Aviation International News August 2023

AUGUST 2023 | Vol. 52 No. 8 | AINonline.com

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SURVEY: BUSINESS AIRCRAFT PRODUCT SUPPORT OPERATIONS: SHIFTING STRUGGLES OVER 5G WORKFORCE: PILOT SHORTAGE, AIRLINES SQUEEZING BIZAV

AV I AT I O N I N T E R N AT I O N A L N E W S

Special Report: MORE MRO AT OEMS

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In this issue

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Special Report: OEMs make big moves into MRO

Workforce: Hera initiative seeks to move the needle in bizav careers

4 6 8 10 12 14 32 34 36 41 44

AIN Product Support Survey: Airframe manufacturers Honda Aircraft green lights HondaJet 2600 light jet CAE: Aviation industry needs 1.3M professionals by 2032 Search for Titan sub ends with Harding and all lost Fatalities from U.S. bizjet accidents rise in first half Geared Up: Bose unveils A30 digital ANR aviation headset Market Corner: Choosing the right aircraft management approach is not easy Vertis sees value in Africa charter market Safety Talk: T&I Chair Sam Graves on protecting the ‘gold standard’ of safety Workforce: Airline demands squeezing business aviation pilot supply Training: VR and cost are driving newgeneration flight training devices Spectrum wars continue summer sizzle

DEPARTMENTS 48 Rotorcraft | 50 On the Ground | 52 MRO 54 Accidents | 56 Compliance | 58 People in Aviation

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THE GULFSTREAM DIFFERENCE Your success is our inspiration. Every investment we make—in advanced technology, sustainability innovation, precision manufacturing and worldwide customer support—is an investment in you.

News Briefs HONEYWELL ADDING HUD TO ITS AVIONICS PORTFOLIO

Honda Aircraft green lights HondaJet 2600 light jet B Y M AT T T HUR BE R

Honda Aircraft is moving ahead with plans 6,363 feet at FL470, the 2600 would feature to “commercialize” the HondaJet 2600 a composite fuselage and empennage, concept light jet that it unveiled at NBAA- similiar to the HA-420. But Spirit BACE 2021. Powered by two Williams AeroSystems will produce the 2600 fuselage, International FJ44-4C turbofans and with instead of GKN, which manufactures the a Garmin G3000 avionics suite, the 2600 HA-420’s fuselage. will also share the original HA-420 HondaThe 2600 fuselage will be more ovalJet’s over-the-wing-engine-mount design. shaped, and the cabin is 62.5 inches high Certification is planned for 2028. and 61 inches wide.

The last design before former Honda Seating configurations include two Aircraft president and CEO Michimasa double clubs or a single club seating area Fujino retired in March 2022, the 2600 and a divan across from two seats. A fullpromises midsize jet comfort, speed, and height galley is up front (a smaller galley range in a light jet airframe. goes with the single club/divan) and in the Capable of carrying 11 occupants (two back, an enclosed lavatory is larger than pilots and nine passengers or one pilot the HA-420’s. Adding more light to the and 10 passengers), the 2600 will have cabin are four round skylights (two in the a max cruise speed of 450 knots, ceiling main cabin and two in the lavatory). of FL470, and 2,625-nm NBAA IFR range Honda Aircraft said the 2600 will (four passengers, one pilot). Max takeoff offer 20 percent better fuel efficiency weight will be around 17,500 pounds. For compared with typical light jets and more the 2600, the FJ44-4C variant will produce than 40 percent better fuel efficiency than 3,550 pounds of thrust. medium-sized jets during typical missions.

The 2600’s Garmin G3000 flight deck “The commercialization of our new has three large displays in the panel, two light jet represents Honda’s next chapter touchscreen controllers, autothrottles, of skyward mobility,” said Honda Aircraft autobrakes, Honda’s Advanced Steering president and CEO Hideto Yamasaki.

Augmentation System, and runway overrun “By building on the expertise behind awareness and alerting system. our technological innovations, we will When he unveiled the new jet in 2021, accelerate the development of the program Fujino said that with a cabin altitude of with sustainability...throughout.” z

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Honeywell, which has not manufactured its own head-up display (HUD) as part of its avionics offerings, plans to acquire HUD assets from Saab and integrate a HUD with its Anthem and Epic avionics systems. No timeline was provided for the deal’s completion.

Once concluded, Honeywell will manufacture the HUD, according to Andrew Barker, v-p of integrated avionics. “Honeywell will be the manufacturer, and it will be a Honeywell-led operation,” he noted. The company plans to offer the HUD as an integrated feature of its new Anthem avionics suite but also for aircraft equipped with Primus Epic flight decks.

HONDA LAUNCHES CERTIFIED PREOWNED PROGRAM

Honda Aircraft’s new certified preowned program (CPO) is available to customers through its authorized sales network. The company said it practices a “discerning selection process” for choosing aircraft and rigorous inspection and maintenance processes before issuing the CPO designation. The program also offers “end-to-end services,” from entry-into-service to post-sales support.

Each CPO HondaJet must pass a 208-point standard inspection and is brought up to the highest performance level available for each model, based on applicable service bulletins.

BOMBARDIER BUYS MEXICOBASED WIRING BUSINESS

Bombardier reinforced its supply chain via its acquisition last month of Latécoère’s electrical wiring interconnection system (EWIS) business in Querétaro, Mexico. Terms of the transaction were not disclosed. This acquisition enables Bombardier to take key EWIS activities in-house and secure both the expertise and assets to manufacture electrical harnesses. Bombardier added that the move is in alignment with insourcing initiatives designed to improve its supply chain.

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News Briefs DAYJET STAGING A COMEBACK?

CAE sees a need for 1.3 million pilots, technicians, and cabin crew to make up for staffing shortages, fleet growth, and anticipated retirements.

CAE: Aviation industry needs 1.3M professionals by 2032 B Y K E R R Y LY N C H

The global civil aviation industry will need continue to grow, and the industry will have a combined 1.3 million new professionals to come together and find creative ways to by 2032 to support the growing commercial ensure a steady pipeline of highly trained and business aviation markets, according personnel for the next 10 years and beyond.” to flight training giant CAE. In its recently The forecast projects 18 percent growth released 2023 Aviation Talent Forecast, CAE in the business aviation fleet over the next projects that the business aviation industry decade, from 22,000 to 26,000 aircraft in alone will need 106,000 to join the seg- 2032. Over the same period, the airline fleet ment—32,000 pilots and 74,000 mainte- will expand from 31,000 to 43,000 aircraft, nance technicians. The airlines will need to or 39 percent growth, CAE further forecasts. recruit 252,000 pilots, 328,000 maintenance Compounding this growth, from a worktechnicians, and 599,000 cabin crew. force standpoint, is the aging population.

“With a need for 1.3 million people by Thirty percent of the U.S. workforce will be 2032, CAE’s Aviation Talent Forecast is a of retirement age by 2030, and 38 percent of call to action for the industry to promote pilots are currently over age 50. More than careers in aviation to the next generation, half of aircraft maintenance technicians are reach out to underrepresented communi- at least 40. ties, and develop innovative support pro“With massive retirement numbers programs to expand the pool of talent needed jected over the next 10 years, the percentfor the continued growth and safety of our age of aviation personnel over the age of 50 industry,” said CAE civil aviation group will keep increasing in comparison to the president Nick Leontidis. “As commer- total civil aviation industry pool,” the forecial aviation nears full recovery and busi- cast noted. “The retirement of experienced ness aviation exceeds pre-pandemic levels, pilots will need to be countered with an CAE’s...forecast shows that the demand will even larger wave of new hires.” z

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A newly launched website for Boca Raton, Florida-based AtlantisRoad indicates that Nancy Iacobucci, who co-founded DayJet along with her late husband Ed Iacobucci, is attempting to reboot per-seat, on-demand private jet service. DayJet launched such service in Florida in October 2007 and expanded operations before shutting down a year later. AtlantisRoad said it plans to use HondaJets for its planned service but does not yet have an FAA Part 135 certificate. The new company, which counts many former DayJet employees among its ranks, has filed a trademark application for DayJet and still owns the DayJet.com domain name.

GO RENTALS LANDS INVESTMENT FROM REDBIRD Go Rentals, a luxury car rental provider that focuses on the private aviation market, on July 10 announced a “significant investment” from private-equity firm RedBird Capital Partners. According to Go Rentals, this funding will fuel organic growth while allowing the company to benefit from RedBird’s ecosystem of aviation, sports, entertainment, and financial services platforms. Under the agreement, co-founders and owners Kavous and Kaye Gitibin will continue to lead Go Rentals.

AEROVANTI SHUTTERS AMID FRAUD CHARGES The future of membership club AeroVanti remains uncertain amid reports that the company has largely shuttered operations.

Several sources claim the company has not made payroll since June 6, left unpaid bills that resulted in at least one aircraft being repossessed, is the target of an FAA enforcement investigation, and is the subject of civil litigation alleging fraud.

The FAA investigation is believed focused on the fact that AeroVanti was operating under Part 91F instead of Part 135.

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Search for Titan sub ends with Harding and all lost B Y CUR T E P S T E I N

The search for a submersaboard a Blue Origin ible on a sightseeing misrocket. In 2019, in honor sion to the remains of the of the 50th anniversary of the Apollo 11 moon Titanic ended in tragedy when the U.S. Coast Guard landing mission, Harding announced June 26 that it was part of “One More had located the wreckage Orbit,” a record-breaking of the Titan on the sea pole-to-pole circumnavfloor less than 2,000 feet igation in a Gulfstream from the doomed ocean G650ER. He also made H A MIS H H A R D I N G C H A IR M A N , AC T I O N AV I AT IO N liner’s bow. All five on several trips to Antarcboard were lost, includtica, landing on an ice ing Hamish Harding, chairman of Dubai- runway, while working with tourism combased aircraft brokerage Action Aviation pany White Desert to introduce regular and a noted adventurer, who was onboard business jet service there. as a “mission specialist”—one of the A frequent speaker at aviation conferindividuals who paid up to $250,000 for ences as an expert in the aircraft sales the trip. arena, Harding expressed continued optiThe Titan, which had survived previous mism in the business aviation markets dives to the Titanic, lost contact with the during a recent AIN interview, noting his surface less than two hours after it began business was booming. its descent. It is not known when the subAIN contributor Peter Shaw-Smith, who mersible suffered a “catastrophic implo- had interviewed Harding on a number of sion,” although rescuers spent two days occasions, called him the “quintessential futilely trying to home in on what was bizav man,” and added, “His succinct predescribed as a banging noise in the area. cis of the market in the Middle East and The urgency of the search was spurred by around the world were avidly consumed the limited hours of life support available by readers seeking an insight into the true on the Titan. workings of the bizav market.”

The wreckage was observed via a While he loved the business, Harding remotely-operated submersible, and an also was one of Dubai’s foremost propoexpert from the Woods Hole Oceano- nents, he said, “never missing an opporgraphic Institute explained that the distri- tunity to extol the city’s virtues as his bution of the debris field was consistent business’s node. He lived the city to the with an implosion in the water column. full, enjoying life from his villa on Palm Harding, 58, a commercially licensed Island, as all Dubai’s most successful do. jet pilot, was inducted as a Living Legend “Knowing he won’t be coming back is a of Aviation last year. Aside from founding sad loss to his colleagues at Action AviaAction Aviation in 2004, he was a member tion and it is hard to know where they will of the Explorers Club and his thirst for go from here without his steady hand on adventure took him from the depths of the tiller. He will be missed and it is soberthe Marianas Trench to sub-orbital space ing that he is lost to us in his prime.” z

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News Briefs GULFSTREAM TO EXPAND ST. LOUIS COMPLETIONS CENTER Gulfstream is again expanding its completions facility at St. Louis Downtown Airport (KCPS) in Cahokia, Illinois. Coming on the heels of last year’s growth at the center, this latest $28.5 million improvement will also include new equipment and tools that will boost capacity for exterior aircraft painting, cabin furniture installations, avionics integrations, and other tasks required for customer deliveries straight from the KCPS location.

This latest round of growth will also add career opportunities for skilled labor in avionics, interior installations, structures, and testing, along with procurement, parts management, customer service, and engineering.

FLEXJET ADDING AIRCRAFT Flexjet plans to add 22 mid- and super-midsized jets by year-end, bringing its global fleet to 270 aircraft. Its current fleet includes the Embraer Phenom 300 and Praetor 500 and 600; Bombardier Challenger 350 and 3500; and Gulfstream G450 and G650. To support its growing fleet, Flexjet plans to hire 1,400 employees this year, including 388 pilots and 338 maintenance technicians.

STARTUP JETQUITY OFFERS AIRCRAFT VALUE BACKING Aviation technology and financial entrepreneur Asad Rahman and former NATA executive v-p Ryan Waguespack have launched Jetquity, an international private investment house that backs residual values of private jets. With offices in the U.S. and the Middle East, Jetquity is rolling out two plans: Protect Plus, for aircraft up to three years old, which protects a minimum of 80 percent of the residual value for five years, and Protect, for aircraft between three and 15 years old, which protects a maximum of 75 percent of the residual value for five years.

While a new program, Jetquity has built a backlog of 18 aircraft globally to enroll.

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Fatalities from U.S. bizjet accidents rise in first half B Y G O R D O N G IL BE R T

Four fatal U.S.-registered business jet accidents, three of them while under Part 91 personal flights, claimed the lives of nine people in the first half of this year versus zero such fatalities in all of 2022.

Separately, two people were killed in one non-U.S-registered special missions

business jet accident in the first six months, compared with six who perished in one non-U.S-registered charter jet crash in the same period last year.

On January 2, an Embraer Phenom 300 crashed after the pilot lost control during continues on page 60 

ACCIDENTS/INCIDENTS WORLDWIDE (FIRST HALF 2023 VS FIRST HALF 2022) U.S.-registered Business Jets and Turboprops

Total accidents Nonfatal accidents Fatal accidents Fatalities Incidents

Total Part 91 Part 91K Part 135 Public/Gov’t Mfg 2023 2022 2023 2022 2023 2022 2023 2022 2023 2022 2023 2022 11 8 11 5 0 0 0 3 0 0 0 0 7 8 7 5 0 0 0 3 0 0 0 0 4 0 4 0 0 0 0 0 0 0 0 0 9 0 9 0 0 0 0 0 0 0 0 0 45 32 29 24 0 0 16 8 0 0 0 0

Business turboprops Total accidents Nonfatal accidents Fatal accidents Fatalities Incidents

Total Part 91 Part 91K Part 135 Public/Gov’t Mfg 2023 2022 2023 2022 2023 2022 2023 2022 2023 2022 2023 2022 14 15 12 11 0 0 2 4 0 0 0 0 9 11 8 7 0 0 1 4 0 0 0 0 5 4 4 4 0 0 1 0 0 0 0 0 17 13 12 13 0 0 5 0 0 0 0 0 25 31 19 21 0 0 6 9 1 1 0 0

Business jets

Non-U.S.-registered Business Jets and Turboprops Business jets Total accidents Nonfatal accidents Fatal accidents Fatalities Incidents Business turboprops Total accidents Nonfatal accidents Fatal accidents Fatalities Incidents

Total Private 2023 2022 2023 2022 4 2 0 0 3 1 0 0 1 1 0 0 2 6 0 0 9 12 1 5

Charter Other* Unknown 2023 2022 2023 2022 2023 2022 2 1 1 0 1 1 2 0 0 0 1 1 0 1 1 0 0 0 0 6 2 0 0 0 4 5 2 2 2 0

Total Private Charter Other* Unknown 2023 2022 2023 2022 2023 2022 2023 2022 2023 2022 15 22 4 3 9 12 2 3 0 4 10 17 3 2 5 11 2 2 0 2 5 5 1 1 4 1 0 1 0 2 11 17 2 1 9 11 0 1 0 4 10 10 3 5 4 3 2 1 1 1

All Data Preliminary. * For example: air ambulance, aerial survey, ferry, training, testing, manufacturer, government (non-military).

Sources: FAA, NTSB, Aviation Safety Network, AIN research AIN tables show “incidents” as well as “accidents” to distinguish mishaps based on their degree of severity. Investigators often draw fine distinctions between the two events, but, typically, incidents result in minor or no damage and their investigations are sometimes delegated to local officials. Accidents are events that range from minor damage to destruction and/or injuries. Also, some incidents ultimately get upgraded to accident status during the investigative process.

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News Briefs PIAGGIO SEES BUYER INTEREST

Piaggio Aerospace’s extraordinary commissioners have received 18 expressions of interest (EOIs) for the purchase of Piaggio Aero Industries and Piaggio Aviation. Both operate under the Piaggio Aerospace brand and under government-appointed extraordinary administration. Half of the EOIs were submitted by businesses domiciled in Italy, with others submitted by entities in Europe, North America, and Asia. The commissioners are now evaluating the submissions to determine which entities qualify for bidding. They intend to identify a new owner for the company by year-end.

