International Non- small business aviation operators. Governmental Organization (INGO) with BCA: How does IBAC interact with ICAO for the enhancement of business aviation interests? permanent observer status” at ICAO. Edwards: IBAC is officially recognized as an observer organization within ICAO. It developed and is currently managing IBAC representatives sit in on all technical meetings at ICAO, alongside IATA (In- two business aviation standards of international Air Transport Association) and other observer organizations — IFALPA dustry best practices, the International Standard for Business Aircraft Oper- (International Federation of Airline Pilots’ Associations) and IAOPA (International ations (IS-BAO) and the International Council of Aircraft Owners and Pilots Associations) as examples. IBAC provides the Standard for Business Aircraft Handling appropriate level of knowledge and expertise in order to properly and effectively (IS-BAH), that feature an SMS validation represent international business aviation. process. IBAC suggested in 2005 that Annex 6 Part II be modernized to parallel the Beyond establishing and overseeing standards, IBAC serves as a technical planned updating of Annex 6 Part I. The Air Navigation Commission recommended advocate for business aviation when ill- and the ICAO Council adopted IBAC’s proposed revisions to the standards without considered demands surface. For ex- substantive change. This was the first instance of ICAO accepting drafting by in- ample, at the end of 2013, civil aviation dustry of a fundamental part of an Annex. authorities responsible for international IBAC representatives sit on the Air Navigation Commission’s Ops Panel, Safety airspace above the South China Sea uni- laterally imposed a requirement that air- Management Panel, Security Panel, Flight Recorder Panel and the Committee for craft flying there must be equipped with Aviation Environmental Protection. IBAC continually reviews all proposed revisions ADS-B and have an accompanying let- to each of the 19 Annexes of ICAO to determine the applicability to International ter of authorization (LOA) from the op- General Aviation (IGA) and measure the appropriateness of each recommended erator’s state of registry. This action was revision. IBAC represents the interests of all business aviation, air taxi as well as taken without following established ICAO procedures for consultation regarding the noncommercial side of the IGA community. proposed requirements in international BCA: What are some of the important upcoming issues? airspace. Edwards: The big political issue that will dominate the tri-annual meeting of all Since several aviation regulatory au- ICAO member states in Montreal in September 2016 is whether the member thorities, including the FAA, were not states can agree upon a single global market-based measure (MBM) dealing with issuing such LOAs, ADS-B-equipped business aircraft from those countries carbon emissions. During the last meeting in 2013, the ICAO Assembly, the high- were suddenly being vectored off course est governing body, asked the Council, the permanent political body in Montreal, or required to descend below FL 290 over to develop a global MBM recommendation for the 2016 Assembly, which could be the South China Sea, incurring additional implemented from 2020. time in flight and wasting fuel. (However, The mandate for IBAC is to participate in the development of a plan that is ops specs satisfied the requirement for airline aircraft.) simple, reasonable and feasible for business aviation operators conducting inter- IBAC engaged ICAO headquarters in national flights. IBAC has been working diligently toward that goal for the past two Montreal and its Asia-Pacific regional years. office, along with experts in the U.S. and BCA: Describe the relationship between ICAO and IBAC. Australia, in an effort to inform the na- Edwards: IBAC is a nonprofit industry federation of business aviation associa- tional aviation authorities of their respon- sibilities under the Chicago Convention as tions, NBAA being one of those associations, representing the interests of the providers of air navigation services and business aviation community at ICAO. We are officially designated as the represen- safety in international airspace. More- tative of business aviation in that regard. IBAC is effectively the business aviation over, IBAC explained that ADS-B, a pas- lobbyist at ICAO in Montreal. BCA sive technology, does not require an LOA

72 Business & Commercial Aviation | November 2015 www.bcadigital.com Q&A With Stephen Creamer as demonstrated by experience in Aus- tralia and supported by experts in the Recently appointed to his ICAO position in U.S. In the end, the regional ICAO gath- Montreal, Creamer was hired by the FAA in ering of directors general of civil aviation agreed with IBAC and recommended 1981 where he served for the next 25 years that an LOA need not be required for in air traffic management and then eight in the ADS-B operation in international air- agency’s international policy division, ultimately space in the Asia-Pacific region. rising to director of the FAA’s Europe, Africa Those kinds of actions have made an and Middle East regional office, located in the U.S. IBAC fan of NBAA President Ed Bo- len. “In today’s global marketplace it Embassy in Brussels. He is a private pilot and says, “General aviation is would this global playing field. Because definitely ingrained in my blood.” we need this presence, IBAC is particu- BCA: larly important. They are our ‘seat at How has the growth of business aviation globally impacted the development the table.” of standards within the ICAO Air Navigation Bureau? Meanwhile, ICAO’s reach has im- Creamer: The number of international operations flown by large or turbojet pacted business aviation operations far IGA (international general aviation) aircraft has been very impressive during and wide. During the 1970s it became the past 30 years. In relationship to the representative number of business apparent that travel by both business and commercial aircraft across the jets owned and operated in the international environment, the amount of North Atlantic was increasing at a rapid operational segments is amazing. Today’s long-range business jet has many rate. In order to provide appropriate more technological capabilities than most of the long-haul carriers. The ANB separation in this vital and increasingly is very aware of the need to keep the IGA community in mind when consid- crowded airspace, ICAO developed stan- ering new standards and recommended practices, especially as they apply dards for performance-based navigation (PBN) for aircraft operating in the newly to Annex 6, Part II. designated minimum navigation perfor- BCA: Has the business aviation community contributed to ICAO’s work? mance specification (MNPS) airspace. Creamer: When we set up the North Pacific Route System, Paul Smith, now This action represented a shift in retired from the NBAA, provided invaluable assistance to that effort. Another navigation performance criteria from wonderful resource for ICAO and the ANB was Bill Stine with the NBAA. Peter a sensor-based dependency to one that relied upon the aircraft’s capability to Ingleton with IBAC serves as an observer on the Air Navigation Commission navigate accurately without receiving and is a fantastic resource for the ANB whenever we have concerns as to the signals from ground-based systems. Re- impact of potential standards on the IGA community. Ray Rohr, now retired duced vertical separation minimums from IBAC, worked so diligently on new Annex 6, Part II material in 2008 (RVSM) were first introduced within the that the end result was a completely rewritten section, edited and ready to North Atlantic track system and were eventually adopted and implemented go. The ANC adopted the draft in its entirety and sent it to member states worldwide. for consideration, thus bypassing the formation of a working group and the When dealing with the myriad admin- formal process often conducted during such developmental work products. istrative and operational issues of a do- Ray’s contribution saved ICAO more than three years of effort and posturing. mestic business aviation department, BCA: Does the ANB have staff members with IGA expertise? it is easy to forget the foundations and institutional efforts of unnamed others Creamer: My experience in Alaska with the FAA gave me the opportunity that allow all of us to be employed in to develop a clear understanding and appreciation for the contribution that such a dynamic and often complex in- GA provides to the worldwide aviation industry. I have one staff member, dustry. In existence for 68 years , ICAO Andreas Meyer, who has an extensive background in IGA. We have and will has provided civil aviation with global continue to work with IBAC to assist in sourcing expertise for panels and guidance for establishing standards in aircraft certification, licensing of pilots committees both here in Montreal and in our regional offices. I recently and maintenance technicians, aeronau- spent some time in Hong Kong and visited Metro Jet for a full briefing on tical charts, passports, handling of pas- IGA operational considerations in the Far East. sengers and cargo, aircraft registration, BCA: What challenges need to be addressed? communications, security, handling of Creamer: The enhancement of communications between controller and the dangerous goods, search and rescue, aerodromes and safety management. cockpit; tactical ATC clearance procedures; EDL2 data exchange; CPDLC; With nearly 200 nations as signa- unmanned aircraft implications; more efficient and modern traffic flow — all tories to the ICAO Convention, it is an with a continual appreciation for operational procedures and their effects on institution that truly facilitates the flight crew and controller workload. As we introduce appropriate standards ability of aircraft to cross borders in to the ICAO member states dealing with advancements in technology, we safety. And in that assurance, the men and women of ICAO have proved them- must appreciate the impact of the inherent risk factors associated with selves to be invaluable in the advance each step along the way. The next decade should be an exciting one for all of civil aviation. BCA of us. BCA www.bcadigital.com Business & Commercial Aviation | November 2015 73 PILOT REPORT Dassault Falcon 8X Largest cabin, longest range, most-capable Falcon trijet yet

