November 2020 Vol

BUSINESS & COMMERCIAL AVIATION OPERATORS SURVEY GULFSTREAM G500 AIREON IN SERVICE ADJUSTING APPROAC H SPEED NOVEMBER 2020 VOL. 116 NO. 10 NOVEMBER 2020 $10.00 AviationWeek.com/BCA

Business & Commercial Aviation

OPERATORS SURVEY Gulfstream G500 A step change in aircraft design

ALSO IN THIS ISSUE Aireon in Service Winter Ground Ops Adjusting Approach Speed Flying Petri Dish C&C: Stop. Look. Think. Digital Edition Copyright Notice

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2020 Neal Award Winner Projected Business Jet Aircraft Deliveries 7,404 Between 2021-2030

TBM Rolls Out 1,000th Turboprop, a TBM 940 Keep up with all Textron Avoids Strike the news and blogs from BCA editors Jetnet IQ: Small Jet Activity “like” us on facebook Remains Strong facebook.com/avweekbca and follow us on twitter Wheels Up Expanding twitter.com/avweekbca ZeroAvia Completes First Flight of Hydogen-Powered M350

Fast Five With Kent S. Features Jackson, Esq., Jetlaw. LLC, Washington. D.C. Adjusting Approach Winter Ground Ops 20 Speed 32 Patrick Veillette James Albright Freezing temps and precip can have serious When VREF isn’t enough consequences Digital Extras Operators Survey: 32 38 Gulfstream G500 Fred George A step change in aircraft design 38

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LEADING THE WAY Viewpoint William Garvey Editor-in-Chief williagareinforaco Gee Whizzery Welcome Reaching forward is a given

FOR MAN EARS SMMERS ARRIVAL FOR AV JNIES WAS operators need only buy and install one or two of whatever. signaled not so much by Memorial Day speeches, All-Star As a result, manufacturers look to business and general avia- games or the season’s first surfside sunburn. Rather, it was tion as a primary and proving market. And they typically un- marked by Art Scholl standing and waving as he flew overhead veil their newest gee whizzery at large av gatherings, which in his Super Chipmunk; by Bob Hoover looping, landing and is part of what makes them so interesting and why I was so rolling out in his Twin Commander-turned-glider; by the Wasp disappointed with this year’s cancellation of the big business radials of Skytypers’ SNJs blatting their way down to Runway aviation shows in Geneva and Orlando, let alone Farnborough 13 at Carl A. Spaatz Field. and Oshkosh. Who knows what magic we missed? I’ve no idea how or why the annual air show came to be in Reading, a middling town in southeastern Pennsylvania, whose previous claim to fame was as Daniel Boone’s birthplace. But attending was a must among business and general aviation’s grandees, movers, pitchmen and, yes, lowly scribes. Over there’s Bill Lear holding court; attorney/pilot/ Enstrom owner F. Lee Bailey is searching for another spot- light; Jim Bede’s pitching his mini BD-5; and the stranger soliciting my utterly uninformed opinion on the viability of upgrading the GII turns out to be Allen Paulson, the millionaire, one-time TWA mechanic who had just bought Gulfstream American from Grumman. Oh, and entering the press trailer is Dave North, another business aviation scribbler and fur- loughed Pan Am pilot destined to become editor-in-chief of Aviation Week. What fun. The Reading show was my indoctrination to big-time aviation gatherings and got me hooked on showy, newsy, tech- focused, av celebration/showcases that happen to also serve To provide some perspective, I offer an introduction to a re- as reunions for those attending the world over. In addition to cent webinar led by BCA’s Fred George: For decades, we’ve wit- the tire kicking, aerobatics and glad-handing at Reading, there nessed business aviation pioneer new flight-deck technologies was much to see about new gear and services promoted at the that make flying safer, more comfortable, more reliable and booths set up in the main hangar. more efficient. Among these are GPS en route and approach One that caught my attention was a weather radar display guidance, LPV precision approach, data-link weather, glass from Bendix, as I recall. There, a fellow standing in front of cockpits, enhanced flight vision systems, terrain awareness the table owned an Aerostar or 310 and was saying his current and warning boxes, even enabling pilots to do all preflight tasks radar worked great and he saw no need to replace it. Then the on their tablets and transfer the data to the FMS. fellow on the other side of the table switched on a unit next to To that list, let me add: ADS-B In, flight phones (my pre- the one featuring the then-standard green miasma and sud- decessor, the one and only Archie Trammell, had one in his denly a multi-colored display popped to life; there was a red Cessna 182 nearly 50 years ago), along with the whole-airplane blob near the center. The visitor was taken aback by the unex- parachute, fractional aircraft ownership, active-control sides- pected technicolor display and asked what the red represented. ticks, electric propulsion, empty-leg charter, the extraordinary “That’s where you don’t want to fly,” the radar man explained. emergency autoland and autonomous passenger flight, among That sealed the sale. other things. And looking way, way back, while Boeing’s 707 I’ve witnessed countless such exchanges in the decades may be credited with truly launching the jet age, the Lockheed since, all underscoring the fact that business and general JetStar took flight three months prior. Just saying. aviation operators will readily adapt new technologies and My point is that for business and general aviation, techno- services if they provide additional utility and security, a be- logical and operational innovation is very much a part of its havior not shared by the airlines. After all, the air carriers DNA. And I expect further evidence of that would have been fly for profit so any equipment that involves additional cost displayed at this year’s canceled shows. But the gee whizzes are to acquire, install and maintain must be deemed essential. coming regardless — step right this way for Mach+ or hydro And then they have to buy for the whole fleet, meaning its op- flight, folks — and I’m sure the old Reading show’s denizens eration and benefit must be proven. By contrast, most private would applaud.

AviationWeek.com/BCA Business & Commercial Aviation | November 2020 Readers’ Feedback

In-Personal Preferred strategy for reversing the trend. training ramped up from 15 students I really enjoyed “Being There” Dave Koch on a good weekend to 120. And in 1974, (Viewpoint, October 2020, page 7), and Former military, airline, corporate and I started a Learjet training program in transitioning the NBAA Business general aviation pilot that was 90% funded by education Aviation Convention and Exhibition to benefit payments for flight training a virtual safety week, I agree whole - Expensive Training from the Veterans Administration heartedly that we need to be in-person. I Regarding “Middle-Age Muddle” (VA). And get this — the entire fee was forecast that once a vaccine is available, (Viewpoint, September 2020, page tax deductible!! The IRS eventually put we’ll be going hog-wild to travel and 7), I’ve some thoughts on why single- regulations in place to allow only 10% socially interact as before. engine general aviation aircraft have an to be deductible, which removed all Tom Huff average age of 46 years. those Korean/Vietnam war vets from NBAA Safety Committee Chairman I was hired by TWA in 1966 with the training rolls. And then the VA got Aviation Safety Officer exactly 200 hr. in my logbook and a on board to diminish flight-training Gulfstream Aerospace temporary Commercial pilot certificate. reimbursement. Savannah, Georgia The airlines were hiring then, but the The airlines hiring low-timers along Vietnam war kept military pilots from with tax-deductible flight-training In Decline, Sadly signing on. As a result, the carriers were money from the VA combined to produce I concur with your observations and accepting low-timers, which drove many a lot of pilots. And pilots buy airplanes. conclusions in the September Viewpoint. of us to take flying lessons. TWA hired But stop making pilots, and you stop As an aviator of your approximate over 600 pilots in 1966 and the same making airplanes, which causes those vintage, I have also witnessed the amount for the next three years, finally made and sold during the heyday to age. alarming decline of personal flying. stopping in 1970. Meanwhile, the Boeing 767 accident I took a close look at the problem In the 1970s I owned a training near George Bush Intercontinental in my book A Personal Flyers Guide to business with four locations in Southern Airport (KIAH) detailed in September’s More Enjoyable Flying. I also suggest a California. Our weekend ground Cause & Circumstance (page 52) is an

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8 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Readers’ Feedback

In-Personal Preferred strategy for reversing the trend. training ramped up from 15 students command of an aircraft Boomers had Pell Grants and the I really enjoyed “Being There” Dave Koch on a good weekend to 120. And in 1974, is directly responsible for, older generations had the GI Bill. My (Viewpoint, October 2020, page 7), and Former military, airline, corporate and I started a Learjet training program and is the final authority education is on my dime. No airplane in transitioning the NBAA Business general aviation pilot that was 90% funded by education as to, the operation of that for me. Aviation Convention and Exhibition to benefit payments for flight training aircraft — and how to act My generation, Gen X, grew up during a virtual safety week, I agree whole - Expensive Training from the Veterans Administration under it. conditions of chronic underemployment, heartedly that we need to be in-person. I Regarding “Middle-Age Muddle” (VA). And get this — the entire fee was I am still a practicing unemployment and government forecast that once a vaccine is available, (Viewpoint, September 2020, page tax deductible!! The IRS eventually put CFI and the lack of funda- shut_downs. we’ll be going hog-wild to travel and 7), I’ve some thoughts on why single- regulations in place to allow only 10% mental pilot knowledge I As a professional degreed individual, socially interact as before. engine general aviation aircraft have an to be deductible, which removed all example of the failure of the training encounter is disappointing. I could walk into a middle-class job Tom Huff average age of 46 years. those Korean/Vietnam war vets from chain. In the end, you get what you Bob Pastore a generation or two ago. Today, it’s a NBAA Safety Committee Chairman I was hired by TWA in 1966 with the training rolls. And then the VA got allowed to pass muster. Via email brutal cage fight for those jobs. I am Aviation Safety Officer exactly 200 hr. in my logbook and a on board to diminish flight-training As for the NTSB’s findings, do its surplus labor. Gulfstream Aerospace temporary Commercial pilot certificate. reimbursement. members really believe that merely acci- It’s the Cost I am certain you understand that as Savannah, Georgia The airlines were hiring then, but the The airlines hiring low-timers along dentally engaging the go-around mode From my point of view, “Middle-Age a journalist. Vietnam war kept military pilots from with tax-deductible flight-training can produce a “startle” effect? Please. Muddle” missed probably the two Lawrence Necheles In Decline, Sadly signing on. As a result, the carriers were money from the VA combined to produce Startle results from an explosive decom- biggest factors for the dearth of new Pontiac, Illinois I concur with your observations and accepting low-timers, which drove many a lot of pilots. And pilots buy airplanes. pression. A bird strike. A lightning pilots and light general-aviation airplane conclusions in the September Viewpoint. of us to take flying lessons. TWA hired But stop making pilots, and you stop strike. From something for which you purchases. As an aviator of your approximate over 600 pilots in 1966 and the same making airplanes, which causes those are not trained. Student loan debt is one. I would love If you would like to submit a comment on vintage, I have also witnessed the amount for the next three years, finally made and sold during the heyday to age. Then, too, there’s the complexity of to take lessons and buy a plane. Can’t do an article in BCA, or voice your opinion on alarming decline of personal flying. stopping in 1970. Meanwhile, the Boeing 767 accident today’s flying environment in which that with a $500 student loan payment. an aviation related topic, send an email to I took a close look at the problem In the 1970s I owned a training near George Bush Intercontinental air traffic controllers think that they It would also be unfair to my family to [email protected] in my book A Personal Flyers Guide to business with four locations in Southern Airport (KIAH) detailed in September’s are the PIC and the pilot is unaware of indulge with such a debt load hanging or [email protected] More Enjoyable Flying. I also suggest a California. Our weekend ground Cause & Circumstance (page 52) is an FAR Part 91.3(a) — to wit: The pilot in over my head.

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8 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 9 SV FORECAST

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▶ A FOURTH TEST AIRCRAFT JOINED THE GULFSTREAM G700 certification pro- MEBAA Postpones Annual gram in early October. In its inaugural flight of nearly 2 hr. the G700 reached an altitude of Convention to February 2021 41,000 ft. and a speed of Mach 0.89. It will be used for testing of its avionics, environmental control system, electrical power, hydraulics and mechanical systems. The flight test program launched Feb. 14 and the test fleet has logged more than 600 hr. aloft during which the aircraft have reached a speed of Mach 0.99 and altitude of 54,000 ft. Additional aircraft are being readied to join the test and certification program and will include at least one that’s fully outfitted. The four-section G700 is powered by As has been the case with so many two Rolls-Royce Pearl 700 turbofans and other aviation events this year, The is designed to have a high-speed cruise of Mach 0.90 for 6,400 nm, or a long-range cruise Middle East Business Aviation As- of Mach 0.85 for 7,500 nm. It features a touchscreen Symmetry flight deck and active sociation (MEBAA) has postponed its sidestick controls. annual convention originally scheduled for December to Feb. 22-24, 2021, because of increased concerns BUSINESS AIRCRAFT MANUFACTURERS WORLDWIDE ARE PROJECTED to ▶ related to the COVID-19 pandemic. deliver 7,404 new business jets and 2,590 new turboprops from 2021 to 2030, valued at a MEBAA said the decision was made total of $236.5 billion at list prices, with demand for maintenance, repair and overhaul upon “careful consideration” and services expected to total $102 billion, according to a new forecast by the Aviation Week feedback from attendees, exhibitors Network’s 2021 Business Aviation Fleet & MRO Forecast. Deliveries of jets and turboprops and others. are expected to reach 612 and 185, respectively, next year, growing to nearly 1,100 by 2026 — that’s down nearly 20% from previous projections. Going forward, deliveries are expected to take until 2024 or later to return to 2019 levels, the forecast says. Meanwhile, Vista Global Teams With the world’s business jet fleet is expected to expand at a 1.3% compound average growth Ferrari for Private Transport rate from 2021 to 2030, with large jets growing the most at a compound annual growth rate of 2.3%, followed by small jets at 1.1% and medium jets at 0.7%. In contrast, the fleet of turboprops is expected to decline at a compound annual rate of -0.8%, largely due to the number of older aircraft in the fleet, the forecast says. At the same time, business jet retirements are projected to rise slightly compared to the previous 10-year-period, with a total of more than 8,000 retirements. Said Brian Kough, the Aviation Week Network’s senior director of forecasts and aerospace insights, “Although business jet deliveries were down severely in the first half of 2020, the effects of the global pandemic are anticipated to have a less- Vista Global has partnered with ening impact by late 2020 and 2021” with operators adjusting to a “new normal.” Looking Ferrari to provide private jet trans- forward, Cirrus Vision Jet deliveries are expected to total 919 units over the next decade, portation to all the Ferrari drivers followed by the Pilatus PC-12 at 657, Pilatus PC-24 at 526, Bombardier’s Challenger 350 competing in the international at 476 units and Embraer’s Phenom 300 with 475 aircraft. North America is expected to GT races and the Prancing Horse accept new business jets and turboprops valued at $150 billion at retail prices, followed by monobrand championships. The Western Europe at nearly $40 billion. new service will allow professional and amateur Ferrari drivers to fly with VistaJet and XO aircraft as ▶ EMBRAER HAS RECEIVED APPROVAL BY THE FAA AND Agencia Nacional de Aviacao Civil of Brazil (ANAC) for the Synthetic Vision Guidance System (SVGS) for its Prae- they travel globally to compete in tor 500 and 600 jets. The system, a result of a partnership with Collins Aerospace, provides the races. pilots with perception of position, trend and motion, which aids in the transition to visual references and allows for the safe completion of more missions during inclement weather and during approaches in lower ceilings. It allows pilots to descend to a decision height of For the latest news 150 ft., rather than the typical DH of 200 ft., and can be used with or without the HUD. SVGS and information, go to is also available as a retrofit on Legacy 450 and 500 aircraft as well as previously delivered AviationWeek.com/BCA Praetor 500s and 600s.

AviationWeek.com/BCA Business & Commercial Aviation | November 2020 11 INTELLIGENCE

FAA Certifies ▶ DAHER RECENTLY ROLLED OUT THE 1,000TH TBM TURBOPROP from its final Beechcraft King Air 360/360ER assembly line in Tarbes, France. The aircraft, a TBM 940, was purchased by James Hislop, an American investment banker who also is a volunteer pilot with Mercy Flights Southeast, Angel Flights Northeast and Patient Airlift Services. “The Daher group and its employees take particular pride in reaching the TBM’s 1,000 mark,” said Didier Kayat, Daher’s CEO. “We have made significant investment since integrating the TBM into Daher’s business portfolio, and now it is a major asset for our overall industrial activity.” Daher acquired the product line 10 years ago. When the TBM 700 was introduced by Socata in 1980, skeptics Textron Aviation has received type questioned the viability of a pressurized, sin- certification from the FAA for its gle-engine turboprop and the company’s goal newest flagship twin-turboprop of delivering 600 of them. However, the mar- Beechcraft King Air 360/360ER ket responded favorably and thanks to continuous improvements to the aircraft, has continued aircraft, paving the way for cus- to do so for four decades. The TBM 900-series is the sixth iteration of the TBM family, with the tomer deliveries to commence. TBM 940 incorporating Garmin G3000 avionics, HomeSafe emergency autoland, autothrottle Announced in August 2020, the and touchscreen controls, and the TBM 910 with Garmin G1000 NXi avionics. Beechcraft King Air 360 demon- strates the company’s commitment ▶ THE FAA HAS ANNOUNCED ITS POLICY FOR APPROVING DRONE designs as to ongoing product development, a special class of aircraft. Published on Sept. 18 in the Federal Register, the policy state- bringing the latest innovations to ment confirms a notice the agency released in February. The earlier notice informed the the aircraft and providing added public of its plan to treat drones as a special class of aircraft under its FAR Part 21.17 for value for customers. very light airplanes when assessing if the design of a model complies with airworthiness standards. The agency will now issue type certificates, or design approvals, for unmanned Airshare Earns aircraft systems under a Part 21.17(b) process. It said it may still tailor design approvals IS-BAO Stage 3 Certification for some drones, where appropriate, using airworthiness criteria from other categories of airplanes and helicopters under Part 21.17(a). And, in an apparent reference to urban air mobility vehicles, the agency added: “Future FAA activity, through either further policy or rulemaking, will address type certification for UASes carrying occupants.” The FAA is currently managing 30 UAS type certification projects, according to Earl Lawrence, executive director of the agency’s aircraft certification service. Of those applicants, 44% are seeking to fly drones under Part 91 operating rules that apply to general aviation pilots and 32% under Part 135 for commercial air carrier services.

TEXTRON AVIATION AVOIDED A STRIKE BY ITS HOURLY WORKFORCE when Airshare, a Lenexa, Kansas-based pri- ▶ members of the International Association of Machinists and Aerospace Workers accepted vate aviation company offering frac- the company’s final offer of a new four-year labor contract on Sept. 19. The agreement, which tional ownership, jet cards, aircraft took effect Sept. 21, includes increased job maintenance and charter services, has been awarded International Stan- security language that ensures final assembly dard for Business Aircraft Operations of its new Cessna 408 SkyCourier and Cessna (IS-BAO) Stage 3 Certification from Denali turboprops will remain in Wichita for the International Business Aviation the length of the agreement. Both aircraft are Council (IBAC). The company received under development. The contract also adds a the certification following an audit no-deductible health-care plan option, general of its operations that includes flight wage increases, a voluntary retirement plan for operations, maintenance, safety employees 55 years and older with five years management systems, owner ser- of service and additional contributions to the health savings accounts. The agreement covers vices, flight control, emergency plan- 4,560 hourly workers represented by the Machinists union’s Local Lodge 774. Of those voting, ning, accounting and marketing. 64% voted to ratify the contact. It was the first full negotiation of a contract following Textron’s purchase of Beechcraft and its merger with Cessna Aircraft.

12 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA INTELLIGENCE

FAA Certifies ▶ DAHER RECENTLY ROLLED OUT THE 1,000TH TBM TURBOPROP from its final Beechcraft King Air 360/360ER assembly line in Tarbes, France. The aircraft, a TBM 940, was purchased by James Hislop, an American investment banker who also is a volunteer pilot with Mercy Flights Southeast, Angel Flights Northeast and Patient Airlift Services. “The Daher group and its employees take particular pride in reaching the TBM’s 1,000 mark,” said Didier Kayat, Daher’s CEO. “We have made significant investment since integrating the TBM into Daher’s business portfolio, and now it is a major asset for our overall industrial activity.” Daher acquired the product line 10 years ago. When the TBM 700 13 was introduced by Socata in 1980, skeptics Textron Aviation has received type questioned the viability of a pressurized, sin- certification from the FAA for its gle-engine turboprop and the company’s goal newest flagship twin-turboprop of delivering 600 of them. However, the mar- Beechcraft King Air 360/360ER ket responded favorably and thanks to continuous improvements to the aircraft, has continued aircraft, paving the way for cus- to do so for four decades. The TBM 900-series is the sixth iteration of the TBM family, with the tomer deliveries to commence. TBM 940 incorporating Garmin G3000 avionics, HomeSafe emergency autoland, autothrottle Announced in August 2020, the and touchscreen controls, and the TBM 910 with Garmin G1000 NXi avionics. Beechcraft King Air 360 demon- strates the company’s commitment ▶ THE FAA HAS ANNOUNCED ITS POLICY FOR APPROVING DRONE designs as to ongoing product development, a special class of aircraft. Published on Sept. 18 in the Federal Register, the policy state- bringing the latest innovations to ment confirms a notice the agency released in February. The earlier notice informed the the aircraft and providing added public of its plan to treat drones as a special class of aircraft under its FAR Part 21.17 for value for customers. very light airplanes when assessing if the design of a model complies with airworthiness standards. The agency will now issue type certificates, or design approvals, for unmanned Airshare Earns aircraft systems under a Part 21.17(b) process. It said it may still tailor design approvals IS-BAO Stage 3 Certification for some drones, where appropriate, using airworthiness criteria from other categories of airplanes and helicopters under Part 21.17(a). And, in an apparent reference to urban air mobility vehicles, the agency added: “Future FAA activity, through either further policy or rulemaking, will address type certification for UASes carrying occupants.” The FAA is currently managing 30 UAS type certification projects, according to Earl Lawrence, executive director of the agency’s aircraft certification service. Of those applicants, 44% are seeking to ADVANCED AIR fly drones under Part 91 operating rules that apply to general aviation pilots and 32% under Part 135 for commercial air carrier services.

12 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA INTELLIGENCE

Jet Aviation Delivers Upgraded ▶ THE THIRD AND FINAL CESSNA 408 SKYCOURIER test aircraft completed its VVIP Cabin on ACJ319neo first flight on Sept. 28 and is joining the company’s flight test program. It along with the prototype are configured in a passenger variant. The second aircraft is configured as a freighter. The newest aircraft will be used to focus on avionics, flammable fluids, and cold and hot weather testing. Its first flight lasted 1.5 hr. and reached a speed of 210 kt. and an altitude of 15,000 ft. Textron Aviation will soon begin SkyCourier line production at its factory in Wichita as it moves closer to certification and first delivery, which is anticipated to occur in 2021. The high- wing SkyCourier is powered by two Pratt Whitney Canada PT6A-65 engines Jet Aviation’s Completions Center in and equipped with Garmin G1000 GXi Basel, Switzerland, has completed avionics. It’s expected to have a maxi- the upgrade and redelivery of its rst mum cruise speed of up to 200 kt. and ACJ319neo. The aircraft is the qui- maximum range of 900 nm. The air etest VVIP cabin that the company craft can accommodate 1 passengers or in a freighter configuration carry three D has completed to date. Driven by shipping containers. Its single-point pressure refueling capability is intended to facilitate customer demand for lighter, quieter quick turnarounds and its rugged landing gear enables it to use unimproved strips. In 2017, cabins, the aircraft was designed by FedEx Corp. launched the SkyCourier program when it placed a firm order for 50 SkyCourier Jet Aviation Design Studio, in collab- 408s, plus options for 50 more. Deliveries were to begin this year. oration with the customer’s interior designer, to showcase a VVIP level of elegance and attention to detail, the ▶ BOMBARDIER PLANS TO ESTABLISH A COMPANY-OWNED service center in company says. Berlin through an agreement with Lufthansa Technik AG and ExecuJet Aviation Group, as the company grows its customer support network. Under purchase agreements with the IATA Expects Slower-Than- two companies, Bombardier will acuire all of the issued and outstanding shares of ufthansa Bombardier Aviation Services that it does not currently own. The transac- Expected Air Travel Recovery tions are expected to close before year’s end. The service center is located at Berlin- Schonefeld Airport, which has been providing services to Bombardier business aviation customers since 1997. The 160,000-sq.-ft. center employs 240 workers.

▶ SIGNATURE FLIGHT SUPPORT AND FUEL SUPPLIER NESTE have partnered to offer permanent supplies of sustainable aviation fuel (SAF) to operators at San Francisco International Airport (SFO) and London-Luton Airport (EGGW). The move is part of an initiative called Signature Renew, a company-wide plan to help achieve the industry goal of net-zero carbon emissions. The FBO chain committed to purchase 5 million gal. of SAF and NetJets has signed on as the launch customer for fuel supplied at SFO. Up until now, IATA is now forecasting a slower-than- FBOs have been able to provide only a few thousand gallons expected recovery of air travel for this of SAF at one time by request or for a one-time event. “For us, year and into 2021, highlighting the it’s been a long time coming,” said Tony Lefebvre, Signature need for further nancial assistance COO. “We’ve been wanting to be in the space with a sustain- from governments and urging the in- able amount of sustainable aviation fuel where we wanted to troduction of broad testing that would provide it on a consistent basis, but it hadn’t been easy to do allow a quick reopening of borders. up to this point.” As demand grows, Signature said it plans to IATA says air travel will still be down offer SAF to other locations in its network. It said the per-gallon 68% in December compared to last price for SAF will be higher than for traditional Jet-A. Neste has year and overall demand for the full been producing SAF for almost 10 years, with plans to have the capacity to produce 515 year will have contracted by 66% in million gal. a year by 2023. Its SAF is made from waste and residue materials, such as terms of RPKs. That compares to the used cooking oil gathered from places such as McDonalds, Wendy’s and other businesses. July forecast in which IATA expected Before use, the fuel is blended with fossil jet fuel and verified to meet ASTM jet fuel speci- demand to be down 55% at year’s fications. Once blended at a 35% ratio, Signature expects a more than 35% reduction in end and 63% for the full year. direct net-life-cycle greenhouse gas emissions from fuel from the two airports.

1 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA INTELLIGENCE

Jet Aviation Delivers Upgraded ▶ THE THIRD AND FINAL CESSNA 408 SKYCOURIER test aircraft completed its VVIP Cabin on ACJ319neo first flight on Sept. 28 and is joining the company’s flight test program. It along with the prototype are configured in a passenger variant. The second aircraft is configured as a freighter. The newest aircraft will be used to focus on avionics, flammable fluids, and cold and hot weather testing. Its first flight lasted 1.5 hr. and reached a speed of 210 kt. and an altitude of 15,000 ft. Textron Aviation will soon begin SkyCourier line production at its factory in Wichita as it moves closer to certification and first delivery, which is anticipated to occur in 2021. The high- wing SkyCourier is powered by two Pratt 15 Whitney Canada PT6A-65 engines Jet Aviation’s Completions Center in and equipped with Garmin G1000 GXi Basel, Switzerland, has completed avionics. It’s expected to have a maxi- the upgrade and redelivery of its rst mum cruise speed of up to 200 kt. and ACJ319neo. The aircraft is the qui- maximum range of 900 nm. The air etest VVIP cabin that the company craft can accommodate 1 passengers or in a freighter configuration carry three D has completed to date. Driven by shipping containers. Its single-point pressure refueling capability is intended to facilitate customer demand for lighter, quieter quick turnarounds and its rugged landing gear enables it to use unimproved strips. In 2017, cabins, the aircraft was designed by FedEx Corp. launched the SkyCourier program when it placed a firm order for 50 SkyCourier Jet Aviation Design Studio, in collab- 408s, plus options for 50 more. Deliveries were to begin this year. oration with the customer’s interior designer, to showcase a VVIP level of elegance and attention to detail, the ▶ BOMBARDIER PLANS TO ESTABLISH A COMPANY-OWNED service center in company says. Berlin through an agreement with Lufthansa Technik AG and ExecuJet Aviation Group, as the company grows its customer support network. Under purchase agreements with the IATA Expects Slower-Than- two companies, Bombardier will acuire all of the issued and outstanding shares of ufthansa Bombardier Aviation Services that it does not currently own. The transac- Expected Air Travel Recovery tions are expected to close before year’s end. The service center is located at Berlin- Schonefeld Airport, which has been providing services to Bombardier business aviation customers since 1997. The 160,000-sq.-ft. center employs 240 workers.

▶ SIGNATURE FLIGHT SUPPORT AND FUEL SUPPLIER NESTE have partnered to offer permanent supplies of sustainable aviation fuel (SAF) to operators at San Francisco International Airport (SFO) and London-Luton Airport (EGGW). The move is part of an initiative called Signature Renew, a company-wide plan to help achieve the industry goal of net-zero carbon emissions. The FBO chain committed to purchase 5 million gal. of SAF and NetJets has signed on as the launch customer for fuel supplied at SFO. Up until now, IATA is now forecasting a slower-than- FBOs have been able to provide only a few thousand gallons expected recovery of air travel for this of SAF at one time by request or for a one-time event. “For us, year and into 2021, highlighting the it’s been a long time coming,” said Tony Lefebvre, Signature need for further nancial assistance COO. “We’ve been wanting to be in the space with a sustain- TAKE YOUR COMPANY TO A NEW LEVEL – from governments and urging the in- able amount of sustainable aviation fuel where we wanted to troduction of broad testing that would provide it on a consistent basis, but it hadn’t been easy to do AND NEW PLACES allow a quick reopening of borders. up to this point.” As demand grows, Signature said it plans to IATA says air travel will still be down offer SAF to other locations in its network. It said the per-gallon The world’s first Super Versatile Jet takes off! Break away from the same places and faces and 68% in December compared to last price for SAF will be higher than for traditional Jet-A. Neste has expand your business to its full potential. The PC-24 opens up a long list of new destinations with year and overall demand for the full been producing SAF for almost 10 years, with plans to have the capacity to produce 515 year will have contracted by 66% in million gal. a year by 2023. Its SAF is made from waste and residue materials, such as its incredible short-field performance and versatile mid-size cabin. It’s time to move out the old and terms of RPKs. That compares to the used cooking oil gathered from places such as McDonalds, Wendy’s and other businesses. bring in the new. Discover more with a PC-24 – contact us now! July forecast in which IATA expected Before use, the fuel is blended with fossil jet fuel and verified to meet ASTM jet fuel speci- demand to be down 55% at year’s fications. Once blended at a 35% ratio, Signature expects a more than 35% reduction in end and 63% for the full year. direct net-life-cycle greenhouse gas emissions from fuel from the two airports. Pilatus Business Aircraft Ltd • USA • +1 303 465 9099 • www.pilatus-aircraft.com

1 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA INTELLIGENCE

Embraer Delivers 250th ▶ AVIATION START-UP ZEROAVIA COMPLETED THE FIRST FLIGHT of its hydro- Business Jet in Latin America gen-fuel-cell-powered Piper M350 test aircraft when it flew an airport pattern on Sept. 24 in Cranfield, England. The brief flight is a first step toward the company’s Project HyFlyer goal of performing a 250-mi. flight from an airfield in the Orkney Islands, Scotland, before the end of this year. “While some experimental aircraft have flown using hydrogen fuel cells as a power source, the size of this com- mercially available aircraft shows that paying passengers could be boarding a truly zero-emission flight very soon,” ZeroAvia CEO Val Miftakhov said. The powertrain on the Piper testbed was Embraer has delivered its 250th producing 230-240 kw and the com- business jet in Latin America follow- pany is looking to increase this to 260 ing Phenom deliveries to two first- kw to support longer flights. However, it plans to develop a 600-kw powertrain that could time jet buyers, the company says. power an 19-20 seat commuter aircraft including Cessna’s new twin-engine SkyCourier, Vi- Embraer delivered a Phenom 100EV king’s Twin Otter and the Dornier 228. The company says it has received 10 letters of intent entry-level jet to an undisclosed industrial company, which will use from aircraft operators and airlines showing in interest in its technology, while discussions the aircraft for business oper ations are underway with seven aircraft manufacturers. during the COVID-19 pandemic. It also delivered a Phenom 300E ▶ WHEELS UP IS EXPANDING AGAIN. THE OPERATOR HAS FORMED Wheels to AgroJem, an agribusiness Up Aircraft Management, a new group created after its integration of recent acquisitions Delta company, which transitioned Private Jets and Gama Aviation Signature, giving it a fleet second only to NetJets. Wheels Up from a turboprop. says the new entity is “one of the largest and most efficient aircraft management platforms available today,” offering clients and aircraft brokers customized services whether involving a single aircraft or a fleet. “With our acquisitions of Delta Private Jets and Gama Aviation Signature, we Clay Lacy Aviation Secures gained a dedicated team of experts who are in position to lead Wheels Up Aircraft Management 35-Year Lease for KSNA FBO and deliver a best-in-class, bespoke service to our members and new clients,” said Kenny Dich- ter, Wheels Up founder and CEO. The services include full aircraft management for primary users, select access for those wanting to gain savings by leveraging the company’s purchasing power, charter outsourcing for customers wishing to place their aircraft on Wheels Up’s certificate as well as maintenance management. Each client can receive guaranteed access to Wheels Up’s King Air 350i fleet and “as-available” access to Citation Excel/XLS and Citation X jets.