PORTUGAL ROLLS OUT BIZAV CARBON TAX

Portugal instituted a carbon-emissions tax for business aircraft with up to 19 seats at the beginning of last month. Similar to a measure introduced in 2021 for airline passengers, the tariff is much more onerous for private aviation flights. According to OpsGroup, a 250-seat airliner flying between Lisbon and Newark airports will pay a €500 surcharge, but a large-cabin Gulfstream G650 on the same route will pay four times that amount, despite the airliner’s greater fuel burn. The new tax will be imposed on all commercial and non-commercial business aircraft flights departing from Portugal. It also applies to tech stops in the Azores.

NEW SAF FACILITY IN WA

Construction of a new sustainable aviation fuel (SAF) production facility started on July 11 in Moses Lake, Washington. Twelve Corp., a California-based clean energy startup, plans to produce what it calls “e-jet” fuel there using carbon dioxide and renewable energy. The new plant will produce one million gallons of e-jet fuel annually, with “significant potential to expand beyond that.” Twelve’s SAF is expected to be fueling flights starting in early 2024.

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Geared Up

Bose unveils A30 digital ANR aviation headset B Y M AT T T HUR BE R

After four years of development, Bose launched its latest active noise-reduction (ANR) aviation headset, the A30. Bose will no longer sell the A20 (which is now available at a discounted price), except to fulfill some customer commitments during the coming year, and the A30 will be its top-of-the-line, around-ear headset.

Retailing for $1,249, the A30 is slightly lighter than the (formerly) $1,195 A20 and offers lower clamping pressure while incorporating digital ANR features similar to those in the ProFlight 2 in-ear headset. Like the A20 and ProFlight 2, the A30 is FAA technical standard order (TSO) approved.

“The A20 has been such a great headset, it’s really been hard to make something better,” said Bose senior product manager Matt Ruwe. “Our engineers have shed a lot of tears trying to do just that.”

The new digital chipset powering the A30 ANR is designed to optimize power consumption, he explained, “and requires significantly less power, providing at least 45 hours of battery life.” The A30 with nonpanel-power plugs uses two AA batteries.

For pilots who fly with the ProFlight, the A30’s control module will look familiar, with the same “high-medium-low” settings for adjusting the noise cancelation level as the ProFlight, although it is modified and updated. The high mode gives the most cancelation, Ruwe explained, and should be optimal for noisy aircraft, typically piston-powered and unpressurized types.

Pilots flying quieter aircraft such as pressurized pistons and turboprops might find medium more suitable. And in a superquiet jet flight deck where being able to hear outside the headset is important for

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Clean lines, lighter weight, lower clamping pressure, and digital noise reduction are all features of the new Bose A30 aviation headset.

crew communication, the low setting facilitates hearing crew and passenger voices.

Two key changes on the A30 include clamping pressure and weight. A30 clamping pressure (360 grams) is 20 percent less than the A20 (450 grams), which makes wearing the headset comfortable for longer periods.

Both the A20 and A30 weigh nearly the same, with the latter lighter by six grams.

The combination of a change in the A30’s balance (center of gravity and where it touches the wearer), the lighter clamping force, and the lower weight contribute to the improved feel of the A30.

The A30 has multiple equalization circuits that automatically optimize audio, depending on whether it’s radio or intercom communications or music. “The Bluetooth circuit shapes whatever is coming through that circuit automatically, independent of what’s coming through the intercom,” Ruwe said. The microphone rejects far-field noise to improve voice input and transmission.

Compared to the A20, the A30 looks more sophisticated, with cleaner lines, no wires showing on the headband, and

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smoother-looking ear cups. The headband on the A30 is made of sintered aluminum instead of the magnesium that was used on the A20.

Even though the A30 weighs only slightly less than the A20, I immediately noticed the lower clamping pressure the first time I tried it on. I brought both the A30 and A20 with me on two flights in a Cessna 172 to compare them.

It’s very difficult to perceive any difference in audio quality. I like having the option of selecting the noise-cancelation level on the A30, but I found the most comfortable setting for that airplane is the high option.

The high setting on the A30 seems to correspond with the noise cancelation of the A20.

With the lower clamping pressure, I found that the A30 needed a little more adjusting on my head to make sure I had the best noise cancelation results; it doesn’t just mold onto my head the same as the A20. But my head did appreciate the lower pressure and I found wearing the A30 during the test flight, which lasted two hours, quite comfortable.

The A30 is available with most plug types, including dual GA, panel power (Lemo,) Airbus XLR5, and U-174 (helicopter). Other more specialized plug types will be added later, Bose said. z

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Market Corner

Choosing the right management approach: not as simple as it may appear B Y K E V I N O’L E A R Y

One decision aircraft owners have to make is whether or not to allow their airplane to be chartered out when they’re not using it. On the surface, chartering seems to make good business sense: if the aircraft isn’t being used and the crew is available, why not have it produce revenue? As with most financial decisions in private aviation, the answer is not always as simple as it may seem.

Once the decision to charter the aircraft has been made, one major task is determining which type of aircraft management company to select.

Most businesses are rewarded for growing revenue quickly and consistently and beating financial projections. Stock prices soar when companies grow quickly, and a business may have a great growth story

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even when profitability is minimal, because conducted an unpublished research study, it is gaining market share and stronger “Aircraft Management Company Selection.” results are believed to be coming. In many The study used actual management proindustries, once a company’s annual fixed posals and historic charter performance costs are paid, incremental sales result in combined with a Monte Carlo simulation. higher profit margins.

Five hundred Monte Carlo simulations Aircraft ownership is different. One were run to estimate the number of charter reason is that an aircraft is a depreciating hours each aircraf management company asset, so generally the more it is flown, the would fly per year. Those simulated charter less it is worth when it’s sold. The second hours were assigned to the financial budis that once the aircraft is chartered over a gets proposed by three basic management certain number of hours annually, the fixed companies. The study compared how they costs rise because the owner needs to hire proposed to staff to fly the hours and how an additional pilot or two. This mutes or much revenue the flights would produce. even eliminates the financial benefit of the As expected, the high-demand manageadditional flying. ment company (HDM) simulation showed the While at Embry-Riddle Aeronauti- most charter hours each year and significantly cal University as a doctoral student, I more revenue than the other two management

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companies. The medium-demand management company (MDM) simulation showed the second most charter hours while the low-demand manager (LDM) showed the least.

The financial projections for these simulations incorporated a reduction in the aircraft value based on a factor derived from the value index book for aircraft valuations. This means that the additional hours flown each came at a future cost based on a reduced value for the aircraft.

The key to the study was the different philosophies on aircraft management. The HDM and MDM both had significant discounts that were offset by their high management fees and staffing costs.

Their proposal included additional pilots ready to fly with minimal notice to drive the aircraft’s higher revenue. The LDM had lower pilot salaries and lower management fees combined with the highest fuel surcharge (which goes directly to the owner as revenue). The LDM’s financials had the lowest revenues in nearly all the simulated financial models.

It is important to understand how management companies make their money. The best ones are transparent and disclose how and where they are profiting. The most transparent managers make their money off management fees and charter revenue only.

But notably, managers make the majority of their income off commissions based on charter revenue, which means they make more when revenue increases.

When the aircraft flies more, the aircraft declines in value with higher use and there is a need for more pilots to meet the flying requirements. The manager’s commissions are based solely on top-line revenue produced by charter and are not reduced when fixed costs or depreciation increases.

With those assumptions, the study concluded that 85 percent of the simulated financial models showed the LDM had the best overall return for the owner. The MDM was never the best solution in any of the simulations. The HDM showed as the best financial option only when the HDM

produced the maximum number of charter hours while the LDM produced the least.

This happened in only 15 percent of the simulations and in real life seems unlikely.

It is counterintuitive to assume the HDM is producing the maximum amount of charter in the same year the LDM is producing the least amount of charter. If demand is extremely high in the market, all managers tend to charter more hours.

The most important lesson for an owners considering aircraft management is that the manager that watches the bottom line the closest without compromising safety will most likely be the one that produces the best financial results. It is easy to be seduced by the manager that will double the revenue. But don’t be taken in by the shiny penny—look for companies that watch over the finances as if they were their own dollars being spent.

Remember, managers make commission

off top-line revenue, not profitability.

Managers in the U.S. are some of the best in the world and deserve to be compensated for their efforts and expertise.

The best financial result is usually found by determining the staffing levels necessary to satisfy the owner’s needs first and then looking at what levels of charter can be accommodated by that staff. Remember, increasing the number of staff pilots or hiring contract pilots at day rates solely to chase charter revenue generally doesn’t help the owner’s financial situation. Watch the bottom line!

Kevin O’Leary, Ph.D., is the CEO and founder of Jet Advisors, an aircraft acquisition, brokerage, consulting, fleet planning, and insurance firm. z The opinions expressed in this column are those of the author and are not necessarily endorsed by AIN Media Group.

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Special Report

OEMs make big moves into MRO B Y K E R R Y LY N C H

In the past five years, Dassault has added 19 MRO facilities and 1,000 employees to its worldwide network.

Business jet manufacturers are taking giant steps into the MRO realm as they seek to tap into new revenue streams, as well as address ongoing capacity and supply constraints.

“It’s a whole new way of looking at business,” said Ken Thompson, managing director of regulatory affairs for the National Air Transportation Association.

These moves are necessary to increase capacity because the business jet fleet is growing. But so too are the sizes of aircraft.

“Some of these larger [independent] MROs are building bigger hangars because the aircraft are getting bigger,” Thompson added.

But not all have that ability. “Some new aircraft are too large for their hangars.”

“Maintenance requirements and fleet size have outgrown existing shop capacity,” agreed Tim Ferrell, senior v-p at JSSI

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Tech Services. “OEMs and independent MROs have been expanding their footprint to meet demand, which is beneficial to operators worldwide and eases availability constraints.”

At the same time, there are OEMs that are bringing work back in to manage parts

K E N T H O MP S O N N ATA M A N AG I N G D IR E C T OR R E GUL AT OR Y A F FA IRS

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and components. “They want to control the environment rather than be at the mercy of the vendor,” Thompson said.

As for the move by the OEMs into MRO, “It’s a big change. I think it is the opportunity being seized,” said Rolland Vincent, JetNet IQ creator and president of Rolland Vincent Associates. “There’s been recognition for many years that the aftermarket is where OEMs make money.

It’s been that way for the engine world forever. In a development program, the monies are made long term—10 years out, 20 years out sometimes, especially with the airlines. So that business model has been introduced to business aviation over the past years.”

He added that he sees this as a recognition by the OEMs that they need

RO L L A N D V I N C E N T JE T N E T I Q C R E AT O R

to do a better job of keeping customers and not let them drift away to thirdparty independents.

Manufacturers of the largest business jets—Bombardier, Gulfstream, and Dassault—have invested heavily in expanding their MRO footprints.

Bombardier has poured hundreds of millions into its strategy to “Bring Our Jets Home.” The Canadian manufacturer of the super-midsize Challenger and ultralong-range Global families has increased its MRO facilities footprint worldwide by 1 million square feet in the past two years alone, noted Paul Sislian, executive v-p of Bombardier aftermarket services and strategy. And more is coming. “It’s a massive investment we’ve made into our future,” Sislian said.

This growth comes from a strategy laid out about six years ago. “In 2017, we set the

vision as a company of this is who we want to become and then we set the journey of the whole team driving towards there,” he said.

“It was a pinnacle strategy to Bombardier because it sent a clear message to the industry and mostly to our customers that we are here and we want to make sure that we take care of our customers and we add value.”

He noted Bombardier supports a fleet of 5,000 aircraft. “We have to make sure that we properly serve our customers. It’s a life cycle, the relationship we have with them.”

PAUL SIS L I A N BO MB A R D IE R E X E C V- P A F T E R M A R K E T S E R V IC E S

To back that sentiment, he said, Bombardier needed to have the right infrastructure.

This is key because Bombardier’s aircraft have become larger with the addition of the Global 7500, which sports a 112-foot fuselage length, a wingspan of 104 feet, and a height of 27 feet. With the expansion at London Biggin Hill, Bombardier now

has one of its largest centers based in the London area and the ability to fit 14 Global 7500s in its service center at a time. Its new Miami-Opa locka center has that same capability, while the Singapore center was quadrupled in size.

While not ready to detail Bombardier’s plans, Sislian made it clear that the company is continuing to explore opportunities for further growth. “As far as I’m concerned, it’s an evolution, there’s no destination, you just got to keep going,” he said.

Bombardier vies to double its services revenues from $1 billion in 2020 to $2 billion in 2025, and this year brought in $424 million from services in the first quarter alone, a 17 percent year-over-year increase.

While it continues to look for opportunities, perhaps in new areas, Sislian said Bombardier faces the same constraint as the rest of the industry: workforce. “Do I think that we have enough brick-and-mortar capacity presently to meet the demand? The answer is yes. Do I think that we’re going to need to grow our brick-and-mortar over the next five years? Yes. But do I think that we have enough human capacity today? Not yet.”

Bombardier is working with local officials and schools in the regions it enters to develop a talent pipeline, which in turn will help the company increase capacity within the same square footage.

Bombardier hopes to double its service revenue from 2020 to 2025 and plans to keep adding MRO capabilities. a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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Special Report

Another aspect of having its own centers is supply chain, Sislian said. “Obviously having your own MROs, you have a little more control over that. There’s a very, very close coordination between the MRO needs and our supply chain capability.”

Bombardier is able to balance its inventory between its original equipment manufacturing and MROs. “If parts are in scarce resources, then having your own MROs allows you to be able to move the materials to best suit the customers.”

Gulfstream is another OEM that’s poured hundreds of millions into its service center network—in fact, the company estimates upwards of $500 million—as it looks to keep up with its growing fleet.

Just in April, the manufacturer of the G280 super midsize aircraft and a line of largecabin long-range models announced it was investing another $100 million into its service center at its headquarters facility at Savannah/Hilton Head International Airport in Georgia.

This is only one of numerous projects that Gulfstream has been developing over the past 15 years as it saw a need to increase capacity as its aircraft sizes grew.

In the past decade, Gulfstream has added more than 2 million sq ft of hangars, shops, warehouse space, and offices and has numerous other expansion projects still ongoing in the U.S. and the UK.

“When the G650 was introduced in 2008, we saw the need to modernize our service facilities to accommodate the very large cabin business aircraft Gulfstream brought to the market, and with that came building larger hangars and streamlining the support experience for our customers,” explained Derek Zimmerman, president of Gulfstream customer support. “The introduction of the G400, G500, G600, G700, and G800 further reinforced that need for modernization and expansion.”

D E R E K Z IMME R M A N P R E SID E N T GUL S F T R E A M CUS T OME R SUP P OR T

Not only is the aircraft size growing but the fleet itself is rapidly expanding, Zimmerman said, which is also prompting the airframer to implement the strategic expansion plan throughout the U.S., Europe, and elsewhere. This plan spans increased footprint, but also investments in people and parts.

And like Bombardier’s Sislian, Zimmerman agreed that having in-house repair and

overhaul capabilities “help[s] us gain more control of the supply chain.”

As far as future projects, he said, “We feel confident in our current footprint and customer support offerings and continually assess them to identify opportunities for growth.”

Gulfstream believes its factory-owned networks provide it a venue to directly engage with its customers, Zimmerman said. “We work closely with them so that we can understand their end-service experiences and use this information to enhance our programs and projects.”

While it has an expansive network, Gulfstream has the advantage of having Jet Aviation as a sister company as well. Acquired by parent company General Dynamics in 2008, Jet Aviation helps extend Gulfstream’s service network, Zimmerman said, noting the multi-faceted aviation business chain remains its partner of choice in the regions it serves.

Like its competitors, Dassault has made significant strides in securing a strong MRO presence, a strategy that it embarked upon some five years ago. But unlike its business jet OEM brethren, Dassault has sought expansion as much through acquisition as through new-build facilities.

This was evident in 2019, when the French manufacturer of super-midsize, large, and ultra-long-range Falcons made three strategic acquisitions: Luxaviation’s

Gulfstream has spent more than $500 million on its service center network to keep up with its growing fleet.

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ExecuJet MRO facilities, TAG Aviation’s “You feel responsible from the beginning to while AWFs typically serve multiple OEMs. MRO business, and Ruag operations in the end of the customer experience.”

Further, Gulfstream’s in-house techniGeneva and Lugano airports in Switzerland.