BY FRED GEORGE [email protected]

he Falcon 8X now is more than halfway through its flight test campaign, putting it squarely on track for certification in mid-2016. Recently, we flew the first flight test aircraft to evaluate the progress of the program, to gauge how well TDassault is meeting the trijet’s stated weight, performance and cabin comfort goals and to sample its handling qualities. Thus far, the results look promising, as one might expect from a low-risk iterative design that’s closely based on the well-proven Falcon 7X. The Falcon 8X represents something of a paradigm shift for Dassault. This is the first time in the company’s history that it has stretched one of its existing Falcon Jets to create a derivative model rather than embark on a clean-sheet design. Two 21-in. barrel plugs, one ahead and one aft of the wing root, were added to the 7X fuselage. The modification makes room for two additional windows on each side of the fuselage and adds about 3.5 ft. to cabin length. The stretch also makes room for a longer belly fairing with a more conformal tank that increases fuel capacity by about 2,500 lb. Internal modifications to the wing tanks add another 460 lb., increasing total fuel capacity by 2,960 lb. compared to that in the Falcon 7X. Dassault claims the extra fuel capacity boosts the 8X’s range by 500 nm. At a maximum of 6,450 nm, the actual range improvement over that of the Falcon 7X with eight passengers aboard is closer to 770 nm, according to BCA’s May 2105 Purchase Plan- ning Handbook. The range increase enables the aircraft to fly between new city pairs, such as Boston and Beijing, Singapore and Stansted, and Blackpool and Buenos Aires. The increased range, however, assumes the 8X will have a 500-lb. lower basic operating weight than the 7X because of structural changes to the wing and lighter weight acoustical insulation. The range increase results from a combination of several small improvements. The junction of the leading edge slats with the upper surface of the wing has been fine- tuned. New winglets reduce both induced drag and shock-wave drag, even though they’re shorter than the winglets on the 7X. The engines were modified to improve specific fuel consumption by 1.5%. And relaxed static stability will reduce horizontal stabilizer trim drag. Dozens of other refinements add operational flexibility, cabin comfort and situational awareness. Delve into the details to discover why this Falcon trijet is the most- capable business aircraft yet developed by Dassault. Modified Structure, Systems and Soundproofing As with all previous Falcon Jets, most of the 8X’s primary airframe is a conventional semi-monocoque, high-strength aluminum alloy structure using stressed DASSAULT FALCON JET

74 Business & Commercial Aviation | November 2015 www.bcadigital.com skins, with hoop frames and longerons in the fuselage and spars and ribs in the wings. Composites mainly are used in secondary structures, including the nose radome, fuselage fairings, winglets, vertical stabilizer and carbon/titanium horizontal stabilizer, among other components. Using Dassault Systemes’ CATIA and other design tools, Dassault engineers shaved off nearly 600 lb. from the 7X’s internal wing structure. As noted, further modifications increased each wing’s internal fuel capacity by 230 lb. The wing assembly now is more flexible. As wing area remains unchanged at 761 sq. ft. and the 8X has a 3,000-lb. higher MTOW, the result should be an even smoother ride in turbulence than offered by the 7X. Notably, Dassault is conducting a full range of demonstrated dive speed tests to assure the 8X retains the 7X’s 370 KIAS VMO and Mach 0.90 MMO redline speeds. The 7X/8X airfoil has 34 deg. of inboard section sweep and 30 deg. of outboard section sweep, a 9.72:1 aspect ratio and a pronounced reflex s-curve on the bottom surface near the trailing edge. The most-efficient cruise speed is Mach 0.80. BCA estimates that pushing up cruise speed to Mach 0.85 should reduce range by about 830 nm, based upon extrapolating Falcon 7X cruise performance data. However, Dassault officials declined to provide cruise performance numbers until flight tests are complete. That’s also why we’re omitting a specifi- cations box with this report. The 3.5-ft. fuselage stretch enables the 8X to have 16 windows on each side of the cabin. The stretch also increases cabin volume by 143 cu. ft. Dassault engineers have created a more effective, yet lighter weight acoustical insulation package for the 8X, one that concen- trates noise absorbing materials at specific locations where the sound levels are the greatest. The result is a 2 to 3 dB reduction in cabin sound with a 25% reduction in acoustical insulation weight. Short, medium and long galley/crew compartment configurations are available. Each comes with a standard, forward, right-side crew lavatory. A chemical toilet is standard and a vacuum toilet is optional. Dassault believes that most operators will select the 3.5-ft. longer forward galley/crew compartment. It features a 78-in. left-hand crew www.bcadigital.com Business & Commercial Aviation | November 2015 75 PILOT REPORT

and aft lavatories have independent water and waste systems, a design feature that adds redundancy, according to Dassault. A 140-cu.-ft. aft baggage compartment is accessible by means of a secondary pressure door in the rear of the passenger lavatory. Access to the aft bay is forbidden above FL 400 to comply with engine rotor burst certification requirements. Similar to the Falcon 7X, the 8X has a 10.1-psi pressurization system that provides a 6,000-ft. cabin at FL 510. At typical cruise flight levels, cabin altitude is at or below 4,500 ft. At FL 410, cabin altitude is 3,900 ft. Falcon 7X systems are carried over to the Falcon 8X with minor changes. There is plenty of redundancy to assure critical systems remain operational in the event of multiple failures. The electrical system, for instance, has three engine-driven and one APU- EASy III EPIC COCKPIT driven, brushless DC generators plus a ram air turbine that automatically de- ploys if those four power sources are The Falcon 8X flight deck features a growth version of the Falcon 7X’s EASy II sys- unavailable in flight. Permanent magnet tem, powered by Honeywell Primus Epic avionics. Four, 14-in., portrait configuration alternators on engines 1 and 2 provide flat-panel displays, arranged in a T shape, dominate most of the instrument panel. emergency power for the flight control Outside of the main display panels are left- and right-side, touch-screen “electronic system if no other generators are available. Each engine also has a separate flight books” that host documents, manuals, charts and references. PMA to provide power for its FADEC. Honeywell also will furnish its RDR 4000 IntuVue 3-D weather radar that provides The 3,000-psi hydraulic system has predictive lightning and hail detection, along with 60-nm range Doppler turbulence triple redundancy. There are five en- detection. Tilt management is automatic, with the radar scanning at several tilt gine-driven pumps and one electrically angles to generate a 3-D image of the weather. driven aux pump. The 10.1-psi differential pressurization system has a single HUD and EVS will be offered as separate options. Elbit has been selected to air-cycle machine pack backed up by an provide its fourth-generation head-up display system, offering a 40-deg.-wide-by- emergency heat exchanger system. The 30-deg.-high field of view, 1,280-by-1,024 pixel resolution and more-compact com- cabin has separate forward and aft tem- puter, projector and combiner that provides more cockpit headroom. perature controls. Part of the cabin air The HUD is linked to a six-sensor, uncooled optical and IR enhanced flight vision is recirculated to reduce engine bleed air loads, thereby improving engine ef- system, having a 35-deg.-wide-by-26-deg.-high field of view and 960-by-1,280 pixel ficiency. resolution. The array of six sensors operates in the day, night, short-wave IR and The basic triple-source fuel system long-wave IR bands. is carried over from the Falcon 7X. The Elbit system also has a stand-alone SVS digital terrain elevation database so However, the three systems do not have that pilots will be able to select EVS, SVS or a combined vision system that blends identical fuel capacities. To equalize fuel levels in all three systems, Das- imagery from the two sources. sault added an automatic balance func- The left-side HUD/EVS will be available upon the Falcon 8X’s entry into service in tion that transfers fuel from high to low the second half of 2016. Dual HUDs will be offered as an option in 2017. BCA tanks at the touch of a button on the overhead panel. In addition, the pressure refueling system has been modi- berth and 93-in.-long galley, affording and a pullout sofa sleeper plus single- fied to allow faster replenishment of the the most crew rest space and the larg- chair executive workstation in the aft tanks. est food, beverage and tableware stor- cabin. Many operators, though, are ex- Dassault carried over the 7X’s digital age for flights that can last up to 14 hr. pected to order a second, pullout divan flight control system (fly-by-wire) to the duration. in place of the executive workstation as 8X, featuring three dual-channel main The main cabins typically are config- it provides an additional lay-flat berth flight control computers backed up by ured with a four-chair club section up for overnight missions. three single-channel secondary flight front, a four-chair conference grouping At the rear of the main cabin, there is control computers. The basic control with adjacent credenza in mid-cabin a lavatory with vacuum toilet. Forward law is modified C star, blending g and