▶ FLIGHT SERVICES PROVIDER DRONEUP HAS ANNOUNCED a pilot program with Walmart and Quest Diagnostics to deliver COVID-19 test sample collection kits by drone in North Las Vegas, Nevada. Flown under operating requirements of FAR Part 107 for small Clay Lacy Aviation has been commercial drones, the service delivers kits that contain a device for taking nasal swabs to awarded a 35-year lease at John single-family houses within a 1-mi. radius of a Walmart store. Residents can schedule the free Wayne Airport (KSNA) in Orange service through a website. DroneUp, based in Virginia Beach, Virginia, has developed a pay- County, California, for its FBO from load and drop mechanism for the DJI Inspire the Orange County Board of Super- 2 quadcopter that lowers a bag containing visors. The facility will serve as a small items by tether to the ground. The sys- business gateway for the county, tem uses a Skyzimir Stork drop system and the company says. Clay Lacy Avia- adds an optional DJI Zenmuse X5S camera tion was awarded a 15-acre lease- and gimbal to improve the pilot’s view of the hold to design, build and oper ate drop area. Upon receiving a kit, residents the FBO, with 11,000 sq. ft. of take their own nasal swab sample, then ship hangar space, 42,000 sq. ft. of office space and a private terminal. the sample to a Quest Diagnostics lab using The FBO will create 180 jobs. a prepaid shipping envelope. They can check their test results for exposure to the novel coronavirus that causes COVID-19 through the company’s “MyQuest” web portal, which is available as a mobile application.

16 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA INTELLIGENCE

Embraer Delivers 250th ▶ AVIATION START-UP ZEROAVIA COMPLETED THE FIRST FLIGHT of its hydro- ▶ BYE AEROSPACE IS LOOKING TO ADVANCES IN BATTERY technology for future 328 Support Services Adds Business Jet in Latin America gen-fuel-cell-powered Piper M350 test aircraft when it flew an airport pattern on Sept. 24 in six-place eFlyer X and nine-seat Envoy all-electric aircraft that it plans to follow the two- German-Based Dornier 328 Sim Cranfield, England. The brief flight is a first step toward the company’s Project HyFlyer goal and four-seat eFlyer 2 and 4, respectively, now in development. The Broomfield, Colorado, of performing a 250-mi. flight from an airfield in the Orkney Islands, Scotland, before the company is working with the U.K.’s Oxis Energy to test lithium-sulfur battery packs with end of this year. “While some experimental aircraft have flown using hydrogen fuel cells as higher energy density than the lithium-ion system used in its first eFlyers. That’s key to a power source, the size of this com- offering greater range in the planned eFlyer X and Envoy, according to CEO George Bye. mercially available aircraft shows that The eFlyer 2 is aimed at the flight school market, the two-seater optimized for typical paying passengers could be boarding training sorties of up to 1.3 hr. with 20- a truly zero-emission flight very soon,” min. recharging between flights. Its slim ZeroAvia CEO Val Miftakhov said. The nacelle encloses a 90 kw Rolls-Royce powertrain on the Piper testbed was RRP70D electric motor, and the 37.8-ft.- Embraer has delivered its 250th producing 230-240 kw and the com- span wing houses a 75 kwh battery pack. business jet in Latin America follow- 328 Support Services GmbH, a divi pany is looking to increase this to 260 The eFlyer 4 is essentially a stretch of the ing Phenom deliveries to two first- sion of the Sierra Nevada Corp., kw to support longer flights. However, it plans to develop a 600-kw powertrain that could two-seater, sharing common aerodynamic time jet buyers, the company says. has opened a new simulator facility power an 19-20 seat commuter aircraft including Cessna’s new twin-engine SkyCourier, Vi- and structural DNA, and uses the same Embraer delivered a Phenom 100EV for the Dornier 328 turboprop near king’s Twin Otter and the Dornier 228. The company says it has received 10 letters of intent battery technology with roughly a doubling entry-level jet to an undisclosed Dusseldorf, Germany, at Velbert/ industrial company, which will use from aircraft operators and airlines showing in interest in its technology, while discussions of the pack size. Both have fixed landing gear. The planned eFlyer X will fly higher and Essen. An EASAcertified Level DG the aircraft for business oper ations are underway with seven aircraft manufacturers. faster as a “lightly pressurized” six-place single seater designed to cruise at 25,000 ft. simulator is now available for train during the COVID-19 pandemic. The aircraft will have retractable gear. Illustrating an advantage of electric propulsion, ing, it says. The simulator received It also delivered a Phenom 300E ▶ WHEELS UP IS EXPANDING AGAIN. THE OPERATOR HAS FORMED Wheels Bye notes the eFlyer 2 developmental prototype has the same climb rate at 9,000 ft. as certification from the German Fed to AgroJem, an agribusiness Up Aircraft Management, a new group created after its integration of recent acquisitions Delta at sea level. “There’s no combustion, just electrons to torque. The bottom line is electric eral Aviation Office and will be oper company, which transitioned Private Jets and Gama Aviation Signature, giving it a fleet second only to NetJets. Wheels Up loves to fly high and the calibrated airspeed to true airspeed benefits are fully realized — ated in partnership with Simulator from a turboprop. says the new entity is “one of the largest and most efficient aircraft management platforms avail- and the ability to get there, the climb rate all the way up, is not diminished.” The planned Training Solution GmbH. able today,” offering clients and aircraft brokers customized services whether involving a single twin-motor, nine-seat Envoy will also fly higher and faster. But, as with the eFlyer X, bat- aircraft or a fleet. “With our acquisitions of Delta Private Jets and Gama Aviation Signature, we tery energy density is a consideration that could impact a formal program launch. “There’s FlightSafety Begins G280 Clay Lacy Aviation Secures gained a dedicated team of experts who are in position to lead Wheels Up Aircraft Management great promise for the eFlyer X, that six-seater lightly pressurized retractable, but most of Training in Wilmington 35-Year Lease for KSNA FBO and deliver a best-in-class, bespoke service to our members and new clients,” said Kenny Dich- the people who buy an airplane of that type like to have longer range,” Bye says. The same ter, Wheels Up founder and CEO. The services include full aircraft management for primary users, goes for the Envoy that would follow. select access for those wanting to gain savings by leveraging the company’s purchasing power, charter outsourcing for customers wishing to place their aircraft on Wheels Up’s certificate as ▶ BUSINESS AVIATION MANUFACTURING VETERAN DAVID COLEAL has va- well as maintenance management. Each client can receive guaranteed access to Wheels Up’s cated his position as president of Bombardier Aviation following a senior management King Air 350i fleet and “as-available” access to Citation Excel/XLS and Citation X jets. reorganization as the Canadian planemaker closed on the sale of its rail train division. Apparently, Eric Martel, the president and CEO of Bombardier, is assuming those respon- ▶ FLIGHT SERVICES PROVIDER DRONEUP HAS ANNOUNCED a pilot program sibilities as well. “Our goal is to create a leaner, more agile and customer-centric company with Walmart and Quest Diagnostics to deliver COVID-19 test sample collection kits by drone to better capture the growth opportunities with our industry-leading business jet portfo- in North Las Vegas, Nevada. Flown under operating requirements of FAR Part 107 for small lio,” Martel said. “This includes simplifying our corporate leadership structure.” Martel FlightSafety International is now Clay Lacy Aviation has been commercial drones, the service delivers kits that contain a device for taking nasal swabs to thanked Coleal for “his many contributions” and wished him well. The company expects offering training for the Gulfstream awarded a 35-year lease at John single-family houses within a 1-mi. radius of a Walmart store. Residents can schedule the free to close on the sale of its Bombardier Transportation to Alstom, a French multinational G280 business jet at its Learning Wayne Airport (KSNA) in Orange service through a website. DroneUp, based in Virginia Beach, Virginia, has developed a pay- conglomerate with interests in the power generation and transport markets, during the County, California, for its FBO from Center in Wilmington, Delaware. load and drop mechanism for the DJI Inspire first quarter of 2021. At that point, Bombardier will be focused entirely on business avia- FlightSafety will offer operators a the Orange County Board of Super- 2 quadcopter that lowers a bag containing tion since it previously divested all De Havilland Canada assets as well as its commercial visors. The facility will serve as a wide range of training programs for small items by tether to the ground. The sys- jet businesses. Coleal was appointed president of Bombardier Aviation in May 2019 after the G280 at the facility, it says. The business gateway for the county, tem uses a Skyzimir Stork drop system and leading the business aviation division, which began in 2015. the company says. Clay Lacy Avia- location will offer the fourth G280 adds an optional DJI Zenmuse X5S camera tion was awarded a 15-acre lease- simulator. The other three are in and gimbal to improve the pilot’s view of the ACCORDING TO JETNET IQ PULSE, SMALL JET ACTIVITY has remained the hold to design, build and oper ate ▶ service in Savannah, Georgia, and drop area. Upon receiving a kit, residents strongest in business jet flight operations during the COVID-19 pandemic. From July 1 the FBO, with 11,000 sq. ft. of Dallas. The simulator is equipped take their own nasal swab sample, then ship to Sept. 21, it reported FAR Part 135 on-demand charter operations by small jets were hangar space, 42,000 sq. ft. of with Rockwell Collins Pro Line office space and a private terminal. the sample to a Quest Diagnostics lab using down 2% from a year ago, which it deemed “an impressive performance to say the least.” Fusion PlaneView 280 avionics, The FBO will create 180 jobs. a prepaid shipping envelope. They can check their test results for exposure to the novel coro- Meanwhile, it reported Part 135 medium jet activity for the period declined 5%, while large dual FMS, integrated flight informa navirus that causes COVID-19 through the company’s “MyQuest” web portal, which is available jet activity was down 17%. Part 91 activity by small jets declined 24% for the period, while tion system and other features. as a mobile application. fractional ownership activity by small jets declined 17%.

16 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 17 FAST FIVE INTERVIEW BY WILLIAM GARVEY

Questions for Kent S. Jackson, Esq. Why aviation law? After all, it’s pretty specialized and narrow. 1 Jackson: When I was an infant, my parents went to a drive-in movie with me in the back seat. At one point, an airplane appeared on the screen, and I ex- claimed, “Airplane!” Mom and Dad turned in amazement. It was my very first spoken word. As a kid, I knew I was going to be a fighter pilot. I was an Eagle Scout at 13, an Aviation Explorer at 14, soloed at 16, got my Private at 17 and drove to the Air Force Academy in Colorado Springs to announce my avail- ability. They were unimpressed, especially since I had 20/200 vision uncor- rected. I was crushed. But my father said I could end up as chief counsel for Kent S. Jackson, Esq. TWA. Meanwhile, I was doing research for Dad during summers and came up with the idea for a book connecting statutes with aviation regulations, figuring Founder & Managing Partner no one had ever done such a thing. After all, by legal history, aviation law was Jetlaw LLC, Washington, D.C. www.jetlaw.com essentially brand new.

Did you write it? Considering his family history, 2 Jackson was predestined for a Jackson: Eventually. First, I completed bachelor’s and law degrees at the Uni- career in law. His great, great grand- versity of Kansas, did an internship and staff work at the Kansas DOT and then father was a John Brown abolitionist joined Jim Cooling’s well-regarded practice in Kansas City. While there I finally who traveled west to Kansas to wrote the book, which a legal publisher turned down, but suggested I approach help combat pro-slavers in neigh- Jeppesen. I really liked the idea and did just that. Well, although I was 29, I boring Missouri. He fought and was looked about 12 and they said I’d need a co-author with a bit more gravitas. severely wounded in the Civil War I invited Joe Brennan, a friend and veteran FAA lawyer, to join me and that really and for that service was named a worked out. Joe was not a pilot — in fact, he called all pilots “cowboys” — so I justice of the peace. His son went learned how non-pilots at the agency think, and how to combine operational on to become attorney general of reality with abstract regulation. The FAA purchased the entire 5,000-copy first Kansas and then a congressman printing of FARs Explained and more than 100,000 copies followed. It’s still in as a member of Teddy Roosevelt’s print and available electronically through Amazon. Its success helped spur me Bull Moose Party. His son, in turn, to open my own firm. became a member of the Kansas How did a tiny law practice in Kansas gain a national clientele? Supreme Court, and his son — 3 Kent’s father — served as a district Jackson: I flew to see my clients wherever they were. I can’t count how many court judge. “So, by that standard,” times I crossed the Rockies or flew to Washington or other East Coast desti- Kent says, “I’ve not really done nations. Business aviation made my practice, along with my flying experience much.” Oh? He’s a 7,000-hr. ATP and a lot of research. and CFII, has flight instructed, flown What are the most common legal mistakes made by pilots? checks at night, owned an FAR Part 4 135 operation, built his own Lancair, Jackson: Remember, flying is a privilege, not a constitutional right. And if you competes in air races and is known fly for a living, you’re married to the FAA. So, be polite and respectful, but don’t nationally for his mastery of aviation say anything stupid. You have the right to remain silent, yet many pilots don’t legal matters. Accordingly, he is a have that ability and get themselves in trouble talking to inspectors, some sought-after speaker and heads an even bragging about things they shouldn’t have done. And if someone lies on FAA rulemaking committee. Oh, and a federal form such as an FAA medical application, they could end up spend- he’s been writing BCA’s Point of Law ing years in jail. column since 1998. 5 You ever going to win at Reno? TAP HERE in the digital edition Jackson: Were it not for its cancellation because of the pandemic, I just of BCA to hear more from know this would have been the year for my team to take the gold at Reno. this Interview or go to The airplane was ready and we were ready. But I promise we’ll still be ready AviationWeek.com/BCA-Fast-Five in 2021. BCA

18 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA FAST FIVE INTERVIEW BY WILLIAM GARVEY

Questions for Kent S. Jackson, Esq. Why aviation law? After all, it’s pretty specialized and narrow. PRINT & DIGITAL SUBSCRIPTIONS | APPRAISAL SERVICES | DATA LICENSING 1 Jackson: When I was an infant, my parents went to a drive-in movie with me in the back seat. At one point, an airplane appeared on the screen, and I ex- claimed, “Airplane!” Mom and Dad turned in amazement. It was my very first spoken word. As a kid, I knew I was going to be a fighter pilot. I was an Eagle Scout at 13, an Aviation Explorer at 14, soloed at 16, got my Private at 17 and drove to the Air Force Academy in Colorado Springs to announce my avail- ability. They were unimpressed, especially since I had 20/200 vision uncor- 19 rected. I was crushed. But my father said I could end up as chief counsel for Kent S. Jackson, Esq. TWA. Meanwhile, I was doing research for Dad during summers and came up with the idea for a book connecting statutes with aviation regulations, figuring Founder & Managing Partner no one had ever done such a thing. After all, by legal history, aviation law was Jetlaw LLC, Washington, D.C. www.jetlaw.com essentially brand new. CONVERSIONS & MODIFICATIONS Did you write it? Considering his family history, 2 Jackson was predestined for a Jackson: Eventually. First, I completed bachelor’s and law degrees at the Uni- career in law. His great, great grand- versity of Kansas, did an internship and staff work at the Kansas DOT and then SERIALIZATION father was a John Brown abolitionist joined Jim Cooling’s well-regarded practice in Kansas City. While there I finally who traveled west to Kansas to wrote the book, which a legal publisher turned down, but suggested I approach BY MODEL YEAR help combat pro-slavers in neigh- Jeppesen. I really liked the idea and did just that. Well, although I was 29, I boring Missouri. He fought and was looked about 12 and they said I’d need a co-author with a bit more gravitas. severely wounded in the Civil War I invited Joe Brennan, a friend and veteran FAA lawyer, to join me and that really and for that service was named a worked out. Joe was not a pilot — in fact, he called all pilots “cowboys” — so I justice of the peace. His son went learned how non-pilots at the agency think, and how to combine operational MAINTENANCE PROGRAMS on to become attorney general of reality with abstract regulation. The FAA purchased the entire 5,000-copy first Kansas and then a congressman printing of FARs Explained and more than 100,000 copies followed. It’s still in as a member of Teddy Roosevelt’s print and available electronically through Amazon. Its success helped spur me NEXT GEN AVIONICS Bull Moose Party. His son, in turn, to open my own firm. became a member of the Kansas How did a tiny law practice in Kansas gain a national clientele? Supreme Court, and his son — 3 Kent’s father — served as a district Jackson: I flew to see my clients wherever they were. I can’t count how many court judge. “So, by that standard,” times I crossed the Rockies or flew to Washington or other East Coast desti- TRUST Kent says, “I’ve not really done nations. Business aviation made my practice, along with my flying experience much.” Oh? He’s a 7,000-hr. ATP and a lot of research. and CFII, has flight instructed, flown What are the most common legal mistakes made by pilots? Know the Value checks at night, owned an FAR Part 4 135 operation, built his own Lancair, Jackson: Remember, flying is a privilege, not a constitutional right. And if you For over 65 years, Aircraft Bluebook competes in air races and is known fly for a living, you’re married to the FAA. So, be polite and respectful, but don’t nationally for his mastery of aviation say anything stupid. You have the right to remain silent, yet many pilots don’t has been the industry’s go-to source legal matters. Accordingly, he is a have that ability and get themselves in trouble talking to inspectors, some for reliable and accurate aircraft sought-after speaker and heads an even bragging about things they shouldn’t have done. And if someone lies on valuations, providing in-depth data and FAA rulemaking committee. Oh, and a federal form such as an FAA medical application, they could end up spend- he’s been writing BCA’s Point of Law ing years in jail. information to the global business and column since 1998. general aviation community. 5 You ever going to win at Reno? TAP HERE in the digital edition Jackson: Were it not for its cancellation because of the pandemic, I just of BCA to hear more from know this would have been the year for my team to take the gold at Reno. this Interview or go to The airplane was ready and we were ready. But I promise we’ll still be ready AviationWeek.com/BCA-Fast-Five in 2021. BCA Visit aircraftbluebook.com for more info.

18 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Safety Adjusting Approach Speed When Vref isn’t enough

JAMES ALBRIGHT

PHOTOS AND CHARTS BY JAMES ALBRIGHT/B&CA BY JAMES ALBRIGHT [email protected]

n “Enterprise,” one of the most un - the additive. “I never needed it before.” A GVII-G500 at minimums, flying a 13-kt. derrated of the Star Trek television This begs the question: How large is gust additive. spin-offs, future Capt. Jonathan Ar- your margin to an angle of attack (AOA) cher repeatedly crashes his model air- limit on short final? If that convinces further specifies that when landing, the Iplane because a turn of the winds found you to include the speed additive on your aircraft must be maneuverable and free his craft without the necessary lift. His next flight on a gusty-wind day — and I of stall warning or other characteristics father reassures him, saying, “You can’t hope that it does — there are still two that might interfere with normal maneu- be afraid of the wind, learn to trust it.” more questions to answer. First, on what vering up to 40 deg. of bank with sym- As a pilot, this scene troubled me wind will you base the additive; i.e. all metric thrust while flying a -3-deg. flight for some reason. Did I fear the wind? or part of the headwind or crosswind, path angle. While we all think of stalls as Except for a towering thunderstorm and what about a gust? Second, once occurring at certain airspeeds, we know parked on the end of a runway threat- you’ve added the necessary margin, do that stalls actually happen at particular ening a microburst, I didn’t think so. you hold that to the runway threshold or angles of attack, what an aeronautical en- But I certainly did not trust it. I’ve had get rid of it? And if you elect the latter, gineer calls the “alpha.” too many landings in windy conditions when and how? But how do we translate that 40-deg. where something (not me!) happened at bank angle to G? We are taught early the last minute to rob my wings of the How Large Is Your Stall that a level 60-deg. bank turn requires 2 lift they needed. When my flight manu- Margin at Approach Speed? Gs. The math behind that is: als gave me the opportunity to adjust 1 G = = 2.00 my approach speed, I did so, and those When flying a transport category air- cos 60 surprises seemed to happen less often. craft, your approach speed cannot be In most of those manuals, that additive lower than reference speed, Vref, which A 40-deg. bank turn requires: was recommended but not required. may not be lower than 1.23 times the ref- 1 Until you were burned a few times, erence stall speed in the landing con- G = = 1.31 you might have been tempted to forgo figuration, Vsr. Moreover, 14 CFR 25.143 cos 40

20 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Safety

So, all of that provides us with two a number between concepts when trying to understand 0.00 and around 1.00. how close to a stall we can come, but Yes, the number can how can we turn that into practical actually exceed 1.00 knowledge in the cockpit? For most as the wing still pro - Adjusting of us, our only G-meter is the “seat duces usable lift, but of our pants.” But we do have atti - for us pilots, think- tude indicators and keeping to less ing of 1.00 as our up - than 40 deg. of bank in coordinated per limit helps our flight should keep us safe, provided understanding of the we maintain a healthy margin above concepts. The maxi- NAOA versus G of a notional aircraft plotted at Vsr and Vref Approach Speed the stall angle of attack. If you have mum allowable isn’t an AOA indicator, you have an advan - necessarily the maximum achievable. engineer would call a “notional,” or hypo- tage. But just what is angle of attack? A fly-by-wire airplane may use a lower thetical, aircraft. The charts and graphs When Vref isn’t enough Most of us learn early on that the AOA to prevent overshoots. An air - that follow may not precisely reflect your AOA is the angular difference be - plane with a conventional stick pusher airplane and ignore things like ground tween the chord line of the wing and may do the same to ensure the system and Mach effect, but they serve to illus- the relative wind of the aircraft cut - activates early enough. In either case, trate the concepts that you can apply to ting through the air. That isn’t pre - your avionics do the math for you, but a your aircraft to better understand the cisely correct, but it is close enough. common formula for normalized AOA principles. Stall reference speed, Vsr, is We can change the effective chord (NAOA) is: determined at 1.0 G and the stall speed line of the wing with leading- and varies with the square root of G loading. AOA AOA trailing-edge devices, such as slats Current Zero Lift Plotting NAOA versus G for these two NAOA = and flaps. The shape of the aircraft AOA AOA conditions proves very useful. itself may create lift and the angle Stall Reference Zero Lift Notice that the intersection of our Vref line and 1.0 G comes to 0.67 NAOA. Angle of Attack This would make a good target NAOA on ap - proach for our notional aircraft. If the notional aircraft has an alpha limiter or stick pusher

JAMES ALBRIGHT that activates at 0.90 NAOA, we can draw an envelope to indicate an PHOTOS AND CHARTS BY JAMES ALBRIGHT/B&CA area of operation where BY JAMES ALBRIGHT [email protected] the airplane is maneuverable without stalling. n “Enterprise,” one of the most un - the additive. “I never needed it before.” A GVII-G500 at minimums, flying a 13-kt. upon which the wing is mounted ver - Where each AOA term is measured Of course, we don’t want to operate below derrated of the Star Trek television This begs the question: How large is gust additive. sus the reference provided to you on in units of degrees, the resulting NAOA Vref, but this area is available to us in spin-offs, future Capt. Jonathan Ar- your margin to an angle of attack (AOA) your attitude indicator, the “angle of is a ratio and has no units. We typically the event of wind shear or another non- cher repeatedly crashes his model air- limit on short final? If that convinces further specifies that when landing, the incidence,” will also alter the wing’s think of 1.00 NAOA as the stall AOA, normal condition. This becomes useful Iplane because a turn of the winds found you to include the speed additive on your aircraft must be maneuverable and free AOA to your perceived AOA. But for but the real value is usually a bit higher. to us, realizing that if we see an NAOA his craft without the necessary lift. His next flight on a gusty-wind day — and I of stall warning or other characteristics we pilots, thinking of AOA as a func - An example of that could be 1.06 for the greater than 0.67 on final approach — father reassures him, saying, “You can’t hope that it does — there are still two that might interfere with normal maneu- tion of the relative wind and the wing stall reference AOA and 1.10 where the because of turbulence, for example — we be afraid of the wind, learn to trust it.” more questions to answer. First, on what vering up to 40 deg. of bank with sym- is good enough. wing actually stalls. While far from uni- are “eating into” our stall margin. As a pilot, this scene troubled me wind will you base the additive; i.e. all metric thrust while flying a -3-deg. flight Left unsaid is that an angle is some- versal, most aircraft for some reason. Did I fear the wind? or part of the headwind or crosswind, path angle. While we all think of stalls as thing you measure in units, usually in my logbook flew Except for a towering thunderstorm and what about a gust? Second, once occurring at certain airspeeds, we know degrees. It is a number, such as 15 deg. final approach at an parked on the end of a runway threat- you’ve added the necessary margin, do that stalls actually happen at particular We also learn that the wing stalls at NAOA around 0.60 ening a microburst, I didn’t think so. you hold that to the runway threshold or angles of attack, what an aeronautical en- a particular AOA. Here again that is and would give you a But I certainly did not trust it. I’ve had get rid of it? And if you elect the latter, gineer calls the “alpha.” given in degrees, such as “the wing stall warning (limiter, too many landings in windy conditions when and how? But how do we translate that 40-deg. stalls at 18 deg. angle of attack.” As stick shaker or pusher) where something (not me!) happened at bank angle to G? We are taught early pilots, we don’t use AOA measured in between NAOA = 0.85 the last minute to rob my wings of the How Large Is Your Stall that a level 60-deg. bank turn requires 2 degrees because that measurement and 0.97. lift they needed. When my flight manu- Margin at Approach Speed? Gs. The math behind that is: varies too much with flight condition We can make all als gave me the opportunity to adjust 1 and aircraft configuration. of this truly useful if G = = 2.00 my approach speed, I did so, and those When flying a transport category air- cos 60 Airplanes that do display “AOA” are we look at what an surprises seemed to happen less often. craft, your approach speed cannot be usually showing us “normalized” AOA. In most of those manuals, that additive lower than reference speed, Vref, which A 40-deg. bank turn requires: That is just a fancy way of saying they Stall margin of a notional was recommended but not required. may not be lower than 1.23 times the ref- are giving you a ratio of the actual AOA aircraft plotted at Vref 1 Until you were burned a few times, erence stall speed in the landing con- G = = 1.31 (in degrees) divided by the stall ref - plus an additive on an you might have been tempted to forgo figuration, Vsr. Moreover, 14 CFR 25.143 cos 40 erence AOA (in degrees) to give you NAOA G graph

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Many manufacturers add 5 kt. to speed awareness,” which provides an low” method) or a de-crab will have to Vref, or even more if wind conditions additional margin before stall warning, consider all of the wind, regardless of dictate. This results in a lower line on even at 40 deg. of bank, shown in red. direction. the NAOA G graph and expands our Passing the threshold and entering the The reason for including a wind addi- stall and maneuver margins. Imagine flare, it will be OK to go below Vref (in tive to your approach speed is clearly de- yourself flying at 1 G at Vref. You are calm conditions) since we no longer need signed to prevent landing with too little given a margin before stall warning (the all of the maneuver margin for the de - stall margin should the winds change. red zone above the line) as well as a ma- sign parameter of 40 deg. of bank. But landing with too much speed pres- neuver margin. That margin was deter- So, it should be apparent that getting ents its own set of problems. mined by allowing for a 40-deg. turn on below Vref is not a good idea and that If you land with that extra speed, will a 3-deg. glidepath, which comes to 1.31 when it gets windy, you need to add to you still be able to stop on the runway G. These margins can be “eaten” by a your approach speed to avoid doing that. available? Many manufacturers rec- sudden gust of wind or turbulence. We But by how much? ommend you lose any additive prior to certainly don’t want to find ourselves fly- crossing the runway threshold. (More ing this slowly low to the ground when a Half of What Wind and on that later.) But that will require con- sudden loss of airspeed activates a stick How Much of What Gust? siderable judgment. pusher! Fly-by-wire aircraft could find Will this extra speed throw you into a themselves nearing an “alpha limit,” Some aircraft manuals say you should higher approach category? Some aircraft limiting pitch authority. In either case, add half the steady wind and the full circle at their final approach speed and it would be wise to avoid high angles gust increment to your approach speed. an extra 20 kt. could very well result in of attack. But that is far from universal. Looking the next higher approach category. This at several aircraft from the smallest could require a higher circling altitude as Challengers and Falcons to the larg - well as higher weather minimums. The Impact of Sudden est Airbus and Boeing jets reveals the Will the extra airspeed create prob- Gusts on NAOA, G Loading breadth of the variation. You might add lems with tire groundspeed limits? Even and Stall Margins a half, a third or none of the steady wind, if your aircraft manufacturer has not or the headwind. Most will have you add posted such limits, the tire manufac - Most pilots are primarily focused on air- all of the gust. Most will limit you to a 20 turer most certainly has. These limits speed even if presented with an indica- kt. total additive, but some lower this to can be a factor at higher pressure alti - tion of NAOA. The NAOA-KCAS chart 15 and even 10 kt. tude airports, especially on a day with shown for our aircraft is from a recent flight where Vref was 120 kt. (at an AOA of 0.67) and the winds were at 10 kt., gusting to 18,

The pilot’s synthetic vision display (left) and NAOA-KCAS chart (right) of a high-technology aircraft at decision altitude on a gusty-wind day. making our target approach speed 120 plus half of 10, plus 8, for a result of 120 + 5 + 8 = JAMES ALBRIGHT/BCA 133 kt. (at an AOA of 0.57). The reasons for variation may seem a low headwind component. On a gusty- Of course, nothing is ever static on a arbitrary but might be more strongly wind day an additive might bring tire gusty day and just as we expect the air- corelated to aircraft design and rec - groundspeed limits into play even at speed to bounce around, so too does the ommended landing technique than one lower pressure altitudes. NAOA. We can see from the photo of the might suspect. All aircraft should be Will the lower deck angle make it pilot’s synthetic vision that a gust has concerned with at least the headwind possible to contact the runway nose - increased the NAOA to 0.60 and that on component because of the nature of wheel first? If your airplane flies its the chart our target approach airspeed winds low to the ground. The wind nor- final approach in a relatively nose-low (shown by the “X”) moves up and to the mally decreases as you near the run - attitude, touching down too fast could left (shown by the cross). Our green zone way, particularly below 50 ft. Adding result in a nosewheel-first landing with is defined by Vref on the left and the G at least 5 kt. or half the headwind is the risk of a nosewheel landing gear loading that equates to a 40-deg. bank a way to mitigate that decrease. An collapse. Thus the limits to the ap - turn in level flight (1.31 G) to the right. airplane that lands in a crab may only proach speed additive should take this The manufacturer of our notional air- be interested in the headwind, since deck angle limit into account. craft has provided us a margin, shown sideslip is not a factor. An airplane that For these reasons, and maybe others, in blue, before we enter a zone of “low lands in a sideslip (the so-called “wing some manufacturers recommend you