But, he said, “Clearly, we bring some- cians are training for new products while In all, that culminated in 19 additional thing more because we have been able to they are in development and have a more facilities and 1,000 employees—helping integrate into the whole customer service mature level of expertise by the time they Dassault extend its reach worldwide. organization the ultimate needs of the reach the market, he added. “No one knows And since then, the company has been customer up to the engineering. And that Gulfstream aircraft better than we do.” investing in those centers. “Through- is now producing a significant effect for Dassault, meanwhile, continues to look out the TAG MRO and ExecuJet network, the aftermarket.” at expanding its authorized service cenwe’re growing,” said Jean Kayanakis, DasFor independent MROs, developing ter (ASC) network, but it too is based on sault senior v-p of worldwide customer an engineering solution might be a diffi- where its fleet is growing. “It’s case-byservice and service centers, pointing to cult business case for individual aircraft, case when we need [them],” said Kayanakis. centers coming online in Kuala Lumpur whereas Dassault can more easily develop As far as a future concern of a competitive and Dubai’s Al Maktoum International. one and offer it to the fleet, he said. struggle between the independent MROs The latter will be able to accommodate 18 OEMs do turn to independent MROs for and the OEMS, NATA’s Thompson said he to 24 business jets at a time, with space to authorized service center relationships. But doesn’t think the independent MROs are house the Falcon 6X and 10X. Vincent said, “My sense is that these autho- looking at it that way. “I don’t think they’re rizations have been trimmed back here and thinking that in the future as much as I’ve got there, especially at some of the OEMs.” all this work in front of me.” But he acknowlSome look at these authorizations as edged “it is an ebb-and-flow situation.” long-term strategic partnerships. “If you “This is the constant yin-and-yang sort want to sell an airplane, you’re going to of struggle that goes on,” Vincent agreed. need somebody on the ground to do the “When times are good, you sort of look work to help you out there. So, in the long- around and say well, what else can we do term, you need these international partner- here? And, that’s what is going on. Capital ships to keep your fleet active and flying allocation has been going over towards and your customers happy,” he said. building and expanding service centers and JE A N K AYA N A K IS Bombardier’s Sislian agreed. “I think new locations.”

DA S S AULT S E N IOR V- P G L OB A L CUS T OME R S E R V IC E that the strategy towards the authorized However, when things slow down, such This is providing the necessary capacity service centers hasn’t changed, and we’ve activity may pull back, he further said, addfor Falcon customers. “These [centers] are been very clear. Our strategy is to bring our ing economists strongly believe that will now doing more than 30 percent Falcons,” jets home. We want to be able to serve our happen more broadly. “If we see an ecoKayanakis said. customers,” he said. “Do we think that we nomic slowdown, what happens first? Flight In addition, Dassault plans to add a could do that in every region? No, and we activity slows and has slowed already. That 175,000-sq-ft facility under its own brand do have certain authorized service facili- tends to reduce the demand for MRO.” in Melbourne, Florida, that will help pre- ties. Will we maintain them? The answer is But in the current climate, Vincent does pare to bring the large-cabin Falcon 6X and yes.” However, he added: “Are we looking not look at that as a negative. “It’s good 10X into service. to expand that? No, we’re not.” for our industry. We really have too much As for capacity after that, Kayanakis Gulfstream’s Zimmerman also said his demand for the supply. That has been the called America the primary booming mar- company’s focus is remaining on its own story here for a couple of years.” ket and said the company may look at the service center expansion, but it is also A worry about the overheated demand Northeast after its withdrawal from Wilm- expanding its authorized warranty facilities is that quality control may suffer, he added. ington, Delaware. “The rest, I think, right (AWF) footprint. “We have aircraft based “Not every shop provides the same level of now we have enough.” But he added, “We around the world and these AWFs offer con- service. If I go to Shop A, I get this. If I go to are preparing for the 10X in America. We venient access to warranty service, mainte- Shop B, I don’t get this,” Vincent noted. “One want to be solid.” nance, and parts for our customers,” he said. of the things I like about this OEM strategy The additions of the service network However, he noted advantages to of growing their aftermarket businesses is enable Dassault to have more direct control in-house service in that company-owned hopefully we’re going to see a little bit more of the customer experience, Kayanakis said. centers focus only on Gulfstream aircraft standardization of service quality.” z a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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AIN Product Support Survey Gulfstream and Textron Aviation share position as top-rated airframers B Y G R E G OR Y P OL E K

Gulfstream G650

Citation Latitude

Results in AIN’s 2023 Product Support Survey showed a tie in the business jet category between Gulfstream and Textron Aviation, each of which posted an overall average score of 8.1—just onetenth of a point ahead of last year’s top scorer, Embraer. Meanwhile, helicopter maker Leonardo finished in the top spot among all companies still producing aircraft with an 8.7 rating. Finally, Pilatus’s support of the PC-12 turboprop earned the highest score among all

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in-production fixed-wing aircraft at 8.6, help supplement its parts inventory. equaling its score from 2022.

Other factors included a need for more Virtually every company surveyed staffing as several companies added or continued to feel the results of supply continue the process of adding more chain constraints, reactions to which square footage for MRO operations and appeared varyingly effective in mitigating parts warehousing. its impact. Efforts to relieve the pressure A total of 593 respondents completed took several forms among the respon- the survey this year, 402 of which hailed dents, including more communication from North America. Latin America foland hands-on help for suppliers, increas- lowed with 50 responses and Europe and ing inventory levels, and maintaining Asia-Pacific with 46 each, with the remaincloser ties with teardown agencies to der from the rest of the world.

Aviation International News \ August 202 3 \ a i n o n l i n e .c o m

Overall Average 2023

Overall Average 2022

Rating Change from 2022 to 2023

Gulfstream (Midand Large-Cabin)

8.1

7.9

0.2

8.2

8.5

7.8

7.4

6.0

8.2

8.7

8.5

9.1

9.0

Textron Aviation (Citation, Beechcraft, Hawker)

8.1

7.8

0.3

8.2

8.4

7.9

7.3

6.6

8.1

8.9

8.4

8.8

8.6

Embraer (Phenom, Legacy, Praetor)

8.0

8.0

(0.0)

8.0

8.7

7.8

6.4

7.1

7.8

8.1

8.5

8.6

8.6

Dassault (Falcon)

7.9

7.5

0.4

7.8

8.8

6.8

6.9

6.4

7.6

8.7

8.4

8.7

8.9

Bombardier (Learjet, Challenger, Global)

7.6

7.6

(0.0)

7.3

8.6

7.7

6.5

6.4

7.4

7.8

7.7

8.1

8.7

Pilatus (PC-12)

8.6

8.6

0.0

9.1

8.9

7.8

8.2

6.8

8.6

8.9

8.8

8.7

9.3

Textron Aviation (King Air)

7.9

7.9

0.0

8.1

8.7

6.8

7.4

6.5

7.2

8.1

8.1

8.2

8.9

8.7

8.6

0.1

9.2

9.3

8.9

7.7

8.2

8.4

9.5

8.7

9.0

8.9

N/A

0.3

9.7

9.3

8.4

8.8

7.4

9.6

9.8

9.5

9.7

9.5

Combined Overall Average Ratings of Newer and Older Aircraft

FactoryAuthorized Cost per Parts Cost of Owned Hour Service Availability Parts Service Centers Programs Centers

AOG Warranty Technical Technical Response Fulfillment Manuals Reps

Overall Aircraft Reliability

Business Jets

Turboprops

Rotorcraft Leonardo

Turboprops (out-of-production) Mitsubishi (MU-2)

9.1

* Not reportable due to small respondent sample

SURVEY RULES AND METHODOLOGY AIN’s annual Product Support Survey aims to quantify and rate through statistical analysis the product support functions of aircraft manufacturers over the past year. The survey, whose respondents include operators of business jets, pressurized turboprops, and turbine-powered helicopters, endeavors to encourage continuous improvement in aircraft product support throughout the industry.

Rolland Vincent Associates, a Texas-based consultancy focused on aviation market research, strategy, and forecasting. Designed to provide improved ease of use and to encourage more participants to complete the entire questionnaire, the survey tool included Spanish and Portuguese versions along with clearer language and imagery around the categories and evaluation scale. Finally, it asked respondents to evaluate one full aircraft at a time, including airframe, engines, and avionics.

SURVEY TOOL

METHODOLOGY

For the third year, AIN conducted the survey via a questionnaire developed in partnership with

AIN emailed qualified readers a link to the password-protected survey website active from

late April to mid-June. It asked respondents to rate individual aircraft and provide the tail number, aircraft age, primary region of service, and whether they used factory-owned or authorized service centers, or both. The survey also asked respondents to rate, on a scale from 1 to 10, the quality of service they received during the previous 12 months in the following categories: Factory-owned Service Centers; Authorized Service Centers; Cost Per Hour Program; Parts Availability; Cost of Parts; AOG Response; Warranty Fulfillment; Technical Manuals; Technical Reps; and Overall Aircraft Reliability. continues on next page 

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THE RESULTS

RESULTS ANALYSIS

In total, 593 unique respondents representing 1,821 aircraft, from 57 countries completed the survey. While slightly above last year’s total, AIN did not receive enough responses to verifiably report on Bell or Airbus Helicopters. Rolland Vincent Associates reviewed the data to ensure accurate and valid responses. It also compiled the final survey results in close coordination with AIN.

AIN’s analysis of the survey showed that scores slightly improved this year despite several challenges faced by product support organizations: » Flight hours remained elevated between the May 2022 to May 2023 survey period and flying exceeded pre-pandemic levels in all business aviation segments. More flying leads to more unscheduled maintenance and demand on support teams.

» Supply chain disruptions created longer lead times for parts acquisition and have shown little sign of easing.

COMING NEXT AIN has published its 2023 Product Support Survey results for aircraft in this issue; next month will feature avionics, cabin electronics, and connectivity; and engines will follow in October.

AIRFRAMERS GULFSTREAM One of two airframers to rise to the top spot in the business jet segment, Gulfstream saw its total score of 8.1 result from very high scores in overall aircraft reliability (9.0), technical representatives (9.1), warranty fulfillment (8.7), and factoryowned service centers (8.2). The company saw its weakest score in cost of parts (6.0). Although, parts availability, at 7.4, appears low compared with the rest of Gulfstream’s results, the company finished ahead of each of the other four business jet makers—underscoring the ongoing supply chain struggles throughout the industry. Gulfstream’s score this year inched up by 0.2 from 2022 results, propelling it to the top spot.

THE IMPROVEMENTS

Intent to ensure that customers receive the exact same level of support regardless of their location, Gulfstream has embarked on an infrastructure expansion plan that saw it announce in April the continued growth of its Savannah, Georgia-based MRO facility. Already one of the largest dedicated business aviation MRO facilities in the world, Savannah will see the creation of an additional 200,000 square feet of workspace for inspections and maintenance, avionics upgrades, and interior redesigns.

Following the Savannah announcement, the company opened a new repair and overhaul shop at Farnborough in the UK that will bring significantly more capacity for work on wheels, brakes, and batteries. Other projects either finished or in progress over the last year include expansion of facilities in Mesa, Arizona; Fort Worth, Texas; and Farnborough.

Over the past year, Gulfstream also has invested heavily in spare parts storage and distribution, locating warehouses near key airports such as Atlanta Hartsfield and Amsterdam Schiphol.

It purposely chose the Dallas-Fort Worth area as the location for its new component repair and overhaul facility for its proximity

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to the largest air cargo operation in the U.S. and DFW Airport.

The company says it invested more than $1 billion in parts inventory around the world to help mitigate supply chain disruptions. Another strategy centers on its expansion of in-house repair and overhaul (R&O) capabilities to help it gain more control over the supply chain. According to Gulfstream, R&O proficiency aligns with its sustainability goals, allowing it to extend aircraft life cycles while reducing the need for raw materials and manufacturing of replacement goods.

Finally, Gulfstream strengthened its workforce by identifying and placing new roles within the support organization and adding headcount. The company now employs some 5,000 people in more than a dozen MRO locations in the Americas, Europe, and Asia. It claims to maintain a sharp focus on employee training and has committed significant investment in on-the-job training resources.

Now preparing for G700 entry into service, Gulfstream support teams have undergone what the company calls extensive training to support delivery of the aircraft.

TEXTRON AVIATION Also notching a composite score of 8.1—up from 2022’s 7.8, Textron Aviation benefitted most notably from a high score in warranty fulfillment (8.9), technical reps (8.8), and factoryowned service centers (8.2). It also scored best among the five OEMs in the category in cost per hour programs with a 7.9 rating and only a tenth of a point behind Gulfstream in parts availability with a score of 7.3. However, it performed comparatively weakly in overall aircraft reliability, tying Embraer at 8.6 for the lowest score among the five business jet airframers. Other conspicuous ratings included an 8.4 for authorized service centers, which, although relatively high, placed Textron at the bottom of the rankings in that category.

THE IMPROVEMENTS

Textron Aviation’s expansion of its global footprint, people, and inventory highlighted its product support offering over the past year, giving Beechcraft, Cessna, and Hawker customers more ready access to parts and services they need to maintain their fleets. Specifically, it added team members in Europe and Latin America to further expand its presence outside the U.S. and established a 1CALL AOG support team in Spain as well as customer support teams in Germany and Brazil to facilitate parts ordering, returns, and warranty claims.

Now building another 180,000 sq ft of space at its parts distribution warehouse in Wichita, Textron Aviation aims to invest further in inventory to support not only new models such as the Cessna SkyCourier and Beechcraft Denali, but older models as well. The company says the expansion will make it easier for customers to conduct business with features such as a dedicated lane for customers to drop off or pick up parts in person and opportunities for consolidated shipments.

Textron Aviation recently added a stockroom in Fairbanks, Alaska, allowing Cessna Caravan and SkyCourier customers to receive parts faster than those shipped from

the company’s headquarters in Kansas. It also opened a new satellite service center at Dallas Love Field to support customer demand in the high-traffic Dallas-Fort Worth metropolitan area. The location offers customers additional flexibility for support and complements the company’s unscheduled AOG response.

Textron also continues to adopt digital platforms such as the Service Management app, which eases customers’ review and approval of work and connections with service centers.

Meanwhile, Textron Aviation redesigned its parts product website to make it easier for customers to ensure they order the correct parts. Customers can shop for parts by aircraft model and save them for future use. They also can track their orders from the moment the company receives them, giving operators visibility of the order’s shipment status.

Separately, Textron Aviation has instituted new pricing policies. Customers on ProParts fixed-cost programs benefited as their rates increased at a lower percentage than the Consumer Price Index adjustment for 2023.

Finally, ProAdvantage maintenance budgeting and price protection programs now cover Wi-Fi hardware installed on customer aircraft at no additional cost.

EMBRAER Embraer’s 8.0 overall score placed it in the middle of the grouping of five business jet manufacturers, albeit only a tenth of a percentage point below the two top-ranking OEMs and the same as the Brazilian manufacturer posted last year. Last year’s

winner in the category also saw high ratings in technical manuals (8.5), technical reps (8.6), cost of parts (the highest at 7.1), and authorized service centers (8.7). Lingering supply chain issues likely resulted in a low ranking in parts availability (6.4).

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 Embraer continued

THE IMPROVEMENTS

Brazil’s Embraer took deliberate steps to confront supply chain disruptions and higher fleet utilization with an investment in additional inventory and human resources around the world to support throughput, resulting in more than a 20 percent increase in parts availability compared with its performance in 2022. Meanwhile, revenues generated by the company’s services and support division has already returned to above pre-pandemic levels and backlog growth compared with last year stands at 8.3 percent.

Embraer now counts more than 680 aircraft enrolled in its Executive Care program, including the fleet of a new customer from Brazil—fractional operator Avantto. The company also appointed ExecuJet as its authorized service center for business jets in South Africa, at Lanseria International Airport near Johannesburg.

“Capacity expansion is our priority in [our] MRO network,” said the company. “Last year we increased staffing in our MROs and we plan to keep capacity growing, hiring experienced technicians, and enhancing our portfolio.

The expansion is driven by [sustainability] efforts. We are working on LED lighting upgrades and on battery-powered [ground service equipment] replacement.”

Other sustainability measures include 25 hours of free carbon-neutral flight hours for enrollees in the Embraer Executive Care program through 4AIR to offset carbon emissions during their first year of ownership.

Separately, as pilot training capacity becomes ever more strained, Embraer has taken steps to boost the number of student slots and availability of full flight simulators. For example, it added a simulator in Las Vegas to address U.S. demand. A joint venture between Embraer and CAE called

ECTS will operate the machine at the new CAE Las Vegas Training Center near Henderson International Airport. Six Phenom-series simulators reside in Dallas, London Burgess Hill, and Guarulhos Airport in Brazil. Along with CAE for the Phenom fleet, Embraer has partnered with FlightSafety International for Praetors. Embraer plans for a new Praetor simulator in Orlando during this year’s third quarter.

So-called digital transformation stands as a key pillar in Embraer’s support foundation. The company recently launched a new feature within its AHEAD health analysis and diagnosis system called Health Monitoring, which provides trend analysis and detects parts degradation to avoid AOGs and unscheduled maintenance. Furthermore, the company’s Smart Troubleshooting program has resulted in about 30 percent less troubleshooting time and a 9 percent decrease in labor expenditures. Finally, the company’s Beacon maintenance-coordination platform tracks scheduled and unscheduled events and allows technicians to accelerate return to service from any device, eliminating the need for emails and multiple phone calls.