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Van Nuys, California Honolulu, Hawai‘i / La¯na‘i, Hawai‘i Everett, Washington u u (818) 988-8385 (808) 548-2948 (425) 355-6600 www.castlecookeaviation.com PILOT REPORT pitch rate commands, with flight path Left Seat on Flight 92 for flight test, we belted into the left stability and extensive flight envelope seat of Falcon 8X No. 1. We were ac- protections. The more-flexible wing Garbed in a tan Nomex flight suit and companied by Eric Gerard, chief test structure, though, required roll com- military boots at Istres-Le Tubé Air pilot for the program, in the right seat mand software revisions to shape and Base, the main facility used by Dassault and Frederic Lascourreges, Dassault smooth roll response. In addition, tighter close loop pitch response algorithms were added to the software in order to smooth PRATT & WHITNEY CANADA and shape pitch response on takeoff rotation, resulting in less chance of inadver- PW307D TURBOFANS tent over-rotation at aft c.g. In spite of the Falcon 8X’s relaxed The Falcon 8X’s engines are growth versions of the Falcon 7X’s 6,405-lb.-thrust static stability, pilots and passengers won’t sense the change as the fly-by- PW307A powerplants, flat rated up to ISA+18.4C. The new 307D’s takeoff thrust is wire control system will dampen out any bumped up to 6,722 lb. up to ISA+17C. The 8X’s engines produce the same climb latent pitch oscillations as long as the and cruise thrust at and above 15,000 ft. as the 7X’s engines. aircraft remains within its c.g. envelope. Takeoff thrust was increased by tightening fan and impeller tip clearances, modi- The Falcon 8X will be a full MSG-3 fying the core/bypass exhaust mixer and by changing the FADEC software. TBO maintenance friendly aircraft with 800-hr./12-month basic inspection inter- remains unchanged at 7,200 hr. vals. FlightSafety International has been Internal configuration is conventional. Up front, a wide chord fan, powered by a tapped to be the primary training ser- three-stage, low-pressure turbine, generates most of the thrust. The core features vices provider. The first simulator will be a four-stage axial flow compressor and a single-stage centrifugal flow impeller operational at FlightSafety’s Teterboro, powered by a two-stage high-pressure turbine, separated by an annular combus- New Jersey, training facility in 2016 and the second will come on line at the com- tion chamber. pany’s Le Bourget center in 2017. Basic dry weight is approximately 1,215 lb. BCA

DASSAULT FALCON JET 78 Business & Commercial Aviation | November 2015 www.bcadigital.com

PILOT REPORT

Assuming customers order the 93-in. galley and the 78-in. crew berth, the main cabin will have the same dimension as the Falcon 7X.

Aviation’s chief test pilot, on the jump seat as safety pilot. As the 8X was only halfway through its flight test program, this would be a qualitative, rather than quantitative, evaluation of the aircraft. Our objectives were to evaluate general flying qualities, the aircraft’s fly-by-wire envelope protections, engine-out takeoff characteristics and aerodynamic handling characteristics in the direct law mode when the aircraft would be stripped of almost all of its sophisticated digital flight control capabilities. Loaded with ballast tanks containing 2,200 lb. of water, air data sensor nose boom, test equipment and data record- ers, the aircraft’s BOW was 39,000 lb., or about 2,900 lb. more weight than for a production aircraft, according to Das- sault projections. Because of the nose test boom, the aircraft had no radar and DASSAULT FALCON JET the new Elbit HUD/EVS system was not and then tapped off bleed air to the pack runway at 20C was about 3,250 ft. installed. to cool the cabin. Girard programmed Starting the engines is easy, usually With 10,000 lb. of fuel, our ramp takeoff, climb and cruise flight phases in a 2-3-1 sequence. We moved the cen- weight was 49,000 lb., about 67% of a into the FMS using a sequence of flight ter engine fuel switch to run and twisted fully loaded production aircraft. We ran management windows and point-and- the start knob to start. Fuel, ignition, through the prestart checks, including click entries. starter motor and bleed air systems checking oxygen, fire detection and The FMS automatically computed V1 automatically responded, including di- emergency lights, along with windshield at 101 KIAS, Vr at 107 KIAS, V2 at 114 verting APU bleed air from the pack to heat, RAT and environmental control KIAS and best one-engine-inoperative the engine starter motor. The FADEC systems, plus CVR, ice detection, TCAS climb speed at 169 KIAS, using SF2 (slats/ handled all aspects of start, including and built-in-test systems. We started flaps 20 deg.) at 49,000 lb. Computed guarding against start malfunctions. the APU, waited 2 min. for warm-up takeoff distance on the nearly sea-level After all three engines were running, we shut down the APU, checked flight control freedom and initiated a first- flight-of-the-day FBW flight control system functional check. This takes a full minute to complete, during which various flight control surfaces move up and down, left and right, extend and retract in response to computer commands. The aircraft must remain parked while the test is underway. We armed the nosewheel steering, set SF2 and taxied to Runway 33 for departure. At the aircraft’s comparatively light weight, it took little more than idle thrust to start rolling. Nosewheel steering is controlled by the rudder pedals. The Falcon 7X and 8X are the first Fal- cons that don’t have steering tillers. Initially, our taxi technique caused

Forward section of the cabin has four-seat club grouping with 20-in. wide chairs. A new acoustical insulation package is expected to lower cabin sound levels by 2 to 3 db while reducing completion weight by up to 500 lb. DASSAULT FALCON JET

80 Business & Commercial Aviation | November 2015 www.bcadigital.com

PILOT REPORT

some directional twitching and brake flight director command. With a posi- pilot’s sidestick inputs to prevent ex- jerking. But after a few moments, we tive rate of climb, we retracted the land- ceeding the certified flight envelope. adjusted to the feel of the steering and ing gear. By 400 ft., the aircraft had As with previous Falcon Jets equipped brake systems, substantially improving accelerated to V2 + 30 kt., triggering a with EASy avionics suites, if the autopi- smoothness and precision. We checked “clean the wing” call for slats and flaps lot is engaged, the system will automati- operation of the single thrust reverser retraction, plus calls for flight guidance cally engage the autothrottles and adjust on the center engine. system climb mode and the after-takeoff thrust as needed to prevent exceeding Once cleared for takeoff, we armed checklist. high- or low-speed flight envelope limits. the autothrottles and pushed up the le- Following ATC instructions, we lev- When the aircraft returns to the normal vers to the forward stops. Dassault de- eled off at 2,500 ft. and proceeded north- flight envelope, the Falcon 8X’s EASy III signed the autothrottle system so that it bound for 8 mi. to stay well below jetliner system automatically resumes normal doesn’t engage until the aircraft climbs traffic arriving at Marseille Provence autothrottle functionality. 400 ft. above the runway. That way, the Airport. We then climbed to FL 150 for The Falcon 8X, in keeping with all pilots retain full control over thrust a series of handling checks at 250 KIAS. previous Falcons, exhibited unsur- commands when the aircraft is close to As with the Falcon 7X, the sidestick passed low-speed handling qualities. the runway surface. controller in the 8X has a nice balance When approaching stalling AOA, in any At VR, the rotation symbol on the between moderate fore-aft pressure for configuration, the mid-section and out- PFD moved upward from its 14-deg. pitch commands and softer left-right board slats extend and the inboard slats nose-down parking position on screen. force for roll inputs. The result is low retract. As the aircraft nibbled at CL We pulled back on the sidestick to pitch hand effort, but there is enough spring max, with the sidestick all the way aft, up until the rotation symbol was on the resistance and damping to prevent over- the 8X remained fully controllable as horizon, resulting in about 14-deg. nose- control. we maneuvered through several gentle up pitch attitude. The rotation symbol We sampled flight envelope protec- turns and banks. disappears 3 sec. after liftoff. tions, including the typical round of pos- At a weight of about 48,000 lb., we re- About that time, the flight director itive and negative g limiting, angle of spectively attained minimum airspeeds cue appeared on the PFD. It doesn’t pro- attack (AOA) protection and overspeed in the clean configuration, at SF2 (slats + vide nose attitude guidance. Instead, protection. The FBW system automat- flaps 20 deg.) and at SF3 (slats + flaps 40 it provides flight path guidance. Thus, ically adjusts elevator and horizontal deg.) of 120 KIAS, 98 KIAS and 92 KIAS. we adjusted nose attitude to match the stabilizer positions to provide envelope The aircraft epitomized the renowned flight path symbol on the PFD with the protection, overriding as necessary the Dassault design principal of providing

The Falcon 8X now is midway through its development and flight test campaign, S.N. 1, the aircraft we flew for this report, is chock-full of orange flight test equipment. It’s being used for flight and c.g. envelope expansion along with performance tests.