22 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Safety

Many manufacturers add 5 kt. to speed awareness,” which provides an low” method) or a de-crab will have to get rid of the airspeed additive prior to Vref, or even more if wind conditions additional margin before stall warning, consider all of the wind, regardless of crossing the runway threshold. dictate. This results in a lower line on even at 40 deg. of bank, shown in red. direction. the NAOA G graph and expands our Passing the threshold and entering the The reason for including a wind addi- Lose or Keep the Additive? stall and maneuver margins. Imagine flare, it will be OK to go below Vref (in tive to your approach speed is clearly de- yourself flying at 1 G at Vref. You are calm conditions) since we no longer need signed to prevent landing with too little Here again manufacturers differ. Many given a margin before stall warning (the all of the maneuver margin for the de - stall margin should the winds change. Boeing, Airbus and Dassault aircraft red zone above the line) as well as a ma- sign parameter of 40 deg. of bank. But landing with too much speed pres- leave the additive in until the autothrot- neuver margin. That margin was deter- So, it should be apparent that getting ents its own set of problems. tles retard for the landing. As noted, mined by allowing for a 40-deg. turn on below Vref is not a good idea and that If you land with that extra speed, will some manufacturers recommend the pi- a 3-deg. glidepath, which comes to 1.31 when it gets windy, you need to add to you still be able to stop on the runway lot remove the additive prior to crossing G. These margins can be “eaten” by a your approach speed to avoid doing that. available? Many manufacturers rec- the threshold. There are many reasons sudden gust of wind or turbulence. We But by how much? ommend you lose any additive prior to for caution, but if you decide to lose the certainly don’t want to find ourselves fly- crossing the runway threshold. (More additive prior to the runway threshold, ing this slowly low to the ground when a Half of What Wind and on that later.) But that will require con- how do you do that? sudden loss of airspeed activates a stick How Much of What Gust? siderable judgment. I’ve tried two methods as the pilot pusher! Fly-by-wire aircraft could find Will this extra speed throw you into a flying and I’ve witnessed both methods themselves nearing an “alpha limit,” Some aircraft manuals say you should higher approach category? Some aircraft as the pilot monitoring. Both methods limiting pitch authority. In either case, add half the steady wind and the full circle at their final approach speed and work. Sometimes. But not always. For it would be wise to avoid high angles gust increment to your approach speed. an extra 20 kt. could very well result in that reason, I consider both methods to of attack. But that is far from universal. Looking the next higher approach category. This be bad ideas. at several aircraft from the smallest could require a higher circling altitude as Bad Idea One — With or without au- Challengers and Falcons to the larg - well as higher weather minimums. tothrottles, some pilots will try to get The Impact of Sudden est Airbus and Boeing jets reveals the Will the extra airspeed create prob- a feel for the gust and try to time pull - Gusts on NAOA, G Loading breadth of the variation. You might add lems with tire groundspeed limits? Even ing the throttles so as to arrive over the and Stall Margins a half, a third or none of the steady wind, if your aircraft manufacturer has not threshold at Vref. I found this easier to or the headwind. Most will have you add posted such limits, the tire manufac - do in the Gulfstream GV with approach Most pilots are primarily focused on air- all of the gust. Most will limit you to a 20 turer most certainly has. These limits speeds near 110 kt., but even then, I got speed even if presented with an indica- kt. total additive, but some lower this to can be a factor at higher pressure alti - it wrong occasionally. With aircraft re- tion of NAOA. The NAOA-KCAS chart 15 and even 10 kt. tude airports, especially on a day with quiring higher approach speeds, things shown for our aircraft are happening too fast for me to time the is from a recent flight gust consistently. where Vref was 120 Bad Idea Two — With autothrottles, kt. (at an AOA of 0.67) some pilots will manually insert the tar- and the winds were at geted speed with the additive and se- 10 kt., gusting to 18, lect “auto” mode at a moment when they believe the speed is increasing. Here The pilot’s synthetic again, the judgment required at higher vision display (left) and approach speeds makes this a hit-or- Example landing distance chart with wind adjustment. NAOA-KCAS chart (right) miss proposition. of a high-technology air- I consider these bad ideas because a Let’s say you have a Vref of 120 kt. an inaccurate picture of your actual craft at decision altitude wind gust cannot be predicted consis- and a wind straight down the runway at performance and places a subtle pres- on a gusty-wind day. tently. My solution for the last 10 years 20 kt., gusting to 30 kt. Your charts, like sure on you to remove the additive. has been to keep the additive until the mine, have a section for a headwind up My usual method is to precompute making our target ap- autothrottles retard for the landing to 40 kt. and a speed additive up to 20 kt. the maximum additive for my normal proach speed 120 plus flare, and to ensure I have enough run- You compute your landing distance for landing weights at a sea-level airport. half of 10, plus 8, for a way in case I touch down with all of the a headwind of 20 kt. and a gust of 10 kt. I use Teterboro Airport (KTEB), New result of 120 + 5 + 8 = JAMES ALBRIGHT/BCA additive speed. Your manufacturer recommends half Jersey, because (a) we go there often, 133 kt. (at an AOA of 0.57). The reasons for variation may seem a low headwind component. On a gusty- the steady and all of the gust as an ad- and (b) it is usually gusty. In my cur - Of course, nothing is ever static on a arbitrary but might be more strongly wind day an additive might bring tire Landing Distance Impact ditive, regardless of direction, so your rent aircraft I find that even landing gusty day and just as we expect the air- corelated to aircraft design and rec - groundspeed limits into play even at approach speed is 120 + 10 + 10 = 140 kt. 20 kt. fast never increases my landing speed to bounce around, so too does the ommended landing technique than one lower pressure altitudes. When I suggest holding the speed ad- That 10-kt. gust treats you unkindly and distance by more than a third on a dry NAOA. We can see from the photo of the might suspect. All aircraft should be Will the lower deck angle make it ditive to the runway threshold to other you end up at the threshold at 150 kt. runway and that is good enough for the pilot’s synthetic vision that a gust has concerned with at least the headwind possible to contact the runway nose - pilots, the first reaction is often to ask airspeed. If your performance data in- shortest runway there. If the actual increased the NAOA to 0.60 and that on component because of the nature of wheel first? If your airplane flies its about landing distance. The landing cluded all of that additional wind you conditions are worse than that, I know the chart our target approach airspeed winds low to the ground. The wind nor- final approach in a relatively nose-low performance charts in my current air- won’t have a problem; your groundspeed I need to dig into the Airplane Flight (shown by the “X”) moves up and to the mally decreases as you near the run - attitude, touching down too fast could craft include a section of up to 20 kt. ad- will still only be 120 kt. Manual charts. If I can’t make the num- left (shown by the cross). Our green zone way, particularly below 50 ft. Adding result in a nosewheel-first landing with ditional speed crossing the threshold. If your flight management system bers work with the additive, my plan is is defined by Vref on the left and the G at least 5 kt. or half the headwind is the risk of a nosewheel landing gear I’ve seen other manufacturers with 10-, automatically computes landing dis - to find someplace else to land. Over the loading that equates to a 40-deg. bank a way to mitigate that decrease. An collapse. Thus the limits to the ap - 15- or 20-kt. allowances. tances, you will need to ensure you years, I’ve had to do that twice. turn in level flight (1.31 G) to the right. airplane that lands in a crab may only proach speed additive should take this The next objection will be, “What if have the right data in, to get the right In my current aircraft, a Gulfstream The manufacturer of our notional air- be interested in the headwind, since deck angle limit into account. the gust hits me at just the wrong time data out. It may seem to be common GVII-G500, the chore is handled auto- craft has provided us a margin, shown sideslip is not a factor. An airplane that For these reasons, and maybe others, and I end up 20 kt. fast?” Let’s look at sense to reduce the headwind entry as matically by the avionics, giving me a in blue, before we enter a zone of “low lands in a sideslip (the so-called “wing some manufacturers recommend you another hypothetical. being conservative; however, it paints graphic representation of the resulting

22 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 23 Safety

Another ‘No’ to Below Vref You may have heard of the hazards of op- is known as L/D-max, or “L over D, max.” speed and you tend to fall back to your erating “behind the power curve,” but what It is simply the point where the ratio of lift original, desired speed. The same holds does that actually mean? The question is over drag is at its maximum. (Somewhat true for something that decelerates you. more than academic because some air- paradoxically, that is the lowest point on You will have excess thrust and the aircraft have a Vref that can be said to be the curve.) plane will accelerate back to your original, in what is more properly called the “back- We transport category aviators spend desired speed. side of the thrust curve.” The concept of almost all of our lives “ahead of the thrust When operating slower than L/D-max thrust, power, and even horsepower can curve” where it takes more thrust to fly we are operating in the region of reversed get messy, and perhaps a bit of a history faster. In the chart shown, for example, command. If you are at Point A in the lesson can start to clean things up. Point B is L/D-max. If you are at Point chart, for example, and wish to pull it back Scottish inventor James Watt a few knots, you reduce your thrust (1736-1819) needed a way of com- as before. But now, once you’ve paring the power of his steam en- achieved the lower speed, you will gine to something his customers need more than your original thrust could relate to, and thus was born setting to maintain the lower speed. the unit of horsepower. He computed The aircraft does not hold speed as the pulling force of a horse attached easily. If a gust of wind slows you to a mill wheel to determine the mea- down 5 kt., for example, your new sure of 1 hp. Piston engines use a speed will require more thrust than concept called “brake horsepower” what you have so you will tend to from a standard used to measure slow down even further unless you engine performance by wrapping a take positive action by adding thrust. cord or belt (the brake) around a Aircraft with approach speeds Thrust versus velocity and the resulting “thrust curve”. shaft. Thrust, on the other hand, is on the backside of the thrust curve simply the force or “push” in reaction to C and wish to fly at some higher speed, will not have a tendency to return to tar- an engine. you will need to add thrust, accelerate geted airspeeds without active addition You can plot the parasite and induced and then reduce thrust to a point higher of thrust. If a gust of wind slows the air- drag of a jet airplane against airspeed and than your original thrust. This seems nor- plane down at a constant thrust setting, equate that to the thrust required to main- mal and hence is called the “region of the speed will continue to decrease until tain steady, unaccelerated flight. (These normal command.” The airplane tends to the pilot takes positive action to reverse curves are different for piston-driven pro- maintain a selected speed here. If a gust it. Aircraft with approach speeds on the peller aircraft; we will limit our discussion of wind accelerates you, you don’t have frontside of the thrust curve will be more to jet aircraft.) The point of minimum drag sufficient thrust to maintain the higher forgiving but still bear watching. BCA

24 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Safety

landing distance. If I elect Enterprise,” we don’t need to be afraid to keep my speed additive of the wind nor do we have to trust it will to the runway threshold, I behave as we expect. We can simply al- will know how that will im- low for it to misbehave and plan our ap- pact my stopping distance. proach speed accordingly. On a gusty day, flying an approach speed without The landing performance and a wind additive risks running out of fly- data pages from a Gulfstream ing speed prior to the landing flare. Your GVII-G500’s touch screen only options may be to add to your ap- controller. proach speed or to divert. An additive may be required, recommended, forbid- The Fund an Angel Virtual Auction raised significant funds in support of Corporate Angel Network (CAN). den or not mentioned at all. Keep the Airplane I recommend you research your Proceeds from the event will ensure CAN is able to continue helping cancer patients, like Scarlett, in critical need Flying Until It’s manuals, see what flexibility you have, during the pandemic and long after. Thank you to all who generously contributed. and fly the additives if you can. If the 25 on the Ground resulting landing distance or threat of Unlike the young Jonathan running out of speed is too great, find Archer in “Star Trek: another place to land. BCA Scarlett, an immune compromised pediatric cancer patient, was in need of transportation to a specialized Another ‘No’ to Below Vref treatment center. CAN was able to transport the family You may have heard of the hazards of op- is known as L/D-max, or “L over D, max.” speed and you tend to fall back to your just before Scarlett’s 5th birthday. erating “behind the power curve,” but what It is simply the point where the ratio of lift original, desired speed. The same holds does that actually mean? The question is over drag is at its maximum. (Somewhat true for something that decelerates you. more than academic because some air- paradoxically, that is the lowest point on You will have excess thrust and the aircraft have a Vref that can be said to be the curve.) plane will accelerate back to your original, in what is more properly called the “back- We transport category aviators spend desired speed. side of the thrust curve.” The concept of almost all of our lives “ahead of the thrust When operating slower than L/D-max thrust, power, and even horsepower can curve” where it takes more thrust to fly we are operating in the region of reversed get messy, and perhaps a bit of a history faster. In the chart shown, for example, command. If you are at Point A in the lesson can start to clean things up. Point B is L/D-max. If you are at Point chart, for example, and wish to pull it back Scottish inventor James Watt a few knots, you reduce your thrust (1736-1819) needed a way of com- as before. But now, once you’ve paring the power of his steam en- achieved the lower speed, you will A SPECIAL THANK YOU TO OUR CURRENT SPONSORS gine to something his customers need more than your original thrust could relate to, and thus was born setting to maintain the lower speed. the unit of horsepower. He computed The aircraft does not hold speed as PRESENTING SPONSOR the pulling force of a horse attached easily. If a gust of wind slows you to a mill wheel to determine the mea- down 5 kt., for example, your new sure of 1 hp. Piston engines use a speed will require more thrust than PLATINUM concept called “brake horsepower” what you have so you will tend to from a standard used to measure slow down even further unless you engine performance by wrapping a take positive action by adding thrust. GOLD cord or belt (the brake) around a Aircraft with approach speeds Thrust versus velocity and the resulting “thrust curve”. shaft. Thrust, on the other hand, is on the backside of the thrust curve simply the force or “push” in reaction to C and wish to fly at some higher speed, will not have a tendency to return to tar- SILVER an engine. you will need to add thrust, accelerate geted airspeeds without active addition You can plot the parasite and induced and then reduce thrust to a point higher of thrust. If a gust of wind slows the air- drag of a jet airplane against airspeed and than your original thrust. This seems nor- plane down at a constant thrust setting, BRONZE equate that to the thrust required to main- mal and hence is called the “region of the speed will continue to decrease until tain steady, unaccelerated flight. (These normal command.” The airplane tends to the pilot takes positive action to reverse curves are different for piston-driven pro- maintain a selected speed here. If a gust it. Aircraft with approach speeds on the *Sponsors as of October 1, 2020 peller aircraft; we will limit our discussion of wind accelerates you, you don’t have frontside of the thrust curve will be more to jet aircraft.) The point of minimum drag sufficient thrust to maintain the higher forgiving but still bear watching. BCA To learn more about Corporate Angel Network and future events, visit corpangelnetwork.org. 24 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Cause & Circumstance Stop. Look. Think. Timeless lessons from Berlin BY ROSS DETWILER rossdetwiler.com

Gulfstream GIV-SP of the Swed- runways. Of the two, 26R is the longer The weather on that winter day was ish Air Force with four crew - runway at 9,918 ft., while 26L is 7,966 ft. not a factor. Even though a light rain members and four passengers Both runways are 151 ft. wide. was falling, the cloud bases were basi - on board was parked on the In this incident, airplanes eventually cally few at 1,000 ft. with scattered to Anorthern apron of Berlin-Tegel Airport are cleared from both parking areas to broken at 2,700 and 3,200 ft. Visibility (EDDT) on Jan. 12, 2007. An IFR flight the line-up end of Runway 26R and 26L. was 10+ kt. The temperature was a crisp plan from Tegel to Bremen, Germany, The terminal buildings for civil avia- 45F and the dew point was 37C with an had been filed and was ready for the crew tion are located to the south of the two altimeter of 1014. when they showed up at the airplane. runways. The airport tower is also lo - In command of the Gulfstream was a The crew completed normal preflight cated to the south of the runway. Military military rated 54-year-old pilot, typed procedures and called for engine start. aircraft generally use the northern apron in the GIV-SP for over 12 years. He had They simultaneously requested to use and from there Taxiway NE goes in an more than 6,000 hr. experience in the Runway 26R for the later takeoff. To easterly direction. Initially parallel to the airplane and in the previous 73 days had help understand the situation that fol- runway, it then turns to the southeast and flown 73 hr. and performed 20 landings. lowed, know that there were two park- eventually due south as it approaches the The 40-year-old copilot had been in ing places involved, the northern and dual runways. From the southern apron, the Swedish Air Force for four years. southern aprons. The two ramp areas Taxiway SE goes in an easterly direction He held a military pilot license and had are separated by dual east-west (8-26) to Runway 26L and 26R. been typed in the GIV for over two years

Well Done, Gentlemen I found this incident report while surfing the German Federal Nothing happened. Bureau of Aircraft Accidents Investigation (BFU) website. When All the reviews and details shown read just like they would I finished reading, I felt I’d come across a gem in the rough. if this hadn’t ended so well. The performance of the crew was completely routine, yet, Nothing happened. to me, beautiful in its professionalism. I was so impressed All the fault was apportioned and ways of improving pro- that I’ve taken certain liberties to show what I think may have cesses delineated. been going on during the time they were taxiing. Whether the Nothing happened. incident was reported by the crew through some SMS that Why did nothing happen? the Air Force had or was caught by the safety bureau due to a Simple. The crew was paying attention. They arrived at the report or routine review, the outcome was not affected by the plane after a comfortable crew rest or after having been off late reporting nor will it be by my conjecture. the field for a few hours while waiting for the passengers to Given that this was, relatively speaking, a small military return. The passengers arrived and the crew ensured they transport aircraft, the crew did not have all the distractions were boarded, belted and briefed. and time-consuming events involved in getting a large trans- Yes, it was the same briefing the cabin attendant had given port crewed and ready for a long international trip. This was all the hundreds of times he’d flown passengers. He knew more of an inter-city business aviation-type operation. it by heart, but he still held the checklist that contained the I included much of what was written in the report since the briefing in his hand and he referred to it when he was done to details serve to better highlight what might have been. Every confirm he had missed nothing. When that process was com- angle of the operation was considered by the BFU and duly plete, he reported to the cockpit, “We’re ready in the back.” reported. As I read through all of it, I had to remind myself, The “pax briefed” portion of the checklist was complete. The “Nothing happened.” passengers were offered a cup of coffee (it’s the military, So often, when reviewing reports just like this, the outcome folks). The engines were started and the after-start checks involves many injured passengers and crew — or worse. complete, the takeoff brief completed, the most likely taxi

26 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Cause & Circumstance ACCIDENTS INVESTIGATION AIRCRAFT OF BUREAU FEDERAL GERMAN at the time of the incident. He had over if they would like to use 26L for depar- 3,500 hr. in the airplane and had also ture as she would be able to get them off flown 73 hr. and 20 landings in the previ- quicker from that runway. Naturally the ous 90 days. (Apparently, to their credit, crew accepted that proposal. the Swedes take the crew concept seri- As the Gulfstream was approaching Stop. Look. Think. ously. — RD) the hold short area on the north side of The ground controller had held a con- the runways, the pilots were instructed troller license for well over 16 years at to contact Tegel tower. Later, when the Timeless lessons from Berlin the time of the incident. ground controller was debriefed, she All of the conversations between ATC stated that there had been no coordi- BY ROSS DETWILER rossdetwiler.com and the crew were recorded and are nation discussion between her and the available through German Federal Bu- tower controller concerning the Gulf- Gulfstream GIV-SP of the Swed- runways. Of the two, 26R is the longer The weather on that winter day was reau of Aircraft Accidents Investiga - stream. This coordination discussion ish Air Force with four crew - runway at 9,918 ft., while 26L is 7,966 ft. not a factor. Even though a light rain tion (BFU) records. The airfield surface was standard procedure for aircraft members and four passengers Both runways are 151 ft. wide. was falling, the cloud bases were basi - movement radar recordings were not coming from the northern apron. Due to on board was parked on the In this incident, airplanes eventually cally few at 1,000 ft. with scattered to available to the BFU. According to the an incorrect assumption by the ground Berlin-Tegel Airport (EDDT) Anorthern apron of Berlin-Tegel Airport are cleared from both parking areas to broken at 2,700 and 3,200 ft. Visibility air navigation service provider, the ra- controller that the GIV was on the south (EDDT) on Jan. 12, 2007. An IFR flight the line-up end of Runway 26R and 26L. was 10+ kt. The temperature was a crisp dar data had been recorded but was de- side of the runways, this discussion did land on 26R. She later assessed the air plan from Tegel to Bremen, Germany, The terminal buildings for civil avia- 45F and the dew point was 37C with an leted 10 days after the incident due to not take place. As a result, the ground traffic volume prevailing at her worksta- had been filed and was ready for the crew tion are located to the south of the two altimeter of 1014. storage capacity reasons. controller passed on her confusion and tion at the time of the incident as “low.” when they showed up at the airplane. runways. The airport tower is also lo - In command of the Gulfstream was a The 12-year-old aircraft was equipped lack of situational awareness to the She further stated that the workload for The crew completed normal preflight cated to the south of the runway. Military military rated 54-year-old pilot, typed with an FDR and CVR. tower controller. the previous few hours had been what procedures and called for engine start. aircraft generally use the northern apron in the GIV-SP for over 12 years. He had Debriefing of the crew showed that After the transfer took the traffic she would describe as “medium.” Taped They simultaneously requested to use and from there Taxiway NE goes in an more than 6,000 hr. experience in the the PIC was also to be the PF on this leg, away from the ground controller, she conversions confirmed that in the time Runway 26R for the later takeoff. To easterly direction. Initially parallel to the airplane and in the previous 73 days had while the copilot was the monitoring pi- shifted her attention back to some activ- between when the Gulfstream taxied help understand the situation that fol- runway, it then turns to the southeast and flown 73 hr. and performed 20 landings. lot and handling PNF duties. Darkness ity that was occurring on the southern and when it came to a stop to clear up lowed, know that there were two park- eventually due south as it approaches the The 40-year-old copilot had been in had settled when they started their taxi, side of the airport. the confusion, the tower had talked to ing places involved, the northern and dual runways. From the southern apron, the Swedish Air Force for four years. with the copilot talking to the controller. Due to the lack of coordination, the seven airplanes through 29 radio trans- southern aprons. The two ramp areas Taxiway SE goes in an easterly direction He held a military pilot license and had While taxiing to the lineup end of the ground controller was not aware the missions. The tower controller stated are separated by dual east-west (8-26) to Runway 26L and 26R. been typed in the GIV for over two years runways, the controller asked the crew tower had cleared another airplane to that she considered the traffic situation

route discussed on one of the screens. When the pilots felt says, “That’s all screwed up. Going to stop here and I’ll talk Well Done, Gentlemen completely comfortable and ready, they contacted the tower. to her.” I found this incident report while surfing the German Federal Nothing happened. The copilot may have been the only one to initially note that “Tower, you understand that Swedforce is on the north side Bureau of Aircraft Accidents Investigation (BFU) website. When All the reviews and details shown read just like they would the clearance included crossing a runway and that he was of the runways and that to get to 26L, we have to cross in front I finished reading, I felt I’d come across a gem in the rough. if this hadn’t ended so well. not authorized to do that in the first place. Nevertheless, that of visible traffic approaching 26R.” The performance of the crew was completely routine, yet, Nothing happened. “bridge” wouldn’t come into play for a while. Good for him, “Ah, Swedforce . . . I am sorry. . . .” to me, beautiful in its professionalism. I was so impressed All the fault was apportioned and ways of improving pro- though, for what seemed to have been a “that can’t be right” Accident avoided. that I’ve taken certain liberties to show what I think may have cesses delineated. suspicion. All of the blame came down on the ATC personnel for mak- been going on during the time they were taxiing. Whether the Nothing happened. We can almost see the captain sensing the confusion on ing assumptions that were not justified based on incomplete incident was reported by the crew through some SMS that Why did nothing happen? the part of his fellow crewman, with the CVR capturing, “Did understanding of the situation. But they’re human beings and the Air Force had or was caught by the safety bureau due to a Simple. The crew was paying attention. They arrived at the they clear us to 26L?” thus try and make every action they take into something rou- report or routine review, the outcome was not affected by the plane after a comfortable crew rest or after having been off “Yeah, but they didn’t actually clear us to cross the right tine, whether or not they know they’re doing so. While that’s late reporting nor will it be by my conjecture. the field for a few hours while waiting for the passengers to and it looks like there’s traffic lined up inbound for that side.” human nature, routine can be a killer. Given that this was, relatively speaking, a small military return. The passengers arrived and the crew ensured they “Yeah, OK, give her a chance. We’ll stop up here anyway What the crew was doing here was just plain paying at- transport aircraft, the crew did not have all the distractions were boarded, belted and briefed. before we cross any runway.” tention. They were talking to each other. They were setting and time-consuming events involved in getting a large trans- Yes, it was the same briefing the cabin attendant had given “Good idea.” barriers ahead of their position to ensure that nothing dan- port crewed and ready for a long international trip. This was all the hundreds of times he’d flown passengers. He knew “Tower, Swedforce, we’re approaching CAT three holding gerous would happen before they had a clear understanding more of an inter-city business aviation-type operation. it by heart, but he still held the checklist that contained the runway two six right.” of “the plan.” I included much of what was written in the report since the briefing in his hand and he referred to it when he was done to “She’ll probably hold us here.” After doing this column for six or seven months and after details serve to better highlight what might have been. Every confirm he had missed nothing. When that process was com- “Line up two six left.” reading Dick Aarons’ submissions for the last 30 years, it just angle of the operation was considered by the BFU and duly plete, he reported to the cockpit, “We’re ready in the back.” “What? Confirm we can cross [cockpit internal].” felt good to point out crewmen who were paying attention, do- reported. As I read through all of it, I had to remind myself, The “pax briefed” portion of the checklist was complete. The “Ah, tower, ah, roger line up 26L. Please confirm cleared to ing their jobs, on top of their game and keeping themselves “Nothing happened.” passengers were offered a cup of coffee (it’s the military, cross the right side.” and their charges safe. They turned potential disaster into So often, when reviewing reports just like this, the outcome folks). The engines were started and the after-start checks “No need for clearance to cross, just line up on the left side.” boring routine. involves many injured passengers and crew — or worse. complete, the takeoff brief completed, the most likely taxi And then, in my dream here of the perfect cockpit, the PIC Well done, gentlemen. Well done, indeed. Ross Detwiler

26 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 27 Cause & Circumstance

“rather complex.” There was also a coming from the military apron on the requesting a “wind check.” seam or pillar in the tower’s glass glaz- north side of the runways as this was the “Tower Swedforce . . . approach - ing that blocked the visibility of the NE customary parking place for military op- ing CAT three holding runway two six CAT II/III holding position. erations. Unfortunately, the controller right.” The tower controller then cleared Subsequently it was confirmed that assumed that the aircraft transmitting the aircraft to “line up on runway two at the point of initial contact, the tower as “Swedforce” was on the south side of six left.” The copilot answered with “line controller assumed the Gulfstream the complex. up, eh, runway two six left . . . and tower calling was the aircraft taxiing to the Further review of the tapes verified . . . confirm cleared to cross.” end of 26L from the southern parking the GIV crew’s feeling that their air - The controller responded, “There is area. In fact, that airplane had already plane had been spotted and its position no need to cross two, eh, just line up run- been transferred to tower control. It was known to the ATC controllers. The way two six left.” The copilot answered was “usual operating procedures” for confusion, on the part of the copilot, is “Line up, eh, two six left. . . .” aircraft coming from the south side for assumed by the safety agency as he re- Less than 4 sec. later, the crew of the takeoff on 26L be transferred to the quested confirmation that their clear- airplane on final approach to 26R re - tower without coordination. ance for Runway 26L had not included quested another “wind check.” The re- It was later determined that the con- the permission to cross 26R. In looking quested information was passed. troller could have assumed by the call around, the crew noticed the aircraft ap- The other airplane, which was sign “Swedforce” that the airplane was proaching 26R and one of those aircraft taxiing from the southern apron on

Accidents in Brief involved in an accident near Groton, Cottage Grove, Minnesota. The pilot South Dakota. The commercial pilot and and two passengers were fatally injured. passenger were killed in the accident. The airplane was operated as a Part 91 The airplane was operated as a Part 91 personal flight. personal flight.According to a witness, Radar data showed the airplane Compiled by Jessica A. Salerno after takeoff, the airplane accelerated depart SGS at 1428, climbing to about Selected accidents and incidents in down the runway in ground effect before 1,800 ft. MSL, and proceed southbound September 2020. The following NTSB the nose pitched up to an estimated before it turned southeast-bound over information is preliminary. 45-deg. angle. The airplane then rolled Upper Grey Cloud Island. At 1432, right and inverted and exited the roll over Lower Grey Cloud Island, the September 15 — The pilot of a Piper maneuver in a nose-low attitude prior target disappeared. Another airplane, ▶ PA46 (N596ST) was performing a to impact with the ground. One witness inbound for landing at SGS, captured straight-in approach to Runway 35R, estimated the roll was initiated between N8488L in a video and still photographs and the approach was “bumpy” due to 75 and 100 ft. AGL. Two witnesses as it descended. Examination of the winds and terrain. She reported that reported that the maneuver appeared photographs indicated the airplane about touchdown, a “severe wind event intentional due to the rapid roll rate. appeared to be intact. caused what felt like a potential upset.” Of the three witnesses interviewed, all Some wreckage was located and The pilot felt the left wing lift up and an stated that they did not know of any recovered on September 14, 2020. The uncommanded downturn to the right. planned aerobatic maneuvers for the majority of the wreckage (about 90%) She applied full power to bank left and flight. The flight was part of a group of was recovered on September 19. The climb, but the airplane did not climb. The pilots attempting to raise money to help wreckage has been taken to a secure left wing tip scraped the runway, and the youth gain interest in aviation. location where it will be further examined. airplane was forced to the right. Before A family member stated that the pilot the pilot was able to regain control, the routinely performed low-level aerobatics September 11 — About 0252 CDT, a ▶ airplane impacted a taxiway sign and in the accident airplane. Beech A36 (N74HS) was heavily damaged several runway lights. The airplane then The airplane came to rest about when it was involved in an accident near landed and taxied to the ramp. The Piper 200 yd. south of Runway 15 at Groton McKellar-Spies Regional Airport (MKL), sustained heavy damage to the rear wing Municipal Airport (2E6). The airplane Jackson, Tennessee. The pilot was fatally spar and wing root. The pilot reported impacted in an upright, nose-low attitude injured. The airplane was operated as a there were no mechanical malfunctions or before it came to rest inverted. Both Part 91 personal flight. failures that would have precluded normal wings, the fuselage and tail all sustained Review of a surveillance video at operation. heavy damage in the impact. Dickson Municipal Airport (M02), Dickson, Tennessee, revealed that the accident September 13 — About 1100 CDT, September 13 — At 1432 CDT, a airplane arrived on September 10, 2020 ▶ ▶ an American Champion 8KCAB (N83DH) Cessna 172 (N8488L) was destroyed about 2041. The airplane taxied to the was heavily damaged when it was when it was involved in an accident near fuel farm. The pilot exited the airplane

28 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Cause & Circumstance

“rather complex.” There was also a coming from the military apron on the requesting a “wind check.” taxiway SE in an easterly direction, extremely close and therefore kept had assumed the Gulfstream was taxiing seam or pillar in the tower’s glass glaz- north side of the runways as this was the “Tower Swedforce . . . approach - contacted tower at about this time. his plane motionless as he tried to take in from the southern side of the runways. ing that blocked the visibility of the NE customary parking place for military op- ing CAT three holding runway two six “Tegel tower . . . taxiing to the hold - the problem unfolding. Finally, he felt it The BFU later stated that the lack CAT II/III holding position. erations. Unfortunately, the controller right.” The tower controller then cleared ing point runway two six left.” The con- necessary to take over the communica- of surface radar recordings prevented Subsequently it was confirmed that assumed that the aircraft transmitting the aircraft to “line up on runway two troller asked, “Please confirm do you tions from the copilot and transmitted. determining if the radar had been cor- at the point of initial contact, the tower as “Swedforce” was on the south side of six left.” The copilot answered with “line request two six right for departure or “This is Swedforce. We are coming rectly read by the controller, but they controller assumed the Gulfstream the complex. up, eh, runway two six left . . . and tower do you want to depart on the left side?” from the military apron and to get to felt that the transmissions made and the calling was the aircraft taxiing to the Further review of the tapes verified . . . confirm cleared to cross.” The situational furball was wound very the two six left, we need to cross two positions given should have alerted her end of 26L from the southern parking the GIV crew’s feeling that their air - The controller responded, “There is tight at that time. six right.” The controller, after a brief to the location and direction of the taxi- area. In fact, that airplane had already plane had been spotted and its position no need to cross two, eh, just line up run- The PIC of the Gulfstream real - pause, came back with “Ah, Swedforce ing GIV on that radar. been transferred to tower control. It was known to the ATC controllers. The way two six left.” The copilot answered ized that the situation was not right . . . I am sorry, so I want you to hold short The BFU found that the cause of the was “usual operating procedures” for confusion, on the part of the copilot, is “Line up, eh, two six left. . . .” and that his copilot was confused by of runway two six right please.” incident was ATC issuing a clearance aircraft coming from the south side for assumed by the safety agency as he re- Less than 4 sec. later, the crew of the the received clearance and had que - The crew acknowledged the instruc- on the basis of inadequate situational takeoff on 26L be transferred to the quested confirmation that their clear- airplane on final approach to 26R re - ried the controller. This caused him to tion, and in the debriefing made it clear awareness. It felt that the restricted tower without coordination. ance for Runway 26L had not included quested another “wind check.” The re- stop the aircraft. When he looked to - that the pilot in command had brought view from the tower of the area involved It was later determined that the con- the permission to cross 26R. In looking quested information was passed. ward the final approach area of 26R he the airplane to a stop well before the and insufficient use of the airfield sur- troller could have assumed by the call around, the crew noticed the aircraft ap- The other airplane, which was noticed several approaching aircraft. required position on Runway 26R. The face movement radar contributed to sign “Swedforce” that the airplane was proaching 26R and one of those aircraft taxiing from the southern apron on He estimated that the first of them was tower controller later confirmed that she what could have been disastrous. BCA