DASSAULT Finishing with an overall score of 7.9, Dassault ended up just two-tenths of a point behind the leaders in the overall average category, thanks to a first-place score in authorized service centers (8.8) and relativelly high scores for warranty fulfillment and technical reps (8.7), and overall reliability (8.9). These scores also helped boost its overall average by

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four-tenths of a point compared with 2022. The company’s weakest scores this year reflected its high cost of parts (6.4) and relatively low-rated cost-per-hour programs (6.8) and AOG response (7.6). The Falcon service provider finished in the middle of the grouping of five bizjet OEMs in parts availability (6.9) and technical manuals (8.4).

 Dassault continued

THE IMPROVEMENTS

Dassault this past year has continued to commit major investments in expanding and improving its customer support network while working with key vendors affected by the supply chain crisis to monitor recovery plans and boost inventory levels. One of those investments, namely a new spares management system, required some “debugging,” said the OEM, but it now performs as intended. The company also has increased the size of its rotables inventory as an added resource for operators and a means to minimize the effect of supply chain disruptions.

Finally, as the Covid crisis led to more retirements and other employment dislocations, Dassault boosted recruiting efforts in all service disciplines.

Meanwhile, Dassault expects to see the opening of additional service centers following the establishment of its ExecuJet Dubai MRO early this year to serve Middle East owners and operators of the newest and largest Falcons.

Other new MRO centers will open soon in Kuala Lumpur and, later, in Melbourne, Florida, in 2025. In India, Dassault operators now have access to a new authorized service center in New Delhi through Indamer, complementing two other ASCs in Mumbai.

Through the Dassault MRO network, the company has developed what it calls efficient service packages for major

inspections, including Falcon 7X 2C checks (a 16-year inspection), minimizing downtime and cost for operators.

Finally, as the Falcon 6X approaches the cusp of service entry, Dassault has assembled a dedicated team to manage pilot and maintenance training for the type. Dassault senior v-p of worldwide Falcon customer service Jean Kayanakis said customer training will begin shortly in a full-flight simulator at CAE Burgess Hill in the UK. “Dassault MRO centers will be ready to support the aircraft at EIS with trained technicians and $80 million in parts and tools,” said Kayanakis. “We’ll have several go teams in the U.S., Europe, and the Middle East ready to dispatch when needed.”

BOMBARDIER Bombardier finished with the same 7.6 overall score as last year’s survey, placing it a half-point behind the leaders and three-tenths of a point behind fourth-place Dassault. The Learjet (out of production), Challenger, and Global manufacturer trailed the other OEMs in factory-owned service centers (7.3), AOG response (7.4), warranty fulfillment (7.8), technical manuals (7.7), and technical reps (8.1). However, it posted relatively high scores in authorized service centers (8.6) and overall aircraft reliability (8.7).

THE IMPROVEMENTS

Recently executing a plan to more than double its aftermarket services network, Bombardier designed its infrastructure

expansion to complement its “Bring Your Jets Home” campaign, meant to encourage owners and operators to return to the OEM for service. By the end of last year, the plan came into clearer focus, resulting in a doubling of its worldwide aftermarket footprint to nearly 1 million sq ft. Along with the facilities expansion, the company remains in the process of hiring more than 300 technicians around the world.

Over the course of six months, Bombardier opened new service centers in Melbourne, Australia, and Miami. It also inaugurated major facility expansion in Singapore, London Biggin Hill, and Paris, where it operates a line maintenance station. The company also broke ground on a new Abu Dhabi service center last December.

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 Bombardier continued

Reaction to supply chain constraints resulting from the Covid pandemic included increased communication with primary and sub-tier suppliers and deploying Bombardier staff members to their facilities. The company also acquired more critical parts and raw materials, adding inventory purchased in the fourth quarter of 2021 and first quarter of 2022. It also maintained close ties with third-party aircraft teardown agencies that provided removed inventory.

Over the past year, Bombardier’s customer support team accelerated response time to AOG events, boosted support capacity with the expansion of its service center network, introduced its Smart Link Plus connected aircraft system, lengthened maintenance intervals, added a customer support response center in Singapore to allow for round-the-clock

TURBOPROPS

PILATUS

PC-12 manufacturer Pilatus—the clear winner of the turboprop group—outscored every other OEM across all three categories except Leonardo and Mitsubishi, registering an 8.6 overall average rating and placing seven-tenths of a point ahead of Textron’s King Air support apparatus. Meanwhile, Pilatus’s 9.3 rating in overall aircraft reliability not only placed it ahead of Textron’s position in the turboprop grouping, but three-tenths of a point above the winner of the business jet category, Gulfstream.

Matching its score of last year, Pilatus outscored

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service, and maintained a network of 54 field support staff around the world.

Bombardier expanded its Mobile Response Team (MRT) last year as more customers asked for mobile aircraft maintenance. In the U.S., it added new teams in Charlotte, North Carolina; Chattanooga, Tennessee; Scottsdale, Arizona; and Hammond, Louisiana. In Europe, MRT crews in Geneva and Paris have expanded to include more trucks and 14 new staff members. Bombardier’s MRT now operates 21 trucks in the U.S., 11 in Europe, and two in Dubai.

Now that several aviation regulators this past April approved Bombardier’s Smart Link Plus connected aircraft program, operators of most in-service Challenger and Global aircraft have clearance to install what Bombardier calls the most advanced aircraft health monitoring system in business aviation.

With Smart Link Plus installed in their aircraft, customers enjoy real-time aircraft performance monitoring, remote troubleshooting capability, and live OEM data and support.

Under the program, customers benefit from constant connection to Bombardier’s customer service team, which receives automated real-time notification of critical aircraft events, including takeoff and landing advisories, in-flight fault notifications, and all related data. Moreover, with the customer’s permission, Bombardier can automatically send engine trends and exceedance notifications to the powerplant OEMs in accordance with their coverage programs.

Textron’s King Air support in every category and finished well above all companies except Mitsubishi in AOG response with a score of 8.6. Other highlights included a 9.1 score in factory-owned service centers, an 8.9 in warranty fulfillment, and 8.8 in technical manuals.

THE IMPROVEMENTS

Pilatus Aircraft’s expansion of its authorized service center network saw the addition of five locations around the world, helping boost the support division’s revenue

 Pilatus continued

contribution by 10 percent in 2022.

Further growth came in the form of a new paint shop at its location in Broomfield, Colorado, and the acquisition of sales and service center Skytech. Founded in 1976, Skytech maintains two East Coast bases—in Baltimore, Maryland, and Rock Hill, South Carolina—and has served as a Pilatus-authorized center since 1993.

In Europe, Pilatus opened a factory-owned line station at EuroAirport Basel equipped with a PC-12 NG to dispatch its AOG recovery team. The start of construction of a new repair facility in Buochs, Switzerland, and a composite structures building in nearby Ennetburgen reinforces its European presence.

Among its engineering and design improvements, Pilatus instituted several systems enhancements to the PC-24 jet to extend the model’s mission profile and boost reliability.

For its CrystalCare program, Pilatus now offers renewal packages of three or five years in response to customer input.

Designed to complement standard warranties, CrystalCare eliminates the uncertainty of maintenance cost variations and includes a mobile recovery service that dispatches mechanics and parts when a maintenance need arises away from home.

Separately, the company held seven customer-oriented operators’ conferences and launched the enhanced MyPilatus 2.0 customer portal.

Pilatus reached several delivery milestones since AIN published its previous customer support survey, starting with the shipment of its 2,000th PC-12 as the fleet’s flight-hour total surpassed 10 million. Separately, the world PC-24 fleet reached 200 airplanes, which together clocked a total of 60,000 flying hours. Finally, the company delivered its 260th PC-12 NGX. That fleet has accumulated 120,000 flight hours.

TEXTRON AVIATION (KING AIR) Although unremarkable compared with its turboprop rival Pilatus, Textron managed a respectable 7.9 composite score for its King Air support, also the same as 2022.

Textron’s authorized service center score of 8.7 placed it above several others in that category, while its AOG response of 7.2 placed it last among every company in every grouping. However, it did finish relatively high in overall aircraft reliability at 8.9, a score matched only by Pilatus (9.3), Gulfstream (9.0), and Dassault (8.9)

THE IMPROVEMENTS

See summary of Textron Aviation improvements on page 23.

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HELICOPTERS

LEONARDO

The leading composite scorer in all three categories of aircraft (except for out-of-production Mitsibishi), Leonardo posted an 8.7 rating—a tenth of a point above turboprop maker Pilatus and six-tenths of a point ahead of business jet OEMs Gulfstream and Textron Aviation, maker of the Citation, Hawker, and Beechcraft models.

With an overall rating this year that was one-tenth higher than last year’s, Leonardo finished with more scores of 9.0 or above than any other company (except for Mitsubishi). Specifically, it posted a 9.2 in factory-owned service centers, 9.3 in authorized service centers, 9.5 in warranty fulfillment, and 9.0 for its technical reps. The company also finished ahead of all other aircraft in the survey in cost-per-hour programs (8.9) and cost of parts (8.2). Leonardo’s AOG response (8.4) also exceeded all in-production companies except Pilatus at 8.6.

THE IMPROVEMENTS

Leonardo’s efforts to ensure customer satisfaction have taken several forms, including closer proximity and quicker responsiveness of its support centers. Recent examples include the expansion of its gearbox MRO in Melbourne, Australia, as part of what it called the “reinforcement” of its Australian subsidiary. In the U.S., it opened a new facility in Milton, Florida, to provide dedicated service to customers in that area.

The investments add to the capabilities of its Gulf of Mexico support center, whose offerings this year will expand to repair services for AW169 blades. Other initiatives include the opening of a training academy in the U.S., a new helicopter service and logistics center in Brazil, a new service center at Paris Le Bourget Airport, and soon, another one in London.

Meanwhile, supply chain disruptions continue to demand operational agility and organizational ingenuity.

“Clearly, the pandemic and the geopolitical scenario have affected the industry in every part of the value chain, from raw material sourcing to end-customers’ operations,” the company said.

“To overcome these new challenges, we have extended the firm order horizon toward our suppliers and we have included additional flexibility in the volumes projected for the next two years, anticipating a substantial financial

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risk, in order to ensure continuity to all our customers.”

The company added that it has streamlined its order management process, including with the online Leonardo Store, increasing efficiency and transparency of any logistics order—including AOG orders.

“Despite the constraints over the past years, we are constantly investing in increasing and strengthening our network and partnerships worldwide in order to be even closer to our customers and to guarantee a widespread offer of capabilities and services in proximity to their areas of operation,” Leonardo stressed.

As part of an effort to leverage data sharing and analytics in recent years, the company welcomed the new Diagnostic Services Tower in Sesto Calende, Italy. Engineers can monitor thousands of parameters and analyze data generated there to support customers’ fleets and optimize service in all operating scenarios.

Finally, Leonardo launched a new family of so-called enhanced training devices called virtual extended reality (VxR) simulators. The first device of its kind designed and built with native helicopter OEM characteristics, the VxR uses qualified Level D full flight simulator data and features real flight dynamics, performance, and cockpit components, allowing users to interact with the physical cabin and panels.

It integrates with a VR headset and uses a visual database to provide a 360-degree immersive view for pilots. Leonardo’s initial focus centers on the single/light twin market with the development of a single-seat simulator cockpit for light helicopter simulation. The device can also support multiple platforms with the integration of additional cockpits.

BELL Bell did not garner enough responses for inclusion in this year’s survey results.

THE IMPROVEMENTS

Led by 20-year Bell Helicopter veteran and former director of support and services Chris Schaefer since July 2022, Bell’s “Customer Experience” unit counts several successes in the past year, including increasing time between overhaul for transmissions on Bell 407s from 5,000 to 6,000 hours, launching its extended maintenance customer advantage plans (CAP), upgrading the avionics suites in the Bell 429 and 412, and reaching the final stages of the integration of Australia’s Eagle Copters Maintenance.

The company also reports favorable changes to its warranty policy for 2023, thereby benefitting its Customer Service Facility (CSF) network by allowing spare parts warranties to start upon installation rather than a year from delivery. It also began modernizing the first nine CH-146 Griffons under its $800 million Griffon limited life extension program, which involves replacement of avionics, engine upgrades, and integration of new sensor systems.

Meanwhile, due to an increase in CAP volume, the company expanded its Miami operation to support component repair

and overhaul. Bell says its CAP Select program means it can customize those offerings to meet individual needs of customer. The company plans to expand CAP offerings, allowing customers flying less than 200 hours a month to benefit from simple and easy-to-understand coverage plans.

Finally, Bell this year plans to share details of a still unannounced plan involving its partnership between TRU and Bell Training Academy, whose students have benefitted from virtual reality advancements in their training curricula.

AIRBUS HELICOPTERS Airbus Helicopters did not garner enough responses for inclusion in this year’s survey results.

THE IMPROVEMENTS

Airbus Helicopters continues its efforts to innovate and, in its words, transform the company to benefit its customers with its recently restructured HCare offering. Calling HCare the best combination of support and services for each customer’s unique profile, the program offers different packages— namely, HCare Initial, HCare In-Service, and HCare Lifetime.

Airbus tailors the three levels of support to the life cycle of customer fleets to best match the needs of high or moderate flyers with wide-ranging operating environments.

In the realm of ensuring fleet availability, Airbus Helicopters conceded that spare and overhauled parts represent a key area of concern for its customers,

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 Airbus Helicopters continued

particularly in the context of a constrained supply chain.

“We have made substantial efforts in this domain with an overall investment of almost $400 million dollars,” said Airbus Helicopters executive v-p of customer support and services Christoph Zammert. “We have invested considerably into additional spares and a top-up of our rotable pool, complemented by the acquisition of ZF Luftfahrttechnik to make the H135 and H145 main gearbox repair activities part of our internal value chain. We have also added more than 80 new repair solutions to our portfolio as an alternative to the use of new parts.”

For out-of-production aircraft, Airbus Helicopters continued to buy back specific helicopters to reinject their overhauled parts into the material supply cycle for the in-service fleet.

Airbus Helicopters also has invested in additional human

resources, recruiting more than 50 people to staff its front office and logistics organizations to ensure closer proximity and reaction times.

In the training domain and following the successful certification of the Loft Dynamics virtual reality simulation device for H125 training, the company expanded its cooperation with Loft Dynamics under which it expects to add a similar device for the H145 by the end of 2024.

The company has begun installing an H160 full flight simulator at its facility in Grand Prairie, Texas, and H160 training operations are expected to begin in 2025. Also in Grand Prairie, Airbus installed a multi-purpose test bench for dynamic components, allowing for a two-fold increase in testing capacity for main gearboxes.

SUPPORT FOR MU-2 STRONG AS FLEET RAMPS UP FLYING Mitsubishi’s MU-2 is somewhat of an outlier among business aviation turboprops, having been out of production since 1986 after more than 700 were manufactured. Since then, the robust twin-engine MU-2 has enjoyed a dedicated following among owner pilots and even commercial operations, bolstered by the strong ongoing support from OEM Mitsubishi Heavy Industries America (MHIA).

Based in Dallas, the MU-2 Product Support Program provides parts, engineering, field support, quality assurance, flight safety, and customer support for the remaining 230 MU-2s still flying.

“In the past 12 months, MHIA has been seeing more flying by MU-2 owners and pilots taking advantage of their MU-2 as a general aviation aircraft supporting business and personal transportation needs,” said Yoshiaki Asako, MU-2 product support director. “MU-2 community members are returning to pre-pandemic active lives.”

Last September, more than 80 MU-2 owners/operators met in Cleveland for the MAXRPMS safety seminar, which provided MU-2

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operational tips, accident analyses, and information on MU-2 safety enhancements. A new group was also formed in May, MU-2 Flyers Association.

Meanwhile, MHIA, the FAA, and Japan’s regulator JCAB are working on consolidation of the FAA and JCAB MU-2 type certificates under the FAA. This is expected to be done in the next 12 months. “Once completed, this will provide streamlined and improved processes to maintain the MU-2 type design

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into the future,” Asako explained. MHIA is also continuing efforts to move more spare parts manufacturing to the U.S., he added. MU-2 support is provided by five MU-2 authorized service centers.

Although it has been out of production for many years, MU-2 owners/operators rated the product support they receive with high marks, with a 9.1 overall average and above 9.0 ratings in many categories. The lowest rating was for cost of parts, typical for most OEMs. M.T.