DASSAULT FALCON JET

82 Business & Commercial Aviation | November 2015 www.bcadigital.com

PILOT REPORT

fat, soft edges to the flight envelope. It is retained in the direct law mode. handling qualities. Qualitatively, the air- never lost its composure while being During the direct law demonstration, craft appeared to be quite stable with abused to the limit. No other business air- we configured the aircraft for land- good Mach buffet boundaries at light craft offers more docile low-speed han- ing, slowed to Vref and descended on gross weights. However, as wing area dling characteristics, in BCA’s opinion. a 3-deg. glidepath to 14,500 ft. Reach- remains unchanged from the Falcon 7X, As soon as we reduced nose attitude ing that point, we executed a simulated the 8X’s 3,000-lb. greater weight will and increased thrust, recovery from each go-around, reconfigured to SF2, re- slightly reduce Mach buffet boundaries. of the Vmin maneuvers was nearly in- tracted the landing gear with a positive Then we executed a simulated emer- stantaneous. As the aircraft’s AOA was rate of climb and leveled off at 15,000 gency descent by reducing thrust to reduced and speed increased, the slats re- ft. Thrust, configuration and speed idle, initially pitching over to 20-deg. turned to their normal positions for each changes produced mild pitching mo- nose down, extending the spoilers all the selected slat + flap configuration. ments that easily were controllable with way out to AB2 and pushing speed up to We retracted gear and flaps and then sidestick inputs and use of the manual Mmo/Vmo limits. stabilized the aircraft wings level at 250 pitch trim system. Girard noted that the There was noticeable, moderate KIAS. Then we switched off the pri- FBW system provides some pitch damp- airframe rumble with the spoilers ex- mary flight control computers so that ing in direct law mode. tended to AB2, but descent rate was we could evaluate the aircraft in direct We transitioned back to normal law impressive. Passing through FL 160 we law mode. The aircraft proved to be as mode, engaged the autothrottles and partially retracted the spoilers to assure easy to fly in direct law as the Falcon 7X. stabilized the aircraft at 250 KIAS. Gi- that we didn’t overshoot the bottom al- The aircraft has quite sufficient natural rard then shut down the No. 3 engine to titude. We leveled off at FL 150 in 1 min., aerodynamic stability to make it easy to demonstrate that the autothrottles re- 15 sec. and also noted that extending the handle in direct law mode. Stab trim is a main fully functional with the remaining spoilers midway to the AB1 position re- manual function and the rate of change two engines in operation. Afterward, we sults in a moderate increase in drag but is nearly perfect — quick enough to re- disengaged the autothrottles so that we virtually no buffet. lieve sidestick control pressure, and slow could maintain the No. 3 throttle at the Returning to Istres for pattern enough to prevent over-control. Rocker idle position and restarted it. work, we arrived at a landing weight switches on the center console activate With all three engines back on the of 44,000 lb. Based on using SF3 (slats the dual stab trim motors. Yaw damping line, we climbed to FL 400 to assess + flaps 40 deg.), Capt. Lascourreges

Dassault long has been renowned for its craftsmanship and attention to detail. The technician is touching up paint with a fine brush on this fully extended trailing edge flap.

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Aft lavatory features a nm and landed the aircraft smoothly vacuum waste system. and uneventfully. Access to the aft 140 cu. Conclusions? The Falcon 8X is just as ft. baggage compartment nice to fly as the Falcon 7X. Its EASy III is through a secondary avionics suite provides new functions pressure door in the rear and features that assure it will be one of of the lavatory. the safest and most capable ultra-long- and aileron control inputs range business aircraft when it enters to provide limited yaw service in the second half of 2016. and full roll stabilization. computed Vref at 110 KIAS. There was no doubt that we’d lost thrust Svelte Weight Allowances Using the autothrottles to manage on the right engine because of the asso- engine thrust, we aligned with Run- ciated yawing moment. But directional The Falcon 8X’s advertised 6,450-nm way 33, captured the glidepath using control was easy, especially as there was NBAA IFR range with eight passengers the VASI and flew a normal landing ap- virtually no proverse roll due to asym- clearly puts it in BCA’s ultra-long-range proach. Though landing weight was 22 metric lift in the sideslip. Indeed, the class, joining an elite group of business tons, the aircraft displayed the handling aircraft was so easy to control that we aircraft that includes the Bombardier ease, agility and responsiveness of a far saw little need to trim out rudder pedal Global 6000 and Gulfstream G550, smaller aircraft. The Falcon 10’s genes pressures to maintain balanced flight. among other purpose-built business jets. can be found in the Falcon 8X’s DNA. Climbing to pattern altitude at Istres, But in order to achieve that range At 50 ft., the autothrottles automati- we headed downwind and Girard gave figure, operators will need to watch cally reduced thrust to idle and we fol- weight as care- lowed the talking radio altimeter’s cues fully as an haute to touchdown. The aircraft’s long-travel, couture model on a Paris runway. The 78-in. left side crew berth Dassault’s quoted converts into a roomy divan, when not 36,100-lb. BOW needed for sleeping. does not include satcom, broad- trailing link main landing gear and slow band Internet approach speeds all but guarantee a soft connectivity, Elbit touchdown. HUD and EVS, We used plenty of reverse thrust from power cabin win- the single thrust reverser on the No. 2 dow shades, galley engine to slow the aircraft, using very me control of the No. 3 engine thrust le- refrigerator, electrically powered cabin light wheel braking action to prevent ver. We set up for a normal landing, but chairs or aft cabin privacy bulkhead, residual heat buildup. Girard had me align the aircraft with a among other popular options. An aft Our second takeoff would be a simu- parallel taxiway, just east of Runway 33. cabin shower also will be offered, but as lated one-engine-inoperative maneuver. We acknowledged that the maneuver yet there is no weight estimated for it. Based upon a departure weight of 44,000 was inconsistent with standard stabi- In addition, BOW is based upon having lb. and using SF2 (slats + flaps 20 deg.), lized approach criteria, but the goal was three pilots aboard. There is no weight takeoff speeds were 94 KIAS for V1, 102 to demonstrate the aircraft’s agility. allowance for a flight attendant. KIAS for Vr and 110 KIAS for V2. As we descended to 500 ft. above Add in the extras plus a fourth crew- Five knots below Vr, Girard pulled touchdown elevation, about 1.25 nm member, and BOW could increase by back the No. 3 throttle to idle and, soon from the runway threshold, Girard in- 400 lb. to 500 lb. or more. Dassault of- after, called “Rotate.” As we rotated, structed me to break off the approach ficials, though, counter that it’s unlikely it took less than 70-lb. force on the left to the taxiway and realign the aircraft that more than six 200-lb. passengers rudder pedal to maintain the aircraft with Runway 33. It was quite easy to will be aboard any purpose-built busi- in balanced flight. The FBW system’s sidestep to the runway centerline, as ness aircraft having a 14+ hr. endurance yaw damping function made rudder the approach speed was comparatively as that is the maximum number of full low and the aircraft lay-flat berths provided in three cabin was so agile. We re- sections. aligned with Run- Several Dassault Falcon 7X opera- way 33 within 0.5 tors told BCA, during our 2011 Op- erators Survey interviews, that they wanted more range, a usable crew rest bunk, more galley space for stores and a About 60% of larger work area for a flight attendant. customers are The Falcon 8X delivers the goods with expected to order some important qualifiers. Assuming the longest forward operators practice strict weight disci- crew compartment, pline, this trijet Falcon flagship prom- on the includes a ises to be a strong competitor in the 93-in. galley. ultra-long-range class. BCA

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Flying E2VS Legacy 500 with the Rockwell Collins compact HUD