Accidents in Brief involved in an accident near Groton, Cottage Grove, Minnesota. The pilot and walked to the fuel pump. He then removed and was absent of fuel. A trace Piper PA-28-181 (N4166Z) was heavily South Dakota. The commercial pilot and and two passengers were fatally injured. returned to the airplane and taxied to amount of fuel was found in the engine damaged when it was involved in an passenger were killed in the accident. The airplane was operated as a Part 91 the parking area. The fuel farm was driven fuel pump inlet line. accident near McMinnville, Tennessee. The airplane was operated as a Part 91 personal flight. operated by the fixed-base operator and The pilot and two passengers were fatally personal flight.According to a witness, Radar data showed the airplane the pump was locked for the night. The September 10 — At 1600 EDT, an injured. The airplane was operated as ▶ Compiled by Jessica A. Salerno after takeoff, the airplane accelerated depart SGS at 1428, climbing to about next morning the airplane taxied to the experimental, light-sport Quad City a Part 91 personal flight. The airplane Selected accidents and incidents in down the runway in ground effect before 1,800 ft. MSL, and proceed southbound fuel farm and the pilot did not exit the Challenger II (N56906) was substantially was based at Lebanon Municipal September 2020. The following NTSB the nose pitched up to an estimated before it turned southeast-bound over airplane. The engine remained running for damaged when it was involved in an Airport (M54), Lebanon, Tennessee. information is preliminary. 45-deg. angle. The airplane then rolled Upper Grey Cloud Island. At 1432, 3 min. before the airplane departed the accident shortly after takeoff from The pilot flew uneventfully from M54 to right and inverted and exited the roll over Lower Grey Cloud Island, the airport about 0206. West Wind Airpark (TN64), Sweetwater, Warren County Memorial Airport (RNC), September 15 — The pilot of a Piper maneuver in a nose-low attitude prior target disappeared. Another airplane, Review of preliminary air traffic control Tennessee. The pilot was fatally injured. McMinnville, Tennessee. Review of ▶ PA46 (N596ST) was performing a to impact with the ground. One witness inbound for landing at SGS, captured information provided by the FAA revealed The airplane was operated as a Part 91 security video at RNC revealed that the straight-in approach to Runway 35R, estimated the roll was initiated between N8488L in a video and still photographs that about 0248 the pilot requested personal flight. airplane landed on Runway 23 about and the approach was “bumpy” due to 75 and 100 ft. AGL. Two witnesses as it descended. Examination of the a deviation to MKL. He advised the 1123. It then taxied back to the beginning winds and terrain. She reported that reported that the maneuver appeared photographs indicated the airplane controller that he was experiencing a fuel According to owner, the pilot of the runway for takeoff about 1128 and ▶ about touchdown, a “severe wind event intentional due to the rapid roll rate. appeared to be intact. issue and needed to land. The controller taxied to the end of the runway and disappeared from camera view during caused what felt like a potential upset.” Of the three witnesses interviewed, all Some wreckage was located and provided a heading towards MKL and began the takeoff roll. As the airplane initial climb about 1 min. later. A witness, The pilot felt the left wing lift up and an stated that they did not know of any recovered on September 14, 2020. The asked the pilot to report when he had the gained altitude it continued to fly straight who was walking in his backyard heard uncommanded downturn to the right. planned aerobatic maneuvers for the majority of the wreckage (about 90%) airport in sight. The pilot turned to the and level with no airframe or engine an airplane engine go silent, then heard She applied full power to bank left and flight. The flight was part of a group of was recovered on September 19. The assigned heading, started a descent, and anomalies. About 1/2 mile from the the sound of an impact about 30 sec. climb, but the airplane did not climb. The pilots attempting to raise money to help wreckage has been taken to a secure cancelled his visual flight rules flight plan. airport, the airplane nosed over and later. During that time, he briefly saw left wing tip scraped the runway, and the youth gain interest in aviation. location where it will be further examined. No further communications were received disappeared behind trees. the airplane through trees, but could airplane was forced to the right. Before A family member stated that the pilot from the pilot. The FAA subsequently The airplane crashed in the backyard not determine its attitude. Examination the pilot was able to regain control, the routinely performed low-level aerobatics September 11 — About 0252 CDT, a issued an Alert Notice (ALNOT), and of a residential property. The wreckage of the accident site by FAA inspectors ▶ airplane impacted a taxiway sign and in the accident airplane. Beech A36 (N74HS) was heavily damaged the airplane was located later that debris path was about 30 ft. long and and a representative from the airframe several runway lights. The airplane then The airplane came to rest about when it was involved in an accident near morning about 1.5 mi. west of MKL in oriented on a magnetic heading of manufacturer revealed that the airplane landed and taxied to the ramp. The Piper 200 yd. south of Runway 15 at Groton McKellar-Spies Regional Airport (MKL), a wooded area. 180 deg. Ground scars at the accident came to rest upright in a field about sustained heavy damage to the rear wing Municipal Airport (2E6). The airplane Jackson, Tennessee. The pilot was fatally The engine, cockpit and a portion of site and damage to the airplane were 1,000 ft. northwest of Runway 23. Fuel spar and wing root. The pilot reported impacted in an upright, nose-low attitude injured. The airplane was operated as a the right wing had separated from the consistent with the airplane impacting remained in both wing fuel tanks and there were no mechanical malfunctions or before it came to rest inverted. Both Part 91 personal flight. airframe during impact with trees and terrain in a nose-low attitude. A the fuel selector was found positioned failures that would have precluded normal wings, the fuselage and tail all sustained Review of a surveillance video at terrain. There was no odor of fuel at the postimpact fire consumed most of to the right main fuel tank. Flight control operation. heavy damage in the impact. Dickson Municipal Airport (M02), Dickson, accident site. No fuel was found in the the wreckage; all major structural continuity was confirmed from the cockpit Tennessee, revealed that the accident intact left-wing fuel tank. The right-wing components of the airplane were located to all flight control surfaces and the flaps September 13 — About 1100 CDT, September 13 — At 1432 CDT, a airplane arrived on September 10, 2020 sustained substantial damage and the within the debris field. were retracted. Measurement of the pitch ▶ ▶ an American Champion 8KCAB (N83DH) Cessna 172 (N8488L) was destroyed about 2041. The airplane taxied to the fuel tank was breached. The fuel inlet trim jackscrew corresponded to a partial was heavily damaged when it was when it was involved in an accident near fuel farm. The pilot exited the airplane line attached to the manifold valve was September 8 — About 1130 CDT, a nose-down trim setting. ▶

28 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 29 Cause & Circumstance

Part 91. Both pilots submitted written wind and he was correcting its course. statements, and their versions of However, the airplane turned northeast Accidents in Brief events were consistent throughout. The and began descending. The controller preflight and engine-start procedures issued the flight a 20 deg. left turn and were completed by the checklist with no response was received in reference no anomalies noted. As the engine to that turn. The controller then advised September 7 — About 1247 CDT, a was accelerated to near its operating ▶ the flight to turn left heading 270 deg. Beech G35 (N4636D) was substantially rpm, each pilot heard a loud “bang.” The pilot acknowledged the 270 deg. damaged when it was involved in an The student leaned out his door and heading. accident near Canyon Lake, Texas. The announced that “the tail was hanging off The airplane continued to descend pilot and one passenger were seriously the back of the aircraft.” The engine was and turn right. The controller then injured. A second passenger received stopped, and the event was reported to advised that the flight appeared to be minor injuries. The airplane was operated the helicopter’s owner and his mechanic. losing altitude rapidly and advised the as a Part 91 personal flight.The pilot pilot to level the airplane’s wings, and fly reported to an FAA innspector that while September 4 — About 2055 CDT, a ▶ southbound. The controller subsequently en route to the Canyon Lake Airport Cirrus SR22 (N733CD) was destroyed queried the flight multiple times, advised (34TS) the engine lost all power a few when it was involved in an accident near that radar contact was lost, and no minutes after he switched the fuel Chester, Arkansas. The private pilot response was received. An alert notice selector to the left main fuel tank. The and three passengers were killed in the was issued, a search conducted, and the pilot attempted a forced landing to a accident. The airplane was operated as a wreckage was found in wooded terrain clearing but struck trees on the edge of Part 91 personal flight. on September 5, 2020.The airplane and the clearing and the airplane impacted According to initial information, engine were recovered and have been the ground. The airplane incurred the accident pilot called his flight retained for further examination. substantial damage to its fuselage and instructor/airplane mechanic at the both wings. Muskogee-Davis Regional Airport September 4 — About 1148 PDT, a ▶ (MKO), near Muskogee, Oklahoma, on Beechcraft 35 (N818S) was destroyed September 7 — About 0810 CDT, a September 4, 2020, about 1900, and when it was involved in an accident near ▶ Piper PA-32R (N3576X) was substantially advised the mechanic that he intended Three Rivers, California. The pilot and damaged when it was involved in an to fly to North Carolina. Fueling records the passenger sustained fatal injuries. accident near Bonham, Texas. The pilot showed the accident airplane was The airplane was operated as a Part 91 and passenger were not injured. The refueled about 1949, with 36.41 gal. of personal flight. airplane was operated as a Part 91 100LL aviation gasoline. After family members of the pilot personal flight. According to initial radar data, the became concerned when he did not According to the pilot, the airplane airplane departed from MKO about 2027. arrive at his intended destination, the was on its first flight after maintenance The airplane flew eastward, had climbed Federal Aviation Administration (FAA) work was completed, which included up through 8,500 ft., and the pilot issued an alert notice (ALNOT) for the the replacement of the engine exhaust. established radio communication with airplane. The wreckage was discovered in Shortly after departure, the pilot noted an air traffic controller. The pilot was mountainous terrain in Sequoia National high TIT and CHT temperatures. The pilot asked by the controller where the flight Park early morning on September 5, then decided to return to the airport; was destined and the pilot said it was 2020. According to first responders, however, about 2 mi. short of the airport, Pickens County Airport, near Pickens, a postcrash fire ensued following the the engine experienced a total loss of South Carolina. The airplane was radar- impact. power. During the forced landing the identified, was issued depicted weather, Preliminary radar data depicted landing gear collapsed in the soft terrain. and the controller suggested a 20° right a primary target consistent with An initial inspection of the airplane found turn for the weather. the accident airplane depart Visalia substantial damage to the right wing, The airplane flew about 4 mi. on this Municipal Airport (VIS), Visalia, California, the landing gear had collapsed, and the heading and then reversed course. The about 1125 and flew east on a 1200 propeller blades were bent. flight was queried on its heading and non-discreet code. The airplane flew the pilot replied that they were returning toward rising terrain south of Silver City, September 6 — About 0900 EDT, a to MKO. The airplane was observed on California, and the last recorded radar ▶ Robinson R22 Mariner (N194HC) was a northwest heading by the controller target was about 1148. involved in an accident at Page Field who asked the pilot if he still intended The pilot was flying in an area of (FMY), Fort Myers, Florida. The flight to return to MKO, and advised the pilot reduced visibility due to smoke from instructor and pilot receiving instruction that the airplane appeared to be on a nearby wildfires. were not injured. The instructional flight heading of 340 deg. The pilot replied There were no reported witnesses to was conducted under the provisions of that the airplane had been caught by the the accident sequence. BCA

30 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Cause & Circumstance FLIGHTSAFETY TRAIN SAFELY, IS HERE FOR

Part 91. Both pilots submitted written wind and he was correcting its course. statements, and their versions of However, the airplane turned northeast YOU FLY SAFELY Accidents in Brief events were consistent throughout. The and began descending. The controller preflight and engine-start procedures issued the flight a 20 deg. left turn and were completed by the checklist with no response was received in reference no anomalies noted. As the engine to that turn. The controller then advised September 7 — About 1247 CDT, a was accelerated to near its operating ▶ the flight to turn left heading 270 deg. Beech G35 (N4636D) was substantially rpm, each pilot heard a loud “bang.” The pilot acknowledged the 270 deg. damaged when it was involved in an The student leaned out his door and heading. accident near Canyon Lake, Texas. The announced that “the tail was hanging off The airplane continued to descend pilot and one passenger were seriously the back of the aircraft.” The engine was and turn right. The controller then injured. A second passenger received stopped, and the event was reported to advised that the flight appeared to be 31 minor injuries. The airplane was operated the helicopter’s owner and his mechanic. losing altitude rapidly and advised the as a Part 91 personal flight.The pilot pilot to level the airplane’s wings, and fly reported to an FAA innspector that while September 4 — About 2055 CDT, a ▶ southbound. The controller subsequently en route to the Canyon Lake Airport Cirrus SR22 (N733CD) was destroyed queried the flight multiple times, advised (34TS) the engine lost all power a few when it was involved in an accident near that radar contact was lost, and no minutes after he switched the fuel Chester, Arkansas. The private pilot response was received. An alert notice selector to the left main fuel tank. The and three passengers were killed in the was issued, a search conducted, and the pilot attempted a forced landing to a accident. The airplane was operated as a wreckage was found in wooded terrain clearing but struck trees on the edge of Part 91 personal flight. on September 5, 2020.The airplane and the clearing and the airplane impacted According to initial information, engine were recovered and have been the ground. The airplane incurred the accident pilot called his flight retained for further examination. substantial damage to its fuselage and instructor/airplane mechanic at the both wings. Muskogee-Davis Regional Airport September 4 — About 1148 PDT, a ▶ (MKO), near Muskogee, Oklahoma, on Beechcraft 35 (N818S) was destroyed September 7 — About 0810 CDT, a September 4, 2020, about 1900, and when it was involved in an accident near ▶ Piper PA-32R (N3576X) was substantially advised the mechanic that he intended Three Rivers, California. The pilot and damaged when it was involved in an to fly to North Carolina. Fueling records the passenger sustained fatal injuries. accident near Bonham, Texas. The pilot showed the accident airplane was The airplane was operated as a Part 91 and passenger were not injured. The refueled about 1949, with 36.41 gal. of personal flight. airplane was operated as a Part 91 100LL aviation gasoline. After family members of the pilot personal flight. According to initial radar data, the became concerned when he did not According to the pilot, the airplane airplane departed from MKO about 2027. arrive at his intended destination, the was on its first flight after maintenance The airplane flew eastward, had climbed Federal Aviation Administration (FAA) work was completed, which included up through 8,500 ft., and the pilot issued an alert notice (ALNOT) for the the replacement of the engine exhaust. established radio communication with airplane. The wreckage was discovered in Shortly after departure, the pilot noted an air traffic controller. The pilot was mountainous terrain in Sequoia National high TIT and CHT temperatures. The pilot asked by the controller where the flight Park early morning on September 5, then decided to return to the airport; was destined and the pilot said it was 2020. According to first responders, Unmatched Resources Safety Protocols Online Training however, about 2 mi. short of the airport, Pickens County Airport, near Pickens, a postcrash fire ensued following the Leverage the unequaled experience Our highest priority is keeping you Pilot recurrent and maintenance the engine experienced a total loss of South Carolina. The airplane was radar- impact. power. During the forced landing the identified, was issued depicted weather, Preliminary radar data depicted of our master instructors. Train on safe. Enhanced safety protocols training available through landing gear collapsed in the soft terrain. and the controller suggested a 20° right a primary target consistent with advanced-technology simulators include cleaning and disinfecting all instructor-led LiveLearning or An initial inspection of the airplane found turn for the weather. the accident airplane depart Visalia and precision training devices. facilities and training equipment. self-paced Online Ground School. substantial damage to the right wing, The airplane flew about 4 mi. on this Municipal Airport (VIS), Visalia, California, the landing gear had collapsed, and the heading and then reversed course. The about 1125 and flew east on a 1200 propeller blades were bent. flight was queried on its heading and non-discreet code. The airplane flew the pilot replied that they were returning toward rising terrain south of Silver City, September 6 — About 0900 EDT, a to MKO. The airplane was observed on California, and the last recorded radar ▶ Robinson R22 Mariner (N194HC) was a northwest heading by the controller target was about 1148. involved in an accident at Page Field who asked the pilot if he still intended The pilot was flying in an area of (FMY), Fort Myers, Florida. The flight to return to MKO, and advised the pilot reduced visibility due to smoke from instructor and pilot receiving instruction that the airplane appeared to be on a nearby wildfires. were not injured. The instructional flight heading of 340 deg. The pilot replied There were no reported witnesses to FlightSafety.com • 201.528.0170 • A Berkshire Hathaway company was conducted under the provisions of that the airplane had been caught by the the accident sequence. BCA

30 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations Winter Ground Ops Freezing temps and precip can have serious consequences

ALXY LSIK/ISTOCK PHOTO BY PATC EETTE jumprsawayaol.com

round operations in the win- required the use of engine anti-ice, nae icin occrs en sno ter create a large number of then your engine inlets will be warm or sls eners drin lopoer threats that can cause serious during the initial portion of your turn- enine operaions. damage to an aircraft. Some of around on the ramp. And if the weather Gthese are adequately addressed in op- included frozen precipitation, it is pos- impacting the hot section and requir- erating manuals and recurrent train- sible for snow to be blown into the ening serious maintenance action. The ing, but there are other conditions gine inlet. Upon contact with the warm duration of the over-temp as well as the that aren’t covered which can lead to engine inlet surfaces that snow will over-limit temperatures are important expensive damage. melt and drip down to the bottom of to note since those will dictate the post- For example, while the consequences the inlet. Depending on the outside air incident inspections and the mainte- of failing to properly deice an aircraft’s temperature and length of ramp time, nance necessary. lifting surfaces that are contaminated those metal surfaces and the liquid As pilots we have been instructed by frozen precipitation are generally can then freeze. It only takes a small to verify that the engine cowl and inlet well understood, the susceptibility of jet amount of ice at the bottom of the in- are clear of ice and snow, and the fan engine components to contamination by let to prevent rotation of the engine rotates freely during our walk-arounds. ice during ground operations can catch fan blades. This is not easy on many business a flight crew by surprise. Unfortunately, a frozen fan can re- jets, particularly in the case of high- Consider the situation in which you sult in expensive engine damage if a mounted engines. Attentively monitor- are dropping your principal at Colora- start is attempted. During the start ing the engine start process is equally do’s Aspen-Pitkin County/Sardy Field sequence, the N-2 (i.e., “high pressure”) important. “Catching” the lack of fan (KASE) for a ski holiday and then you shaft is free to turn, but the fan will rotation early in the sequence before are asked to reposition to Grand Junc- not. If fuel is then introduced without introducing fuel and aborting the start tion Regional Airport (KGJT). If the sufficient airflow, temperatures in the before engine temperatures begin to weather on the approach into Aspen combustion section will quickly soar, rise will minimize any problems.

3 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations

Engine Icing During option, put the aircraft in a heated han- engine run-ups prior to takeoff. gar. Spraying aircraft deicing fluid into Ground ice shed procedures usually Ground Operations the engine is not approved because it contain an acceleration of the engine Additionally, blowing snow, freezing reduces engine efficiency and corrodes rpm to a minimum thrust setting and precip or fog, slush, ground contami- the hardware. In addition, deicing fluids then a dwell time at that setting. The ac- Winter Ground Ops nants or even airport snow removal can cause contamination of the bleed celeration increases centrifugal forces operations can cause contamination on air system. and slightly flexes the fan blades, result- many other turbofan engine compo - Engine anti-ice must be selected ON ing in mechanical shedding of ice. The Freezing temps and precip can have serious consequences nents. Even after engine start it is pos- immediately after both engines are dwell time contributes to the thermo - sible for snow and slush to accumulate started and must remain on during all mechanical shedding process involving within the intake ducting as well as on ground operations when icing conditions increased fan airflow temperatures and the rear surfaces of compressor/fan exist or are anticipated. Most manu - pressures. Asymmetric fan ice shedding blades during ground operations when facturers recommend the use of engine may cause momentary increases in per- there’s moderate to heavy freezing pre- anti-ice during ground operations when ceived and indicated engine vibration cipitation. That ice may severely affect the OAT is 10C or less and visible mois- but it should return to normal levels as the aerodynamic performance of the ture is present. When air is sucked into fan ice departs. blades and cause compressor stall, en- the engines there is a venturi effect that During severe icing conditions; freez- gine surging and engine malfunctioning, will decrease temperature. Thus, it is ing fog, rain or drizzle; or heavy snow, and reduced thrust. (Reference: EASA possible to get ice accumulation within repeating the ice shed procedure at Safety Information Notice No: 2008- the engine’s inlet at 10C. Boeing advises 10-min. intervals may reduce fan ice 29 [Issued April 4, 2008] “Ground De-/ pilots not to rely on airframe visual ic - accumulation. Avoid doing the proce - Anti-Icing of Aeroplanes; Intake/Fan- ing cues before activating engine anti- dure in areas with loose ice and snow Blade Icing and Effects of Fluid Resi- ice. And since engine anti-ice extracts to minimize the FOD potential or in a dues on Flight Controls”) a performance penalty from the en - location where the jet blast could dam- Intake icing occurs when snow or gine’s thrust, don’t forget to apply the age other aircraft or nearby structures. slush enters during low-power engine necessary corrections stipulated in the Also, don’t forget that ice contamination operations, such as taxiing after land- aircraft’s flight manual to takeoff and of engine probes can cause erroneous ing or prior to takeoff, and accumulates. climb performance. instrument readings. Relatively long, curved intake ducts are Engine anti-ice systems are designed particularly prone to this phenomenon. primarily to deter the accumulation of Carbon Brakes in Slush It is most likely to occur during heavy ice on the nacelle intake, leaving the fan snow or rain at temperatures close to blades susceptible to ice accumulation Slush on ramps and taxiways can 0C before and after engine start. Also, in freezing fog or precipitation when also affect aircraft tires and brake in some cases, accumulation will not the engine is at or near its ground idle assemblies. take place until after engine start. Then speed. That ice must be removed by Conditions at Spain’s Pamplona Air- the consequences only become evident port (PNA) were “messy” when the when applying power for takeoff. Bombardier CRJ-1000 crew arrived for ALXY LSIK/ISTOCK PHOTO These accumulations may be unaf- their scheduled flight to Madrid on Feb. BY PATC EETTE jumprsawayaol.com fected by the use of engine anti-icing, 1, 2015. The airport was initially closed especially when turbofans are operated for snow removal. But even after it was round operations in the win- required the use of engine anti-ice, nae icin occrs en sno at or close to ground idle rpm. Intake reopened, the snow continued moder- ter create a large number of then your engine inlets will be warm or sls eners drin lopoer duct deposits and engine blade deposits ately. When the snowfall finally ceased threats that can cause serious during the initial portion of your turn- enine operaions. may detach and be ingested during the damage to an aircraft. Some of around on the ramp. And if the weather subsequent application of high power Airframe and brake manufacturers have Gthese are adequately addressed in op- included frozen precipitation, it is pos- impacting the hot section and requir- settings for takeoff, resulting in adverse learned that various chemicals used erating manuals and recurrent train- sible for snow to be blown into the ening serious maintenance action. The effects on engine operation and possible to deice ramps and runways can cause ing, but there are other conditions gine inlet. Upon contact with the warm duration of the over-temp as well as the flameout. oxidation of those brakes. that aren’t covered which can lead to engine inlet surfaces that snow will over-limit temperatures are important According to Andy Mihalchik, tech- expensive damage. melt and drip down to the bottom of to note since those will dictate the post- nical pilot and program manager at temporarily, the flight crew used Type 1 For example, while the consequences the inlet. Depending on the outside air incident inspections and the mainte- GE Aviation, if flight or maintenance deicing fluid and then slowly taxied the of failing to properly deice an aircraft’s temperature and length of ramp time, nance necessary. personnel note ice or snow on an en - short distance to the runway threshold. lifting surfaces that are contaminated those metal surfaces and the liquid As pilots we have been instructed gine’s spinner with little or a thin layer There was enough slush present on the by frozen precipitation are generally can then freeze. It only takes a small to verify that the engine cowl and inlet of ice/snow visible on the fan blades, runway that snow-clearing vehicles had well understood, the susceptibility of jet amount of ice at the bottom of the in- are clear of ice and snow, and the fan they should conduct a ground ice shed left tracks, but the pilots were able to see engine components to contamination by let to prevent rotation of the engine rotates freely during our walk-arounds. procedure. through the build-up of slush. ice during ground operations can catch fan blades. This is not easy on many business If the preflight inspection reveals ice The subsequent flight to Madrid was a flight crew by surprise. Unfortunately, a frozen fan can re- jets, particularly in the case of high- or snow on the spinner and a heavy ac- uneventful — until touchdown. With Consider the situation in which you sult in expensive engine damage if a mounted engines. Attentively monitor- cumulation on the fan blades, confer wheels on pavement, the aircraft began are dropping your principal at Colora- start is attempted. During the start ing the engine start process is equally with maintenance techs about the ne- vibrating so hard, the pilots believed do’s Aspen-Pitkin County/Sardy Field sequence, the N-2 (i.e., “high pressure”) important. “Catching” the lack of fan cessity to deice the engine prior to start. a tire had ruptured. Accordingly, they (KASE) for a ski holiday and then you shaft is free to turn, but the fan will rotation early in the sequence before Not to be confused with engine anti- minimized use of the brakes and re - are asked to reposition to Grand Junc- not. If fuel is then introduced without introducing fuel and aborting the start icing, engine deicing involves placing en- ported no problems with directional tion Regional Airport (KGJT). If the sufficient airflow, temperatures in the before engine temperatures begin to gine-specific coverings on the unit and control during the rest of the landing weather on the approach into Aspen combustion section will quickly soar, rise will minimize any problems. then piping hot air in. If deicing is not an roll or subsequent taxi. An airport ALEXEY LESIK/ISTOCK PHOTO 3 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 33 Operations COOLIMAGESCO/ISTOCK PHOTO

34 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations THE MOST ADVANCED COOLIMAGESCO/ISTOCK PHOTO FLY-BY-WIRE TECHNOLOGY THAT ISN’T CLASSIFIED 35

If you are unable to obtain such shelter and winter precipitation is expected overnight, anticipate having a cold-soaked aircraft in the morning as well as contamination on the airframe. marshaller noticed that the outboard between the rotors and stators, and can wet, snow- or slush-covered runways left tire had burst. Once the aircraft lock the brakes. and taxiways, tires should be inspected was parked, inspection revealed that The Comisión de Investigación de Ac- for flat spotting prior to the next flight. the right outboard tire had a flat spot cidentes e Incidentes de Aviación Civil and chunks of white ice were stuck to determined the primary cause for the Carbon Brake Maintenance the brake assemblies. The trailing edge incident as follows: “Part of the slush of the inboard left flap and flap fairs encountered while taxiing and during Now that carbon brakes are standard were damaged, and a gear bay door had the subsequent takeoff run is thought to on many types of aircraft, the airframe broken from its fittings. The airport au- have made its way into the landing gear and brake manufacturers have learned thority conducted an inspection of the bays, adhering to the components there. that various chemicals used to deice runway and found tire debris and part When the gear was retracted, wheels No. ramps and runways can cause oxidation of the gear door. 1 and No. 4 [the outboard wheels] were in of those brakes in addition to corroding FDR data determined that the two a lower position and thus more exposed electrical connectors and hydraulic sys- outboard tires did not turn. Unlike the to low temperatures during the flight. tem components. CRJ-900s in the Air Nostrum fleet, As a result, the slush deposited on the Ever since the 1990s, runway deicing which are equipped with steel brakes, gear could have fallen due to gravity to materials containing potassium and those on the CRJ-1000 series are car- the brake assemblies before freezing sodium have been used as an alterna- bon. At the post-incident interview, both in place.” tive to those with urea and glycol. It was pilots admitted that they were more con- The flight crew operating manual necessary to find alternatives to those cerned about the possibility of ice on the contained a number of precautions for chemicals due to the damage they create wings and had not conducted the pre- winter operations. When using wet, in nearby water systems and the toxic scribed braking activations during the snow- or slush-covered runways or taxi- threat they pose to aquatic life. Follow- taxi because the distance was so short. ways, or following overnight parking in ing the introduction of the new runway Furthermore, the pilots were un - known icing conditions, use light brak- deicers, aircraft operators began experi- aware of the porosity of carbon brakes ing techniques to warm brakes while encing catalytic oxidation of the carbon- and the implications of this characteris- taxiing to takeoff and monitor the brake brake heat-sink disks. As a result, the tic. Such brakes absorb moisture more temperature while doing so. Then de - FAA issued Special Airworthiness In- readily when cold, which means that the lay gear retraction following takeoff formation Bulletin NM-08-27 and EASA Initially developed for Dassault’s fighter jets, the Falcon Digital Flight Control System reduces pilot workload during critical brake units are more susceptible to freez- from slush- or snow-covered runways. published Safety Information Notice maneuvers, with features like automatic trim and flight path control. It’s the most proven fly-by-wire in business aviation, ing after taxiing/takeoff/landing with And when touching down, carry out a 2008-19R1 recommending that the main designed and built to exceed every safety requirement, including yours. frozen deposits on the surface. When positive landing to ensure initial wheel gear wheel removal/installation sections the wheel assemblies are retracted after spin-up and brake-out of frozen brakes. of applicable aircraft maintenance manu- takeoff and they are exposed to the cold During the landing roll and subsequent als be revised to include inspection of the temperatures and reduced air pressure taxi, use the brakes to prevent progres- carbon brake assembly for signs of cata- at higher altitudes, the contaminating liq- sive build-up of ice on the wheels and lytic oxidation damage whenever a wheel uid is spread even farther into the space brakes. Following takeoff or landing on and tire assembly is removed. WWW.DASSAULTFALCON.COM I FRANCE: +33 1 47 11 88 68 I USA: +1 201 541 4600 34 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations AOA/ISTOCK PHOTO Beware of Frozen Liquids If an aircraft is to remain overnight with air temperatures dropping well below freezing, it’s important to remove any liquids that could freeze, burst their containers and then, upon thawing, flow into unprotected areas and parts. This especially pertains to the water lines in the lav. If the pipes break, the water will seep into the aircraft’s underbelly, and that’s a concern. On May 9, 2007, a Dassault Falcon 20 was descending toward London after a flight from Gander, Canada, when a lateral flight control restriction became apparent. The problem first appeared about 2 hr. into the flight when the pilots noticed a flickering aileron TRIM notice on the PFD. The captain applied correc- then applied full force to both control uring taxi-out, avoid using reverse tive trim, but the warning indication wheels in an attempt to recover lateral thrust on snow- or slush-covered runways, reappeared. During descent the flight control, but no movement was possible. taxiways or ramps unless absolutely control problem worsened. While in a The captain was only able to make turns necessary since doing so can cause slush, left turn, the bank angle continued to in- through the gentle use of rudder. Accord- water and runway deicers to become crease and when it reached 45 deg., the ingly, he restricted the bank angle to a airborne and adhere to wing surfaces. captain disconnected the autopilot with maximum of 10 deg. The pilots notified the intention of flying manually. ATC that they had a jammed flight con- apparently extraordinary airmanship, However, upon doing so he found that trol and were unable to do turns to the the pilots landed their compromised jet roll control was very stiff when rolling to right and were only able to make shallow safely at London Stansted Airport (STN) the right. He used rudder to bring the air- left turns. Turbulent crosswind condi- and all seven aircraft occupants exited craft to a wings-level attitude. Both pilots tions were a concern, but due to some without injury. During the following investigation, a significant volume of water (at least 20 liters) was discovered below the floor old eather imitations panels in the forward fuselage; the water had frozen in flight and caused a restriction to the movement of the aileron on ystems trim actuator. I The U.K. AAIB Bulletin 2/2008 said A the water in aircraft bilges could have come from a variety of sources: Leak- ing plumbing, condensation and leaking O seals are the most common. It seems likely that the water in the Falcon must AP H have built up in the fuselage over a pe- AP riod of time. However, Dassault believed a more likely source of the water in question I was leakage in the area of the icebox drain over an extended period. The manufacturer had received notifica- I tion of three previous events similar in nature to that experienced by this I Falcon 20 crew. To prevent this problem from recurring, operators were re- minded that drains must be checked during daily aircraft inspection, as well I as checking both manual and automatic O T drains. E Ramp and Taxi Precautions Wintertime aprons and ramps can be slick and the equipment and personnel