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Vertis sees value in Africa charter market B Y P E T E R S H AW- S MI T H

Africa remains an important part of the mode a luxury on the continent. “I conbusiness of Swiss charter broker Vertis Avi- sider our industry a necessity,” he said, ation, which saw its best-ever year in 2022, “because of the infrastructure and connectivity challenges. If you are in Ghana and CEO Jeffrey Emmenis told AIN. Several factors drove the company’s you want to fly commercially to another increased business, he said, including the part of western Africa, occasionally you number of customers traveling for leisure. have to travel over Addis Ababa, which is “That was very big for us,” Emmenis noted. several hours in the other direction, just “Customers on the business side, particu- to turn back to get to where you need to larly in Africa, flying to more remote loca- be. When you see captains of industry and tions. We look after a number of heads of mining giants doing that, it’s not efficient.” state and there was a lot of travel as govEmmenis agrees that the traditional cenernments started opening up and doing ters of business aviation in Africa, like South business. I see a little bit of softening in Africa, Nigeria, and Morocco, remain strong, 2023, but it will still be quite impressive.” but he identifies other growth areas, includHe said Africa is now “on the map,” as ing southern and central Africa. “If you look the recent visits of U.S. Treasury Secretary at Cote d’Ivoire, that’s quite mature,” he said, Janet Yellen and Russian Foreign Minister “as is South Africa, but actually we are seeSergey Lavrov to Johannesburg made clear. ing more interest in equatorial Africa—for Attention to Africa from the U.S. is increasing, example, in the Congo, Gabon, and Zambia.

Emmenis believes, with significant invest“There are now some newer types of airment coming in. “Africa is really front and craft in Cameroon,” Emmenis added. “It center at the moment in the world. That…can really is around this commodity belt. Camonly do the continent good. It’s in the news.” eroon—cocoa, cobalt, gold, copper. Now Emmenis does not like to use the term there’s been a big oil and gas find in Mozam“private aviation” with regard to Africa bique and of course off the coast of Namibia, because he does not consider the travel as well. So there are many things happening.”

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Vertis’s business model revolves around one-off charters, aircraft leases, and whole aircraft acquisitions to its charter management program. Customers can buy an airplane from Vertis and put it on charter; Vertis then supports the commercial aspects of the airplane while it’s in its operation.

“When [customers] want to dispose of that asset or renew it, we’ll sell that one and source a new one for them to buy,” he said. “The only thing that Vertis doesn’t do is operate aircraft. We’ve never done that and have no desire to. We leave that to the professionals in that field. We’ve done multiple deals, particularly in Africa. That’s where we’ve been doing a lot of business. I would like to say where, but I can’t.”

He said the majority of business aviation transactions in Africa involve preowned aircraft. “I know of a customer who just two weeks ago took delivery of his brand-new 7X,” Emmenis recalled. “That’s one of the few new airplanes that I know has gone into Africa. If you do get the newer ones, then it also tends to be for the Nigerian market, which is very mature, anyway. A few of the owners of those aircraft are renewing their fleets.”

Getting people onto the continent to believe the airlines are pretty much back do business can be difficult, Emmenis said. to 70 or 80 percent of where they were in “Occasionally, even to get from Europe into 2019,” Emmenis said. “It’s just that the aircertain parts of Africa is challenging,” he planes are very expensive at the moment explained. “You end up having to go over, because, while sales and acquisition prices as an example, Brussels; then there’s a stop of aircraft have been softening, it’s cersomewhere else, and then you land. All of tainly not a buyer’s market.” a sudden, [what could otherwise be] a relEmmenis finds himself traveling on the atively quick trip, which could be a direct continent frequently. “I do travel around, JE F F R E Y E MME N IS flight of five or six hours, takes you a whole but not as much this year,” he said. “I think C E O, V E R T IS AV I AT IO N day, and occasionally, because the flight for me it still remains southern Africa, and starts early, you need to travel the night contagion might affect the African market. then Namibia, Zambia, the Congo, Gabon, before. And that’s not really convenient.

“I’m aware that Investec does the financing where you’ve got all of these commodities.

“If you are working in the Middle East, or of aircraft,” he said. “If they’re newer assets There’s a lot of money in that middle part— happen to be there,” Emmenis continued, and the customer is of a particular caliber, equatorial Africa and just into southern “there are direct flights into a wider variety of you end up with your more traditional banks Africa. South Africa remains a powerhouse places including using Ethiopian or Turkish such as UBS. A lot of the aircraft going into but also given economic uncertainties Airlines or Qatar Airways or Emirates, and it Africa are preowned aircraft that are past their and political changes, it’s perhaps not gets you there in a shorter time. I think it can cutoff in terms of financing lifespan. A tradi- what it once was. And that’s giving rise to only be a benefit. It’s about having that inter- tional financing model is then not available.” other opportunities. line service available to go off to the smaller Scheduled capacity continues to impact “I am African,” Emmenis added. “I’m loving lodges and places like that if you’re on the business aviation operations in Africa. “I Africa. It’s a place to be reckoned with.” z leisure side [or] if you’re on the business side, then into mines or wherever else you’re going.”

Emmenis does not believe that Africabased aircraft present a challenge in terms of age, safety, or maintenance. Aircraft in Africa are being operated by companies with good pedigrees.

“You have Luxaviation Group, which is one of the biggest players on the continent,” he said. “Avcon was doing quite a lot in Africa at one time. There are some really good operators out in Africa. Bestfly is one of them. I don’t think there’s an issue with that. If you are working with a good operator, with a good fleet of aircraft and a good track record, you are as safe as you’d be anywhere.

“In Africa, experience counts for a lot,” Emmenis added. “When you’re going to locations that are more remote, going with an African operator who understands that landscape and the cultural nuances and operating environment, I think, actually enhances your safety.”

Regarding aircraft finance on the continent, given the problems experienced by Credit Suisse, Republic Bank, and Silicon Valley Bank, he said he did not know how financial a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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Safety Talk

T&I Chair Sam Graves on protecting the ‘gold standard’ of safety B Y K E R R Y LY N C H

U.S. Rep. Sam Graves (R-Missouri) took over the House Transportation and Infrastructure Committee as chairman this year as Congress kicked off work on a comprehensive aviation bill to reauthorize the FAA’s programs and address a host of other issues. Congress faces a September 30 deadline to reauthorize the agency.

Graves, who has served in Congress since 2001, formerly was the ranking member of the committee and is known in the industry as a general aviation advocate. He has co-chaired the House General Aviation Caucus; spearheaded House legislation on issues involving pilot rights, airport funding, and warbirds; and hosted an annual town hall and airshow—the Wingnuts Flying Circus—at Gould Peterson Municipal Airport near his hometown of Tarkio, Missouri. He talked with AIN about his desire to provide stability at the FAA, boost safety, and foster general aviation and advanced air mobility through a comprehensive reauthorization bill.

The Securing Growth and Robust The first title jumps into FAA reform. must continually be made safer. The bill Leadership in American Aviation Act The previous reauthorization bill had addresses multiple safety issues, including spans five years. Why is a five-year called for FAA reforms, and the agency the recent uptick in runway incursions. bill important? in recent years has been reorganizing.

In particular, the bill requires the FAA The five-year reauthorization will pro- Why more reforms? What key issues are to establish a Runway Safety Council to vide long-term stability and certainty for you trying to address? develop strategies to address safety risks of the FAA and the entire aviation industry.

Our bill improves the FAA’s efficiency ground operations at airports. The bill also Short-term extensions of the expiring law through reasonable organizational reforms requires the agency to identify and deploy can’t provide that, and it doesn’t help and restructuring. The FAA is simply too technologies, equipment, and systems to the agency or the aviation community to slow in everything it does—from rulemak- enhance ground operation safety at all have to worry about the harmful effects ings to aircraft registrations and certi- medium-hub, large-hub, and other airports of a partial FAA shutdown every time a fications to just simple paperwork. It’s that lack surface surveillance capabilities. short-term extension ends. I want to be becoming more and more impossible to Among the most important safety features clear that I have no intention of letting get FAA to “yes” on any decision or, frankly, of this bill is the title for a five-year reauthe law expire, but only by the House even provide a decision, and this bill makes thorization of the National Transportation and Senate working together to get a new the agency more agile, in a manner that Safety Board [NTSB]—the independent fedlong-term law in place can we truly look won’t harm its safety mission. eral agency that investigates all civil aviation forward to the future of the U.S. aviaPrevious reorganization efforts have accidents...Having the NTSB functioning and tion system. focused more on making one area of the well-equipped is critical to preventing future Our bipartisan bill is called the Secur- agency work better for one part of the aviation and transportation safety issues by ing Growth and Robust Leadership in industry, but this bill is about making the learning what caused previous accidents.

American Aviation Act for a reason. We entire agency more agile and more responwant to ensure that the American avia- sive for everyone who interacts with it.

A key difference with this year’s reauthotion industry has the leadership it needs rization bill is the first title dedicated to to continue to maintain and expand upon Also, you include numerous safety- general aviation. Why a separate title? our nation’s status as the gold standard specific provisions. How did the GA underpins the American aviation secin aviation safety and innovation. That’s recent near-collisions shape some of tor as we know it. GA airfields across the not something that can be achieved by these provisions? country have given more Americans than kicking the can down the road with shortAmerica’s aviation system is safe, but ever the opportunity to fly. From providing term reauthorizations. the system is not immune to stress and the foundational building blocks for most

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airline pilots to serving as economic engines for small and rural communities, our aviation sector wouldn’t be where it is today without a strong GA community.

Most of our aviation professionals, including pilots and mechanics, get their start in GA. But too often, GA issues are ignored or deprioritized by the FAA. This bill recognizes that the success of the U.S. aviation system is built upon a strong GA foundation, which is why I felt it was so important to include the first-ever general aviation title to secure our aviation industry’s long-term success.

There are several provisions in this bill that are essential to the success of the GA sector: increasing Airport Improvement Program [AIP] funding to $4 billion per year, up from the $3.35 billion per year it has remained at for years while construction costs have continually increased.

Capitalizing on the successes of BasicMed by expanding the specifications for eligible aircraft and allowing designated pilot examiners to fly under it. Growing and supporting the aviation workforce through the establishment of the National Center for the Advancement of Aerospace, a center where government and aviation industry stakeholders will collaborate on advancing programs to develop a 21st-century aviation workforce. Expanding protections for pilots by prohibiting the FAA from weaponizing the exclusive review of automatic dependent surveillance-broadcast (ADS-B) data against a pilot in certain instances.

Ensuring that the FAA is processing aircraft registration and renewal applications in a timely manner while also authorizing aircraft owners to continue operating their aircraft during the renewal process so long as certain conditions are met.

The bill includes protections and additional funding for general aviation airports. While recent pandemic-related bills set aside additional funds, have general aviation airports recovered?

As I mentioned, GA is the biggest pipeline we have for aviation professionals,

so ensuring that those airports have the resources they need to continue operating smoothly and fostering growth in the profession is a top priority. It’s important to remember that airport funding provided in recent pandemic-related laws primarily benefited America’s larger airports. Our bill’s proposed increase in AIP funding levels will particularly benefit GA airports. But too often, communities don’t recognize the value that airports provide and look to shut them down or provide few resources.

The Senate-introduced bill covers many of the major themes that this bill addresses. Yet the Senate bill is still very different. How much in agreement are you with the Senate?

There are certainly differences between our bill and the Senate’s, and we’ll work those out once both chambers of Congress have approved their two versions of the legislation. I’m extremely pleased that we marked up our bipartisan bill, which was passed unanimously by the T&I Committee, in line with the ambitious schedule we set at the beginning of this Congress. I look forward to the Senate acting on their bill as soon as possible so that we can then get to work on ironing out any differences.

My goal is to have the final product across the finish line and signed by the President by the September 30 deadline, and I will continue to do everything in my power to ensure that happens.

What are your key safety concerns about integration of AAM and how does this bill address that?

AAM [advanced air mobility] is one of the truly exciting innovations and developments happening in aviation today. We are seeing companies and communities begin to invest in and plan for the introduction of aircraft that can provide additional mobility...while addressing issues around community acceptance. However, What else about this bill would you like the FAA has struggled to keep up with to emphasize for our readers? the pace of industry even though some of I just want to emphasize that this biparthese aircraft have been in design for over tisan bill is critical to America’s global a decade. leadership in aviation, to our economy and Since these issues came to light, FAA lead- millions of jobs, and to making the entire ership has stated multiple times that they system safer and more efficient for all are committed to putting in place the rules users and the traveling public. I also want required to allow for commercial operation to thank Ranking Member Rick Larsen of powered-lift aircraft by 2025. Our bill (D-Washington), aviation subcommittee holds them to that timeline while ensuring Chairman Garret Graves (R-Louisiana), that what is ultimately produced considers and Subcommittee Ranking Member Steve the actual operation of these aircraft.

Cohen (D-Tennessee) for working with Our bill also contemplates the reality me on this bill—and for all the members of integration and encourages the FAA to of the Transportation Committee engaged plan ahead. To give an example, while we in providing input into the development of know powered-lift operations will begin our bill and working through two days of a in low volumes that can be handled by air committee markup. traffic services in most places, any large Between members of the House and the volumes will require planning and will put stakeholder community, we had more than additional burdens on an already strained 2,000 legislative priorities to consider in air traffic controller workforce. This is assembling this bill. This has truly been a why we want the FAA to study the human- comprehensive and bipartisan effort, and I factor impacts of these aircraft and one of think that was reflected by the unanimous the reasons it is important for the FAA to 63-0 approval our bill received during the maximize controller training. [committee] markup. z a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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Workforce

Airline demands squeezing bizav pilot supply B Y P E T E R S H AW- S MI T H

The ability of airlines to attract pilots away from business aviation with lucrative contracts continues to have a deleterious effect on corporate flight department rosters. At the same time, the costs of pilot training remain a serious impediment to addressing the supply shortage, industry experts agree.

But clearly, this is a good time to be a pilot.

“Whether it’s business aviation or airlines, the shortage of pilots has created challenges for the operators and opportunities for the pilots,” said David Cox, academy director for L3Harris Flight Academy in Sanford, Florida. “It’s really a very competitive landscape right now where you’ve got the airlines and the corporate operators competing with each other. Good jobs that pay well tend to be able to attract the

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right type of people. It is also a little bit of a lifestyle choice.

“The corporate side is a different lifestyle,” Cox continued. “Some people like it; it’s a little bit more adventuresome. You’re going to go to a lot more places. And the airline side is a little bit more predictable.”

Today’s debate over the shortage of pilots is not the first time the issue has come up. In 2012, the FAA said a looming dearth of pilots could be “painful” and that the then-new flight, duty, and rest rules would create a need for more pilots and could drive up airline staffing demands.

This ultimately would impact the Part 135 charter segment vying for the same pilots.

In a 2018 hearing of the U.S. House Small Business Committee, an

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Embry-Riddle Aeronautical University official said that 97 percent of the nation’s business aviation community were smallto midsize businesses and other entities such as nonprofits. “Without a source of pilots, maintenance technicians, flight attendants, schedulers/dispatchers, and trained support personnel, the economic engine of business aviation will be significantly impacted,” he warned.

At the same hearing, the NBAA explained that in a recent member survey, most respondents indicated that they were experiencing difficulties in retaining pilots and that fewer replacement candidates were available. “More than 60 percent of operators surveyed experienced pilot turnover since 2015, with 43 percent of pilot

departures from business aviation going to the commercial airlines,” the association told the committee.

More recently, a 2023 UK government-sponsored report entitled “Options for Addressing the Cost of Pilot Training,” prepared by Systra Group and Northpoint Consultants, found that with a highdemand, low-supply scenario, the shortage of business aviation pilots could amount to more than 7,500 in 2026 and 19,900 in 2041.

SCHEDULING STABILITY

Interchangeability is a salient industry factor that often works in commercial airlines’ favor when they’re trying to woo pilots from business aviation. “I’ve been a Gulfstream and an airline pilot; I’ve flown Airbuses and Gulfstreams,” Cox said.

“Ultimately, the cockpit disciplines are very similar.”

At airlines, pilots obtain their schedules a month in advance, he explained. “You’re going to know where you’re going to go. Your job is to show up and fly the airplane with a certain level of professionalism and discipline. However, you’ve got dispatchers that are planning the flight and a lot of mission support.

“On the corporate side, it is very much planning your flight, and working on getting your landing permits. You need to understand the rules of the countries that you’re operating into and out of. You’re really planning that mission. You’re responsible for your curfews, for understanding where you can and can’t go, and a lot of times fixing the things that need to be fixed.”

Cox believes the routine nature of the airlines can be more attractive for some.

Given the current shortages, only 10 percent of the pilot roster is generally destined for business aviation careers, with the rest allocated to scheduled.

“Airlines need so many pilots, you’re going to see probably 90 percent of graduates head to the airlines,” Cox said. “A lot of people don’t fully appreciate and

understand how to get into the business aviation side, but it’s a very enjoyable and rewarding career. That’s one of the areas that I’m working on here—to help explain and explore that as a career opportunity for people that are coming to the academy.”

Gregory Newman, v-p at Wilmington, Delaware-based PilotsGlobal, said business and corporate aviation are trying to work through the global pilot shortage as airlines require more pilots to fully staff their aircraft. Industry averages point to more than 15 pilots needed per major airline airplane in the U.S., for example, compared with less than three pilots per airplane in the corporate aviation sector.