BY FRED GEORGE [email protected]

mbraer has earned a reputation box. In its place, a single, slim HGS- in the business aircraft indus- 3500 LRU remote card plugs into the try for being an innovator in the Pro Line Fusion’s integrated avionics Esegment, as evidenced by intro- processor computer chassis, not un- duction of fly-by-wire flight controls like adding a peripheral into a desktop in the super-midsize class, along with computer slot. HGS-3500 is a compact, head-up guidance standard synthetic-vision PFDs and The triple-band, uncooled EVS- system that integrates image generation next-gen fiber-optic gyros. Now, it’s in- 3000 camera, mounted in the nose of and display into one unit. Its small size troducing the E2VS, short for Embraer the aircraft, also breaks new ground. makes it ideal for installation in light- and Enhanced Vision System, a two-part It combines an ultra-sensitive day/ medium-size business aircraft. package that includes Rockwell Collins’ night videocam, a short-wave IR sen- HGS-3500 compact head-up guidance sor to detect incandescent airport Let’s Go Flying systems and its new triple-band EVS- lights and a long-wave IR sensor to dif- 3000 enhanced vision sensor. ferentiate between the heat signatures With the E2VS The goal is to provide Legacy 450 of animals, pavement, paint markings and 500 operators with the ability to fly and vegetation. Unlike conventional At Embraer’s Gavião Peixoto test fa- down to 100 ft. height above touchdown indium antimonide (InSb) infrared cility, I was assigned to the left seat of on low visibility, straight-in instrument detectors, the EVS-3000’s two IR EMB550-0002, accompanied by se- approaches with a HUD/EVS package sensors don’t need cryogenic cooling. nior test pilot Eduardo Camelier in the that is roughly half the size, weight and Eliminating the refrigerator machin- right seat and Capt. Luiz E.L. Salgado cost of current systems. ery greatly reduces scheduled main- Ribeiro as safety pilot on the jump seat. The HGS-3500 doesn’t have a bulky tenance tasks and life-cycle costs, as Entering the cockpit, it’s apparent overhead projector, so it will fit into well as boost reliability by an order of that the HGS-3500 keeps a low pro-

small and midsize business jets. The magnitude. file. It’s easy to climb into the left seat EMBRAER/ROCKWELL COLLINS INSET unit integrates the image generator Since the system was first an- without bumping your head on HUD and combiner glass window into a sin- nounced, it has undergone many it- hardware. And there’s no loss of head- gle space-saving package mounted to erative upgrades to improve image room once seated. The unit is designed the cockpit overhead structure just contrast ratio, display resolution and for one-hand operation and there’s no aft of the sun visor. The head-up guid- image fusion from its three EVS sen- need to move one’s head when swing- ance assembly is fully integrated with sors. Having monitored the developing the combiner glass between stowed Rockwell Collins’ Pro Line Fusion, so ment of the system since its inception, and active positions. After belting into it doesn’t need a stand-alone computer we couldn’t wait to go fly with it. the seat, I could reach up with a single

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anytime the aircraft is flying above 1,000 ft. AGL, most of the time. The HGS-3500, similar to other HUDs, also has hard controls, including separate brightness adjustments for HUD symbology and EVS background imagery. One knob is a knurled cylinder and the other is cube-shaped, so they have distinctive tactile feels. The EVS also has on/off button on the base of the flight control sidestick, enabling the pilot to declutter the display when needed, leaving only essential HUD air data, flight-path vector and flight-path vector imagery. The EVS-3000 starts displaying video and IR imagery within 10 sec. of power-up. That’s quite an improvement over the 5 to 10 min. typically required for a cryo-cooled sensor to come on line. The first image we saw was of the line service technician in front of the aircraft. Because the EVS unit is mounted high in the nose, there was less parallax error between the ac-

EVS-3000 combines an untra-sensitive, day/night videocam with uncooled short-wave and long-wave infrared sensors. The triple-sensor package fits high in the hand, release the catch, pivot it down times, my forehead touched the pad- nose of Embraer’s Legacy 450 and 500, with a twist of the wrist and then ded bumper on the HUD assembly. But where parallax errors between the sensor’s swing it forward a few degrees to lock Camelier cautioned that squeezing up line of sight and the pilot’s line of sight are EMBRAER (2) it into position. against the combiner actually can re- minimal. The combiner glass is consider- duce the viewable area on the screen ably smaller than on Rockwell Collins’ because the acute viewing angle of the tual position of the technician and the HGS-5000 and -6000 series projec- pilot’s left and right eyes when so close image displayed on the HUD screen. tor HUDs. The field-of-view also is to the screen cuts off part of the view- Using the EVS, I also could see the smaller — 21-deg. vertical by 30-deg. able image. taxiway paint stripe on the HUD. It Horizontal, compared with the 30-deg. The E2VS has soft menu controls apparently was offset from the actual vertical by 42-deg. horizontal FOV of that pop up in a window on the PFD, stripe by a couple of feet because the Rockwell Collins’ largest HUDs. But enabling the crew to select automatic/ sensor on the centerline of the nose the pilot’s eyes are closer to the com- manual background declutter modes, and the pilot’s eyes are to the left of biner, so the difference doesn’t seem free or caged flight-path vector sym- the nose. that large. Rockwell Collins says the bology and on/off controls for EVS and With the EVS-3000’s long-wave IR ideal position is about 6 in. from eye eventually for SVS. There’s another sensor, pilots often are able to see paint to glass. However, I found it easier to pop-up menu used for manual calibra- stripes on the tarmac, taxiways and see the entire image when my head tion of the EVS, should it become nec- runways better than with unaided vi- was much closer to the combiner. At essary. This is an automatic function sion. The sensor also can detect the

90 Business & Commercial Aviation | November 2015 www.bcadigital.com Frequency Range Optimized where you need it most The videocom detects and amplifies light in the visual range, Visible Short Wave Long Wave so it’s able to detect LED airport lights that have very low Sensor Sensor Sensor infrared signatures. The short-wave IR sensor is turned to detect incandescent light and other large amplitude emitters of IR energy. The long-wave IR sensor is turned to detect Ultra Violet thermal differences between pavement, paint strips and vegetation, along with wildlife. MWIR LWIR SWIR thermal signatures of animals, such as then up to FL rabbits, coyotes or deer. 170. Using the 0.2 0.3 0.4 0.7 1.7 3.0 5.0 8.0 12.0 LED In addition, the ultra-sensitive vid- H U D’s f l i ght Runway Thermal eocam may be able to detect images director, we fol- Incandescent, Halogen Lights Background from illuminated airport signs beyond lowed the guid- visual range. ance cues and flew over the nearby ROCKWELL COLLINS (2) Cleared for departure on Runway town of Araraquara in the mainly 20, we advanced thrust, engaged the agrarian region north northwest of autothrottles and began takeoff roll. It São Paulo. Several farmers were burn- was easy to see the runway’s centerline ing off sugar cane stumps in their stripe image in the HUD and keep the fields, causing some blooming of the aircraft on track as we accelerated. IR imagery in the HUD. A future soft- Admittedly, the PFDs offer all the im- ware update will quell most of the imagery of the HUD, but you still have age blooming from such hot spots. to shift focus between head-down and I also noticed dots of light in the top head-up to see and avoid threats that of the HUD background imagery. Cam- only can be detected by looking outside elier pointed out that the dots were The videocam also could detect the the airplane. stars, too faint to see with the naked xenon strobe lights of an aircraft about After takeoff, Camelier dialed in eye in the evening haze but bright 5 mi. from ours. As the intruder ap- an initial heading of 120 deg. and we enough to be detected by the sensitive proached closer, I could see the heat first climbed to 5,000 ft. as assigned, day/night videocam. signature from its turbine engine