3 Business & Commercial Aviation | 2020 AviationWeek.com/BCA Operations AOA/ISTOCK PHOTO

Beware of Frozen Liquids operating thereupon can lack sufficient dry chemical to go into solution and directions during taxi. This circu - traction to start, stop or even remain in melt the ice. lates warm hydraulic fluid through If an aircraft is to remain overnight with place when encountering jet blast from The obscuration of normally visible the steering cylinders and minimizes air temperatures dropping well below surrounding airplanes. surface markings or obliterated signs the steering lag caused by low tem - freezing, it’s important to remove any Pilots of parked or holding airplanes could make maneuvering on aprons peratures. liquids that could freeze, burst their might use increased engine thrust to difficult. It also increases the chances During taxi-out, avoid using reverse containers and then, upon thawing, flow get moving or taxi over surface irregu- of taxiway or runway incursions. And thrust on snow- or slush-covered run- into unprotected areas and parts. This larities like frozen ruts formed by tire snow piles that aren’t located far ways, taxiways or ramps unless ab - especially pertains to the water lines in tracks. In so doing, excessive engine enough from the taxiway can create solutely necessary since doing so can the lav. If the pipes break, the water will blast may damage other airplanes, additional wingtip hazards. cause slush, water and runway deicers seep into the aircraft’s underbelly, and equipment or even harm personnel. Accordingly, allowing greater than to become airborne and adhere to wing that’s a concern. The fact is wet snow cannot be blown normal distances between airplanes surfaces. On May 9, 2007, a Dassault Falcon 20 off the pavement; rather it will readily while taxiing will aid in stopping and Before brake release, check for was descending toward London after compact and bond to the surface when turning in slippery conditions. Doing stable engine operation. After setting a flight from Gander, Canada, when a run over by airplane wheels. Conse - so will also reduce the potential for takeoff engine pressure ratio (EPR), or lateral flight control restriction became quently, the airport operator needs to snow and slush being blown and adher- N1, confirm that engine indications are apparent. The problem first appeared implement different clearing or preven- ing onto the airplane or engine inlets. normal, in agreement and in the ex - about 2 hr. into the flight when the pilots tive measures for wet snow than those Taxi at a reduced speed since pro - pected range. Check that other flight noticed a flickering aileron TRIM notice used for dealing with dry snow. Wet snow ceeding at excessive speed or with deck indications are also normal. on the PFD. The captain applied correc- then applied full force to both control uring taxi-out, avoid using reverse and temperatures close to freezing can strong crosswinds may cause the air - By no means does this article ad - tive trim, but the warning indication wheels in an attempt to recover lateral thrust on snow- or slush-covered runways, result in slush. Large chunks of ice, from plane to skid. Use smaller nosewheel dress all of the threats to an aircraft reappeared. During descent the flight control, but no movement was possible. taxiways or ramps unless absolutely refrozen snow or slush, or deposits from steering and rudder inputs. during winter ground operations. Fol- control problem worsened. While in a The captain was only able to make turns necessary since doing so can cause slush, aircraft gear created during landings, Limit thrust to the minimum re- lowing the recommendations within left turn, the bank angle continued to in- through the gentle use of rudder. Accord- water and runway deicers to become can cause severe damage to tires, engines quired. Use of differential engine your aircraft operating manuals is al - crease and when it reached 45 deg., the ingly, he restricted the bank angle to a airborne and adhere to wing surfaces. and airframes. thrust assists in maintaining airplane ways prudent, but as you can see from captain disconnected the autopilot with maximum of 10 deg. The pilots notified According to FAA Advisory Cir - momentum through a turn. When these examples, there are a number of the intention of flying manually. ATC that they had a jammed flight con- apparently extraordinary airmanship, cular 150/5200-30D, “Airport Field nearing turn completion, placing both threats that have been discovered only However, upon doing so he found that trol and were unable to do turns to the the pilots landed their compromised jet Condition Assessments and Winter engines at idle thrust reduces the po - through incident reports. roll control was very stiff when rolling to right and were only able to make shallow safely at London Stansted Airport (STN) Operations Safety,” dated March 8, tential for nosewheel skidding. Differ- Winter ground conditions create ad- the right. He used rudder to bring the air- left turns. Turbulent crosswind condi- and all seven aircraft occupants exited 2017, there are situations where com- ential braking may be more effective ditional workload requiring time and craft to a wings-level attitude. Both pilots tions were a concern, but due to some without injury. plete removal is difficult or impossible than nosewheel steering on slippery attention to properly identify and man- During the following investigation, a to achieve within a certain timespan. or contaminated surfaces. Nosewheel age these threats. So, stay warm and significant volume of water (at least 20 It may require an hour or more for the steering should be exercised in both be careful out there. BCA liters) was discovered below the floor JETLINERIMAGES/ISTOCK PHOTO old eather imitations panels in the forward fuselage; the water had frozen in flight and caused a restriction to the movement of the aileron on ystems trim actuator. I The U.K. AAIB Bulletin 2/2008 said A the water in aircraft bilges could have come from a variety of sources: Leak- ing plumbing, condensation and leaking O seals are the most common. It seems likely that the water in the Falcon must AP H have built up in the fuselage over a pe- AP riod of time. However, Dassault believed a more likely source of the water in question I was leakage in the area of the icebox drain over an extended period. The manufacturer had received notifica- I tion of three previous events similar in nature to that experienced by this I Falcon 20 crew. To prevent this problem from recurring, operators were re- minded that drains must be checked during daily aircraft inspection, as well I as checking both manual and automatic O T drains. E Ramp and Taxi Precautions Wintertime aprons and ramps can be slick and the equipment and personnel

3 Business & Commercial Aviation | 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 37 Operators Survey Gulfstream G500 A step change in aircraft design

BY FRED GEORGE [email protected] ulfstream G500 operators live lower flying and considerably more fuel- Bombardier Global 7000 (now Global in a 500+ kt. world where few, thirsty. Some changed over from older 7500), but the delivery slot was delayed if any, competitive aircraft can Dassault Falcons and Bombardier Chal- due to snags in the certification process. catch them. They tell BCA they lenger aircraft, saying they chose the Christiansen noted that all new Falcons Gonly slow down to Mach 0.85 cruise G500 because of its higher cruise speeds achieve better fuel efficiency at Mach when they need to stretch range to the and more modern systems. 0.80 than the G500 does at Mach 0.85. maximum. And many say their normal “We’re in Falcon Country,” says Ole “We asked Gulfstream to show us the cruise speed is Mach 0.90, equivalent to Christiansen, CEO of Blackbird Air G500’s fuel efficiency when slowed to 516 KTAS in ISA conditions above the Charter in Billund, Denmark. However, Mach 0.80. Savannah responded that tropopause, even faster at lower alti- the firm is selling its Falcon 2000S be- the aircraft couldn’t fly efficiently at tudes where it’s warmer. cause the operator needs more range such a slow speed. At that point, our Many of these operators stepped and speed. Says Christiansen, “Our owner was sold on [the G500],” says up from the GIV series, aircraft with owner is a pilot who believes time is of Christiansen. He says his firm typically smaller cabins that are 30 kt. slower, the essence.” His first choice was the flies the G500 at Mach 0.87 on trips

38 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA FRED Operators Survey Send your questions about this article to: fre[email protected]

the occasional transatlantic mission be- Florida, because of headwinds. But later, tween South Texas and Europe. when fuel reserves proved fat, he pushed A senior pilot for another Texas firm back up to Mach 0.90. Gulfstream G-500 that operates three G500s for a high- net-worth individual, says he usually Who Owns a G500? A step change in aircraft design flies at Mach 0.90 in the low to mid-thir- How Do They Fly? ties, where warmer OATs yield 515 to 523 KTAS cruise speeds. “Our principal There now are close to 50 G500s in ser- formerly owned Falcons,” he says. The vice. About two-thirds of the fleet is reg- G500 affords this owner 35- to 40-kt. istered in the U.S., with ownership split higher cruise speeds, albeit with higher between corporations and private indi- fuel consumption than the French fuel viduals. Oil and gas exploration firms, misers cruising at slower speeds. Sentry Insurance, Van Tuyl Group “We looked at the Global 5000, but and Enterprise Holdings, plus Eli Lilly, it was too heavy and too fuel-thirsty,” Rooney Holdings, Data Management says a flight department manager who Products and a few commercial finance firms are among the corporate opera- Relatively trouble-free entry-into-service tors. One U.S.-registered aircraft is since 2018, G500 ies higher, faster, quieter, physically based in Moscow with Avan- farther, more fuel ef ciently and more gard Aviation and another N-registered comfortably that its predecessor, the G450. G500 is based at Montreal Pierre E. Trudeau International Airport at Dor- is based in the Northeast U.S. “We had val, Quebec, with Nova Steel. a Falcon 7X on order, but it was delayed. Five G500s are flown by Doha-based Then, we became a U.S. launch cus- Qatar Executive, the Middle East launch tomer for the Falcon 5X, but that pro- customer for the model. The operator gram was canceled. And, deep down, we has three more G500s slated for deliv- always knew we wanted a Gulfstream.” ery, part of a billion-dollar Gulfstream The firm bought a 2018 G500 that it uses jet order inked in 2019. primarily for transcontinental U.S. mis- Three G500s are based in Russia and sions flown at Mach 0.90. single aircraft are based in Austria and Bob Snyder, who flies for Sedgwick Switzerland. A few are carefully cloaked Azure of Memphis, Tennessee, says that in the Cayman Islands, Malta and Isle of his firm, during its new aircraft search, Man registry for very-low-profile pri- looked at the older G550, Global 6000 vate owners. and Falcon 7X. “However, our CEO likes All but a few survey respondents say the latest technology, especially safety their aircraft are outfitted with forward technologies and active side-stick con- galleys. The three-section cabins typ- trols.” High tech, as well as high cruise ically are configured with a forward, speed, sold Sedgwick on the G500, says Snyder. On trips up to 4,500 nm, Snyder The G500, the smaller of the GVII siblings, pushes up speed to Mach 0.90. He admits introduces new systems and avionics he initially slowed down to Mach 0.88 technologies for future Gulfstreams, such for one trip from Milan to Jacksonville, as G700. BY FRED GEORGE [email protected] ulfstream G500 operators live lower flying and considerably more fuel- Bombardier Global 7000 (now Global between Denmark and the United Arab in a 500+ kt. world where few, thirsty. Some changed over from older 7500), but the delivery slot was delayed Emirates or Africa. Often, the owner if any, competitive aircraft can Dassault Falcons and Bombardier Chal- due to snags in the certification process. pushes up speed to Mach 0.90 if fuel re- catch them. They tell BCA they lenger aircraft, saying they chose the Christiansen noted that all new Falcons serves are not a concern. Gonly slow down to Mach 0.85 cruise G500 because of its higher cruise speeds achieve better fuel efficiency at Mach Stepping up to the G500 was a normal when they need to stretch range to the and more modern systems. 0.80 than the G500 does at Mach 0.85. progression in the Gulfstream family maximum. And many say their normal “We’re in Falcon Country,” says Ole “We asked Gulfstream to show us the for Houston-based Service Corporation cruise speed is Mach 0.90, equivalent to Christiansen, CEO of Blackbird Air G500’s fuel efficiency when slowed to International (SCI), says flight depart- 516 KTAS in ISA conditions above the Charter in Billund, Denmark. However, Mach 0.80. Savannah responded that ment manager Mike Wilson. SCI most tropopause, even faster at lower alti- the firm is selling its Falcon 2000S be- the aircraft couldn’t fly efficiently at recently operated three G450s. Wilson tudes where it’s warmer. cause the operator needs more range such a slow speed. At that point, our says the new aircraft typically cruises Many of these operators stepped and speed. Says Christiansen, “Our owner was sold on [the G500],” says at Mach 0.90, matching the G450’s spe- up from the GIV series, aircraft with owner is a pilot who believes time is of Christiansen. He says his firm typically cific range performance at Mach 0.84. smaller cabins that are 30 kt. slower, the essence.” His first choice was the flies the G500 at Mach 0.87 on trips He only slows down to Mach 0.85 for

38 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 3 Operators Survey GULFSTREAM

Most G500s have forward galleys, plus flight time, but the average annual utili- cabin sections. If buyers opt for the aft zation now is only 187 hr. per aircraft, ac- What Operators Praise, galley, they should be aware of an aft shift cording to Gulfstream Aerospace. What They Pan in the center of gravity that may require Most respondents say they would be ballast in the nose. comfortable flying the aircraft 5,000 nm Exceptional performance tops the five to 5,200 nm. The longest missions have favorite features list for most respon- four-chair section; a four-seat confer- spanned 10.0 to 10.5 hr. That’s sufficient dents. The G500 has the sportiest ence grouping, either flanked by two to fly from London to Los Angeles, Bei- thrust-to-weight ratio of any aircraft in facing chairs or a credenza in mid-cabin; jing or Tokyo, from New York to Bueno its class, enabling it climb through FL and an aft private stateroom with a di- Aires, Cairo or Lagos, or from Moscow 370 in 15 min. and level-off at FL 430. van on one side and one or two chairs on to Dallas, Seattle or New York. It also cruises efficiently at 488 to the other side. Aircraft with aft galleys Some cap max range at 4,400 nm to 500 KTAS. Operators ballpark fuel tend to be tail heavy. Some even require 4,500 nm, but that’s because they’re consumption at 3,000 lb. to 3,200 lb. ballast in the nose to keep the aircraft in pushing up cruise speed to Mach 0.88 to for the first hour and 2,500 lb./hr. for the allowable CG range when ferrying 0.90. That’s London to Seattle, Tokyo to subsequent hours. Scott Farrar at Eli with crew only and light fuel loads. Los Angeles, or Dallas to Paris at nine- Lilly says his two G500s burn 30% less As expected, corporate fleet opera- tenths the speed of sound. fuel than the GIV-series aircraft they tors fly two to three times as many an- Those numbers, though, are predi- replaced. nual hours as small flight departments cated on keeping aircraft empty weight Cabin comfort, quiet and high pres- supporting individuals or family busi- in check. Gulfstream says a BCA- surization rank high with operators. “It’s nesses. Yearly utilization ranged from equipped G500 weighs in at 46,850 lb. a big jump up from the GIV,” says Farrar. 250 to 700 hr. among respondents to Most respondents told us their aircraft The cabin cross-section is a squared oval, this survey prior to this year’s downturn tip the scales at 47,000 lb. to 47,400 lb. rather than circular shape of first-gener- due to COVID-19. Operators tell BCA Anticipating that customers would ation Gulfstream jets. It’s 7 in. wider and that aircraft utilization has declined by load up their aircraft with hefty options, 2 in. higher than the GIV. The 10.69-psi as much as 75%. Average flight time is Gulfstream bumped up maximum ramp pressurization system provides a cabin just 2 hr. and takeoff weights by 2,750 lb. during altitude about 2,500 ft. lower than the “We normally fly 600 to 700 hr. I doubt late-stage development. The weight GIV at the same cruise altitude. At FL we’ll fly more than 250 hr. this year,” says increases assure that even very-well- 510, the aircraft’s maximum certified al- Sedgwick’s Snyder. The fleet has accu- equipped airplanes still can carry 10 to titude, G500 cabin altitude is 4,850 ft. mulated more than 12,500 hr. of total 11 passengers with full fuel. Lower cabin altitude results in reduced

40 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operators Survey GULFSTREAM GULFSTREAM (3) Typical floor plan features a four-chair club section up front, four-seat conference grouping in mid-cabin and aft-cabin state- rooms, usually closed off by a bulkhead and door (not shown). Symmetry flight deck, powered by Honeywell Epic, features ten touchscreen controls and standard HUD with EVS. The G500 introduces active sidesticks to business aviation.

air-travel fatigue for passengers. “It’s a night and day difference for passengers,” says Farrar. Cabin window size is another popu- lar feature. The wide oval windows are adapted from the G650, so they’re 16% larger in area than on legacy Gulfstream models. Gulfstream’s Symmetry flight deck, powered by Honeywell Primus Epic, received plaudits because of systems integration and shortened checklists. Christiansen, for instance, says his crews can go from dark cockpit to taxi in 7 to 10 min. BCA Contributor James Albright, who flies a G500 based in the Northeast U.S., says checklists are easy, the touchscreen controls are intuitive and they provide multiple ways of entering data. Some pilots said they experienced a steep learning curve in making the transition between early Gulfstream Most G500s have forward galleys, plus flight time, but the average annual utili- cockpits and the radically changed cabin sections. If buyers opt for the aft zation now is only 187 hr. per aircraft, ac- What Operators Praise, Symmetry flight deck. The G500 has is far different than that of consumer a G500 based at Scottsdale, Arizona. galley, they should be aware of an aft shift cording to Gulfstream Aerospace. What They Pan 10 touchscreen controls, including three electronic devices because Gulfstream “It’s fun to fly, a pilot’s airplane. It’s also in the center of gravity that may require Most respondents say they would be on the overhead panel, that control and engineers wanted to make sure they super-efficient for its size and speed.” ballast in the nose. comfortable flying the aircraft 5,000 nm Exceptional performance tops the five display avionics and systems functions weren’t prone to inadvertent actuation. He says he flew the aircraft from Wilm- to 5,200 nm. The longest missions have favorite features list for most respon- with left/right, up/down swiping mo - It takes practice to adjust one’s touch, ington, Delaware, to Kona, Hawaii, in 9.5 four-chair section; a four-seat confer- spanned 10.0 to 10.5 hr. That’s sufficient dents. The G500 has the sportiest tions, plus press and release positive- hold and release technique to make the hr. and had plenty of fuel to spare. ence grouping, either flanked by two to fly from London to Los Angeles, Bei- thrust-to-weight ratio of any aircraft in action soft buttons. The touchscreen feel system work as intended, they say. “I appreciate the increased room facing chairs or a credenza in mid-cabin; jing or Tokyo, from New York to Bueno its class, enabling it climb through FL Overall, Symmetry, the sidestick on the flight deck because of the side- and an aft private stateroom with a di- Aires, Cairo or Lagos, or from Moscow 370 in 15 min. and level-off at FL 430. The aft stateroom typically has a sofa controls and the digital flight control sticks,” says Hector Moctezuma, who van on one side and one or two chairs on to Dallas, Seattle or New York. It also cruises efficiently at 488 to sleeper that converts into double bed. system received high marks. “The fly- flies for Franklin Mountain Assets. “We the other side. Aircraft with aft galleys Some cap max range at 4,400 nm to 500 KTAS. Operators ballpark fuel Most layouts feature a hard bulkhead that by-wire flight controls are amazing,” also like the aesthetics, the ramp pres- tend to be tail heavy. Some even require 4,500 nm, but that’s because they’re consumption at 3,000 lb. to 3,200 lb. provides privacy, but not in this aircraft. says Hangar One’s Joe Statt, who flies ence. It looks like a baby G650.” ballast in the nose to keep the aircraft in pushing up cruise speed to Mach 0.88 to for the first hour and 2,500 lb./hr. for The G500 has had a relatively trouble- the allowable CG range when ferrying 0.90. That’s London to Seattle, Tokyo to subsequent hours. Scott Farrar at Eli free entry-into-service period, opera- with crew only and light fuel loads. Los Angeles, or Dallas to Paris at nine- Lilly says his two G500s burn 30% less tors say. But it has had its share of early

As expected, corporate fleet opera- tenths the speed of sound. fuel than the GIV-series aircraft they GULFSTREAM teething pains with serial number units. tors fly two to three times as many an- Those numbers, though, are predi- replaced. Ice shedding from the fan spinners of nual hours as small flight departments cated on keeping aircraft empty weight Cabin comfort, quiet and high pres- the Pratt & Whitney Canada PW814GA supporting individuals or family busi- in check. Gulfstream says a BCA- surization rank high with operators. “It’s engines, for example, has both alarmed nesses. Yearly utilization ranged from equipped G500 weighs in at 46,850 lb. a big jump up from the GIV,” says Farrar. some passengers and caused minor 250 to 700 hr. among respondents to Most respondents told us their aircraft The cabin cross-section is a squared oval, damage to the engine inlet fan ducts. this survey prior to this year’s downturn tip the scales at 47,000 lb. to 47,400 lb. rather than circular shape of first-gener- Early aircraft lacked a takeoff and land- due to COVID-19. Operators tell BCA Anticipating that customers would ation Gulfstream jets. It’s 7 in. wider and ing (TOLD) V speed and distance calcu- that aircraft utilization has declined by load up their aircraft with hefty options, 2 in. higher than the GIV. The 10.69-psi lation function. A few operators report as much as 75%. Average flight time is Gulfstream bumped up maximum ramp pressurization system provides a cabin BIT check failures of the BAe active just 2 hr. and takeoff weights by 2,750 lb. during altitude about 2,500 ft. lower than the sidesticks that can ground the aircraft. “We normally fly 600 to 700 hr. I doubt late-stage development. The weight GIV at the same cruise altitude. At FL A few early serial number opera - we’ll fly more than 250 hr. this year,” says increases assure that even very-well- 510, the aircraft’s maximum certified al- tors have experienced multiple AOG Sedgwick’s Snyder. The fleet has accu- equipped airplanes still can carry 10 to titude, G500 cabin altitude is 4,850 ft. squawks, usually related to the same mulated more than 12,500 hr. of total 11 passengers with full fuel. Lower cabin altitude results in reduced components. Many of these problems

40 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 41 Operators Survey

All G500s have forward and aft lavatories with a high-capacity vacuum waste system. GULFSTREAM Long Beach, California, and had Wil - son’s aircraft in airworthy condition in several hours. Christiansen and Snyder were just as enthusiastic about support from the Savannah, Georgia, manufacturer, listing it among their five favor - ite features. Albright says his aircraft was AOG with a throttle quadrant snag. Gulfstream had a replacement part delivered to his hangar in less than 24 hr. Farrar said Eli Lilly has experienced next-day parts deliveries as well. Some operators, though, say that Gulfstream’s product support specialists are hard to reach. They say Dassault now provides better customer support for its Falcon Jets. FlightSafety International, the sole provider of initial and recurrent training for the G500 and G600, received positive mention. Some early class students said that its instructors struggled to answer complex questions about the aircraft. Others acknowledged that everybody experienced a sharp-edged appear to be related to operating system thereby disturbing passengers. Next, learning experience in the early weeks software. The G500 is the most sophis- the preselect refuel quantity shuts off of the program. ticated, integrated business aircraft yet prematurely during refilling, unless the built by the firm. APU or external power is powering the On Balance Gulfstream also was caught up in the IRSes. It’s also difficult to build a VFR FAA’s considerably tougher certification approach into the FMS to a runway not Operators say they’re confident that gauntlet that was put into place in the served by an instrument approach. The Gulfstream will continue to make im - wake of the Boeing 737 MAX accident flight guidance system and autothrottle provements to the aircraft to increase inquiries. It took several months, for in- have no coupled one-engine-inoperative operating flexibility and utility. As Al- stance, to earn approval for using Type go-around capability. The autobrake bright notes, minimum OAT for engine IV deicing fluid, including adding a re- system is very smooth and powerful, but start has been decreased from -20C to quirement to operate the wing anti-ice it lacks a brake-to-vacate at a specified -40C; restrictions for using autothrottle system for at least 4 min., but no longer taxiway intersection function. for takeoff have been relaxed; the aft lav than 20 min., before takeoff. A few early serial number airplanes baggage door now may remain open up As Albright notes at his Code 7700 had interior completion quality control to 45,000 ft., a 5,000-ft. increase; some website, many of the shortcomings were issues and minor exterior paint peeling. checklists have been even more stream- corrected with the mid-2020 Block 1 im- G500 autothrottle operation is some- lined; weather radar and brake temp provement package, including ASC 022, what of an art form because of the initial checks are no longer required; and some which includes a heavier, redesigned engagement criteria on takeoff roll, says non-essential advisory CAS messages fan spinner to shed ice more efficiently, Albright. The engines often spool up at have been eliminated. plus a new N1 shaft front bearing. In ad- different rates and there may be an rpm Gulfstream officials fully appreciate dition, there’s revised FADEC software, split when both throttles are pushed that the G500 represents more than ASC 901, that updates the Symmetry up to the same angle. To engage, the just a new model. It’s a step change in software package; ASC 01A, which adds throttles have to be advanced to at least aircraft design that’s the basis for the TOLD computations; and ASC 025, 19 deg. and the split in engine rpm may new G700 flagship and other unan - which updates the fuel quantity man- not exceed 10%. For instance, if the left nounced models in the pipeline. Thus, agement system. Block 1 essentially con- engine tach reads 45%, the right engine they’re committed to ironing out the tains all the improvements wrapped into tach must be within 4.5% (10% of the G500’s wrinkles. And it appears they’re the G600 entry-into-service hardware split) of the left. succeeding. and software package. Yet, a large majority of operators “We’re diehard Gulfstream fans,” Other areas needing improvement praised Gulfstream for its customer says Albright, whose firm flew the GIV are not addressed by the Block 1 pack- support and AOG response. SCI’s Wil- and G450 prior to acquiring its G500. age. Among these are an automatic son said he was stuck in Grand Junc - “We couldn’t be happier,” says Farrar. acoustical curtain stow feature that tion, Colorado, with an AOG problem. “We love this aircraft,” says Christian- slams open the door when flaps are se- Gulfstream dispatched its Field and sen. With comments such as these, the lected to 10 deg. or greater on approach, Airborne Support Team (FAST) from G500 is off to a strong start. BCA

42 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operators Survey

All G500s have forward and aft lavatories with a high-capacity vacuum waste system. GULFSTREAM Long Beach, California, and had Wil - A Lot Has Changed This Year. son’s aircraft in airworthy condition in several hours. Christiansen and Snyder were just as enthusiastic about support Be Sure You Have the Latest FBO Information. from the Savannah, Georgia, manufacturer, listing it among their five favor - ite features. Albright says his aircraft was AOG with a throttle quadrant snag. Gulfstream had a replacement part delivered to his hangar in less than 24 hr. Farrar said Eli Lilly has experienced next-day parts deliveries as well. 43 Some operators, though, say that Gulfstream’s product support specialists are hard to reach. They say Dassault now provides better customer support for its Falcon Jets. FlightSafety International, the sole provider of initial and recurrent training for the G500 and G600, received positive mention. Some early class students said that its instructors struggled to answer complex questions about the aircraft. Others acknowledged that everybody experienced a sharp-edged appear to be related to operating system thereby disturbing passengers. Next, learning experience in the early weeks software. The G500 is the most sophis- the preselect refuel quantity shuts off of the program. ticated, integrated business aircraft yet prematurely during refilling, unless the built by the firm. APU or external power is powering the On Balance Gulfstream also was caught up in the IRSes. It’s also difficult to build a VFR FAA’s considerably tougher certification approach into the FMS to a runway not Operators say they’re confident that gauntlet that was put into place in the served by an instrument approach. The Gulfstream will continue to make im - wake of the Boeing 737 MAX accident flight guidance system and autothrottle provements to the aircraft to increase inquiries. It took several months, for in- have no coupled one-engine-inoperative operating flexibility and utility. As Al- stance, to earn approval for using Type go-around capability. The autobrake bright notes, minimum OAT for engine IV deicing fluid, including adding a re- system is very smooth and powerful, but start has been decreased from -20C to quirement to operate the wing anti-ice it lacks a brake-to-vacate at a specified -40C; restrictions for using autothrottle system for at least 4 min., but no longer taxiway intersection function. for takeoff have been relaxed; the aft lav than 20 min., before takeoff. A few early serial number airplanes baggage door now may remain open up As Albright notes at his Code 7700 had interior completion quality control to 45,000 ft., a 5,000-ft. increase; some website, many of the shortcomings were issues and minor exterior paint peeling. checklists have been even more stream- corrected with the mid-2020 Block 1 im- G500 autothrottle operation is some- lined; weather radar and brake temp provement package, including ASC 022, what of an art form because of the initial checks are no longer required; and some which includes a heavier, redesigned engagement criteria on takeoff roll, says non-essential advisory CAS messages fan spinner to shed ice more efficiently, Albright. The engines often spool up at have been eliminated. plus a new N1 shaft front bearing. In ad- different rates and there may be an rpm Gulfstream officials fully appreciate Know Before You Go dition, there’s revised FADEC software, split when both throttles are pushed that the G500 represents more than ASC 901, that updates the Symmetry up to the same angle. To engage, the just a new model. It’s a step change in software package; ASC 01A, which adds throttles have to be advanced to at least aircraft design that’s the basis for the TOLD computations; and ASC 025, 19 deg. and the split in engine rpm may new G700 flagship and other unan - which updates the fuel quantity man- not exceed 10%. For instance, if the left nounced models in the pipeline. Thus, agement system. Block 1 essentially con- engine tach reads 45%, the right engine they’re committed to ironing out the tains all the improvements wrapped into tach must be within 4.5% (10% of the G500’s wrinkles. And it appears they’re the G600 entry-into-service hardware split) of the left. succeeding. The Airport and FBO information you trust, in the format you choose. and software package. Yet, a large majority of operators “We’re diehard Gulfstream fans,” Other areas needing improvement praised Gulfstream for its customer says Albright, whose firm flew the GIV Print | Online | Digital App are not addressed by the Block 1 pack- support and AOG response. SCI’s Wil- and G450 prior to acquiring its G500. age. Among these are an automatic son said he was stuck in Grand Junc - “We couldn’t be happier,” says Farrar. acoustical curtain stow feature that tion, Colorado, with an AOG problem. “We love this aircraft,” says Christian- slams open the door when flaps are se- Gulfstream dispatched its Field and sen. With comments such as these, the Now Available to Order at lected to 10 deg. or greater on approach, Airborne Support Team (FAST) from G500 is off to a strong start. BCA acukwik.com/products 42 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Piloting Flying Petri Dish Aircraft can accelerate the spread of disease ANDRESR/ISTOCK PHOTO

BY PATRICK VEILLETTE [email protected]

s pilots, we regard aircraft as body’s immune system. Was your seat’s transmitted when an infected person technological marvels, but in- previous occupant a disease carrier? sneezes, coughs or talks, propelling fectious disease specialists and And being seated at the very front of droplets that can remain suspended in epidemiologists have quite a dif- an aircraft does not shield crews from the air for sufficient time periods and Aferent view. To them the growing mo- exposure. Consider what lurks within travel distances to infect others nearby. bility of people via air transport has the oxygen mask or the composition and Airborne transmission happens by amplified the potential for rapid dissem- handling of what’s on the food tray. aerosolization of an infectious agent ination of disease. For confirmation we The fact is aircraft cabins and cock- from large droplets that have evapo - need only look at the current COVID-19 pits are prime environments for dis - rated into smaller droplets (less than 5 pandemic to understand the potential ease. The four routes for the spread microns) and disperse widely. Depend- magnitude. of microorganisms on an aircraft are ing on environmental conditions, aero- What is the actual risk of getting sick contact, airborne, common vehicle and solized droplets can remain suspected when traveling by air? Joseph Allen, an vector-borne. in the air for indefinite time periods. assistant professor at Harvard’s School Contact transmission involves direct According to Drs. Alexandra Mangili of Public Health, notes many factors body-to-body contact, or indirect in of the Division of Geographic Medicine including time in terminals, hotels and which a person comes into contact with and Infectious Diseases at Tufts Medi- security queues; changing time zones; a contaminated particle. As we have cal Center and Mark A. Gendreau of and lack of sleep negatively impact a learned from COVID, diseases can be the Lahey Hospital and Medical Center,

44 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Piloting

large droplet and airborne mechanisms probably represent the greatest risk for Resources Available to Aircraft Managers passengers within the aircraft cabin because of the high density and close prox- A number of documents specifically for the air transport industry address- imity of those travelers. Documented ing the prevention of disease transmission include “Preventing Spread of cases of airborne infectious trans - Disease on Commercial Aircraft: Guidance for Cabin Crew” by the U.S. Cen- Flying Petri Dish mission aboard a commercial airliner include tuberculosis, severe acute re - ters for Disease Control and Prevention (bit.ly/CDC_GuidanceCabinCrew) and Aircraft can accelerate the spread of disease spiratory syndrome (SARS), influenza “Transmission of Communicable Diseases on Aircraft” by the World Health and measles. Organization. BCA