 When you see airlines pull

which branch of the industry they will end up in, L3Harris expects 350,000 new pilots to be required by 2030. At the Paris Air Show, CAE said it was predicting a lower figure, 232,000 pilots, of whom 32,000 would go into business aviation by 2032. Aimed at the wider scheduled market, Boeing’s even broader forecast points to a requirement for 602,000 new pilots by 2041.

Newman cited a recent market report as evidence that the U.S. will remain the center of attention. “Forecasts today—including a CAGR of 16.2 percent over the next decade—focus on the U.S. being the focal point of growth,” he said. “The PilotsGlobal website hosts almost 600 business aviation vacancies, with over 75 percent of those being based in the U.S.” Of the current vacancies on PilotsGlobal, more than two-thirds are for captains, he further noted.

“This was to be expected given that the overall industry shortage has caused many pilots-in-command [PICs] to be poached by mainliners, with a rippling effect impacting others down the line in business aviation.”

Newman said two types of pilots in particular gravitated to the corporate side. First, because corporate aviation does not impose a blanket mandatory retirement requirement for those operating under Part 91, those interested in flying longer could stay in their cockpit seats.

Second, U.S. citizens who had worked as pilots overseas had to restart career paths toward the bottom of the ladder due to seniority schemes and FAA guidelines when coming into an American-based airline. It is easier for them to slot into business aviation positions where a lot of the rules and regulations were not nearly as strict and hierarchical while they can keep a high quality of life and benefits similar to those offered by scheduled carriers.

Newman said pilots interested in working in business aviation would have a vastly different experience than those in the

service out of certain cities because of lack of crews...the current pilot shortage is real.  — David Cox, academy director for L3Harris Flight Academy in Sanford, Florida “The shortage in pilots needed remains as there is competition from scheduled aviation luring experienced corporate pilots over to mainline, with benefits and brand names that business aviation has difficulty competing with—all else being equal—and occasionally even exceeding those offered by the corporate sector,” Newman explained.

“The U.S. is far and away the global leader in hiring opportunities as well as where corporate aviation pilots are interested in working, although we’re still seeing a shortage of multiple thousands of pilots compared to seats available.”

PILOT PREDICTIONS

The lack of uniformity in forecasts is another sign of the febrile state of the market today. Although it does not specify

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commercial aviation: more flexible work- traded airlines. “The perks and benefits life balance with less hierarchy; on-call in business aviation are catching up with times to contend with; home-based work; those offered by airlines,” Newman said. a lesser overall workload demand that can PilotsGlobal sees the average business permit more family time; and lower entry aviation PIC salary in the range of around barriers and regulatory requirements. $160,000 to $220,000, although this does “For example, there is no ATP require- not include additional benefits offered by ment by regulation as opposed to the employers, which can add insurance packmore restrictive commercial aviation sec- ages, relocation assistance, paid medicals, tor, allowing first officers to start earn- and ongoing training. ing meaningful compensation faster,” he “Most requirements for PICs...vary from said. “Furthermore, it allows faster time 2,000 to 3,500 hours at the top end of the to transition and build turbine and often- broadest range, excluding the highest-end times jet time, which is valuable for one’s roles,” he said. career progression.”

“Broadly speaking,” Newman said, “busiA lower flight-time requirement for ness aviation roles approaching $300,000 someone to get started as a first officer is would require the pilot to have over 5,000 important. “For example, one can generally to even 6,000 hours of total time or a get a seat with 1,000 hours in business avi- decade of experience in corporate aviation, ation whereas that pilot would need 1,500 at least 3,000 turbine, 3,000 PIC. We have hours minimum—unless they are former not seen that many roles, or candidates, military or aviation college graduates eligi- that meet all of these criteria.” ble for Restricted ATP—to be a first officer PilotGlobal, meanwhile, sees first-year PIC at a commercial airline,” Newman said. salaries at North American airlines average at Business aviation jobs were seen as $238,000. However, at 12 years, those salaries more stable and secure and slightly less are more in line with top-end business aviacompetitive than positions at publicly tion salaries at an average of $280,00.

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“With our cadets here at the academy, we spend time talking to them personality- wise about where they want to go,” Cox said. “We’ve got a lot of different partnerships with scheduled airlines, low-cost carriers, and charter and cargo airlines. Then you start looking at the corporate operators like the XOJets, the Vistas, the NetJets, and even some of the large corporate flight departments.”

Cox added that once students arrive at L3Harris Flight Academy, “I’ll talk to them about the different opportunities that are out there. We’re working more of that as we start to develop better relationships with the corporate operators so we’re able to offer our cadets another gateway or opportunity to launch their pilot careers.

“When you see corporate and charter operators with airplanes sitting on the ground because of lack of crews, it’s happening now. When you see airlines pull service out of certain cities because of a lack of crews, that’s happening now. The current pilot shortage is real.” z

Workforce

Hera initiative seeks to move the needle in bizav careers B Y M AT T T HUR BE R

Hera Aviation Group, a non-profit organization created to help companies and individuals manage modern workplace issues such as retention and family dynamics that keep women (and men) from participating in aviation careers, has launched the Hera initiative to help companies deal with these issues. Hera was founded by corporate pilot Jessica Webster, a mother of two children who has faced her own challenges with workplace discrimination against caregivers.

The initiative is focused on four key elements: education outreach, mentoring, internships and other ways to welcome new entrants, and ongoing career coaching and development. The spur for creating the initiative is that Hera found that even with enlightened and welcoming companies and hiring programs, a significant number of female professional pilots gave up on their careers after going through all the steps to gain certification and become employable.

Hera has found success in encouraging companies to hire and employ more women, but there remains a problem with retention. Based on Hera’s research, Webster said, “Every year, we may be getting more people to be interested, but there’s a bigger hole at the other end. We are not keeping and retaining the professional pilots that we create.”

Where Hera can help, she explained, is to work with companies that are willing to be flexible in order to attract and retain valuable candidates plus help those candidates with roadblocks to current and future employment.

What that looks like, from one example of a woman Hera helped, is a career pilot

Jessica Webster, a corporate pilot and mother of two children, founded non-profit Hera Aviation Group to help companies and individuals manage modern workplace issues such as retention and family dynamics that discourage individuals from participating in aviation careers. who had to take time off for her family because there was no workplace that could facilitate her needs at the time. So when she was ready to return to flying full-time, she faced significant obstacles to get current and ready to fly professionally again.

The cost to go to formal training was estimated at $20,000.

So Hera intervened and found a local training company in New Hampshire that was able to help this pilot train to the level where she was employable, by donating simulator time. And the total cost to Hera was minimal, only about $500. “It wasn’t that hard,” Webster recalled.

Unfortunately for business aviation, the pilot, with Hera’s help, reached out to a

number of directors of aviation to see if they would be interested in hiring her, but there weren’t any suitable opportunities. Although the pilot preferred business aviation, she ended up with an offer from an airline.

“It doesn’t have to be this complicated,” Webster said. With business aviation operators and companies facing severe staffing shortages, it makes sense to figure out how to attract women to career opportunities and also retain them as they face work-life balance challenges during their careers.

Working with a consortium of leaders from all facets of business aviation, Hera is trying to help.

In Webster’s vision, the Hera initiative doesn’t just apply to pilots because all types

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of business aviation employees can benefit from career development. “We want to be willing to try some new things,” she said.

“We can move the needle on this staffing crisis. It isn’t even about pilots, it works for maintenance, HR, dispatchers, and operations people, and it’s something that can be scalable. We can do something to pay attention to people in their career journey.”

FLIGHT DEPARTMENT EFFORT

The director of a Midwest corporate flight department learned about Hera during a meeting with his peers and feels that an important part of his job is “helping a more diverse group find its way into this industry,” he told AIN. Corporate aviation has always been kind of a black box for those who aren’t already in the industry, he explained. “People say networking [is the

answer], but if you’re outside the industry, you might not know it’s a possibility. This initiative is huge.”

His goal in working with the Hera initiative is to help attract more people from a variety of backgrounds into business aviation. That means, he explained, “We have to reach further out to help people find their way and provide our expertise.” This starts in his company’s case by giving tours to local kids all the way from preschool to college and coaching those who are interested. “You have to tell your story,” he said, “and help them connect to other people.”

But there is more to solving this problem, and he appreciates how Webster and Hera have been helping coach women who want business aviation careers and helping those who want to continue working even as they raise families.

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“This leads to the next stage, what Hera and I are working on,” he said, “how to instill larger-scale change in this industry and enable people not from traditional backgrounds or older people [to participate]. A lot of my pilots have kids of different ages. One [is an airline pilot] and her husband is a corporate pilot, they have a young daughter. There are things we can do to offer balance. Letting employees have self-determination on which trips they fly, and being able to trade trips. A lot of [flight departments] won’t be as flexible.”

Another area where Hera helps is because of the network that Webster and her team have built. “They have a desire to be proactive in the space of diversity,” he said. And members of the network can help each other. “If you’re looking for somebody, reach out,” he said.

Helping under-represented groups learn about business aviation careers, helping them prepare for future jobs, and mentoring them through their careers is important for this flight department director. “If we can be a little more human it goes a long way,” he said.

For Webster and Hera, bringing about change in business aviation hiring and retention practices remains a challenge.

“The needle hasn’t moved since 1920 when Amelia Earhart took Eleanor Roosevelt flying,” she told AIN. “The needle points in a direction that is unsustainable for our future in aviation, women’s empowerment, and families. With all that said, we are one organization that is working to transform the industry in a way that helps to move the needle. We can’t do it alone. Furthermore, we believe that even moving one person’s thinking, one person’s way of leading, one organization opening the door to a woman, primary caregiver, or underrepresented cohort is moving the needle. So yes, we are moving the needle. And yet, we have a long ways to go.” z

Virtual reality and cost drive a new generation of flight training devices B Y M A R K HUBE R

To prepare for flying the Leonardo TH-73A helicopter, Navy pilots use devices that include a desktop avionics trainer, a mixed-reality part-task trainer, and a flight training device, all running common software.

At this year’s recently-concluded FlightSim Expo in Houston, it became clear that the training technology lines between hobbyists and licensed pilots are becoming increasingly blurred. Major OEMs including Boeing are licensing cockpit components to companies that heretofore catered exclusively to enthusiasts, while FAA-certificated flight training device manufacturers are turning to architecture that more and more resembles the hardware from the gaming world.

The trends are being driven by a variety of factors: the soaring cost of full-motion simulator training, where individual simulator units easily run into the millions of dollars, and simulator time slots increasingly hard to come by, as well as continuing

advances in augmented/virtual reality (AR/ Frasca was tapped to provide 18 level-6 and VR) and artificial intelligence (AI). The -7 flight training devices for the U.S. Navy’s trend was in many ways punctuated by TH-73A rotorcraft Aircrew Training SerFlightSafety’s 2022 acquisition of Frasca vices (ATS) program. Frasca’s participation International, a company that provides a in the program was a clear sign that the technology gamut of simulators and flight Pentagon, one of the world’s largest pilot training devices but is perhaps best known training customers, was clearly thinking for its comparatively inexpensive line of better, faster, and cheaper. And as goes the training devices used for private pilot pri- Pentagon, often go the airlines, and then mary and instrument training, as well as business aviation. full-flight level-B,-C, and -D simulators for It is important to note the distinclighter aircraft including Cessna, Diamond, tions between FAA-certified full-flight and Piper piston-engine aircraft and busi- simulators (FFS, such as a level-D) or ness aircraft including the Cessna Citation flight training devices (FTD), such as a CJ1+, Beechcraft King Air, Cessna Caravan, no-motion machine, both modeled after and Bell helicopters. a specific aircraft make as well as cockBut analysts argue what really got pit and performance parameters, and an FlightSafety’s attention was when, in 2021, aviation training device (ATD), which a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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can be more agnostic. ATDs come in two Increasingly, BATDs and AATDs are letter of authorization (LOA) and/or stateflavors: basic aviation training device being designed for a variety of primary ment of qualification (SOQ) for either (BATD), a procedural training device training aircraft. RealSimGear of San Part 61 or Part 141 training from the FAA’s that can be used for certain instrument Diego has designed BATDs for Cessna 172s National Simulator Program. The LOA and training hours and recurrency; and an and 182s, Piper PA-28s, and Cirrus SR20s, SOQ will specify how much time is allowadvanced aviation training device (AATD), SR22s, and SR22Ts. Redbird Flight Simu- able and which maneuvers can be credited. which can be used to log additional time lations produces AATDs for a wide variety For example, with the Gleim BATD, stutoward certain pilot certificates and for of piston, turboprop, and jet aircraft, from dents can credit training times of up to recurrency. FFS and FTDs (collectively Cessna 172s to the CJ1+. And Precision 2.5 hours for the PPL and up to 10 hours known as FSTDs—flight simulation train- Flight Controls builds a variety of modular, toward instrument training at a Part 61 ing devices) can only be used for practical panel, motion, and “ProMotion” AATDs for school, and up to 15 percent of total PPL tests or any portion thereof when an FAA dozens of aircraft models, from the Cessna training time and 25 percent of instrument aviation safety inspector or aircrew pro- 152 to the turboprop de Havilland Twin time at a Part 141 school. Using it to fly six gram designee is present.

Otter. There are many, many more com- instrument approaches, holds, tasks, interBut even before Frasca won favor with panies that provide devices for training for cepts, and tracking counts as IFR currency. the Navy, the FAA’s list of approved ATDs these and similar aircraft.

Just like aircraft, the ATDs in most cases appeared to be growing geometrically. will have a minimum equipment list (MEL) According to research firm Reportlinker, TIME ALLOWED for the time to count. However, without the global flight simulator market is The FAA allows for up to 2.5 hours of sim- formal written FAA approval, time logged expected to reach $8.5 billion by 2028 with ulator time to be credited against the flight in a device is useless as far as counting a compound annual growth rate (CAGR) time required to obtain a private pilot toward legal training time. of 5.9 percent from 2023 to 2028. The civil license (PPL) and up to 50 hours of the That said, the chief benefit of broader side of the market is expected to grow even 250 hours of required flight time for a com- adaptation of ATDs is a more thorough faster, with a CAGR of 8.72 percent over mercial license to be “flown” in a simulator understanding of the aircraft, procedures, the forecast period, from $1.15 billion to under FAR 61.129(i)(1). In both cases, an and maneuvers and better knowledge $1.75 billion. instructor must be present for the time retention that translates into more effective Where once there was just a handful to count. And the device must be on the in-aircraft training time, a point made by of companies providing simulators and FAA’s approved list of devices via a specific the Navy when it contracted for the TH-73A other ATDs, by 2022 the FAA recognized 38 of them. Given the increasing demand for pilots and pilot training, there is no reason to believe that this trajectory will level off any time soon. Many have, or are in the process of, developing ATDs for home use at prices that increasingly make sense, given the cost of initial and recurrent training on FSTDs and particularly on FFS. For example, Gleim’s FAA-approved BATD, which replicates the Garmin G1000 system in the Cessna 172SP, can be purchased for home use for just $7,500. The Gleim system is based on X-plane 11 flight simulation software, previously the domain of gamers/hobbyists but now licensed for FAA-approved devices (as well as its successor, version 12). And the FAA allows these devices to count for some Flying fans young and old got to try out a variety of fun flight simulators at FlightSim Expo 2023 training hours and IFR recurrency. in Houston, including this device equipped with Honeycomb Aeronautical controls.

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ATDs. The Leonardo TH-73A is now the Navy’s new primary and instrument rotorcraft trainer. The service plans to acquire 130 of the Leonardo rotorcraft by the end of 2024 in a program valued at $648 million.

The Navy’s approach for the TH-73A was to integrate a variety of simulation technology into the overall training program for the aircraft that includes an ATD desktop avionics trainer and a mixed-reality part-task trainer (PTT) that uses common software. The PTT allows for a variety of advanced scenarios including dual-pilot, multi-ship, and night vision goggle operations. Finally, students graduate to a full, high-fidelity FTD for instrument, emerThe Loft Dynamics Airbus H125 simulator matches virtual reality with actual controls gency, and other scenario-based training. and a full-motion platform to deliver a highly realistic flying experience.

The Navy spent five years revamping its primary helicopter training in preparation for electrical vertical takeoff and landing The Naval Air Systems Command for instruction in the TH-73A. Students (eVTOL) aircraft. described the benefits of incorporating must now complete substantial ground One of EASA’s first approvals of a the new technology into its Advanced coursework, use virtual reality, and log VR-based training device was for Loft Helicopter Training System (AHTS) as, extensive simulator time before stepping Dynamics’s VR-based Robinson R22 heli- “Using a skills-based approach to traininto the actual aircraft. Naval aviators copter that features Varjo’s Vario XR-3 VR ing with just-in-time methodology, and spend approximately 38 weeks at Whiting headset. Loft has subsequently developed by incorporating modern technology, Field in Milton, Florida, before graduating additional VR simulators for the Airbus AHTS will help produce rotary-wing avionto flying fleet rotorcraft including the H125 turbine-single helicopter and is in ators at a higher quality and more effiH-60, H-53, and AH-1. the process of developing one for the ciently. Aviators will be ready to meet larger H145, a variant of which is the pri- the challenges faced in the fleet and the EASA HARMONY mary helicopter training aircraft for the advanced rotary-wing and intermediate The European Union Aviation Safety U.S. Army and the mainstay of numerous tilt-rotor training requirements for the Agency (EASA) is intentionally moving to air ambulance fleets worldwide.