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windows enable pilots to view aircraft energy state, flight director, air data and EMBRAER navigation system status annunciations while looking out the windshield. Before flying the Legacy 500 with the E2VS, I had flown a couple of dozen aircraft, including jetliners, large-cabin business jets, military transports, trainers and light attack aircraft, and strike fighters, fitted with head-up displays. Using an early generation HUD, I conducted simulated CAT III ILS approaches in a Falcon 2000 with a special electro-chromic pane just behind the pilot’s windshield that could change from clear to WOXOF cloud blur at the touch of a button. Each time using HUDs, I’ve been impressed with their effectiveness in improving situational awareness, in helping to fly with greater precision and smoothness, in helping stay heads up and eyes out of the cockpit looking for potential EVS and SVS imagery may be displayed on left and/or right PDFs. This enables the right traffic and terrain threats. side pilot to view the same background imagery on the head-down display as the pilot sees So, it’s easy to be so bullish on the on the head-up display. Look closely and you’ll see dots in the sky section of the EVS image. E2VS. Embraer isn’t ready to quote a Those are stars that are almost invisible to the naked eye on hazy nights. price for either or both of the E2VS components, but insiders say the HGS-3500 exhaust that was detected by the IR tiny 21-deg. by 30-deg. window. When plus EVS-3000 is likely to add approxi- sensors. making the transition from glidepath to mately $500,000 to the final tally. At that Next, we proceeded direct to KOTRU landing flare below 50 ft. HAT, it’s still price point, it’s half the cost of a conven- intersection and then southeast on W51 essential to use one’s peripheral vision tional projector HUD complemented by a toward São José dos Campos (SBSJ) to pick up cues to make contact with cryo-cooled InSb IR camera. for pattern work. We paused long the pavement smoothly and precisely. So, a first impression from flying with enough to fly up the Rio Paraiba do Sul Using the HUD’s flight-path vector cue the system is that field-of-view, image valley northeast of the airport to ex- alone can result in an embarrassing resolution, symbology response and plore more of the E2VS’s capabilities. ker-plump or excessive float. background refresh rates aren’t quite The IR sensors detected the faintest Camelier, though, said he’s learned on a par with traditional million-dollar clouds below us along with heat plumes to use the flight-path vector as a pri- class, approved enhanced flight vision from factory and refinery smokestacks. mary reference for spot landings. In systems (EFVS). But the E2VS certainly We did not fly low enough for the EVS the flare, he just adjusts nose attitude has the potential to earn EFVS certifica- to detect terrain. Flying well above the to reduce the angle of descent to 1 deg. tion in its present form. And improve- hills, the SVS background imagery will and he achieves consistently smooth ments are slated for the system between provide improved situational aware- and precise touchdowns on the stripes. now and scheduled certification in ness when it’s available. mid-2016. We then flew a couple of ILS ap- E2VS Value Proposition In our opinion, the E2VS is a break- proaches to SBSJ’s Runway 15. Visual through product. It provides nearly all meteorological conditions prevailed. It’s been a quarter century since the the benefits of EFVS packages installed Even so, the advantages of flying an in- Flight Safety Foundation conducted its in large-cabin aircraft while slashing the strument procedure with a HUD were conclusive study on the efficacy of HUDs price in half. EFVS is one of the emerging quite clear. Not only did it provide all presented in “Head-Up Guidance System safety technologies that has potential for the air data and flight guidance infor- Technology — A Powerful Tool for Ac- significantly reducing fatal accidents in mation needed to fly the approach, I cident Prevention” (FSF/SP-91/01). Pub- business aircraft, boosting mission com- also could look through the combiner lished as a report in the September 1991 pletion rates and improving situational and see the VASI, approach and flash- issue of the foundation’s Flight Safety awareness. ing strobe lights to verify our position Digest, the study concludes that HUDs Embraer has seized the high ground relative to the runway threshold. Align provide “critical aircraft flight guidance with the E2VS for its new Legacy 450 the flight-path vector, VASI lights and and performance information” as they of- and 500 jets. Let’s hope that other 3-deg. nose-down reference and you’re fer “aircraft operators an excellent tool manufacturers follow its lead by bring- virtually guaranteed a precision touch- to substantially reduce crew error” that ing down the cost of EFVS for their down on the stripes, assuming you’ve might have “prevented or positively influ- customers. BCA refined your flare technique. enced” almost one-third of fatal civil jet A word of caution applies here. Us- transport accidents. TAP HERE TO VIEW BCA’S FLIGHT ing the HGS-3500, as with any HUD, Quite candidly, we’ve been strong ad- EVALUATION ON EMBRAER’S E2VS lures the pilot into tunnel vision. It’s vocates for head-up displays for decades. in the digital edition or go to tempting to restrict one’s scan to that These small “see through” screens or aviationweek.com/EmbraerE2VSvideo

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Edited by Jessica A. Salerno [email protected] News of promotions, appointments and honors involving professionals within the business aviation community ▶ AAR, Wood Dale, Illinois, announced that Steven B. Harri- Bunke as sales director, North American son has been appointed president of AAR Airlift, which is Sales, West Division. He comes to Gulf- headquartered in Palm Bay, Florida, and has operations stream after 12 years with bombardier worldwide. Aerospace. Brian Durrence was named ▶ AccuWeather, State College, Pennsylvania, appointed vice president of Engineering reporting to Karen Bessner as head of Digital Advertising Sales. She will Dan Nale, senior vice president, Programs, be based in New York. Engineering and Test. Bill Skinner has been ▶ Advantage Aviation Technologies, Dallas, Texas, announced appointed vice president, treasurer and that Vaibhav Deshmukh has joined the company as an indus- JEFF ROSE financial planning. Kimberly Benson was trial engineer. named to succeed him as vice president, ▶ Air Charter Safety Foundation, Alexandria, Virginia, elected corporate controller. Sheryl Bunton has been Steve Cok, director of operations and chief pilot at Northern Jet appointed chief information officer (CIO) for Management, and Robert Hamel, safety manager at JetSuite, Gulfstream Aerospace Corp, and will work to the Foundation’s Board of Governors. to shape technology strategies across the ▶ Aspen Avionics, Albuquerque, New Mexico, announced that business. She will report to CFO Dan Clare. Robert J. Blaha was named director of business development, ▶ Innotech Aviation, Montreal, Canada, which will include Aspen’s newly acquired NexNav GPS prod- appointed Craig Voelker regional sales man- uct line. ager for the Midwest-Great Lakes U.S. sales ▶ Bombardier, Montreal, Canada, appointed Nico Buchholz division based in Chicago. Previsiously he senior vice president and chief procurement officer. He will CLINT BLOOM was manager of marketing communications lead supply chain activities and manage relations with suppli- and regional sales manager for Standard ers. Buchholz spent 14 years at Lufthansa, most recently as Aero, regional sales manager of JetCorp, executive vice president of fleet management, where he man- and manager of Sales and Marketing for aged a portfolio of about 700 aircraft. Buchholz will report to West Star Aviation. Alain Bellemare, president and CEO. ▶ Jet Support Services, Inc. (JSSI), Chicago, ▶ Donaldson Aerospace & Defense, Minneapolis, Minnesota, Illinois, announced that finance industry named veteran Donaldson executive Matt Fortuna as its new veteran, Ken Goodman, has joined the com- general manager for Global Aerospace & Defense. pany as its new chief financial officer. Over ▶ Erickson, Inc., Portland, Oregon, announced that Jason John- the last 7 years he has supported three dif- son joined the company as senior director of Sales for Manu- ferent CEOs at NetJets. facturing and Maintenance, Repair and Overhaul. ▶ King Schools, San Diego, California, JIM BUNKE ▶ Executive AirShare, Kansas City, Missouri, announced that announced that Barry Knuttila, formally Kerry “Len” Durr has joined the company as director of Man- senior vice president, Technology and Mar- aged Aircraft based at the company’s fort Worth Meacham Air- keting, will take over the CEO duties. Dave port facility. John Igrec has joined Executive AirShare as senior Jackson, president and CEO, will remain sales director of the Great Lakes region. Igrec joins Executive president and COO. John and Martha King AirShare after serving as regional sales director of Flexjet. He will continue as co-chairmen, talent on video also worked with Flight Options and Nextant Aerospace. and general guardians of course quality. ▶ FlightSafety International, La Guardia Airport, New York, pro- ▶ Norsk Titanium AS (NTi), New York, New moted Jeff Rose to manager of the company’s Learning Center York, Chet Fuller has joined as chief com- in Atlanta, Georgia. He succeeds Ed Klonoski who has retired. mercial officer, where he will lead the com- ▶ Flying Colours Corp., Peterborough, Ontario, Canada, pany’s commercial sales and marketing appointed Clint Bloom as sales manager Interiors. He will be SHERYL BUNTON activity and revenue management. Fuller based in Tucson, Arizona. Reporting to Kevin Kliethermes, direc- has served in commercial sales, market- tor of sales, he will be responsible for all aspects of the refur- ing and asset management leadership bishment process. positions at aerospace and aviation com- ▶ General Aviation Manufacturers Association (GAMA), Washing- panies such as Bombardier, GE and Honey- ton, D.C., named Lauren Haertlein director of Safety and Regu- well. Most recently, Fuller served as senior latory Affairs. Haertlein comes to GAMA from Arnold & Porter vice president at Bombardier Commercial where she was an associate in the Food and Drug Adminstra- Aircraft. tion and healthcare group. She is a licensed pilot. ▶ Maguirejet, Van Nuys California, selected ▶ Global Jet Services, Avon, Connecticut, announced the Gabe Craig M. Walker to handle leasing and Valeich is an aviation maintenance instructor. development for the companies holdings ▶ Gulfstream Aerospace, Savannah, Georgia, appointed Jim KEN GOODMAN at Van Nuys Airport. He will handle the

If you would like to submit news of hires, promotions, appointments or awards for possible publication in On Duty, send an email to [email protected] or call (520) 577-5124.