ANDRESR/ISTOCK PHOTO There are other methods that can make ourselves and our passengers sick. “Common vehicle transmission” front-to-back airflow occurs, which lim- the risk of a contagion among passen- is typically caused by microorganisms its the spread of airborne particles gers. And while the risk is much greater that are spread by food and water. Ex- throughout the space. for those sitting near a passenger with amples include salmonellosis and staph- Business aviation crews and passen- an illness, diseases spread through air- ylococcus. Vector-borne transmission gers tend to spend a lot of time on airlin- borne routes can infect those sitting results from the spread of disease by ers. Consequently, it’s worth knowing rows away. insects and vermin. The most common that many of those aircraft recirculate Airborne transmission involves drop- example that is documented is malaria. 50% of the air delivered to the cabin for lets exhaled by an infected person that improved control of cabin circulation, are dispersed through the cabin and Cabin Air Transmission humidity and fuel efficiency. This re- inhaled by others nearby. The disper- circulated air usually passes through sion depends in part upon the airflow The aircraft cabin is an enclosed en - high-efficiency particulate air (HEPA) as well as the force of the exhalation, vironment that exposes passengers filters before delivery into the cabin. with a coughing passenger spreading to hypobaric hypoxia, dry humidity Normal airline cabin air-exchange rates the infected droplets farther than when and each other. The outside air passed vary from 15 to 20 changes per hour, simply breathing or talking. through bleed valves into the aircraft’s compared with 12 changes per hour for The swine flu epidemic in 2009 ventilation system is sterile at cruising a typical office building. Properly main- caused concern due to transmission altitudes. Typical systems flow air into tained HEPA filters remove dust, va - among air travelers through direct con- the cabin through the overhead, where- pors, bacteria, fungi and viral particles. tact, indirect contact, droplets and/or upon it circulates across the cabin and Because the aircraft cabin is enclosed airborne routes. Epidemiologists de- then exits near the cabin floor. Little and flights can be hours long, there is termined that transmissions spread EXTREME-PHOTOGRAPHER/ISTOCK PHOTO

BY PATRICK VEILLETTE [email protected] s pilots, we regard aircraft as body’s immune system. Was your seat’s transmitted when an infected person technological marvels, but in- previous occupant a disease carrier? sneezes, coughs or talks, propelling fectious disease specialists and And being seated at the very front of droplets that can remain suspended in epidemiologists have quite a dif- an aircraft does not shield crews from the air for sufficient time periods and Aferent view. To them the growing mo- exposure. Consider what lurks within travel distances to infect others nearby. bility of people via air transport has the oxygen mask or the composition and Airborne transmission happens by amplified the potential for rapid dissem- handling of what’s on the food tray. aerosolization of an infectious agent ination of disease. For confirmation we The fact is aircraft cabins and cock- from large droplets that have evapo - need only look at the current COVID-19 pits are prime environments for dis - rated into smaller droplets (less than 5 pandemic to understand the potential ease. The four routes for the spread microns) and disperse widely. Depend- magnitude. of microorganisms on an aircraft are ing on environmental conditions, aero- What is the actual risk of getting sick contact, airborne, common vehicle and solized droplets can remain suspected when traveling by air? Joseph Allen, an vector-borne. in the air for indefinite time periods. assistant professor at Harvard’s School Contact transmission involves direct According to Drs. Alexandra Mangili of Public Health, notes many factors body-to-body contact, or indirect in of the Division of Geographic Medicine including time in terminals, hotels and which a person comes into contact with and Infectious Diseases at Tufts Medi- security queues; changing time zones; a contaminated particle. As we have cal Center and Mark A. Gendreau of and lack of sleep negatively impact a learned from COVID, diseases can be the Lahey Hospital and Medical Center,

44 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 45 Piloting

to passengers rows away from the in- probables and four were reported to the effects of small versus large drop - fected person, thus indicating the po - have the syndrome but could not be lets being trapped by masks of varying tential for airborne spread. interviewed. Epidemiologists believe weave thickness, whether the infected SARS may seem like a distant mem- that more than 300 people were subse- person was gently coughing or sneez- ory, but it actually was our first experi- quently infected by these passengers. ing, the inhalation differences among ence this century with a coronavirus Jitendra K. Gupta, Ph.D. of Purdue passengers, their proximity to the in - that was widely spread by air travelers. University’s School of Mechanical En- fected passenger, and the airflow dif - Post-incident evaluation of 40 flights gineering, Chao-Hsin Lin, Ph.D. of the ferences within the cabin. carrying SARS-infected passengers Environmental Control Systems Divi- And their findings? Passengers has led epidemiologists to believe that sion of Boeing Commercial Airplanes seated near the infected person inhaled the disease was spread by airborne and Qingyan Chen of Tianjin Univer - high doses of the influenza infectants. small droplets. A “superspreading sity’s School of Environmental Science The airflow then caused droplets to event” occurred on March 15, 2003, and Engineering conducted a study on move rearward and toward the win - aboard a 3-hr. flight from Hong Kong the risk of airborne infectious disease dow. Thus, the dose inhaled by passen- to Beijing with 120 passengers aboard. transmission in aircraft cabins. They gers sitting at the window seat behind The evidence shows that 37 of those evaluated a condition in which a pas - the sick passenger was high. people showed symptoms of SARS af- senger infected with the flu is sitting in Simply breathing the ejected drop - ter the flight. Laboratories were able the center of a twin-aisle, fully occupied lets doesn’t ensure that a passenger to confirm SARS coronavirus infec - airliner for 4 hr. Employing computa - will become sick. The infection prob - tion in 16 passengers, while two were tional fluid dynamics, they computed ability is proportional to the amount of

About Shared O2 Masks Pilot oxygen masks should be kept clean to reduce the danger of infection and to prolong their lives. Various mild cleaners and antiseptics that are free of petroleum products can be used. Whether in an actual aircraft or a simulator, the standard practice in this industry is for the sharing of oxygen masks. With that in mind, is the so-called “swabbing” of the mask sufficient? Public health specialists are concerned that gaps in the process could expose pilots to an increased risk for contracting transmissible disease. The inherent inability of the oxygen mask to be properly disassembled and cleaned between users raises the risk of exposure. After all, other pilots could harbor a virus or life-threatening bacterial infection without exhibiting symptoms. And some pathogens can live for weeks on the hard surfaces within the mask during the disease’s incubation period and be unknowingly transferred to the next user. An educational letter from the Air Line Pilots Association informs its members that the inside of the mask supply hose is an oxygen-rich, dark, moist environment that is conducive to significant bacteria growth. Inspections of those hoses have found a loose powder coating on the inside that can be forced into the lungs. Moreover, the supply hoses are never cleaned once installed on an aircraft and that is an unsanitary lapse. Dr. Nancy Burton, leader of the Industrial Hygiene Team Hazard Evaluations and Technical Assistance Branch of the National Institute for Occupational Safety and Health, points out that all other respiratory devices with multiple users must follow a six- step disassembly and disinfection process after each time they are used. The respirators must be disassembled and immersed in a disinfectant solution in order to reach all crevices. “The ideal solution would be to redesign the oxygen masks to have removable microphones that can be cleaned separately, and then the oxygen masks can be cleaned in the same manner as respirators,” she notes. “In the interim, they should be thoroughly washed with soap and water and then wiped down with a disinfectant recommended by the manufacturer before donning.” Currently, aviation oxygen masks cannot be disassembled, which leaves our industry in an exposed condition. In order to reduce the spread of viral and bacterial agents in the workplace, the importance of hand washing, staying home when ill and covering one’s nose and mouth during sneezing/coughing needs to be stressed in pilot training programs. While ideal, out in the real world there are complicating factors. It is entirely possible for a pilot to report for duty feeling well and not begin to show adverse symptoms until well into the flight. And, of course, there are economic considerations as well. A pilot who doesn’t report for a flight might suffer a decreased paycheck and thus has economic incentive to report for duty even when sick. A supply of individually wrapped alcohol wipes is often kept in cockpits for flight crews to wipe the inside of masks for sanitary purposes. But don’t be lulled into thinking this is sufficient. In order to effectively kill infectants it is necessary to immerse the mask in a wet solution for an adequate time period. But the microphone where respiratory fluids accumulate and the inside of the oxygen supply hose are completely inaccessible to the disinfectant. Moreover, wipes are less effective against certain types of bacteria and there is concern that they could merely spread pathogens to a wider area when being used. Further details on this issue can be obtained from “Air Line Pilots Association White Paper: Oxygen Mask Use in Aviation” (bit.ly/Alpha_AviationOxygenMaskUse). BCA

46 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Piloting

to passengers rows away from the in- probables and four were reported to the effects of small versus large drop - fected person, thus indicating the po - have the syndrome but could not be lets being trapped by masks of varying tential for airborne spread. interviewed. Epidemiologists believe weave thickness, whether the infected SARS may seem like a distant mem- that more than 300 people were subse- person was gently coughing or sneez- ory, but it actually was our first experi- quently infected by these passengers. ing, the inhalation differences among ence this century with a coronavirus Jitendra K. Gupta, Ph.D. of Purdue passengers, their proximity to the in - that was widely spread by air travelers. University’s School of Mechanical En- fected passenger, and the airflow dif - Post-incident evaluation of 40 flights gineering, Chao-Hsin Lin, Ph.D. of the ferences within the cabin. carrying SARS-infected passengers Environmental Control Systems Divi- And their findings? Passengers has led epidemiologists to believe that sion of Boeing Commercial Airplanes seated near the infected person inhaled the disease was spread by airborne and Qingyan Chen of Tianjin Univer - high doses of the influenza infectants. small droplets. A “superspreading sity’s School of Environmental Science The airflow then caused droplets to event” occurred on March 15, 2003, and Engineering conducted a study on move rearward and toward the win - aboard a 3-hr. flight from Hong Kong the risk of airborne infectious disease dow. Thus, the dose inhaled by passen- 47 to Beijing with 120 passengers aboard. transmission in aircraft cabins. They gers sitting at the window seat behind The evidence shows that 37 of those evaluated a condition in which a pas - the sick passenger was high. people showed symptoms of SARS af- senger infected with the flu is sitting in Simply breathing the ejected drop - ter the flight. Laboratories were able the center of a twin-aisle, fully occupied lets doesn’t ensure that a passenger to confirm SARS coronavirus infec - airliner for 4 hr. Employing computa - will become sick. The infection prob - tion in 16 passengers, while two were tional fluid dynamics, they computed ability is proportional to the amount of

About Shared O2 Masks Pilot oxygen masks should be kept clean to reduce the danger of infection and to prolong their lives. Various mild cleaners and antiseptics that are free of petroleum products can be used. Whether in an actual aircraft or a simulator, the standard practice in this industry is for the sharing of oxygen masks. With that in mind, is the so-called “swabbing” of the mask sufficient? Public health specialists are concerned that gaps in the process could expose pilots to an increased risk for contracting transmissible disease. The inherent inability of the oxygen mask to be properly disassembled and cleaned between users raises the risk of exposure. After all, other pilots could harbor a virus or life-threatening bacterial infection without exhibiting symptoms. And some pathogens can live for weeks on the hard surfaces within the mask during the disease’s incubation period and be unknowingly transferred to the next user. An educational letter from the Air Line Pilots Association informs its members that the inside of the mask supply hose is an oxygen-rich, dark, moist environment that is conducive to significant bacteria growth. Inspections of those hoses have found a loose powder coating on the inside that can be forced into the lungs. Moreover, the supply hoses are never cleaned once installed on an aircraft and that is an unsanitary lapse. Dr. Nancy Burton, leader of the Industrial Hygiene Team Hazard Evaluations and Technical Assistance Branch of the National Institute for Occupational Safety and Health, points out that all other respiratory devices with multiple users must follow a six- Appraisals Performed by step disassembly and disinfection process after each time they are used. The respirators must be disassembled and immersed in a disinfectant solution in order to reach all crevices. “The ideal solution would be to redesign the oxygen masks to have removable microphones that can be cleaned separately, Senior Accredited Appraisers and then the oxygen masks can be cleaned in the same manner as respirators,” she notes. “In the interim, they should be thoroughly washed with soap and water and then wiped down with a disinfectant recommended by the manufacturer before donning.” Currently, aviation oxygen masks cannot be disassembled, which leaves our industry in an exposed condition. In order to reduce the spread of viral and bacterial agents in the workplace, the importance of hand washing, staying home Desktop Aircraft Appraisals | Residual Values | when ill and covering one’s nose and mouth during sneezing/coughing needs to be stressed in pilot training programs. While ideal, out in the real world there are complicating factors. It is entirely possible for a pilot to report for duty feeling well and not begin to show adverse symptoms until well into the flight. And, of course, there are economic considerations as well. A pilot who On-Site Asset Veriﬁ cation Review | Customized Analysis doesn’t report for a flight might suffer a decreased paycheck and thus has economic incentive to report for duty even when sick. A supply of individually wrapped alcohol wipes is often kept in cockpits for flight crews to wipe the inside of masks for sanitary purposes. But don’t be lulled into thinking this is sufficient. In order to effectively kill infectants it is necessary to immerse the mask in a wet solution for an adequate time period. But the microphone where respiratory fluids accumulate and the inside of the oxygen supply hose are completely inaccessible to the disinfectant. Moreover, wipes are less effective against certain types of bacteria and there is concern that they could merely spread pathogens to a wider area when being used. LEARN MORE Further details on this issue can be obtained from “Air Line Pilots Association White Paper: Oxygen Mask Use in Aviation” Call 877.531.1450 or visit (bit.ly/Alpha_AviationOxygenMaskUse). BCA aviationweek.com/jetappraisals

46 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Piloting IZUSEK/ISTOCK PHOTO

Being seated at the very front of an They even used simulated sweat and significance of inflight medical condi- aircraft does not shield crews saliva since body fluids would affect tions and incapacitation of civilian pilots from exposure — consider what lurks the survivability and transmission (be- Down Under. within the oxygen mask. cause of the pH) of a pathogen. Newman’s project reviewed the “Our data show that both of these ATSB databases comprising 8,302 ac- influenza inhaled, and also depends on bacteria can survive for days on these cidents, 95 serious incidents and 151,941 the strength of one’s immune system. surfaces,” said Vaglenov. MRSA sur - incidents. A “serious incident” is one They also determined that N-95 res- vived the longest — 168 hr. — on mate- in which an accident nearly occurred. pirator masks can provide a protection rial from the seat-back pocket, while There were 98 occurrences in which the factor of 10. In other words, wearing E. coli lived for 96 hr. on the armrest pilot of an aircraft was incapacitated for such a mask would protect a passenger material. medical or physiological reasons. by reducing the amount of inhaled vi - “The point of this study is not to be The study determined that a majority rus particles to one-tenth of that with- alarmist, but to point out to the airlines (21%) of inflight medical and incapac - out a mask. If the infected passenger is the importance of providing a sanitary itation events were due to acute gas - also wearing a mask, the amount would environment for travelers,” said profes- trointestinal illness, and usually food be even lower. sor Jim Barbaree, director of the study poisoning. This confirmed the findings and Vaglenov’s mentor. “We want to of other international reports and pilot Surface Contamination work with them to minimize the risks surveys that gastrointestinal illness is to human health.” the most-common cause of pilot inflight Dangerous bacteria can survive for incapacitation. According to Dr. Robin days on surfaces, particularly porous Consumption Wilkening of the Johns Hopkins School material such as armrests and seat- Considerations of Public Health, pilot surveys indicate back pockets, along with tray tables, acute gastroenteritis accounts for ap- window shades and metal lavatory but- Food or water-borne sicknesses mani- proximately 60% of incapacitation or im- tons. Kiril Vaglenov, a graduate student fested during flight can disable a per - pairment cases. And a review of the UK in Auburn University’s Department of son to the extent where a medical divert Civil Aviation Authority’s Mandatory Biological Sciences, helped lead re - might be warranted. If this happens to Occurrence Report (MOR) database searchers in a two-year study funded a flight crewmember to the point of in- from 1990 to 1999 for all public trans - through the FAA’s Airliner Cabin En- capacitation, then the flight’s safety is port operations found there were 127 vironmental Research Center to de - compromised, or worse. incapacitation events, of which 68 (53%) termine how long E. coli O157:H7 and Dr. David G. Newman of the Aus - were gastrointestinal. methicillin-resistant staphylococcus tralian Transport Safety Bureau These are significant findings for aureus, or MRSA, would survive on (ATSB) conducted a study to investi- many reasons. Appropriate education commonly touched cabin surfaces. gate the prevalence, type, nature and programs and preventive strategies can

48 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Piloting IZUSEK/ISTOCK PHOTO help to reduce the risk of an acute gastrointestinal event. It is important that Reducing Your Own Risk crew meals are prepared to the highest On a private or business aircraft you Another effective method of pre- possible hygiene standards, and that have direct control over who will ride venting infection is the practice of paired pilots receive different meals. onboard, allowing you to screen pas- good personal hygiene. Carry a hand However, the risk is not limited to in - flight catering. As Newman points out, sengers for illness. So, out of con- sanitizer and wipe down your seating in many of the events studied, it was sideration for your own safety, along area. Washing hands will considerably what the pilots ate and drank during with that of fellow crewmembers and reduce the risk of contamination from layovers or in the preflight period that other company employees who could hand to face, foodstuffs and other sur- might have been responsible for the become infected, passengers with faces. The use of appropriate biocide later illness. Food- or water-borne infections can illness should remain on the ground. wipes/gels as an alternate method for also occur to passengers, of course. Sal- On the other hand, if you are a frac- hand hygiene helps in reducing pos- monella has been the most-reported tional pilot who travels frequently sible cross-contamination. food-borne incident on commercial air- on airliners, your exposure to the Turn on the cabin airflow valve to liners. A total of 15 incidents between spectrum of communicable diseases the highest rate possible and face 1947 and 1999 infected 4,000 passengers and resulted in seven deaths. Dur- carried by the general public is sub- it directly down. Higher ventilation ing that time period there were also stantial. rates help to decrease the amount of eight food-poisoning outbreaks caused Joseph Allen, an assistant professor airborne virus. Directing the airflow by staphylococcus. One of the largest at Harvard’s School of Public Health, downward will hasten the movement of cases infected 57% of the passengers reiterates evidence-based recommen- infected particles away from your face who were served a ham omelet on an international flight in 1975. dations that have been scientifically and toward the floor where it will return Cholera from a cold appetizer in - determined to reduce the risk of dis- to the air system. fected 47 people on a flight from London ease transmission. The air transport Limit your interaction with other pas- to Sydney via Singapore in 1972, killing industry can reduce the risk of air- sengers because you have no idea if one passenger. During a cholera epi - borne transmission by a factor of 10 they are infected, especially as we are demic in Latin America in 1992, 75 pas- Being seated at the very front of an They even used simulated sweat and significance of inflight medical condi- sengers were infected on a flight from if everyone wears a mask that would learning that a relative percentage of aircraft does not shield crews saliva since body fluids would affect tions and incapacitation of civilian pilots Buenos Aires to Los Angeles via Lima. prevent an infected person from dis- persons currently have COVID-19 but from exposure — consider what lurks the survivability and transmission (be- Down Under. Ten passengers required hospitalization seminating droplets onto others. are asymptomatic. BCA within the oxygen mask. cause of the pH) of a pathogen. Newman’s project reviewed the and one died. “Our data show that both of these ATSB databases comprising 8,302 ac- Improvements in food handling and influenza inhaled, and also depends on bacteria can survive for days on these cidents, 95 serious incidents and 151,941 inspection and greater use of prepack- the strength of one’s immune system. surfaces,” said Vaglenov. MRSA sur - incidents. A “serious incident” is one aged frozen meals in recent years have They also determined that N-95 res- vived the longest — 168 hr. — on mate- in which an accident nearly occurred. likely contributed to minimizing the fre- pirator masks can provide a protection rial from the seat-back pocket, while There were 98 occurrences in which the quency and severity of food- and water- factor of 10. In other words, wearing E. coli lived for 96 hr. on the armrest pilot of an aircraft was incapacitated for borne outbreaks. such a mask would protect a passenger material. medical or physiological reasons. by reducing the amount of inhaled vi - “The point of this study is not to be The study determined that a majority Bad Bugs rus particles to one-tenth of that with- alarmist, but to point out to the airlines (21%) of inflight medical and incapac - out a mask. If the infected passenger is the importance of providing a sanitary itation events were due to acute gas - Diseases spread by insects are common also wearing a mask, the amount would environment for travelers,” said profes- trointestinal illness, and usually food causes of sickness and death through- be even lower. sor Jim Barbaree, director of the study poisoning. This confirmed the findings out the world. Insects such as mosqui- and Vaglenov’s mentor. “We want to of other international reports and pilot toes can carry deadly diseases including Surface Contamination work with them to minimize the risks surveys that gastrointestinal illness is malaria, dengue fever and yellow fever. to human health.” the most-common cause of pilot inflight Mosquitoes imported on aircraft have Dangerous bacteria can survive for incapacitation. According to Dr. Robin transmitted malaria to insect popula- days on surfaces, particularly porous Consumption Wilkening of the Johns Hopkins School tions adjacent to airports. A total of 87 material such as armrests and seat- Considerations of Public Health, pilot surveys indicate cases of “airport malaria” have been back pockets, along with tray tables, acute gastroenteritis accounts for ap- reported, 75 of which happened in Eu- window shades and metal lavatory but- Food or water-borne sicknesses mani- proximately 60% of incapacitation or im- rope. Flies and cockroaches present the tons. Kiril Vaglenov, a graduate student fested during flight can disable a per - pairment cases. And a review of the UK greatest hazard because of their feed- in Auburn University’s Department of son to the extent where a medical divert Civil Aviation Authority’s Mandatory ing habits and the sites that they visit. Biological Sciences, helped lead re - might be warranted. If this happens to Occurrence Report (MOR) database Insects can hide in the most inaccessible searchers in a two-year study funded a flight crewmember to the point of in- from 1990 to 1999 for all public trans - places onboard aircraft and may trans- through the FAA’s Airliner Cabin En- capacitation, then the flight’s safety is port operations found there were 127 fer organisms from their legs and bod- vironmental Research Center to de - compromised, or worse. incapacitation events, of which 68 (53%) ies to food and equipment as they move termine how long E. coli O157:H7 and Dr. David G. Newman of the Aus - were gastrointestinal. around. methicillin-resistant staphylococcus tralian Transport Safety Bureau These are significant findings for Under the Chicago Convention, which aureus, or MRSA, would survive on (ATSB) conducted a study to investi- many reasons. Appropriate education governs international civil aviation, a BARANOZDEMIR/ISTOCK PHOTO commonly touched cabin surfaces. gate the prevalence, type, nature and programs and preventive strategies can country could impose a “disinsection”

48 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 49 Piloting

The four routes for the spread of microorganisms on an aircraft are contact, airborne, common vehicle and vector-borne.

contagious disease until the danger has passed. Mangili and Gendreau said in their March 2005 article in the Lan- cet scientific journal (“Transmis- sion of Infectious Diseases During Commercial Air Travel”), “SARS exemplifies the ever-present threat of new infectious diseases and the real potential for rapid spread made possible by the volume and speed of air travel. The distribution pattern of SARS transmission aboard the flight emphasizes the need to study airborne transmission patterns aboard commercial aircraft.” The world’s economy was sent into a downward spiral in just a month by the outbreak of COVID-19. Nations and states, each acting out of self-interest, instituted various measures, often without coordinat- ing with neighboring entities. We need to make our businesses and our economy more resilient to these unexpected and deadly threats. COVID-19 will certainly not be the last pandemic the world will face. A harsh lesson from it is that the containment of this dis - ease extracted a tremendous toll by causing mass unemployment and business bankruptcies. The “new normal” needs to provide layers of protection against biohazards so that the spread of communicable diseases can be managed at low infection levels. PHOTOS: EXTREME-PHOTOGRAPHER/ISTOCK PHOTO Fortunately, there are emerging requirement, which is the use of insecti- before opening the cabin doors at the technologies that offer effective means cide for insect and disease control, should destination or by applying a residual to kill pathogens in aircraft. Bio-tech it perceive a threat to its public health, solution to the aircraft interior that companies are utilizing UV rays and agriculture or environment. In order to lasts for several months. It is recom - ion-producing machines that are com- minimize the risk of importing disease- mended that aircraft traveling from patible with aircraft materials. Not only carrying rodents or insects or pests that countries with malaria and other vec- do these devices kill COVID-19, they might cause crop damage, some coun- tor-borne diseases utilize disinsecting also are effective against a wide range tries require cabin disinfection of in- measures. Some countries mandate of bacteria and other viruses. In the bound commercial aircraft in accordance them. Public health agencies and mos- short term, they offer an effective tool with World Health Organization Inter- quito abatement districts surrounding to confront COVID-19. In the long term, national Health Regulations. (The U.S. international airports now have to be these devices could protect us against Department of Transportation’s “Air- concerned about sampling for these ex- the next nasty flu. craft Disinsection Requirements” page at otic diseases and applying vector con- Responsible businesses will recog- bit.ly/USDOT_AircraftDisinsection contains trol to manage their outbreak. nize their obligation to provide the best a list of the countries.) Operators should possible protections for their employ- ensure that they have adequate pest con- Summary ees and customers against these hid- trol measures in place to comply with a den dangers. We don’t want another country’s entry requirements. The best prevention for the spread of near-collapse of the national and world Disinfection is frequently done by illness is postponement of travel in economies. It is in all of our best inter - spraying the cabin with an aerosol any public transport by anyone with a ests to do our part. BCA

50 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Piloting

The four routes for the spread of FIVE YEARS WORRY-FREE. microorganisms on an aircraft are contact, airborne, common vehicle and vector-borne. contagious disease until the danger has passed. Mangili and Gendreau said in FREE their March 2005 article in the Lan- cet scientific journal (“Transmis- sion of Infectious Diseases During Commercial Air Travel”), “SARS exemplifies the ever-present threat of new infectious diseases and the real potential for rapid spread made 51 possible by the volume and speed of air travel. The distribution pattern of SARS transmission aboard the flight emphasizes the need to study airborne transmission patterns aboard commercial aircraft.” The world’s economy was sent into a downward spiral in just a month by the outbreak of COVID-19. Nations and states, each acting out of self-interest, instituted various measures, often without coordinat- ing with neighboring entities. We need to make our businesses and our economy more resilient to these unexpected and deadly threats. COVID-19 will certainly FREE FREE FREE FREE FREE not be the last pandemic the world will face. A harsh lesson from it is YEAR YEAR YEAR YEAR YEAR that the containment of this dis - 5 MAINTENANCE 5 WARRANTY 5 FUEL 5 TRAINING 5 CHARTS ease extracted a tremendous toll by causing mass unemployment and business bankruptcies. The “new normal” needs to pro- FLY FREE ‘TILL 2025 vide layers of protection against biohazards so that the spread of communicable diseases can be The only thing easier than “FREE” this fall is taking delivery of one of a limited number of managed at low infection levels. PHOTOS: EXTREME-PHOTOGRAPHER/ISTOCK PHOTO Fortunately, there are emerging new M600/SLS aircraft from your regional Piper Dealer Partner by December 31, 2020. requirement, which is the use of insecti- before opening the cabin doors at the technologies that offer effective means cide for insect and disease control, should destination or by applying a residual to kill pathogens in aircraft. Bio-tech We’ll do the rest. Only from your Piper One Team. it perceive a threat to its public health, solution to the aircraft interior that companies are utilizing UV rays and agriculture or environment. In order to lasts for several months. It is recom - ion-producing machines that are com- minimize the risk of importing disease- mended that aircraft traveling from patible with aircraft materials. Not only carrying rodents or insects or pests that countries with malaria and other vec- do these devices kill COVID-19, they might cause crop damage, some coun- tor-borne diseases utilize disinsecting also are effective against a wide range tries require cabin disinfection of in- measures. Some countries mandate of bacteria and other viruses. In the bound commercial aircraft in accordance them. Public health agencies and mos- short term, they offer an effective tool with World Health Organization Inter- quito abatement districts surrounding to confront COVID-19. In the long term, national Health Regulations. (The U.S. international airports now have to be these devices could protect us against Department of Transportation’s “Air- concerned about sampling for these ex- the next nasty flu. craft Disinsection Requirements” page at otic diseases and applying vector con- Responsible businesses will recog- bit.ly/USDOT_AircraftDisinsection contains trol to manage their outbreak. nize their obligation to provide the best a list of the countries.) Operators should possible protections for their employ- ensure that they have adequate pest con- Summary ees and customers against these hid- trol measures in place to comply with a den dangers. We don’t want another piper.com country’s entry requirements. The best prevention for the spread of near-collapse of the national and world +1 772 299 2403 Disinfection is frequently done by illness is postponement of travel in economies. It is in all of our best inter - spraying the cabin with an aerosol any public transport by anyone with a ests to do our part. BCA

50 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations Aireon in Service The space-based system is revolutionizing air traffic management globally

BY DAVID ESLER [email protected]

nnovation is often cited as native to the American character. The ability to recognize an opportunity and exploit it with a unique idea has been the cornerstone of American progress for more than two centuries and remains the driving Iimpulse behind today’s tech revolution. In 2006, the principals behind the Iridium satellite telephone enterprise came up with an innovative idea: Lease excess capacity on its planned second-generation communication satellites to host the payloads of others looking for a global perspective from space. Among the entities they probed were various U.S. government agencies including the FAA, where they learned of an interest in hosting an air traffic control pay- load aboard orbiting satellites and that Automatic Dependent Surveillance-Broadcast (ADS-B) had become the paradigm for ATC on the ground. Further, mandates existed around the world to equip air - craft with ADS-B avionics, and new aircraft were rolling off production lines with the avionics already installed and certified for use. There was also a need to provide ATC in remote regions where ground infrastructure like radar or even ADS-B ground stations were nonexistent. It was a “light-bulb moment” for Iridium: With 66 satellites in low Earth orbits (LEO) of 484 sm (780 km) altitude, it could provide global coverage. Not only that, but the satellites were designed to interlink — that is, they could pass signals among them without having to relay to the ground, obviating the need for ground stations. This made them useful over remote territory or oceans, facilitating true global coverage. Discussions commenced with the FAA, Nav Canada, NATS in the U.K., and other air navigation service providers (AN - SPs). Then in 2012, Iridium and Nav Canada formed Aireon LLC, with the latter contributing $150 million for a 51% own - ership. The new entity proceeded to raise $202 million more AIREON in equity by signing additional partners the Irish Aviation orbital planes, traveling at 16,777 mph (27,000 kph). Because Authority (IAA) for a 6% ownership, Italy’s ENAV (12.5%) and satellite coverage overlaps, there are no voids, and ADS-B re- Denmark’s Naviair (6%). (Additionally, in 2018, Aireon signed a ception is now available anywhere in the world, even in Ant- $200 million credit facility with Deutsche Bank.) Aireon moved arctica. Receivers aboard the satellites listen on the 1090 MHz forward, using the additional capitalization to build the ADS-B ADS-B frequency, meaning any aircraft outfitted with ADS-B components for Iridium Next satellites, which the satcom com- avionics can access them. L3Harris Technologies oversees Air- pany was scheduled to begin launching in late 2015. eon’s ground-based facilities, controlling them from its center in Herndon, Virginia. Meanwhile, Iridium is responsible for con- Global Coverage — Even in Antarctica trolling the satellites out of its center 13 mi. away in Leesburg. Following the final launch in January 2019, Iridium began Altogether, it took eight launches over two years to put up 66 certification of the satellite constellation after which Aireon satellites plus six spares (with nine more stored on the ground), and its customers commenced a testing phase of the ADS-B replacing the original Iridium constellation launched in the function. (Just as a footnote, think of the magnitude of this 1990s. Primary launch vehicle was the Space X Falcon 9, while endeavor: Sixty-six satellites had to be successfully lofted into the first two launches were aboard Russia’s Kosmostras Dnepr their designated orbits and positioned at the proper distance rockets. The satellites were distributed 12 each among six from one another, then turned on and interlinked with each