Navy, Marine Corps, and Coast Guard harmonize standards with the FAA whenThe Loft design mates a full-motion through 2050.” ever possible following signage of a 2020 electronic control loading platform to Embry-Riddle Aeronautical University bilateral agreement covering reciprocal a VR goggle system to create a realistic claims that incorporating VR technology acceptance of FSTDs, including FFS, and training experience. The first H125 deliv- into its PPL training cuts time to solo by qualification of new technologies, includ- ered to a U.S. customer went to Colorado 30 percent. ing virtual and augmented reality. EASA Highland Helicopters in Durango, ColoA 2022 study in the Journal of Avialaid out the roadmap for this approval in rado. Along with high-altitude operations tion/Aerospace Education & Research conMarch when it published the information and initial training, including hovering and cluded, “Based on the results of this and paper, “FSTD Special Conditions Develop- autorotations, the company uses the simu- many other recent studies, leaders in aviment and Assessment Process.” lator to train pilots on external load flying. ation education should seriously consider EASA noted, “The development of NovaSim uses a similar-looking individ- increasing research and development supapplicable standards for the validation of ual platform combined with VR-projected port related to VR innovations.”

FSTD should move in parallel with the exterior images and a real cockpit layout As shown at the most recent FlightSim pace of innovation.” EASA recognized to create a mixed-reality experience at Expo, there is no shortage of companies that these devices have the potential to Lufthansa Aviation Training in Switzerland. ready to incorporate those innovations enable an “increase in training capabilities” The U.S. Navy and others think the ben- into approved, useful, and cost-effective especially with regard to pilot training efits of VR are clear. flight training devices. z a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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Spectrum wars continue summer sizzle B Y M A R K HUBE R

This summer the spectrum wars have con- via an ever-expanding list of notams only tinued between the wireless and aviation in areas of proven 5G C-band interference industries in the U.S. Initially, stakehold- via an earlier AD, 2021-23-13. Issued in late ers tried to tackle the issue of 5G C-band May, AD 2023-10-02 supersedes that earlier interference on radio altimeters (radalts). action. The date of the restrictions reflects Now the field of play shifts to the potential that on or after July 1 up to 21 wireless comof the Ligado Wi-Fi system to disrupt GPS/ panies were expected to “power up” their GNSS satellite navigation on the L-band.

5G C-band cellphone network transmitters.

After delays triggered by aviation indusThe impact of all of this on business avitry concerns over 5G C-band interference ation was immediate. OEMs issued advisoon aircraft radalts and cellular companies’ ries for aircraft flight manuals (AFMs) to temporary agreement to restrict a wider be modified in accordance with the new roll-out of the service and/or the full power restrictions. Typical was Gulfstream, which of certain transmitters, the FAA-imposed advised customers via a maintenance and July 1 deadline came for aircraft to either operations letter issued on May 31: “As no be equipped with interference-tolerant Gulfstream aircraft are considered radioradalts or refrain from operations suscep- altimeter compliant at this time, operators tible to 5G interference (under Airworthi- will be required to comply [with the restricness Directive 2023-10-02). That includes tions] on or before June 30, 2023.” low-visibility approaches. Air carriers A separate AD governing helicopters (AD not equipped with interference-tolerant 23-11-07) could have a profound impact radalts will not be allowed to operate in on that industry. Those limitations proU.S. airspace beginning in 2024. hibit using radalt minimums for offshore Restrictions had been previously in place approaches and instead using barometric

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limitations; using autopilot hover mode that requires radalt data; engaging search and rescue autopilot modes that use radalt data; and performing any takeoffs or landings in accordance with any procedure in the RFM or OpsSpecs with radalt data.

Helicopter air ambulance operators using night vision goggles are exempt (under Exemption Number 18973B).

Representing the airlines, the International Air Transport Association (IATA) previously noted that the July 1 deadline was unrealistic, given ongoing supply-chain issues, and said the FAA had wildly underestimated the cost of compliance, which the trade association pegged at $638 million.

The FAA had estimated $26 million. For rotorcraft, the Helicopter Association International (HAI) estimated that installing new filters to modify existing radalts can cost up to $10,040 per helicopter and a new radalt carries a price of up to $40,000.

While some cell carriers have voluntarily agreed to signal-strength mitigation efforts

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around some airports through 2028, even report results to both civil aviation authoriThe SAIB also notes that “operators that may not be enough to reduce travel ties and spectrum regulators. should consider the potential loss of pilot disruptions, IATA warned, noting that the The FAA said it is continuing to collab- trust in dependent aircraft safety systems technological fixes to comply with the July orate with the Federal Communications in the assessment of existing, and the devel1 deadline were merely a stop-gap solution, Commission (FCC) and the National Tele- opment of new, crew procedures.” Pilots while a new standard is being developed for communications and Information Admin- are encouraged to report all radio altimeter radar altimeters and is due next year. istration (NTIA) on the issue as it assesses anomalies to air traffic control and submit IATA senior v-p Nick Careen classified options beyond its related ADs. The agency detailed incident reports to the FAA. the July 1 requirement as a “temporary called the requirements interim actions Pilots began doing so last year and AIN holding action,” noting that, “under cur- pending the development of a “Technical obtained more than 500 pages of those rent scenarios, airlines will have to retrofit Standard Order for radio altimeters…that reports earlier this year via a Freedom of most of their aircraft twice in just five years. meets international minimum operational Information Act request. The concern over And with the standards for the second ret- performance standards.” “loss of pilot trust” in key systems looks rofit yet to be developed, we could easily be Information requested in the SAIB is real in those reports as suspect 5G interferfacing the same supply-chain issues in 2028 detailed, potentially voluminous, and in ence seems to degrade or disrupt function that we are struggling with today.” many cases likely proprietary. The FAA of key safety and aircraft control systems While the FAA is continuing to study the further asks that all retrofit plans and in all categories of aircraft, particularly problem, it appears to be shifting much details be forwarded to the Mitre Corpo- regional jets, business jets, and helicopters. of the burden related to information gen- ration—the FAA’s chief civilian techniA sampling of the reports reveals that eration and gathering aimed at resolving cal contractor for collection, aggregation, interference triggered alarms and otherthe continuing issue over 5G C-band radio and de-identification. It places a heavy wise had the potential to distract pilots altimeter interference to avionics and air- burden on avionics and aircraft manu- during critical phases of flight, especially craft OEMs, aircraft operators, and a civil- facturers in particular for equipment and low-visibility operations. Malfunctioning ian contractor to the agency. In a special procedure testing and analysis, updating aircraft systems included traffic and terairworthiness information bulletin (SAIB) aircraft flight manuals, reporting anom- rain alerting systems, windshear detection issued May 29, the FAA requested that man- alies, and developing retrofit plans. Part systems, and head-up displays. In addition, ufacturers of radio altimeters and aircraft, 121 operators are requested to incorporate reports pointed to delayed deployment of as well as operators, continue to voluntarily the potential for 5G C-band interference autospoilers, erroneous master warning provide “specific information” related to into their safety management systems and and caution alarms, muting of aural autothose altimeters’ design, functionality, and flight planning and coordinate informa- mated altitude call-outs on approach, and usage; continue to test the equipment in tion on interference with avionics and air- false altitude readings that at times fluctucooperation with federal authorities; and craft manufacturers. ated wildly from reality. For rotorcraft, the

...under current scenarios, airlines will have to retrofit most of their aircraft twice in just five years. And with the standards for the second retrofit yet to be developed, we could easily be facing the same supplychain issues in 2028 that we are struggling with today.  46

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problem was even more critical, with some operators reporting that the impact of interference forced them to terminate missions.

The following typify the reports contained in the AIN FOIA request: On Jan. 21, 2022, while at 200 agl on short final to Runway 16R at Midland, Texas (KMAF), a Bombardier Challenger 300 got an erroneous aural call for “40” (feet agl), and then the digital and moving tape readout for the radalt vanished on both primary flight displays. At 100 agl, the digital RA display reappears with an erroneous readout of “30,” then “15,” then “40” before vanishing again, reappearing after touchdown rolling at 60 knots. The crew noted, “We are supposed to get aural calls of ‘50, 40, 30, 20, 10,’ but did not. No voice calls and no RA [radalt] displays. After touchdown, the autospoilers are supposed to deploy immediately but did not due to no RA input/failure.”

On June 1, 2022, an Embraer E175 regional jet taking off from Sacramento, California (KSMF) Runway 35R reported erratic radalt fluctuations while climbing at 2,000 fpm through 1,000 feet with readings of between 0 and 2,500 agl with accompanying “bank angle” and “terrain” audible warnings.

On Sept. 25, 2022, an Airbus Helicopters EC135T2+ departing Indian Head, Maryland (2W5) on a medevac flight experienced an RA that displayed “zero altitude” shortly after takeoff while the aircraft was at 1,200 feet agl. As a result, the flight was canceled and the helicopter returned to base The FAA’s approach to the 5G C-band radalt problem is not being emulated in at least two key aviation markets—Australia and Canada. Australian authorities are focusing on continued 5G C-band restrictions around airports and other critical areas until at least 2026 to give operators time to either modify or replace interference susceptible radalts. But even after that deadline, technical measures will be taken by local wireless carriers to mitigate potential interference including the establishment of a permanent 200 MHz “buffer zone” between wireless broadband and

radio altimeter frequencies and limits on C-band power and emissions.

However, Australian aircraft operators continue to report a broad spectrum of 5G C-band interference problems including uncommanded autopilot disengagement, spurious altitude indications, erroneous warnings, muting altitude aural call-outs on approach, and problems with the autoland system.

GPS ISSUES TOO

Now comes the potential problem with GPS. Canada’s decision in June to deny Ligado (formerly LightSquared) use of frequencies in the L-Band spectrum for its 5G network is fueling hopes in the U.S. that the FCC may reverse its controversial 2020 approval to allow it in the U.S. Aviation groups including NBAA, HAI, and the Aircraft Owners and Pilots Association have opposed the use of portions of the L-Band for wireless communication because of its potential for interference with global positioning system (GPS) and other global navigation satellite system (GNSS) technology. As recently as April 2023, these aviation groups, along with 90 other organizations, sent a letter to President Biden urging revocation of the FCC’s “Ligado Order,” citing interference evidence from a 2022 study by the National Academies of Sciences, Engineering, and Medicine (NAS).

Ed Bolen, NBAA’s president and CEO, said the collective evidence mandates that the FCC revoke the Ligado decision.

“With numerous studies now reaffirming our industries’ concerns about dangerous interference to these vital systems from the Ligado network, it’s long past time for the FCC to do the right thing and rethink this ill-considered decision,” he said.

The Biden Administration opposed the order via a petition for reconsideration issued by the NTIA. The opposition groups maintain that the order “is fundamentally flawed, incompatible with the FCC’s rules, and inadequate in protecting incumbent services from the harmful

E D BOL E N N B A A P R E SID E N T A N D C E O

interference from Ligado’s proposed operations.” The groups note that the order also is opposed by the Department of Defense (DOD) and a bipartisan group of federal legislators.

Due to national security considerations alone, the groups maintain that the order should be stayed, noting the NAS study showed that “the terrestrial network authorized by [the Ligado Order] will create unacceptable harmful interference for DOD missions.”

NAS’s 2022 study found that Ligado would likely trigger “harmful interference to mobile satellite service” provided by Iridium. The U.S. DOD is Iridium’s largest customer and employs high-precision GPS receivers, which would be the most vulnerable to L-band interference from the Ligado system. The committee that prepared the NAS report concluded that interference mitigation could be problematic due to test, certification, and time constraint issues, and overall costs.

However, it found that Ligado would not impact most commercially available GPS systems.

In denying Ligado’s application in Canada, Canada’s Innovation, Science, and Economic Development agency noted concerns from aviation OEMs and groups, in particular the ancillary terrestrial component (ATC) impact on aircraft safety systems, such as helicopter terrain awareness warning systems below 300 feet agl.thamultiple Ligado ATC base stations could have related aviation impacts in ways yet to be fully understood. z

a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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Rotorcraft

Airbus H160 challenges Leonardo AW139

BY MARK HUBER

FAA approval for Airbus Helicopters’ H160 came three years after the model was certified by EASA. Airbus Helicopters is about to cash-in with that of a light twin than a medium to satisfy the requirement inclusive of a big bet. In late June the company one; and its comparatively lighter weight “reduction factors” related to associated received FAA certification for its H160 and greater efficiency, an estimated 15 to systems such as oil coolers. medium-class twin—exactly three years 20 percent better than the AW139’s, will U.S. launch customer PHI Aviation will after it received EASA certification and resonate with buyers. operate four Airbus H160s to support Shell eight years after the helicopter was first Exploration & Production in the Gulf of Mexannounced as a replacement for the comLENGTHY GESTATION ico under a 10-year contract from its base in pany’s AS365 and H155.

The H160 received EASA certification on Houma, Louisiana.

The approval clears the way for deliver- July 1, 2020; however, various novel design Entry into service in the U.S. will be facilies into the U.S. where Sikorsky has discon- features outside the existing parameters itated by the addition of North America’s tinued manufacture of the S-76D medium of FAR Part 29 regulation slowed the U.S. first H160 level-D full flight simulator (FFS). twin, which presents an opportunity. approval process, which Airbus executives The FFS is expected to be ready for use as But the larger question is, can the H160 had hoped would conclude as early as 2021. early as the second half of 2025 at the Helicredibly challenge Leonardo’s slightly That included recently adopted “spe- sim Simulation Center inside the Airbus larger and market-leading AW139 inter- cial conditions” related to the helicopter’s Helicopters facility in Grand Prairie, Texas. mediate twin across its broad mission main gearbox redundant lubrication sys- It will join an existing H160 FFS in Marispectrum, from offshore energy to air tem. FAR Part 29 requires a helicopter to gnane, France. ambulance and even some military appli- have the ability to fly for 30 minutes folThe H160 has an all-composite airframe, cations? Airbus thinks so. The H160’s over- lowing gearbox lubrication failure, vali- a maximum takeoff weight of 13,436 pounds all maintenance costs will be more in line dated via bench testing. Airbus was allowed with seating for 12 passengers (utility

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Aviation International News \ August 2023 \ a i n o n l i n e .c o m

configuration), and two crew in a flat floor cabin soundproofing and the reduced noise cabin with oversized windows. The aft bag- signature of the Blue Edge blades. gage compartment can accommodate 661 pounds. It has a cruise speed of up to 150 NEW TECH & MANUFACTURING knots, a service ceiling of 20,000 feet, and a The H160 represents a sea change for Airrange of 475 nm with standard tanks. bus Helicopters, both in terms of manufacPowered by a pair of 1,300-shp Safran ture and technology. Airbus has established Arrano 1A engines, the helicopter features a new automotive-style production line for noise-reducing Blue Edge rotor blades, a the helicopter in Marignane that brings the canted Fenestron tail rotor for greater helicopter together in five major subcompouseful load, and Airbus Helicopters’ Heli- nents with a start-to-finish assembly time onix avionics. estimated at 40 days and an overall producAirbus has received orders for more than tion time from component order to final 100 civil H160s, including more than 12 in assembly of just 18 weeks. the U.S. The helicopter already is in service Airbus estimates the market for this in markets including Japan, Brazil, Saudi category at 120 helicopters per year and Arabia, and Europe.

Marignane will have an initial capacity of FAA certification follows the announce- 50 helicopters per year. ment of an order for 50 H160s from ChiOn the technology side, the Safran na’s GDAT in April and an order for 10 last Arrano engines feature a two-stage centrifyear from Gendarmerie Nationale—the ugal compressor and variable inlet guided French National Police—as part of a con- vanes, which cut fuel consumption in all tract for the procurement of 169 milita- phases of flight and particularly at cruise rized versions designated H160Ms for the power. The gyratory combustion chamber French Ministry of Armed Forces. features 3D-printed fuel injectors. Altogether, the engine design cuts fuel consumpEXECUTIVE INTERIOR OPTIONS tion by an estimated 15 percent and reduces In the executive transport space, Airbus emissions compared to current engines. has developed Airbus Corporate Helicopter The Helionix avionics are similar to (ACH) variants of the helicopter, badged those in the super-medium Airbus H175 and ACH160, with three distinct interiors—Line, in-aircraft transition training between the Line with Lounge, and Exclusive—and two requires only two instructional flights, made its initial delivery into Brazil in 2022. following Leanardo’s “family” strategy of The ACH160’s interior concepts were devel- commonality with the avionics in its AW139, oped in concert with Pegasus Design and AW169, and AW189 models. feature the same styling, high-grade carpets, The avionics couple to a full-time, fourleathers, veneers, plating, and connectivity axis autopilot and first-limit indicator that as a corporate jet. shows all the engine instrument data. Pilots The ACH160 Exclusive is the premium can still fly the helicopter manually, but the version of the H160. According to Airbus, it autopilot takes over whenever hands are provides 20 percent greater volume per pas- taken off the flight controls or the aircraft is senger compared with previous-generation pushed outside its safe operating envelope. medium twin helicopters and 35 percent For landing in limited visibility conditions larger windows than its competitors, result- such as brownout or whiteout, the pilot can ing in the brightest cabin in its class. “double beep” a button on the cyclic which ACH interiors feature passenger seating automatically restores safe hover. between four and eight. However, even with Airbus calls the H160’s avionics “accrued the larger windows, passengers can hold pilot assistance,” and it includes flight enveconversations without headsets due to both lope protection with a pre-alerting system

to allow pilots to avoid vortex ring state.