94 Business & Commercial Aviation | November 2015 www.bcadigital.com ADVERTISERS’ INDEX Abby’s Aircraft Catering Kissimmee Gateway Airport www.abbyscatering.com kissimmeeairport.com Page 101 Page 13 Advanced Aircrew Academy Landmark Aviation www.aircrewacademy.com landmarkaviation.com Page 13 Page 79 Aerion Corporation Lektro www.aerionsupersonic.com Page 35 www.lektro.com Page 101 Aircraft Guaranty www.agcorp.com Lightspeed Aviation Page 103 lightspeedaviation.com Page 81 Aircraft Lighting www.aircraftlighting.com Manasas Regional Airport assignment through his consulting firm. Page 99 manassasregionalairport.aero ▶ Landmark Aviation, Houston, Texas, AMSTAT Page 11 named Marla McGatlin manager of client www.amstatcorp.com Membership Page 12 nbaa.org/join relations at Landmark Aviation in Waukegan, Asertec Page 30 Illinois. She previously served as client ser- Page 103 Moroccan Aviation Services ASM Corp www.moroccanaviationservices.com vice lead at Tag Aviation. Greg Paxson was www.asmcorp.com.mx Page 103 appointed director of maintenance based in Page 49 Napa Jet Center Van Nuys, California He comes to Landmark Aviation Partners napajetcenter.com www.aviationpartners.com Page 85 from TWC aviation where he was director of BARRY KNUTTILA Page 37 NBAA CAN Soiree maintenance. BizJet www.nbaa.org/2015/soiree www.bizjet.com Page 87 ▶ Lufthansa Technik, Hamburg, named Page 41 Robert Gaag senior vice president Corpo- NBAA Schedulers & Dispatchers Bohlke International Airways Conference rate Sales for Europe, Middle East, Africa www.bohlke.com Page 101 www.nbaa.org/sdc/airport Page 50 (EuMEA), following Wolfgang Weynell, who Bombardier has hold the position since July 2014. businessaircraft.bombardier.com/bca Pilatus Page 39 www.pilatus-aircraft.com ▶ Passur Aerospace, Stamford, Connecticut, Page 55 CAE announced the appointment of David M. Hen- trainwithcae.com Raisbeck derson as chief financial officer. Page 17 www.raisbeck.com Castle & Cook Pages 6-7 ▶ Phillips 66 Aviation appointed Jeremy www.castlecookeaviation.com Real Alfa Flight Services Wheeler director, Supply and Military Exports DAVE JACKSON Page 77 www.realalfafly.com for general aviation. He replaces Keith Conklin and DeDecker Pages 45, 47 www.conklindd.com Reliable Jet Maintenance Reneau who recently retired from Phillips 66 Page 102 www.reliablejet.com after serving more than 30 years. Corporate Angel Network Page 102 ▶ Susan Johnson has joined Plane Techs, www.corpangelnetwork.org Robinson Helicopter Page 91 www.robinsonheli.com based in Oak Brook, Illinois, as client ser- Dassault Page 23 www.dassaultfalcon.com vices manager, where she will lead market- BC Rolls-Royce NA ing and inside sales. She has held a variety Rolls-Royce.com Embraer Page 63 of roles in aircraft scheduling, business embraerexecutivejets.com/contact-us Page 25 RUAG development and outside sales. Epic Aviation www.ruag.com/ba/cabin ▶ Sabena Technics, Paris, France, named www.epicaviationllc.com Page 10 Pascal Jallier vice president of VIP comple- ROBERT GAAG IBC Schweiss Flight Display System www.schweissdoors.com tion programs at Sabena Technics. Jallier www.flightdisplay.com/do Page 102 will be based at Sabena’s completion cen- Page 12 Signature Flight Support Flight Safety International signatureflight.com/national ter in Bordeaux, France. Most recently, Jal- flightsafety.com Page 8 lier served as interior design manager at Jet Page 53 Snemeca Aviation Basel. Garmin Page 5 garmin.com/aviation ▶ Superior Air Parts, Coppell, Texas, Page 3 Stallion www.stallion51.com/ announced that Keith Chatten has been Global Parts Page 93 www.globalparts.aero named CEO. Chatten most recently served Page 2 Stevens Aviation www.stevensaviation.com as the company’s executive vice president Gogo Business Aviation Page 71 and general manager. He previously served www.business.gogoair.com JEREMY WHEELER Page 19 Streamlined Detailing as associate vice president of engineering of Gulfstream www.streamlinedetail.com Continental Motors. gulfstream.com Page 102 ▶ IFC Survival Products Vertis Aviation announced that Mark Abbott has joined the Hawkeye Aircraft Acquisitions survivalproductsinc.com company as a partner. He will be based in Johannesburg. www.hawkeye-aircraft.com/ Page 4 Abbott’s primary focus will be to explore new aircraft options to Page 89 Textron (Cessna Jets) HillAero www.cessna.com introduce to the market. He most recently worked as group FBO www.hillaero.com Page 14 director for ExecuJet based in Cape Town. Page 101 Textron Aviation Customer Support ▶ West Star Aviation, East Alton, Illinois, promoted Mark Bir- HondaJet www.txtav.com hondajet.com/otwem Page 69 Page 21 mingham to Paint Program manager of the company’s Grand The Drake Group Junction, Colorado facility. Veta Traxler has joined the company JetBed www.drake-group.com www.Jet-Bed.com Page 43 as a paint and interior designer. Most recently, Traxler was paint Pages 96-97 and interior sales manager at Elliott Aviation. She is based in JSSI Universal Avionics jetsupport.com uasc.com/2020 Grand Junction, Colorado. Page 57 Page 61 ▶ Wheels Up, New York, New York, promoted Robert Garrymore FIDAE Viasat www.fidae.cl www.viasat.com/general-aviation president of corporate sales effective immediately. Before Page 83 Page 67 jointing the company he served as president of Executive Jet Kaiser Air World Fuel Services BCA kaiserair.com worldfuelcolt.com Management. Page 65 Page 31

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Global Express Point of Law Kent S. Jackson Contributing Editor [email protected] FAA Enforcement Policy The pendulum swings to good cop

THE FAA WAS FOUNDED WITH A MISSION TO “PROMOTE AND FOS- In one, a private pilot can’t produce his airman certificate ter aviation.” After several prominent accidents in the 1990s, during a ramp inspection. The inspector then sends the pilot an Congress removed this mission from the FAA’s goals. The email with information from airman online services on obtain- attitude on Capitol Hill was that the agency could not enforce ing a new certificate and how to request temporary exercising regulations and still serve as the aviation industry’s advocate. privileges. The inspector closes the finding of the deviation Pundits claimed that the FAA had gotten too cozy with op- with written counseling. erators, that its enforcement had become lax, and safety had In another example, an inspector conducted a routine re- suffered. cord check on an FAR Part 135 air carrier. The inspector Since that time, the FAA’s attitude towards enforcement discovered that the operator had not maintained complete has swung back and forth between good cop and pilot records. The inspector used an on-the-spot cor- bad cop. rection that included a control mechanism to help At the Washington level, the new direction to mitigate future errors and documented the action. of the Flight Standard District Offices (FSDOs) At the next inspection, the inspector noted adis good cop. The FAA recently released FAA ditional issues with the pilot records Order 8000.373, on “Compliance Phi- and worked with the operator to losophy.” The title alone implies kinder, develop an additional risk control. gentler versions of FAA enforcement, Again the inspector documented but with a few new concepts and tools. the action. When the inspector re- The FAA has always recognized turned for a third inspection, the that its safety system is largely based pilot records were still not in com- on, and dependent upon, voluntary pliance. At this point, the operator compliance. The new enforcement phi- has displays displayed a pattern of losophy is focused on communication negative behaviors with an identifi- between operators and the agency: able common root cause (systemic) that “To promote the highest level of safety the organization fails to mitigate. The in- and compliance with regulatory standards, I STOCK/KUO CHUNHUNG spector initiates an enforcement investigation. the FAA is implementing Safety Management The last example has several interesting aspects. “A very System constructs based on comprehensive safety data shar- proactive and compliant commuter air carrier” contacts the ing between the FAA and the aviation community. To foster FAA about a new joint venture it would like to start up with this open and transparent exchange of data, the FAA believes a rural health care agency to provide on-demand medevac that its compliance philosophy, supported by an established flights with a new make and model of aircraft not currently op- safety culture, is instrumental in ensuring both compliance erated by the carrier. The FAA and commuter agree to initiate with regulations and the identification of hazards and manage- a certification project to add the aircraft and address training ment of risk. program and other carrier manual changes. In the course of “The FAA recognizes that some deviations arise from fac- the project, the carrier “professionally disagrees” with the tors such as flawed procedures, simple mistakes, lack of un- FAA about the need to comply with a FAA policy requirement derstanding, or diminished skills. The Agency agency believes related to the medevac operation. The carrier makes a rea- that deviations of this nature can most effectively be corrected soned argument that it can safely comply with applicable regu- through root cause analysis and training, education, or other lations and that the policy requirement is overly restrictive. appropriate improvements to procedures or training programs After careful consideration of the carrier’s position, the inspec- for regulated entities, which are documented and verified to tors and office management agree with the carrier and elevate ensure effectiveness. However, reluctance or failure in adopt- “the deviation from policy” through the regional office to the ing these methods to remediate deviations or instances of re- policy division where it is ultimately accepted. peated deviations might result in enforcement.” The FAA’s new Compliance Philosophy does not contain the Inspectors are now expected to use “interdependence” phrase “promote and foster aviation.” There are, of course, and “critical thinking” to evaluate a situation. What does this a few troubling aspects, particularly the accepted belief that mean? Answer: Inspectors should carefully consider the facts “policy” has the force and effect of regulation. But if the FAA before recommending certificate suspension. succeeds in implementing this philosophy, the sometimes- The new Compliance Philosophy gives several examples to strained relationship between agency and operators will im- aid inspectors in their critical thinking: prove, and safety will continue to improve. BCA