52 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations

other and the ground, and, finally, the ADS-B payloads all had “Of course, it has to have a high fidelity of operation,” Thoma to awaken and begin accepting aircraft positions. Despite the continued. “Every time we implement a service with a cus - challenges, it all went flawlessly.) tomer, we go through a service-acceptance test, a revaluation “All that was completed in March 2019 when we went active,” of the service to ensure it performs to defined levels of service Aireon CEO Don Thoma told BCA. “That was the global rollout.” metrics. We monitor it from our control/data center in Ash- Aireon in Service As of today, 18 ANSPs including Eurocontrol have signed burn, Virginia, plus an operations center at L3Harris in Hern- onto Aireon or are in the evaluation process. (At this writing, it don and a second one at our headquarters at Tysons Corner was 16 plus two in the process of joining. See “Aireon Custom- (Virginia). We provide transparency to the operation of our The space-based system is revolutionizing ers” sidebar for a full list.) Many represent multiple countries, system. If there is an issue, we can respond very quickly and and when looked at that way, there are 38 beneficiaries of the report it immediately to our customers. We also operate some air traffic management globally space-based system. With the exception of Eurocontrol, which equipment — the payloads on all the Iridium satellites — out of is using Aireon satellite-based ADS-B as a data source for air the Iridium ops center in Leesburg.” BY DAVID ESLER [email protected] traffic flow management, all of the ANSP customers are using The FAA is an Aireon customer, too, currently running an the service for ATC surveillance. operational trial in Caribbean airspace. “We worked with the FAA under an MOA for many years, starting in 2011 [the gen- nnovation is often cited as native to the American character. esis of the project],” Thoma said, “sharing with the FAA our The ability to recognize an opportunity and exploit it with plan and they with us their experience with ADS-B, and over a unique idea has been the cornerstone of American prog- time, that relationship evolved as we finalized our designs and ress for more than two centuries and remains the driving conducted critical reviews, and the FAA was with us all the Iimpulse behind today’s tech revolution. way through that process. They also volunteered their aircraft In 2006, the principals behind the Iridium satellite telephone for testing our system over the Atlantic and in some terrestrial enterprise came up with an innovative idea: Lease excess airspace.” capacity on its planned second-generation communication As part of its relationship with the FAA, Aireon was granted satellites to host the payloads of others looking for a global contractual authorization from the agency to purchase Miami perspective from space. Among the entities they probed were Oceanic Airspace to support operational use of ADS-B begin- various U.S. government agencies including the FAA, where ning in August this year. Meanwhile, upgrades are in progress they learned of an interest in hosting an air traffic control pay- to ATOP (Advanced Technologies and Oceanic Procedures) for load aboard orbiting satellites and that Automatic Dependent deployment into the oceanic regions of the U.S. Surveillance-Broadcast (ADS-B) had become the paradigm for ATC on the ground. How Effective Is It? Further, mandates existed around the world to equip air - craft with ADS-B avionics, and new aircraft were rolling off Aireon had only a year of “normalcy” to prove itself as a use- production lines with the avionics already installed and certi- ful adjunct to air traffic management — that is, from its acti- fied for use. There was also a need to provide ATC in remote vation in March 2019 to the global lockdown in March 2020 regions where ground infrastructure like radar or even ADS-B in response to the COVID-19 pandemic and the consequent ground stations were nonexistent. It was a “light-bulb moment” precipitous worldwide decline in air travel. During that rela- for Iridium: With 66 satellites in low Earth orbits (LEO) of 484 tively brief introduction, what did the aviation community learn sm (780 km) altitude, it could provide global coverage. Not only about the effectiveness of the space-based ADS-B program? that, but the satellites were designed to interlink — that is, “When traffic is booming,” Thoma said, “Aireon provides they could pass signals among them without having to relay to efficiencies, and even in a downturn, it provides more alterna- the ground, obviating the need for ground stations. This made Prestwick Center in Scotland (shown here) and tives. It can supplement ground-based systems or even replace them useful over remote territory or oceans, facilitating true Shannon Center in Ireland jointly operate the them, so that in a downturn, ANSPs can discontinue using global coverage. Shanwick Oceanic Control Area where control- expensive radar in lieu of using space-based surveillance. Sec- Discussions commenced with the FAA, Nav Canada, NATS lers are finding Aireon space-based ADS-B a ondly, in this kind of environment [the pandemic], where there in the U.K., and other air navigation service providers (AN - “boon to air traffic management” by providing are lockdowns, some countries found that they could not get SPs). Then in 2012, Iridium and Nav Canada formed Aireon real-time surveillance. out to maintain their ground-based equipment but could use LLC, with the latter contributing $150 million for a 51% own - ership. The new entity proceeded to raise $202 million more AIREON in equity by signing additional partners the Irish Aviation orbital planes, traveling at 16,777 mph (27,000 kph). Because “With the contracts we have signed and are in the process of Authority (IAA) for a 6% ownership, Italy’s ENAV (12.5%) and satellite coverage overlaps, there are no voids, and ADS-B re- implementing,” Thoma said, “we were on schedule to be profit- Avionics Necessary for Denmark’s Naviair (6%). (Additionally, in 2018, Aireon signed a ception is now available anywhere in the world, even in Ant- able this year — that is, prior to the COVID-19 pandemic. So we $200 million credit facility with Deutsche Bank.) Aireon moved arctica. Receivers aboard the satellites listen on the 1090 MHz are drawing down the Deutsche Bank credit to keep operating. Satellite-Based ADS-B forward, using the additional capitalization to build the ADS-B ADS-B frequency, meaning any aircraft outfitted with ADS-B No users have pulled out, which shows the uniqueness of this components for Iridium Next satellites, which the satcom com- avionics can access them. L3Harris Technologies oversees Air- capability and that it has a place in the ATC infrastructure in “If you meet the ADS-B mandate standards, our receivers pany was scheduled to begin launching in late 2015. eon’s ground-based facilities, controlling them from its center in any financial environment. We pulled together many ANSPs can pick up the signals,” Don Thoma, CEO at Aireon, prom- Herndon, Virginia. Meanwhile, Iridium is responsible for con- around the world to deploy the capability and share how they ised. “It is evolutionary and backward-compatible to the origi- Global Coverage — Even in Antarctica trolling the satellites out of its center 13 mi. away in Leesburg. can use it to everybody’s benefit. It has been a collaboration.” nal ADS-B spec. So, it can be used for oceanic operations. Following the final launch in January 2019, Iridium began Aireon is a new model for the ANSPs, Thoma maintains, “in Altogether, it took eight launches over two years to put up 66 certification of the satellite constellation after which Aireon that, instead of operating their own systems, they are buying We cover 100% of the globe with substantial redundancy. satellites plus six spares (with nine more stored on the ground), and its customers commenced a testing phase of the ADS-B into the space-based service. Because it is a safety-oriented func- Seventy to 80% of the time you will be in three-satellite cov- replacing the original Iridium constellation launched in the function. (Just as a footnote, think of the magnitude of this tion, we had to implement secure data circuits in the ANSPs. Ac- erage, and at the most, you might have six, and the least 1990s. Primary launch vehicle was the Space X Falcon 9, while endeavor: Sixty-six satellites had to be successfully lofted into tually, this is a fairly simple process, as it fits into their systems would be small areas around the equator where there would the first two launches were aboard Russia’s Kosmostras Dnepr their designated orbits and positioned at the proper distance easily.” In fact, it is a simple rack of equipment that plugs into the be only one. BCA rockets. The satellites were distributed 12 each among six from one another, then turned on and interlinked with each ANSP’s system, followed by certification testing.

52 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 53 Operations AIREON

Shanwick Oceanic remains a procedural control unit, but space- Then there is the safety issue — again enhanced by the per- based ADS-B allows controllers to “see” the airspace, thus spective of the view from space, where ANSPs can see traffic facilitating reduced separation and accommodating more traffic. coming before it enters their airspace, and automated features call operators’ and controllers’ attention to possible conflicts. the space-based service to continue operating in their airspace “There’s a metric that the ANSPs in the North Atlantic ap- until they could get into the field to attend their facilities there.” ply to altitude busts, or large height deviations (LHDs) of 300 Any discussion about the value of satellite-based ADS-B ft. or more,” Thoma said, “which are a persistent problem. always arrives at “efficiencies,” or how surveillance from 500 Here, with Aireon, we see the value of the difference between sm in space — an authentic “big picture” but in real time — real-time reporting of satellite-based ADS-B and the 10-min. can free operators from the limitations of procedural airspace reporting of ADS-C [Automatic Dependent Surveillance-Con- control. “This means getting the desired flight level, flying at tract, the system recently mandated in North Atlantic airspace optimal speeds and having better access to the optimal track for procedural conformity]. [of an Organized Track System],” Thoma explained. In a year “If Aireon ‘sees’ an LHD,” he continued, “it automatically in which there was substantial growth over the North Atlantic, sends a message to the pilot to check altitude. In other words, one British Airways Boeing 787 made a transit in 3 hr. thanks it sends an alert directly to the pilot — the alert no longer goes to more efficient routing. through the relevant supervisor’s desk and a subsequent radio call. This vastly reduces the time from the altitude bust to a correction. Now, for the first time, the Oceanic Control Centers COVID-19 Impact on [OCCs] can meet their target levels of safety.” Out Over the North Atlantic North Atlantic Ops To get the perspective of that space-based view of oceanic air- “In a normal year, which is to say, prior to March of this year,” space — a logical application for ADS-B because of the absence Doug Dillon, Gander Center’s general manager, told BCA, of radar surveillance — we talked with Doug Dillon, general “we were processing 550,000 North Atlantic crossings. The manager of the Gander Area Control Center (ACC) operated by Nav Canada. “We had invested in ground-based ADS-B and Organized Track System typically accommodates 50% of the were looking at opportunities for extending coverage in oce- oceanic traffic, and the other 50% is random route flights. anic airspace to utilize surveillance to reduce separation as far Right now [early fall 2020], we are down 70%; typically this east as we could,” he began. time of year we’d be working 1,600 to 1,700 flights a day; At the time, separation in the North Atlantic was 10 min. in now it’s 400 to 500.” BCA trail, a significant distance of up to 80 or 90 nm, depending on the longitude. “A radar cost $8 million to install,” Dillon said,

54 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations AIREON “while a ground-based ADS-B station cost $800,000, so we Beginning in 2015, the transition to space-based ADS-B went with the latter and began installing [ground stations] was “a significant collaborative event” between Nav Canada along the Canadian coast and in Southern Greenland. This and Britain’s NATS, as between them, the two ANSPs con- gave us the ability so see aircraft farther into oceanic airspace. trol about 85% of North Atlantic traffic. “So we knew that for Then in 2012, our CEO pitched the idea of space-based ADS-B a successful implementation,” Dillon continued, “it required with global coverage and what that could mean to our custom- us to be on the same page, a common technology platform, ers. So, we partnered with Aireon, a huge collaboration of so controllers could be able to adequately position aircraft systems, procedures, safety management and other benefits.” at the handoff points. We would have to incorporate the new If an air traffic management system could add more benefi- separation standards as well as the collaboration tool built cial flight profiles earlier and faster, more efficient and safer into the system for safety assurances.” The earlier control - operations would be possible because controllers would have ler system was called GAATS; when NATS joined the Nav “extrapolated targets” to work with. “Under procedural ops,” Canada platform, new technology requirements were devel- Dillon explained, “we had to apply longer separations because oped to launch GAATS+. All testing was collaborative, with we couldn’t actually see aircraft” — in other words, “extrapo- procedures aligned under the International Civil Aviation Or- late” where they were. ganization (ICAO) and the North Atlantic Systems Planning One of the biggest areas of improvement with space-based Group (NATSPG) regulatory umbrella. Altogether, the effort ADS-B is “the safety aspect of being able to see targets going consumed three years of development and testing — and lots from end to end between North America and Europe,” Dillon of transatlantic meetings. said. “This would give us a significant improvement to our target level of safety. The other impact is service to the customer Game Changer in terms of efficiencies: more efficient profiles, lowered separation allowing more aircraft to operate in a given area at a time.” “The first ADS-B launch went up in January 2017,” Dillon said. Normally, 85% of aircraft were getting their requested rout- “As the satellites were becoming operational, we would receive ings, flight levels and speeds (in the non-surveilled scenario), data on them, and it was impressive the coverage we could get “but we weren’t meeting all three criteria — the routing is with one satellite — two-thirds of the oceanic airspace! We could the easier one; the harder one in the non-surveilled environ- see coverage from just one satellite and see twice what was origi- ment would be the flight level. When we looked at space-based nally predicted. It took a year to get the others in place, and we ADS-B, we went from a 10- to a 5-min. longitudinal separation, went live in our domestic [Canadian] airspace first on March 19, equating from 40 to 80 nm down to 14 to 17. Due to the reduc- 2018, and on the 21st in our oceanic operations. tion in separation standards, it increased a significant capacity “As we went through the testing phase,” Dillon continued, Shanwick Oceanic remains a procedural control unit, but space- Then there is the safety issue — again enhanced by the per- to put aircraft at their most-optimal profiles. So, those were “it was apparent how robust the system was. When we started based ADS-B allows controllers to “see” the airspace, thus spective of the view from space, where ANSPs can see traffic our two biggest gains: a safety bump and a significant increase with space-based over the ocean, we were getting metrics for facilitating reduced separation and accommodating more traffic. coming before it enters their airspace, and automated features in efficiencies.” the customer where we now had real-time surveillance of every call operators’ and controllers’ attention to possible conflicts. the space-based service to continue operating in their airspace “There’s a metric that the ANSPs in the North Atlantic ap- Shanwick Oceanic Trafﬁc Figures until they could get into the field to attend their facilities there.” ply to altitude busts, or large height deviations (LHDs) of 300 AIREON 52000 Any discussion about the value of satellite-based ADS-B ft. or more,” Thoma said, “which are a persistent problem. 51000 always arrives at “efficiencies,” or how surveillance from 500 Here, with Aireon, we see the value of the difference between 50000 49000 sm in space — an authentic “big picture” but in real time — real-time reporting of satellite-based ADS-B and the 10-min. 48000 can free operators from the limitations of procedural airspace reporting of ADS-C [Automatic Dependent Surveillance-Con- 47000 46000 control. “This means getting the desired flight level, flying at tract, the system recently mandated in North Atlantic airspace 45000 optimal speeds and having better access to the optimal track for procedural conformity]. 44000 [of an Organized Track System],” Thoma explained. In a year “If Aireon ‘sees’ an LHD,” he continued, “it automatically 43000 42000 in which there was substantial growth over the North Atlantic, sends a message to the pilot to check altitude. In other words, 41000 one British Airways Boeing 787 made a transit in 3 hr. thanks it sends an alert directly to the pilot — the alert no longer goes 40000 39000 to more efficient routing. through the relevant supervisor’s desk and a subsequent radio 38000 call. This vastly reduces the time from the altitude bust to a 37000 correction. Now, for the first time, the Oceanic Control Centers 36000 35000 [OCCs] can meet their target levels of safety.” 34000 Number of Flights 33000 COVID-19 Impact on 32000 Out Over the North Atlantic 31000 30000 North Atlantic Ops 29000 To get the perspective of that space-based view of oceanic air- 28000 “In a normal year, which is to say, prior to March of this year,” space — a logical application for ADS-B because of the absence 27000 of radar surveillance — we talked with Doug Dillon, general 26000 Doug Dillon, Gander Center’s general manager, told BCA, 25000 Jan Feb Mar Apr May Jun Jul Aug Sep Oct Nov Dec “we were processing 550,000 North Atlantic crossings. The manager of the Gander Area Control Center (ACC) operated by Nav Canada. “We had invested in ground-based ADS-B and Organized Track System typically accommodates 50% of the 2014 29094 26427 31698 33823 37636 40236 41126 41693 35188 36365 30708 30915 were looking at opportunities for extending coverage in oce- 2015 29436 25493 32633 35923 39023 41825 43930 43630 40439 39333 31999 34468 oceanic traffic, and the other 50% is random route flights. anic airspace to utilize surveillance to reduce separation as far 2016 32548 30202 34216 37896 42451 44517 47372 47319 43728 42386 34467 35928 east as we could,” he began. Right now [early fall 2020], we are down 70%; typically this 2017 35497 31194 34366 40332 44652 47471 49910 49261 46045 43614 35591 35992 At the time, separation in the North Atlantic was 10 min. in time of year we’d be working 1,600 to 1,700 flights a day; 2018 33752 31390 34265 40448 45161 47976 50657 49571 46400 44097 36477 37500 now it’s 400 to 500.” BCA trail, a significant distance of up to 80 or 90 nm, depending on the longitude. “A radar cost $8 million to install,” Dillon said, 2019 33757 32445 37663 45018 45700 48911 50673 49420 47249

54 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 55 Operations 11.4K 10.2K 10K 8.4K equipped aircraft in the en - 6.1K tire North Atlantic between Nav Canada and NATS. It 4.9K is second to none in terms 5K of our goals. Unfortunately, the pandemic has slowed us AIREON down in terms of gaining our 0K full benefits, but neverthe- 2019_04 2019_05 2019_06 2019_07 2019_08 less, it still provides significant safety benefits and reduction of separation. It has been a “No Assigned Speed” trial commenced on April 15 and during the game-changer for oceanic airspace and is proving to be a solid 169 elapsed days to Sept. 30, 52,309 flights have been cleared to system.” “Resume Normal Speed” for a cumulative total of 2,684,188 minutes, And the safety payoff includes flight profiles that might be with an average duration per cleared flight of c. 51 minutes. out of conformance in terms of lateral and vertical deviations An average of 310 flights per day are being instructed to “Resume with their operators’ clearances. “Our system knows the trajec- Normal Speed”, representing 38% of all eastbound flights. tory of every aircraft and its profile,” Dillon claimed, “and if the Peak day (Aug. 21) 483 flights (c. 57%) of all eastbound flights. target deviates from that profile, it will immediately alert the Lowest day (July 29) 62 flights (c. 12%) of all eastbound flights. controller that the aircraft is deviating in either the horizontal or vertical plane.” The ANSPs are also implementing a “devia- devise a strategy for joint ways of managing the two ANSPs’ tion tool” that gives the controller the ability to protect aircraft mutual oceanic airspace with more consistency. in the case of weather deviations, based on the deviating pilot’s “We’d agreed with them that this was something we wanted request. “In the procedural world, when pilots needed to de- to develop, and we already had their software, so we were using viate around buildups, often an ATC clearance would not be the same systems as Gander,” he told BCA. Given the mutual available,” Dillon said, “and the pilots would take contingency use of the software, it was then an easy step to integrate the procedures for the deviation with the knowledge of traffic Aireon data into the NATS system. passed to them. With surveillance and the reduction of separa- In the busy months before the pandemic, ops performance tion standards, we can now provide deviation clearances while manager Jacob Young said, “We were receiving 130 million having a system monitoring the aircraft’s profile.” ADS-B reports into Shanwick, the busiest oceanic control Thanks to these tools, gross navigation errors (GNEs) have center in the world.” (The Irish Aviation Authority’s Shan - almost become “a thing of the past” because oceanic controllers non Center and Prestwick Center jointly control the Shan - receive early warnings of deviations. “We can message to the wick Oceanic Control Area.) avionics automatically so that, prior to entering oceanic air - Rob Mitchell has been an oceanic operational controller at space, the system can probe the avionics to ensure the recorded Prestwick for 14 years, enough time to live through the transi- profile matches the profile protected by the ATC system,” Dil- tion from “old school” procedural control to today’s Automatic lon said. This is in lieu of the old read-back by the crew and the Dependent Surveillance and Controller-Pilot Data Link Com- possibility that the course might be entered incorrectly. Now, munication (CPDLC) systems. The former tells controllers if there is an incorrect coordinate, the system can determine it where aircraft are — or confirms where they’re supposed to and alert the pilot. (This is an ADS-C function that is also being be — while the latter facilitates textual communication in lieu implemented for space-based ADS-B.) of scratchy, interference-prone high frequency (HF) radio. Together, these technologies transform oceanic air traffic A Controller’s Perspective management from a level of assumption to one of knowledge. “We were operating in an old-school environment in many At NATS’ Prestwick Center, development head Jim Nelmes ways,” Mitchell began, “a hands-off approach to control us- recognized the long-running partnership with Nav Canada to ing procedural operations. It’s not quite real ATC, which for most controllers is a desire to actually run a radar sector. The GAATS system didn’t change on the opening day [of space-based ADS-B surveillance] — we still had our map How Secure Is displays, paper strips, and so forth — but the reality of the [existing] situation was guesswork on where we thought the aircraft were. And all of a sudden, we were not procedural Satellite-Based ADS-B? airspace controllers anymore — now we could match the “ADS-B has built into it a figure of merit that tells you the situation to where the aircraft actually were. A powerful performance of the GPS information imbedded in the ADS-B moment! We now had that capability on our own sectors — message,” Aireon CEO Don Thoma told BCA. “If there was in- doing things we could only imagine.” In other words, oceanic controllers could “see” the aircraft they were vested with terference, it would flag that aircraft so that controllers would controlling — and for which they were ensuring safety. Pow- see that its avionics were miss-performing, and they could erful, indeed. adjust separation.” In the past, controllers played catch-up, responding to mes- In addition to that, there is the case of multiplicity of satel- sages from their aircraft or neighboring sectors. “But now we lites. “If an aircraft is being spoofed,” Thoma explained, “we are getting the ability of seeing the aircraft before they enter our sectors,” Mitchell continued. “We have a service volume can tell if it is not in the place where it says it is — a triangu- area that not only encompasses our airspace but 200 nm all lation process.” BCA around it, another safety feature allowing us to perform con - formance checks on known aircraft plus those on the way in.”

56 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations 11.4K 10.2K 10K 8.4K equipped aircraft in the en - 6.1K Not only that, but Shanwick can see domestic traffic in U.K. or oceanic controller having responsibility for where aircraft tire North Atlantic between and Spanish airspace that abuts its sector. “There are a lot of actually are in the relevant airspace. Nav Canada and NATS. It 4.9K aircraft transiting through there but not entering oceanic air- “We are still a procedural control unit,” Mitchell pointed is second to none in terms 5K space,” Mitchell said. “We can see them, too, and in the event out, “but by planning aircraft into oceanic airspace safely, we of our goals. Unfortunately, that any of them get too close to our airspace or enter it, we can control more aircraft. What ADS-B has allowed us to do is the pandemic has slowed us AIREON would get an alert.” to have more up-to-date information on what is going on — a down in terms of gaining our Another place where non-oceanic traffic could be seen with contingency, a deviation, level busts, an aircraft routing to an 0K full benefits, but neverthe- 2019_04 2019_05 2019_06 2019_07 2019_08 Aireon ADS-B was the area adjacent to the southeastern cor- incorrect position, and so forth. Very much in the past we were less, it still provides signifi- ner of the Shanwick OCA. Young explained: “Another benefit playing catch up in terms of what aircraft were doing, and now cant safety benefits and reduction of separation. It has been a “No Assigned Speed” trial commenced on April 15 and during the we have now is the ability of non-data-link aircraft [i.e., those we can see them leaving oceanic to domestic airspace. game-changer for oceanic airspace and is proving to be a solid 169 elapsed days to Sept. 30, 52,309 flights have been cleared to not equipped with the now-mandated CPDLC avionics] to tra- “We can act on incorrect flight levels — sometimes innocent system.” “Resume Normal Speed” for a cumulative total of 2,684,188 minutes, verse the southeast corner of our airspace from Ireland to the and sometimes a precursor to what might happen. A lower And the safety payoff includes flight profiles that might be with an average duration per cleared flight of c. 51 minutes. Canaries, and had we not implemented the system, they would flight level might indicate the aircraft is having a problem and out of conformance in terms of lateral and vertical deviations An average of 310 flights per day are being instructed to “Resume have flown around that airspace, and now they can fly through we can move other aircraft out of the way. Often when an is- with their operators’ clearances. “Our system knows the trajec- Normal Speed”, representing 38% of all eastbound flights. the airspace, plus we have added VHF comm on two specific sue develops, there isn’t time for the aircraft to call in, as the tory of every aircraft and its profile,” Dillon claimed, “and if the Peak day (Aug. 21) 483 flights (c. 57%) of all eastbound flights. routes that run along our boundary with Brest. This provides crew is handling a problem — remember the mantra, ‘aviate, target deviates from that profile, it will immediately alert the Lowest day (July 29) 62 flights (c. 12%) of all eastbound flights. reduced separation with an option to enter our airspace. That navigate, communicate, in that order.’ Now we get a notification controller that the aircraft is deviating in either the horizontal corner is particularly busy on a daily basis.” immediately if there is a change in height. Now we can be a lot or vertical plane.” The ANSPs are also implementing a “devia- devise a strategy for joint ways of managing the two ANSPs’ Now, because Shanwick controllers can see aircraft 200 more proactive.” tion tool” that gives the controller the ability to protect aircraft mutual oceanic airspace with more consistency. nm before they enter their system, they have a valuable assist In their training and annual recertification, controllers are in the case of weather deviations, based on the deviating pilot’s “We’d agreed with them that this was something we wanted for their decision making. “With time restrictions, there are taught “what an aircraft is supposed to do,” Mitchell said, “but request. “In the procedural world, when pilots needed to de- to develop, and we already had their software, so we were using concerns,” Mitchell said, “and previously, we had to call the we don’t always know when and how that were to happen. With viate around buildups, often an ATC clearance would not be the same systems as Gander,” he told BCA. Given the mutual appropriate control system and get a radar check on when an ADS-B, I can see now how they are doing what they are sup - available,” Dillon said, “and the pilots would take contingency use of the software, it was then an easy step to integrate the aircraft would meet our boundary — now we can see it, and we posed to do — a reassurance. I now have the knowledge of what procedures for the deviation with the knowledge of traffic Aireon data into the NATS system. have tools to make decisions on how to handle it.” the crews are up against and how they are handling it and I can passed to them. With surveillance and the reduction of separa- In the busy months before the pandemic, ops performance be sympathetic to the users.” tion standards, we can now provide deviation clearances while manager Jacob Young said, “We were receiving 130 million More Real-Time Info While North Atlantic airspace is still procedural, control - having a system monitoring the aircraft’s profile.” ADS-B reports into Shanwick, the busiest oceanic control lers can now see it, thanks to space-based ADS-B. “There are Thanks to these tools, gross navigation errors (GNEs) have center in the world.” (The Irish Aviation Authority’s Shan - There are two functional controllers in an oceanic control cen- clear benefits from the surveillance environment,” Mitchell almost become “a thing of the past” because oceanic controllers non Center and Prestwick Center jointly control the Shan - ter: the planning controller responsible for clearing aircraft claimed. “We can now react to things we could not see before receive early warnings of deviations. “We can message to the wick Oceanic Control Area.) from domestic to oceanic airspace and the en route controller — a huge safety benefit. And because of it, we can now reduce avionics automatically so that, prior to entering oceanic air - Rob Mitchell has been an oceanic operational controller at space, the system can probe the avionics to ensure the recorded Prestwick for 14 years, enough time to live through the transi- profile matches the profile protected by the ATC system,” Dil- tion from “old school” procedural control to today’s Automatic lon said. This is in lieu of the old read-back by the crew and the Dependent Surveillance and Controller-Pilot Data Link Com- SAR Tool possibility that the course might be entered incorrectly. Now, munication (CPDLC) systems. The former tells controllers Yet another benefit harvested from Aireon satellite-based process of obtaining the last-known position of an aircraft. if there is an incorrect coordinate, the system can determine it where aircraft are — or confirms where they’re supposed to ADS-B is data enabling the tracking of equipped aircraft for The service then responds with a map depicting the last 15 and alert the pilot. (This is an ADS-C function that is also being be — while the latter facilitates textual communication in lieu search-and-rescue purposes. This has led to a spinoff joint min. of the distressed aircraft’s flight with one plot per min- implemented for space-based ADS-B.) of scratchy, interference-prone high frequency (HF) radio. Together, these technologies transform oceanic air traffic venture, Aireon Aircraft Location AIREON ute and a 4-D report including A Controller’s Perspective management from a level of assumption to one of knowledge. and Emergency Response Track- altitude, latitude, longitude and “We were operating in an old-school environment in many ing (ALERT), with the Irish Avia- time data.Aireon and IAA do not At NATS’ Prestwick Center, development head Jim Nelmes ways,” Mitchell began, “a hands-off approach to control us- tion Authority (IAA), itself one of charge for the service recognized the long-running partnership with Nav Canada to ing procedural operations. It’s not quite real ATC, which for the founding partners of Aireon. Among cases where ALERT most controllers is a desire to actually run a radar sector. The GAATS system didn’t change on the opening day [of ALERT, which went live in July has been used, one involved a space-based ADS-B surveillance] — we still had our map 2019 and is claimed to operate missing Cessna Centurion in the How Secure Is displays, paper strips, and so forth — but the reality of the as a public service, provides Bahamas in December 2019. An [existing] situation was guesswork on where we thought the Air Navigation Service Provid- SAR team activated the service aircraft were. And all of a sudden, we were not procedural ers (ANSPs), airlines and other and Aireon data showed the last- Satellite-Based ADS-B? airspace controllers anymore — now we could match the “ADS-B has built into it a figure of merit that tells you the situation to where the aircraft actually were. A powerful commercial operators, aviation known ADS-B position to be 2 nm Aireon ALERT plot depicting last five minutes of Cessna moment! We now had that capability on our own sectors — regulators, and search-and-res- from where the team’s helicop- performance of the GPS information imbedded in the ADS-B Centurion’s descent into ocean in the Bahamas in 2019. message,” Aireon CEO Don Thoma told BCA. “If there was in- doing things we could only imagine.” In other words, oceanic cue services with the last known ter was conducting a grid search. controllers could “see” the aircraft they were vested with position of any ADS-B-equipped aircraft anywhere in the world The helicopter was redirected to the last ADS-B ping location terference, it would flag that aircraft so that controllers would controlling — and for which they were ensuring safety. Pow- since Aireon offers global ADS-B coverage. The service is and found the pilot treading water in the ocean after the air- see that its avionics were miss-performing, and they could erful, indeed. adjust separation.” In the past, controllers played catch-up, responding to mes- managed by IAA out of its North Atlantic Communications craft had sunk. In addition to that, there is the case of multiplicity of satel- sages from their aircraft or neighboring sectors. “But now we Centre at Ballygirreen, County Clare, Ireland. As of this fall, ALERT had registered 394 users: 308 orga- lites. “If an aircraft is being spoofed,” Thoma explained, “we are getting the ability of seeing the aircraft before they enter ALERT users need not be Aireon or IAA customers; how- nizations from 119 countries of which 145 were airlines, 108 our sectors,” Mitchell continued. “We have a service volume ever, they must register with the service so that they can were ANSPs, 67 were regulators, 57 were SAR groups, and can tell if it is not in the place where it says it is — a triangu- area that not only encompasses our airspace but 200 nm all access the Centre to report an emergency and activate the 17 were unclassified. BCA lation process.” BCA around it, another safety feature allowing us to perform con - formance checks on known aircraft plus those on the way in.”

56 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 57 Operations

the Middle East. Flow control is its raison d’etre and air transportation at modern levels simply could not function across the Aireon Milestones Continent without it. (See “Eurocontrol and Business Aviation, Parts 1 and 2,” BCA, October 2019, and November 2019.) In only its first year of service (March 2019 to March 2020), Eurocontrol began harvesting Aireon’s ADS-B data in Feb- Aireon ADS-B has chalked up these service milestones: ruary of this year. The applications include: Average update rate to controller (i.e., latency): Flow management. ▶ ▶ Crisis management. approximately 2 sec. ▶ Contingency management, e.g., in case other data sources Aircraft using Aireon for tracking and GADSS (Global ▶ ▶ are temporarily unavailable. Aeronautical Distress & Safety System): >8,000. Safety assessments. ▶ Times Aireon data used for accident investigations: 40. Environmental monitoring. ▶ ▶ Number of satellites overlapping most of the globe at Performance monitoring of all sorts. ▶ ▶ Airport-related applications. once, allowing independent validation: three. ▶ Research and development. In addition, these key statistics were racked up for North ▶ “We get the data from the space-based system and are using it Atlantic operations during the same period: as an additional input to our applications,” Rekkas said. For Air Separation achieved in the NAT as a result of ▶ Traffic Flow Management (ATFM), Eurocontrol will use ADS-B satellite-based ADS-B surveillance: 14/15 nm. data for flight trajectory prediction in order to better estimate Reduction in large-height deviations (LHDs): when aircraft will arrive in its airspace; software is currently be- ▶ approximately 30%. ing integrated into the Eurocontrol Network Manager and will be fully operational in early 2021. “Space-based ADS-B will provide Reduction in time spent at uncleared level: 94% (from ▶ us with information we did not previously have from outside the 48 to 3 min. average). European network that can improve the quality of our trajectory Previously undetected safety events: 62. predictions,” he said. “With the space-based ADS-B service, we ▶ now have traffic data up to 6 hr. out from European airspace borders in support of our flow-management systems. This is ex- the separation standards. And again, because of the benefits of tremely important.” having ADS-B in our airspace, we have managed to keep the The data can be used in other ways, too. “For example,” same amount of controllers and still increase capacity in the Rekkas continued, “we get it for environmental monitoring to sectors. We have been able to absorb the rise in traffic with see how the aircraft are flying close to the airports for more these tools.” efficient routing. And we can use it for safety monitoring. We Another windfall from space-based ADS-B involves service use it for crisis cases such as the current COVID pandemic in benefits. “We can absorb the increase in traffic with lower sep- order to monitor the traffic evolution and patterns in specific aration standards,” Mitchell said. “We have the tools that can parts of the airspace like the Middle East. We are also using do a sweep and look ahead to, for example, allow a requested it as input for seeing how systems are performing — a quality change in flight level. And the system can check to ensure a monitoring tool, if you will. Every application has a different planned level change has actually happened. We can give you way of using the data.” more if you ask for it. Predominantly, the comm is by CPDLC, The data is delivered by Aireon in two ways. The first is but we are still using HF. Also, satcom is being used more — it live-streamed every minute for the agreed area. “This is suit- is always a backup to CPDLC and HF.” able for ATFM,” Rekkas said. The second option is historical But, according to Young, the biggest service delivery benefit information from an Aireon database that arrives at a higher with oceanic ADS-B passed on to customers is separation re- data rate (on the order of seconds), and supports a variety of duction from 40 to 14 nm, packing more aircraft into the same other applications. volume of airspace. “Last year, we handled 508,000 flights in Does Eurocontrol share the Aireon data with its member our airspace,” he said. “The way we look at our performance is states? “We cannot provide the space-based ADS-B data itself to how often an aircraft gets a request satisfied. Prior to Aireon, the Eurocontrol member states,” Rekkas said. “But we can pro- we were getting 62%, but after ADS-B was introduced, we got a vide the processed information — the output of the applications 10% improvement in the first year, and what that improvement using the data. But in practice, all our applications aim at perfor- meant was that 8,000 fewer flights had an ATC-enforced level mance benefits to the member states and other stakeholders.” change, and 7,000 fewer aircraft were given an entry point The key benefit is improved predictability. “We know better change. The second number is crucial because what it means is when the trajectories will appear in European airspace. The cur- that we were able to halve the number of flights receiving entry rent level of traffic predictability at the boundary of European air- point changes, reducing the number of miles added onto those space is estimated to be significantly less than in the core area.” flights previously.” This is because the peripheral ANSPs did not have sufficiently accurate information outside their borders for the incoming traf- A Different Use of ADS-B fic, so were relying on predictions based on flight plans, which are not as accurate as the surveillance information. At Eurocontrol in Brussels —the only Aireon customer not us- Reduced predictability results in sector capacities having ing the ADS-B service for surveillance — Christos Rekkas, head to be set at conservative levels with capacity buffers in order of surveillance and code, described Aireon as “a useful tool for to avoid over-delivery of traffic. This, in turn, results in un - many applications but especially for flow management.” To fully derutilization and reduced capacity and efficiency. “Now they understand this, consider that the intergovernmental agency will know exactly when the aircraft will arrive, and this will coordinates air traffic management among 41 Western Euro- improve predictability. We would consequently like to unlock pean member states and two associates in North Africa and the capacity buffers, and we expect that the Aireon data will

58 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA Operations

AIREON Miami Center is currently the Middle East. Flow control is its raison d’etre and air trans- conducting operational trials targets to the degree necessary for separation. “In that case, it portation at modern levels simply could not function across the in Caribbean and Atlantic oceanic becomes a situational-awareness tool,” Thoma suggested. And Aireon Milestones Continent without it. (See “Eurocontrol and Business Aviation, airspace with Aireon satellite- conventional surveillance radar will continue to be used in busy Parts 1 and 2,” BCA, October 2019, and November 2019.) based ADS-B. terminal areas to sort out the traffic. (See “Whither Analog Na- In only its first year of service (March 2019 to March 2020), Eurocontrol began harvesting Aireon’s ADS-B data in Feb- vaids?” BCA, October 2020.) Aireon ADS-B has chalked up these service milestones: ruary of this year. The applications include: “But you can also see everything, including general avia- Average update rate to controller (i.e., latency): Flow management. tion aircraft with bottom-mounted antennas, and you can see ▶ ▶ Crisis management. that their performance is not as good, so it gives you a tool to approximately 2 sec. ▶ Contingency management, e.g., in case other data sources measure avionics performance on board the aircraft. That in- Aircraft using Aireon for tracking and GADSS (Global ▶ ▶ are temporarily unavailable. formation is reported to our customers by aircraft ID and tail Aeronautical Distress & Safety System): >8,000. Safety assessments. number. Aviation is built on multiple layers of redundancy, and ▶ Times Aireon data used for accident investigations: 40. Environmental monitoring. this is one more layer of surveillance.” ▶ ▶ Number of satellites overlapping most of the globe at Performance monitoring of all sorts. Will Aireon’s space-based ADS-B replace ADS-C in oceanic ▶ ▶ Airport-related applications. airspace? “Both have their merits,” Dillon at Gander main- once, allowing independent validation: three. ▶ Research and development. allow us to do this. In summary, we try to push the periphery tained. “ADS-B allows for full-time monitoring, but ADS-C In addition, these key statistics were racked up for North ▶ “We get the data from the space-based system and are using it to align with the core area with respect to predictability levels.” provides a frontal view of what the aircraft is going to do, a Atlantic operations during the same period: as an additional input to our applications,” Rekkas said. For Air projection of where it’s going to be. So both have their place. Separation achieved in the NAT as a result of ▶ Traffic Flow Management (ATFM), Eurocontrol will use ADS-B Satellite-Based ADS-B’s Future “Aireon is stable and reliable,” he concluded, “systems are be- satellite-based ADS-B surveillance: 14/15 nm. data for flight trajectory prediction in order to better estimate having, acceptance has transitioned well, and it’s hard to give the Reduction in large-height deviations (LHDs): when aircraft will arrive in its airspace; software is currently be- So, what other tasks will space-based ADS-B be put to? “We full benefits now because it’s only been operational for a year and ▶ approximately 30%. ing integrated into the Eurocontrol Network Manager and will be just completed a release . . . for a capability to see aircraft on we have the COVID-19 pandemic that has reduced traffic.” BCA fully operational in early 2021. “Space-based ADS-B will provide the surface — that is, in the airport environment,” Aireon CEO Reduction in time spent at uncleared level: 94% (from ▶ us with information we did not previously have from outside the Thoma told BCA. “A major benefit of a satellite-based system is 48 to 3 min. average). European network that can improve the quality of our trajectory that everything is software-defined, meaning we can upgrade Previously undetected safety events: 62. predictions,” he said. “With the space-based ADS-B service, we the software in the satellites. Thus, we have an ability to en - ▶ Aireon Customers now have traffic data up to 6 hr. out from European airspace hance the system.” borders in support of our flow-management systems. This is ex- The next standard for ADS-B (DO260C) will include weather Since officially launching its satellite-borne ADS-B program the separation standards. And again, because of the benefits of tremely important.” information coming off the aircraft. “One [software] change in 2015, Aireon LLC, has signed 16 customers — 15 Air having ADS-B in our airspace, we have managed to keep the The data can be used in other ways, too. “For example,” can go across the whole constellation,” Thoma noted. “We have Navigation Service Providers (ANSPs) plus Eurocontrol; as same amount of controllers and still increase capacity in the Rekkas continued, “we get it for environmental monitoring to been investing heavily in how to make the data available to ad- of press time, two more ANSPs were in the process of being sectors. We have been able to absorb the rise in traffic with see how the aircraft are flying close to the airports for more ditional applications, not just ATC surveillance — a capability integrated into the service and will probably be announced as these tools.” efficient routing. And we can use it for safety monitoring. We in a cloud-based environment to host the data and provide tools Another windfall from space-based ADS-B involves service use it for crisis cases such as the current COVID pandemic in for use in other applications. Flight Aware is already providing this is published. All of the ANSPs are or will be using Aireon benefits. “We can absorb the increase in traffic with lower sep- order to monitor the traffic evolution and patterns in specific a service to airlines using our data. For Airbus and Passur, ADS-B for surveillance; Eurocontrol is harvesting data from aration standards,” Mitchell said. “We have the tools that can parts of the airspace like the Middle East. We are also using which have customers in the airport environment, we can pro- the service for use in air traffic flow management. do a sweep and look ahead to, for example, allow a requested it as input for seeing how systems are performing — a quality vide a tool-set they can use to support those customers.” Aireon is a partnership of the Iridium satellite telephone change in flight level. And the system can check to ensure a monitoring tool, if you will. Every application has a different Gander Center’s Dillon looks out 10 years when “adding company, Nav Canada, the U.K.’s NATS, Italy’s ENAV, the planned level change has actually happened. We can give you way of using the data.” the fourth dimension of time gives the users predictability for more if you ask for it. Predominantly, the comm is by CPDLC, The data is delivered by Aireon in two ways. The first is profiles allowing efficient use of departure and arrival times Irish Aviation Authority and Naviair of Denmark. The satellite- but we are still using HF. Also, satcom is being used more — it live-streamed every minute for the agreed area. “This is suit- as well as more control over contingency fuel, as less can be based ADS-B service became active in March 2019. is always a backup to CPDLC and HF.” able for ATFM,” Rekkas said. The second option is historical carried. In other words, you can better cope with a predictable The customers identified by Aireon are: But, according to Young, the biggest service delivery benefit information from an Aireon database that arrives at a higher profile rather than having to plan for worst-case scenarios.” Nav Canada. with oceanic ADS-B passed on to customers is separation re- data rate (on the order of seconds), and supports a variety of Prestwick Center’s Young believes the ability afforded by ▶ NATS (U.K. National Air Traffic Services). duction from 40 to 14 nm, packing more aircraft into the same other applications. ADS-B to satisfy service requests will allow future develop - ▶ IAA (Irish Aviation Authority). volume of airspace. “Last year, we handled 508,000 flights in Does Eurocontrol share the Aireon data with its member ments like reducing the number of OTS tracks and eventually ▶ Naviair (Denmark). our airspace,” he said. “The way we look at our performance is states? “We cannot provide the space-based ADS-B data itself to get to eliminate the track structure altogether. “The difference ▶ how often an aircraft gets a request satisfied. Prior to Aireon, the Eurocontrol member states,” Rekkas said. “But we can pro- in performance of aircraft on random routes and on the tracks ENAV (Italy). ▶ we were getting 62%, but after ADS-B was introduced, we got a vide the processed information — the output of the applications is getting closer and closer,” he observed, “and the likelihood DC-ANSP (Curacao). 10% improvement in the first year, and what that improvement using the data. But in practice, all our applications aim at perfor- of getting the route you want in the random area is increas - ▶ ATNS (Air Traffic and Navigation Services South Africa). meant was that 8,000 fewer flights had an ATC-enforced level mance benefits to the member states and other stakeholders.” ing due to ADS-B.” As a result, the benefits of the OTS are ▶ CAAS (Civil Aviation Authority Singapore). change, and 7,000 fewer aircraft were given an entry point The key benefit is improved predictability. “We know better decreasing “because you can get what you want more often in ▶ SCAA (Seychelles Civil Aviation Authority). change. The second number is crucial because what it means is when the trajectories will appear in European airspace. The cur- the random area.” ▶ that we were able to halve the number of flights receiving entry rent level of traffic predictability at the boundary of European air- Will space-based ADS-B replace ground-based ADS-B? ISAVIA (Icelandic Civil Aviation Administration). ▶ point changes, reducing the number of miles added onto those space is estimated to be significantly less than in the core area.” “There are still areas where you need ADS-B on the ground,” ASECNA (Agency for Aerial Navigation Safety in Africa flights previously.” This is because the peripheral ANSPs did not have sufficiently Thoma said, such as “highly congested areas needing redun- ▶ and Madagascar). accurate information outside their borders for the incoming traf- dancy and clarity with multiple forms of surveillance including PNGASL (Papua New Guinea Air Services Ltd.). A Different Use of ADS-B fic, so were relying on predictions based on flight plans, which are radar. On the positive side, we were quite surprised with the ▶ AAI (Airports Authority of India). not as accurate as the surveillance information. amount of coverage we could get from space — the payloads are ▶ At Eurocontrol in Brussels —the only Aireon customer not us- Reduced predictability results in sector capacities having very high performance. The system allows multiple coverage COCESNA (Corporacion Centroamericana de Servicios ▶ ing the ADS-B service for surveillance — Christos Rekkas, head to be set at conservative levels with capacity buffers in order — at least three satellites can see the aircraft over 80% of the de Navegacion Aerea of Central America). of surveillance and code, described Aireon as “a useful tool for to avoid over-delivery of traffic. This, in turn, results in un - Earth, so at least 80% of aircraft can be seen by three satellites.” FAA. many applications but especially for flow management.” To fully derutilization and reduced capacity and efficiency. “Now they However, since one satellite can see the whole U.S., it can ▶ Eurocontrol (European Organisation for the Safety of understand this, consider that the intergovernmental agency will know exactly when the aircraft will arrive, and this will pick up all the equipped aircraft, and that’s a lot of signals. So, ▶ coordinates air traffic management among 41 Western Euro- improve predictability. We would consequently like to unlock in congested areas like New York, Chicago, Atlanta or Los An- Air Navigation). pean member states and two associates in North Africa and the capacity buffers, and we expect that the Aireon data will geles, it becomes challenging to deliver the information on the

58 Business & Commercial Aviation | November 2020 AviationWeek.com/BCA AviationWeek.com/BCA Business & Commercial Aviation | November 2020 59 20/Twenty red eore ei i fre[email protected] Gulfstream G450 Third-generation GIV — good value in large cabin

SAM B M S AS provides unsurpassed situational awareness. The automated of the legacy Gulfstream jets with roots to Grumman’s original systems reduce pilot workload and graphic systems synoptic Gulfstream I turboprop. Savannah built more than 360 units keep the crew in the loop. during its 14-year production run before replacing it with the Gulfstream’s product support is one of operators’ favorite far more capable GVII-G500. features. Basic maintenance intervals are 12-months or 500 hr., Typically priced at $7 million to $8 million on the resale mar- whichever comes first. The carbon/carbon wheel brake heat ket, the G450 is one of the least expensive, large-cabin aircraft packs last 2,000 landings or more. TBO for the Tay 611-8c is capable of flying eight passengers over 4,200 nm at Mach 0.80 12,000 hr., but most aircraft will time out at 120 months, requir- and landing with 200-nm NBAA IFR reserves. It has nearly ing a $1 million overhaul for each engine. Pay-per-hour Rolls- 200-nm more range than the first- or second-generation GIV Royce Corporate Care, though, averages $400 per engine. FMS or GIV-SP aircraft due to subtle drag reduction modifications CDUs, emergency batteries, the engine fire detection control and upgraded RR Tay Mk 611-8C turbofans. The G450 also has box, the horizontal stab actuation motor and APU starter pose a larger capacity APU with revised intake and exhaust ducting occasional problems for operators.

that greatly reduces external noise. GULFSTREAM The G450 retains the basic GIV airframe, but it incorporates the GV’s automated electrical and pressurization systems, plus it has a relocated cabin door, GV’s higher aileron servo boost and automatic anti-ice control systems, among other changes. The entire nose of the G550 (aka GV-SP) was grafted onto the airplane, thus air crews enjoy a much needed 12-in. stretch to the cockpit. Its PlaneView flight deck, also adapted from the G550, features four large LCD displays, along with standard HUD with EVS. Numerous optional Aircraft Service Change (ASC) bulletins give G450’s PlaneView many capabilities that are standard in G500’s Symmetry system. Synthetic vision PFDs (ASC 037B), CPDLC/ FANS1/A (ASC 071), Honeywell Runway Awareness and Advi- In daily operations, crews say they ballpark fuel flow at 3,000 sory System (ASC 040A), and TCAS 7.1 (ASC 077) are among lb./hr. on average. First hour fuel burn is 3,200 lb., decreasing 100 the features. ADS-B OUT requires the ASC 912B, or later, Plane– lb./hr. for the next four hours. The aircraft can comfortably fly 9.5 View operating system software, plus WAAS GPS (ASC 059D) hr. and land with NBAA reserves. Normal cruise speed is Mach and Mode S ES transponder (ASC 079B) upgrades. Operators 0.80 for shorter missions, but the longest, 4,350-nm missions are strongly recommend G450 buyers check aircraft for the latest flown at 0.77, depending upon aircraft weight. Gulfstream’s ad- ASC 912C PlaneView operating system upgrade. vertised 43,200 lb. BOW is realistic for the average equipped air- The airframe, systems and engines are rock-solid reliable, craft. Push up speed to 0.85M and range decreases to 3,300 nm. but cabin management system components are showing their The G450’s main competitors are Bombardier Global 5000 ages, especially the half dozen, or so, encoding and decoding and Dassault Falcon 900EX, respectively having ten-inch and interface boxes that link various components to the digital five-inch wider cross sections. Global 5000 essentially has the backbone. Some operators are swapping out the original CMS same cabin length as G450, but Falcon 900EX has a 3.8-ft. for the higher tech and more robust Collins Venue CMS. And shorter cabin, thus three seating areas are more cramped. they’re upgrading to GoGo Biz Avance L5 air-to-ground in- Having leading edge slats, both large-cabin competitors have ternet systems, capable of 200 to 250 kb connectivity speeds. better runway performance than the “hard wing” G450. In addition to text messaging, passengers can use portable The Global 5000 can fly eight passengers 5,500 nm while phones for WiFi calling when in line of sight range of GoGo’s cruising at Mach 0.82. But, being a larger and heavier aircraft, ground stations. Budget $200,000 for the upgrade. it’s also considerably thirstier. In contrast, the lighter weight The main cabin typically is divided into three sections. There Falcon 900LX can fly eight passengers 4,500+ nm and it gets is a four-seat club section up front, a four-seat conference section better fuel mileage, but it also cruises at Mach 0.75 to 0.78 with a credenza or two facing chairs in the center and an aft on the longest missions. Now that G500 deliveries are in full semi- or fully private stateroom with a divan and/or other furni- swing, there’s downward pressure of G450 resale prices. ture. Forward and aft vacuum lavatories are standard. The COVID-19 crisis has further depressed the market. Thus, The G450 is more enjoyable to fly than previous GIV mod- if you’re interested in stepping up to a long-range, large-cabin els because the ailerons have higher power boost. PlaneView Gulfstream, G450 could be quite a bargain in late 2020.BCA

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The automated rience in aircraft charter, leasing and management. of the legacy Gulfstream jets with roots to Grumman’s original systems reduce pilot workload and graphic systems synoptic Aircrat ighting nternational 3rd Cover Airshare Lenea, Kansas, promoted Ale ran to chief operating officer and Ben Gulfstream I turboprop. Savannah built more than 360 units keep the crew in the loop. aircraftlighting.com ▶ Petersen has been named director of operations. Fran oined Airshare in 200, most during its 14-year production run before replacing it with the Gulfstream’s product support is one of operators’ favorite Airpower Sotware roup nc Page 9 recently serving as vice president of flight operations. Petersen, who oined the com- far more capable GVII-G500. features. Basic maintenance intervals are 12-months or 500 hr., aircraftbudgetanalyzer.com pany in 200, was the chief pilot. Typically priced at $7 million to $8 million on the resale mar- whichever comes first. The carbon/carbon wheel brake heat A Membership Page 5 ket, the G450 is one of the least expensive, large-cabin aircraft packs last 2,000 landings or more. TBO for the Tay 611-8c is Bombardier Aiation Montreal, Canada, named Marc Beaudette general manager of aviationweek.com/awininfo ▶ capable of flying eight passengers over 4,200 nm at Mach 0.80 12,000 hr., but most aircraft will time out at 120 months, requir- the company’s facility in Fort Lauderdale, Florida. Beaudette was head of the Bombar- and landing with 200-nm NBAA IFR reserves. It has nearly ing a $1 million overhaul for each engine. Pay-per-hour Rolls- Business eneral dier Tucson Service Center. Michel Menard has oined Bombardier as general manager 200-nm more range than the first- or second-generation GIV Royce Corporate Care, though, averages $400 per engine. FMS Aiation Conerence Page 3 of the Tucson center. Menard previously served as vice president and general manager or GIV-SP aircraft due to subtle drag reduction modifications CDUs, emergency batteries, the engine fire detection control conf.events/bga of StandardAero and Dassault Aircraft Services. Connecticut Aeronautical istorical Association - ew ngland Air Museum and upgraded RR Tay Mk 611-8C turbofans. The G450 also has box, the horizontal stab actuation motor and APU starter pose Business Aiation Page 2 ▶ a larger capacity APU with revised intake and exhaust ducting occasional problems for operators. aviationweek.com/bagroups announced that obert Bob Stangarone has been named chairman of the board that greatly reduces external noise. GULFSTREAM and president of the effective immediately. Stangarone succeeds Scott Ashton, who The G450 retains the basic GIV airframe, but it incorporates Continuum Applied echnology Page 62 has served in the role for the past 12 years. Ashton will remain on the board as past corridor.aero the GV’s automated electrical and pressurization systems, plus president for a one-year term. Stangarone has held senior management positions with it has a relocated cabin door, GV’s higher aileron servo boost Corporate Angel etwor Page 25 United Technologies’ Pratt hitney and Sikorsky units, Rolls-Royce, Litton, Fairchild and automatic anti-ice control systems, among other changes. corpangelnetwork.org Dornier, Cessna Aircraft and Embraer. The entire nose of the G550 (aka GV-SP) was grafted onto the ational Aeronautic Association ashington. D.C., announced that Daid ranson Dassault Aiation alcon Page 35 ▶ airplane, thus air crews enjoy a much needed 12-in. stretch to dassault-aviation.com president of the ichita Aero Club, has been named a recipient of the 2020 esley L. the cockpit. McDonald Distinguished Statesman and Stateswoman of Aviation Award. Also named Its PlaneView flight deck, also adapted from the G550, features lliott Aiation Page 62 elliottaviation.com were Brig. en. ohn Allen, most recently of etBlue; Capt. ulie Clar aerobatic air- four large LCD displays, along with standard HUD with EVS. show pilot and one of the first female pilots to be hired by a maor U.S. airline; inar Numerous optional Aircraft Service Change (ASC) bulletins give mbraer ecutie ets Page 6 neoldson pilot and eplorer of the stratosphere in a glider using high altitude waves; G450’s PlaneView many capabilities that are standard in G500’s executive.embraer.com Col. athryn ughes a medical doctor who has made advancements in aviation and Symmetry system. Synthetic vision PFDs (ASC 037B), CPDLC/ ngine Assurance rogram Page 63 aerospace medicine; and Michael uiello a military aviator, airline captain, industry FANS1/A (ASC 071), Honeywell Runway Awareness and Advi- In daily operations, crews say they ballpark fuel flow at 3,000 eap.aero/my-engine eecutive and leader of a nonprofit. sory System (ASC 040A), and TCAS 7.1 (ASC 077) are among lb./hr. on average. First hour fuel burn is 3,200 lb., decreasing 100 etcrat Raleigh, North Carolina, announced that abrice oger and Massimo Burotti the features. ADS-B OUT requires the ASC 912B, or later, Plane– lb./hr. for the next four hours. The aircraft can comfortably fly 9.5 leet M orcasts Page 10 ▶ View operating system software, plus WAAS GPS (ASC 059D) hr. and land with NBAA reserves. Normal cruise speed is Mach aviationweek.com/forecasts have oined the company as sales directors for Europe. Roger oined etcraft in 201 and will relocate from Miami to Nice, France. Burotti comes to etcraft from Bombar- and Mode S ES transponder (ASC 079B) upgrades. Operators 0.80 for shorter missions, but the longest, 4,350-nm missions are lightsaety ntl Page 31 dier as sales director for Italy, Switerland, Austria, Germany and ungary. e will be strongly recommend G450 buyers check aircraft for the latest flown at 0.77, depending upon aircraft weight. Gulfstream’s ad- flightsafety.com ASC 912C PlaneView operating system upgrade. vertised 43,200 lb. BOW is realistic for the average equipped air- based at the company’s London headuarters. e Aiation 4th Cover The airframe, systems and engines are rock-solid reliable, craft. Push up speed to 0.85M and range decreases to 3,300 nm. SS arts easing Chicago, Illinois, named Ben ocenberg president and im geaviation.com ▶ but cabin management system components are showing their The G450’s main competitors are Bombardier Global 5000 Sellers chief commercial officer. ockenberg previously served in investment banking, ages, especially the half dozen, or so, encoding and decoding and Dassault Falcon 900EX, respectively having ten-inch and lobal Business Aiation Solutions Page 4 private euity and credit investing at Deutsche Bank, The Pritker Organiation, Venor interface boxes that link various components to the digital five-inch wider cross sections. Global 5000 essentially has the aviationweek.com/ Capital and Greenbriar Asset Management. Sellers co-founded SSI Parts Leasing backbone. Some operators are swapping out the original CMS same cabin length as G450, but Falcon 900EX has a 3.8-ft. globalbusinessaviationsolutions and previously served at Prime Air, Chase Aerospace and the AAR Corp. for the higher tech and more robust Collins Venue CMS. And shorter cabin, thus three seating areas are more cramped. Meridian Teterboro, New ersey, announced that elly orester appas has oined ulstream Aerospace 2nd Cover ▶ they’re upgrading to GoGo Biz Avance L5 air-to-ground in- Having leading edge slats, both large-cabin competitors have gulfstream.com/en/ the board of directors. Pappas is the granddaughter of Meridian founder ohn Kenneth ternet systems, capable of 200 to 250 kb connectivity speeds. better runway performance than the “hard wing” G450. Forester and daughter of the current CEO, Ken Forester. Pappas opened Meridian’s ilatus Business Aircrat Page 15 In addition to text messaging, passengers can use portable The Global 5000 can fly eight passengers 5,500 nm while www.pilatus-aircraft.com regional office in Santa Rosa, California, and remains with the company. phones for WiFi calling when in line of sight range of GoGo’s cruising at Mach 0.82. But, being a larger and heavier aircraft, ing Aerospace Dallas, Teas, announced that Boyd unsaer has oined the com- ▶ ground stations. Budget $200,000 for the upgrade. it’s also considerably thirstier. In contrast, the lighter weight iper Aircrat nc Page 51 pany as director of sales. Most recently, unsaker served as director of sales and The main cabin typically is divided into three sections. There Falcon 900LX can fly eight passengers 4,500+ nm and it gets www.piper.com marketing for ST Aerospace San Antonio, AERIA Luury Interiors, a unit of Singapore is a four-seat club section up front, a four-seat conference section better fuel mileage, but it also cruises at Mach 0.75 to 0.78 Schweiss Page 62 Technologies Engineering. with a credenza or two facing chairs in the center and an aft on the longest missions. Now that G500 deliveries are in full www.schweissdoors.com heels p New ork, New ork, named t. en. homas Bergeson COO replacing ason semi- or fully private stateroom with a divan and/or other furni- swing, there’s downward pressure of G450 resale prices. ▶ orowit, who has been named chief business officer. Bergeson most recently served ture. Forward and aft vacuum lavatories are standard. The COVID-19 crisis has further depressed the market. Thus, Smart Sy Page 8 in the U.S. Air Force as deputy commander of U.S. Central Command. orowit oined The G450 is more enjoyable to fly than previous GIV mod- if you’re interested in stepping up to a long-range, large-cabin smartskynetworks.com heels Up as general counsel in 201 and was named COO in 201. BCA els because the ailerons have higher power boost. PlaneView Gulfstream, G450 could be quite a bargain in late 2020.BCA

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notithstaning the agenc is er caable of aing onuental concetual errors in air traffic control he fateful bluner roe to be that the eans ae b the A eceee the erforance of the airlanes that ere suose to carr the out by San Antonio’s Miller Aviation, adds vim and vigor, and puts Piper alumnus in performance class with Beech Baron. The expanded nose adds 11 cu. ft. of baggage or avionics space (130 lb. total) capacity and decreases drag. The profusion of current fl ight control instruments on our cover sorts out this way, reading from Left to right and Twin Comnache at the top to bottom: fi rst column — Mitchell FD-283 attitude director indicator and 1970 Farnborough show was this pictorial nav indicator, Bendix Naviga- BN-2A Islander Mk III from Britten- tion & Controls FGS-70 ADI (Bullseye) Norman. They created a larger, and PNI; second column — Collins ADI and PN-101 PNI, Sperry Stars ADI 17-passenger transport by adding a and PNI; third column – Brittain B-7 tail- mounted third Lycoming O-540. autopilot and turn coordinator, King K-550 PNI, Kaiser FP-50 cathode ray BN-2A Islander Mk III fl ight path indicator; fourth column – fanjet has King H-14 autopilot, Bendix Avionics entered FAA certi cation ight testing after FCS-810 ADI and PNI. completion of all developmental trails, Citation which resulted in signi cant performance improvements, according to the company.

are features of two models in Cessna’s 1971 lineup, Cessna Lineup the 150 and the Skyhawk/172. The Cardinal/177 (bottom) gets its new look from the landing light in its nose.

L the new “Mr. General Aviation” at the FAA; Gates and Northrop call off Learjet purchase talks after nine months of intensive negotia- tions, physical and nancial inspections, and rumor generation.

R is Clay Over a dozen airframe manufacturers, over 63 airlines and hundreds of corpo- A or more etc... Lacy, Van Nuys, California, whose P-51 nished rst in the Sept. 20 race, but had rate operators specify ALUMIGRIP as their standard coating. been disquali ed for cutting a pylon. The committee later reversed the decision. BCA

Business & Commercial Aviation | November 2020 AviationWeek.com/BCA BCA 50 Years Ago AIRCRAFT LIGHTING INT’L PMA CERTIFIED LED LAMPS FOR THESE AIRCRAFT

Bombardier CL600 Learjet 31 Bombardier CL604 Hawker 850XP November 1970 News Sabreliners Boeing 727 G550 Learjet 25 Learjet 36 FAA’s monstrous goof in the matter of the Washington Cessna 560XL Cessna 525A Cessna 552 TCA confirms the confidence-shattering premise that, S-76A Astra SPX Cessna 551 all its expertise, experience, facilities and consultants . . . Pilatus PC-12 Hawker 800 G450 E A S [email protected] Global Express EMB 120 notithstaning the agenc is er caable of aing onuental Falcon 2000 Falcon 900 concetual errors in air traffic control he fateful bluner Hawker 1000 DC-9 Learjet 55 roe to be that the eans ae b the A eceee the Learjet 45 IBC1 erforance of the airlanes that ere suose to carr the out Hawker 700 1125 Westwind by San Antonio’s Miller Gulfstream 100 Aviation, adds vim and vigor, and puts Piper Cessna 550 SAAB 340 alumnus in performance class with Beech GV Hawker 900XP Learjet 35 Cessna 560 Baron. The expanded nose adds 11 cu. ft. of baggage or avionics space (130 lb. Gulfstream 200 ALI-USA FAA-PMA ISO 9001:2015 AS9100D Falcon 50 total) capacity and decreases drag. The profusion of current fl ight control instruments on our cover sorts out this Bombardier CL601 Cessna 750 Westwind 1124 Beechcraft 400A way, reading from Left to right and G III G IV Hawker 600 Twin Comnache at the top to bottom: fi rst column — Mitchell FD-283 attitude director indicator and 1970 Farnborough show was this pictorial nav indicator, Bendix Naviga- BN-2A Islander Mk III from Britten- tion & Controls FGS-70 ADI (Bullseye) Norman. They created a larger, and PNI; second column — Collins ADI and PN-101 PNI, Sperry Stars ADI 17-passenger transport by adding a and PNI; third column – Brittain B-7 tail- mounted third Lycoming O-540. autopilot and turn coordinator, King K-550 PNI, Kaiser FP-50 cathode ray BN-2A Islander Mk III fl ight path indicator; fourth column – fanjet has King H-14 autopilot, Bendix Avionics entered FAA certi cation ight testing after FCS-810 ADI and PNI. completion of all developmental trails, Citation which resulted in signi cant performance improvements, according to the company.

are features of two models in Cessna’s 1971 lineup, Cessna Lineup the 150 and the Skyhawk/172. The Cardinal/177 (bottom) gets its new look from the landing light in its nose.

L the new “Mr. THE ADVANTAGES OF A.L.I.’s LED LAMPS General Aviation” at the FAA; Gates and Northrop call off Learjet purchase talks • Bypass AL-2004/AL-2000 ballasts with our Self-Ballasted System after nine months of intensive negotia- tions, physical and nancial inspections, • Greater efficiency than fluorescent tube, using roughly 90% less energy and rumor generation. • Longer life, greater durability, no glass & reduced maintenance costs

R is Clay Over a dozen airframe manufacturers, • No rewiring, keep existing dimmer modules and controllers Lacy, Van Nuys, California, whose P-51 over 63 airlines and hundreds of corpo- A or more etc... • Solid-state construction eliminates flickering nished rst in the Sept. 20 race, but had rate operators specify ALUMIGRIP as their standard coating. been disquali ed for cutting a pylon. The • Emits virtually no heat & contains no dangerous chemicals committee later reversed the decision. BCA • Drop-in LED lamps and LED Readers are also available

Business & Commercial Aviation | November 2020 AviationWeek.com/BCA TEL: (631) 474-2254 | [email protected] | WWW.AIRCRAFTLIGHTING.COM Everyone wakes up every morning to a world that must keep turning. And because the world can’t stop, neither can we. Because the things we make help make the world go round. So with BC1 every turn, we’ll keep building a world that works.