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Part- nage modified for two engines. span leading edge slats and long-travel, trailing edge flaps give First deliveries of the 2000 Classic began in early 1995 and it acceptable short field performance, but it’s thrust limited 231 units were delivered until early 2006 when the aircraft was when departing hot-and-high airports, so it’s important to ob- superseded by the second-generation Falcon 2000EX. Today, serve weight-altitude-temperature limits. they command $4 million to $10 million depending upon age, The Rockwell Collins Pro Line 4 cockpit seems dated, with hours, condition and maintenance status, according to Penton’s its four, 7.25-in. square CRTs, a stack of three engine instru- Aircraft Bluebook price digest. ment electronic displays and an annunciator panel. Most air- The Classic is the forerunner of the Falcon 2000DX and Fal- craft came with a single Global GNS-X FMS, but many have con 2000S. With a 1,024-cu.-ft. cabin, it’s one of the most capa- been fitted with dual Rockwell Collins, Honeywell or Universal cious transcontinental U.S.-range business jets and yet it burns FMS boxes, mostly with WAAS GPS sensors. Large-screen fuel like a midsize or super-midsize aircraft. Falcon 2000 also EFBs with XM radio receivers are worthwhile additions to the has one of the quietest cabins because of super soundproofing flight deck. and well-isolated engine mounts Its 9.3 psi pressurization sys- Maintenance costs are considerable. MSP Gold for the GE tem provides a 7,650-ft. cabin altitude at its 47,000 ft. certified Honeywell CFE738 engines costs $435.27 per engine per hour ceiling. The 140-cu.-ft. capacity aft baggage compartment has for North American customers having logged fewer than 5,000 internal access and an external airstair door for easy loading. flight hours. MSP Gold increases to $476.60 per engine per hour BOWs have ballooned from the original 20,800-lb. spec for those with more than 5,000 hr. MPI intervals are 3,000 hours weight to 23,200 lb. to 23,400 lb. No matter. The aircraft still and CZI overhauls come at 6,000 hr. Not on MSP? Plan on $1 mil- can carry six to seven passengers with full fuel, assuming lion to $1.25 million per engine for overhaul. But these turbofans incorporation of option M57 that raises max ramp weight to now have matured into highly reliable powerplants. 36,700 lb. Each additional passenger reduces max range by 65 There are 8-month/800 hr. A, 1,600 hr. B and 72-month C to 70 nm. The relatively high 34,500-lb. max landing weight series scheduled inspections. C checks can cost $100,000 to enables the aircraft to fly up to 1,700 nm without refueling $200,000, or more. Landing gear overhauls, costing upwards after a stopover. Most operators fly their Falcon 2000s at of $200,000 to $300,000, are due at 12 years or 6,000 cycles. Mach 0.80 or faster, preferring time over fuel savings. But do- It’s essential to hire a Falcon maintenance expert for a pre- ing so decreases max range by 250 nm. buy inspection. While resale values continue to decline, bar- Assuming Mach 0.80 cruise, plan on burning 2,000 lb. the gains are disappearing. Challenger 601 is a strong competitor first hour and 1,800 lb. each subsequent hour. Initial cruise al- because of its large cabin and superior range, though its fuel titudes are in the mid to upper 30s. By the end of the mission, consumption is considerably higher because of its heavier it’s possible to climb to FL 430. weight. Bombardier Challenger 300 and Gulfstream G200 Most Classics originally were delivered with relatively small also are competitors, but both have considerably more restric- galleys. Main cabins were configured with forward and aft tive tanks-full payloads. four-chair club seating or two facing chairs in the aft cabin Aircraft Bluebook’s chief appraiser, Carl Janssens, advises across from a three-place divan. Later models came with 46- would-be purchasers to insist aircraft be enrolled in Honey- in. galleys and many have ten seat interiors, adding passenger well’s MSP or JSSI’s engine program. Look for good pedigree carrying versatility. among previous owners. Operators say Dassault Falcon Jet’s All members of the Falcon Jet family are delightful to fly, and product support now is top notch, as is its service center net- especially the Falcon 2000. The fully-powered hydraulic controls work. But beware of deferred maintenance and non-compli- have an artificial feel system that seems misnamed because the ance with recommended service bulletins lest your Bordeaux feedback is so natural. This aircraft is flown by fingertip. bargain become expensive vinegar. BCA

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www.bcadigital.com Business & Commercial Aviation | November 2015 103 BCA 50 Years Ago THE ARCHIVE November 1965 News No one group has the inside track in enhancing safety in general aviation — not the FAA, AOPA, FSF, AIA — nor the aviation press for that matter. – BCA Staff

Edited by Jessica A. Salerno [email protected]

The FAA will abolish 950 jobs by June 30 without a single “layoff,” adhering to a cost-saving mandate from President Johnson. Annual FAA turnover is about 8% , which means 3,200 jobs will be vacated this year, not all of them to be f lled.

BeechBeech KingKing AirAir Purchases:Purchases: Walt Disney Disney and company andand thethe StateState ofof IllinoisIllinois areare amongamong thethe newnew ownersowners ofof thethe KingKing AirAir turbopropturboprop corporatecorporate transport. Disney’s “234 Mickey Mouse,” will be painted tangerine and off-white. Illinois plane will be used by Gov. Kerner and other Pan Am’s Fan Jet Falcon had the edge over business jet competitors at last state off cials as part of the state’s Aeronautic month’s NBAA confab. The company’s Department’s transportation division. demonstrator was there showing of in the air and on the ground; three bare- metal ones were in Pac Aero’s hangar 1,800 registrants at NBAA’s for interior/exterior; then dramatically, 18th convention, held in Los Angeles GE’s ﬁ rst (of two) Falcons arrived after and Burbank Airport, made it the a trip from France, also to get ﬁ tted with corporate trimmings. Eight have largest in the association’s history. been produced so far: Pan Am’s demo, a test bed at Dassault’s plant, Johns Lockheed Model 286 shows Mannvile’s; FMC’s, Home Oil’s, Conti- NBAA Ramp nental Can’s, Sinclair Oil’s and GE’s. something new in the skies. The photo is the f rst of any rigid-rotor helicopter in f ight. The aircraft is undergoing Lockheed Model 286 f ightight testingtesting forfor FAAFAA certifcertif cationcation andand has a design speed of 174 mph. Retract- able gear, 4,700 lb. max weight and “hands off stability” are among assets listed by Lockheed.

A corporate Boeing 737E has interior possibilities resembling to a BB737E737E large apartment. It is 97 ft. long and has 12 ft. 4 in. fuselage. Cost: $3 million.

The new president of the NBAA is Horace Edward Wood. WoodWood hashas thethe distinctiondistinction ofof beingbeing thethe f rstrst manman toto holdhold thatthat postpost whilewhile stillstill anan Flying Now! The 320 Hansa Jet . . . for businessmen on the move. The U.S. activeactive pilot.pilot. HeHe isis presentlypresently chiefchief pilotpilot representative was located in New York for the Gillette Co. He’s convinced that the association’s membership must include City and the Eastern Distributor was the small and medium companies as well as the large, if business aviation is to be in Michigan. represented adequately. BCA

104 Business & Commercial Aviation | November 2015 www.bcadigital.com

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