Once alerted, the pilot can simply press the “go around” button on the collective to escape the condition.

HEMS NICHE MARKET POTENTIAL

Airbus hopes these safety features will make the H160 attractive to the HEMS market.

Helicopter air ambulance is one area where Airbus executives think the H160 can make a credible run at the AW139, where the company forecasts that medium twin usage could increase by up to 30 percent as more hospitals consolidate, need to transport patients longer distances, and carry more personnel and equipment.

The H160’s full-time autopilot makes it a strong IFR machine, its Safran Arrano 1A engines are designed for a two-minute start sequence and quick restarting, and its standard maximum takeoff weight still enables use at most hospital helipads.

Airbus began discussions with EMS providers early in the helicopter’s development and from that gleaned critical design features for helicopter air ambulance cabins including factory installation of medical interiors, uniform attach points for mechanical and electrical interfaces, and cabins that can be quick-changed in as little as 30 minutes.

Medical equipment that can be factory installed includes a multifunction adapter plate, side-loading stretcher system, medical swiveling seats, jump seat, multifunction cabinet with integrated service and control panel and lighting, medical stowage racks, strap-down devices with a drawer for oxygen bottles, and optional incubator.

However, the civil HEMS market for medium twins like the H160 remains relatively small at this juncture, with about 60 operating in the U.S. and 240 worldwide.

But HEMS is just one of the missions Airbus envisions for the multi-role H160.

Equally important is its role serving as a catalyst for the way Airbus builds and supports its helicopters. z

a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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On the Ground FBO AND AIRPORT NEWS BY CURT EPSTEIN

Jetex Offers Global SAF Book-and-Claim

Banyan Air Service Selected for CBP RSP at KFXE Banyan Air Service—one of four service providers at Florida’s Fort Lauderdale Executive Airport (KFXE)— has been selected by U.S. Customs and Border Patrol (CBP) to offer the reimbursable services program (RSP), which allows the FBO to request after-hours customs clearance on behalf of its customers. Banyan is currently the only location at KFXE to offer this capability.

KFXE is a favored entry port for flights originating from South and Central America and the Caribbean. CBP at the airport is normally open from 8 a.m. until midnight, seven days a week.

By using the RSP, flights can clear customs during off-hours, without the need for an interim stop solely for the purpose of customs clearance, resulting in savings on time and expenses.

Sky Valet Adds Five French FBOs to Affiliate Network Sky Valet Connect has increased its footprint in France with the addition of five new FBOs to its branded network.

In the four years since its founding at NBAA-BACE, the group has grown to 37 locations in five countries. The latest additions include the airport-managed FBOs at Bergerac Dordogne Périgord, Biarritz-Pays Basque, Caen, Deauville Normandie, and Pau Pyrénées airports.

The affiliate program to the Sky Valet chain was created to give member FBOs the opportunity to retain their independence while benefitting from market power, more recognizable brand, and network, as well as increased international visibility at events such as EBACE. Jean-François Guitard, director of general aviation and business development with parent company Aéroports de la Côte d’Azur, told AIN that while he looks to pursue a Euro-centric policy for further expansion of the network, FBOs at French-administered islands in the Caribbean would also be considered for admission.

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Global trip support provider and FBO operator Jetex has signed a deal with aviation fuel management company 360 Jet Fuel that will allow it to offer customers book-andclaim for sustainable aviation fuel (SAF) purchases.

Given the limited distribution of SAF, some aircraft operators who wish to use the greener fuel may not have access to it at the airports they frequent. Now, through the 360 Green Fuel platform, Jetex clients will be able to purchase SAF and receive the CO2 emissions reduction credit even though the fuel is dispensed at another location that has physical SAF supplies.

Those customers will receive a certificate specifying the amount of SAF they purchased along with an audited statement of the corresponding CO2 reduction, which can be used for reporting under sustainability and/or emissions programs.

Signature Begins Construction on Huntsville FBO Signature Aviation has broken ground on an FBO terminal that will replace its 55-year-old facility at Alabama’s Huntsville International Airport (KHSV). The chain has had a presence at KHSV—where it is the sole aviation services provider— since 1992. The $11.3 million commitment, which will also include a ramp expansion, is part of the company’s renewed 20-year lease agreement with the Port of Huntsville.

“The first and last impressions that visiting corporate leadership will have of our community will be the air terminal they taxi up to when visiting Huntsville,” said Trey Bentley, the Port’s board chair who is also a private pilot and business owner. He added that the airport has a firstclass corporate aviation operation. “This will be reflected in modern, attractive improvements to the Signature terminal.”

Expected to be completed by mid-2024, the 8,000-sq-ft terminal will replace the existing 5,000-sq-ft building and will feature lounges, private meeting rooms, and concierge services.

SkyPlace FBO: New Terminal, Big Hangars While SkyPlace FBO, one of three service providers at San Antonio International Airport, has had a presence at the Texas gateway for a decade, the company has only occupied its new facility for less than a year. Built at a cost of $1.2 million, the building opened last November after eight months of construction.

The 4,000-sq-ft terminal replaced the original SkyPlace FBO that occupied the first floor of a three-story, 15,000-sq-ft building set well back from the ramp. The company is retaining that building for tenant use, with a major renovation on tap.

Located on the north side of the field, the new terminal is in the V between 8,505-foot Runway 4/22 and 5,519-foot Runway 13L/31R and in close proximity to the U.S. Customs and Border Patrol (CBP) facility. “We’re literally 10 steps from customs,” said Rudy Rocha, the FBO’s general manager. “It was there before the new facility and that was the reason we decided to open this brandnew terminal.” That proximity is important, as Rocha noted his facility sees an average of eight international arrivals a day. CBP hours at KSAT are 8:00 a.m. to 8:30 p.m., Monday through Friday, with after-hours clearance available with advance notice.

The modern terminal features a covered entrance to the passenger lobby, refreshment bar, business center, eight-seat conference room, pilot lounge, catering storage, onsite car rental, and crew cars. According to Rocha, among its major improvements over the former facility is its more efficient and welcoming layout.

SkyPlace is home to 15 turbine aircraft ranging from a Gulfstream G650 to a pair of Pilatus PC-24s. Commercial charter tenant Merlin 1 accounts for six of those aircraft with its fleet of Cessna Citation 650s. A flight school also leases office and hangar space, along with an avionics repair shop.

SkyPlace FBO at San Antonio International Airport offers 60,000 sq ft of hangar space with unusually high 40-foot-tall doors, not counting the tail cut out.

To house them, the FBO has two 30,000- and satisfied with our customer service,” he sq-ft hangars that were formerly occupied explained. “I like to say you are more than by a commercial aircraft repair facility. just a tail number here.”

Those structures have 40-foot-high doors An employee of the company since it with a tail door that adds another eight opened, Rocha has worked his way up feet of clearance, allowing them to accom- from a ground service equipment operamodate virtually any business aircraft. The tor. He recalled a time in 2020 when the SkyPlace leasehold also includes more than city was hit with a rare winter ice storm four acres of ramp, which can accept almost that shut down the airport, yet a crew and any size aircraft. passengers showed up at the FBO anyway, An AEG Fuels-branded location, the FBO, hoping to get out as soon as the airport which is open 24/7, draws from the airport’s reopened.

Allied Aviation-managed fuel farm. “I always While only Rocha and one of his line staff tend to tell my customers the fuel has been were there at the time, between clearing triple-checked,” Rocha told AIN. “They like the ice blocking the hangar door and cleanto hear that.” It has two 5,000-gallon jet-A ing up the ramp, they catered to their custankers and a 1,000-gallon avgas truck tomers, providing snacks and coffee. operated by the company’s 20 NATA Safety Hours later, when Rocha received the 1st-trained line staff. The FBO also has four green light from the city to reopen, that customer service representatives. jet was among the first aircraft to depart.

Rocha estimates his business accounts “We get told a lot that we need to expand for more than a third of general aviation because of the customer service we offer,” traffic at KSAT, and being the only non-chain he said. service provider on the field, he believes The FBO also handled the NCAA men’s bashis staff can offer more personalized ser- ketball Final Four tournament in San Antonio, vice. “We try to spend all the time we can serving as the official arrival facility for team to make sure our customers leave safely flights and the resulting media circus.

C.E.

a i n o n l i n e .c o m \ August 2023 \ Aviation International News

51

MRO

BY AIN STAFF

Pratt & Whitney Signs with Awiros for AI Inspection Tool

Omni Earns Part 145 Approval for Learjet Heavy Mx Tulsa, Oklahoma-based Omni Aircraft Maintenance has earned an FAA Part 145 repair station certificate allowing the MRO to provide heavy maintenance on Learjet 40, 45, and 75 series aircraft.

“We’ve been doing all of the inspections, maintenance, and upgrades to support our sister company, Omni Air Transport’s Learjet fleet, for over 40 years,” explained Omni Aircraft Maintenance president Caleb Benner. “Because of our network, we’ve gotten a lot of requests from other operators to work on their Lears. Now, with the Part 145 certificate, we can support all of these operators.”

In addition, the company is fielding a new AOG mobile truck in Las Vegas, complementing its mobile services in Tulsa, Oklahoma; Atlanta, and Lubbock, Texas.

API Taps West Star Chattanooga for Falcon Winglets Aviation Partners (API) tapped West Star Aviation’s maintenance facility in Chattanooga, Tennessee, as an authorized blended winglet installation center for Dassault Falcon 50, 900, and 2000-series jets. The company’s facilities in East Alton, Illinois, and Grand Junction, Colorado, already serve as authorized installation centers for API on the same aircraft models.

“API’s winglet installation relationship with West Star goes back almost 20 years, starting with the Hawkers at Grand Junction in 2004, and more recently the Falcons at East Alton in 2010,” said Aviation Partners president Gary Dunn.

API blended winglets for Falcon aircraft offer increased range—up to 5 percent at Mach .80 and 7 percent at long-range cruise—and improved climb.

West Star and API estimate that winglet installations will take about five weeks to complete.

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Pratt & Whitney has launched an artificial intelligence (AI)-based aircraft engine analysis tool for geared turbofan (GTF) and V2500 powerplants. Dubbed Percept, the new product merges computer vision with a video intelligence operating system developed by Awiros.

Percept’s cloud-based interface allows users to capture images and videos of aircraft engines on their mobile devices and receive real-time parts availability status. “Instead of an inspector having to examine an engine and check partby-part, Percept automates this inspection and reduces time taken by nearly 90 percent,” the company said.

“The Percept tool helps reduce time and effort involved in the pre- and post-lease analysis of aircraft engines,” said O Sung Kwon, v-p of Pratt & Whitney customer support.

New State Aviation Increases Portfolio with Finnoff New State Aviation Holdings is increasing its aviation services reach with the acquisition of Finnoff Aviation Products, which specializes in upgrades for Pilatus PC-12 and Beechcraft King Air turboprops. Terms of the acquisition were not disclosed.

Broomfield, Colorado-based Finnoff becomes the third business under the New State Aviation Holdings umbrella, which also includes Avex—a Daher TBM sales and maintenance provider—and Blackhawk Aerospace.

Under the most recent acquisition, founder Chris Finnoff and the company’s management team will remain in place. Finnoff provides engine and propeller upgrades for the Pilatus PC-12, including holding a supplemental type certificate for a Pratt & Whitney Canada PT6A-67P engine modification. Finnoff is also a distributor of MT Propeller five-blade and seven-blade propellers for the PC-12, as well as five-blade propellers for King Airs.

Beyond Chauffeurs #BizAv #PrivateAviation #PrivateChauffeur

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Accidents

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

Preliminary Reports HondaJet Destroyed in Runway Excursion Honda HA-420, May 18, 2023, Summerville, South Carolina The pilot and all five passengers evacuated the HondaJet without injury before much of the airplane was consumed by fire after it departed the wet runway and “slid down a series of embankments before coming to a stop” during a landing attempt. The accident occurred shortly after midnight at the end of a 50-minute IFR flight from Wilkes County Airport in North Carolina.

The pilot told investigators that he had delayed their departure to allow storms to pass through the area and that in “hundreds” of landings at Summerville in both wet and dry conditions, he’d never had difficulty stopping on the 5,000-foot runway.

After executing the GPS approach to Runway 24 at a Vref of 120 knots, the pilot touched down with full flaps and immediately applied full brake pressure. The brakes began pulsating in anti-skid mode, cycling more slowly than he remembered from previous wet-runway landings.

He considered going around after realizing that they would not make the turnoff at the second taxiway only to have the left brake “grab” and yaw the airplane left. Rudder inputs caused a series of left and right skids. The pilot succeeded in straightening the nose just before the aircraft departed the runway, striking a departure-end runway light then sliding down a 10-foot embankment onto a rocky berm and then sliding down a second sixfoot embankment. Impact damage to the right wing ignited a fire that eventually consumed that wing, the cockpit, and the center of the fuselage.

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Four Lost Due to Apparent Pilot Incapacitation Cessna Citation 560, June 4, 2023, Staunton, Virginia The single pilot and three passengers perished when the Citation V made a near-vertical descent into a Virginia mountainside nearly two hours after the pilot stopped responding to communications from air traffic control.

The flight departed Elizabethton, Tennessee, at 13:13 on an IFR flight plan for Long Island-MacArthur Airport. At 13:25, the flight was cleared to climb from FL290 to FL340.

The readback of this clearance was the last transmission received from the airplane.

At 13:28, the controller instructed the pilot to level off at FL330 for crossing traffic but received no response. The Citation leveled off at FL340 and continued toward ISP on the route of its filed flight plan. It passed over the airport at 14:32 and turned back to the southwest in the general direction of its point of departure, maintaining FL340 and cutting through the Washington, D.C. Flight Restricted Zone. National Guard fighter jets intercepted the Citation about 15:20 and found the pilot “unresponsive to several radio transmissions, intercept flight maneuvers, and flare deployments.” Two minutes later, it descended into the ground in a tight right spiral.

The pilot, a retired airline captain, claimed more than 34,500 hours of flight experience that included 850 in CE-500 series airplanes. He was issued a first-class medical certificate on Oct. 10, 2022 and held seven type ratings.

No Injuries in Falcon Overrun Dassault Falcon 10, June 6, 2023, Panama City, Florida There were no injuries to the pilot, copilot, or any of the three passengers when the

Aviation International News \ August 2023 \ a i n o n l i n e .c o m

Falcon 10 ran off the end of 10,000-foot Runway 16 at Northwest Florida Beaches International Airport, striking two support poles for the approach lighting to Runway 34.

The pilot reported that all aircraft systems functioned normally throughout the flight from Atlanta’s Cobb County International Airport. Skies were clear and visibility was reported as 10 miles during a straight-in ILS approach, and the jet touched down about 2,500 feet beyond the runway’s approach end.

The pilot deployed the speed brakes and set both engines to reverse idle, but the reversers did not deploy and the “system disagree” horn sounded. Normal braking produced no apparent deceleration; the copilot tried his brakes without effect. Full emergency braking likewise failed to slow the aircraft, as did recycling the brakes and thrust reversers.

Not knowing whether the reversers were deployed, the pilot chose not to abort the landing. The reversers’ piggyback handles prevented him from shutting down the engines with the throttles, so he steered the airplane between two support poles, which the inboard portion of both wings and then the engine inlets struck.

The airplane bounced over a mound into soft sand, coming to rest after the landing gear collapsed.

Two Killed in Amphibian Crash Quest Kodiak 100, June 21, 2023, Tofino, British Columbia, Canada A privately owned Quest Kodiak equipped with amphibious floats crashed near the shore of Vancouver Island, killing two of the four on board. The flight departed Masset Airport on Graham Island for Tofino at 11:30; at about 14:00, the Joint

Rescue Coordination Centre in Victoria was notified of an emergency locator transmitter signal. Two Canadian Coast Guard vessels, two RCAF CH-149 Cormorant helicopters, and a CC-130 Hercules airplane responded and located the wreckage in a remote area 16 nm northwest of the destination airport. Two seriously injured survivors were hoisted out by the RCAF helicopter crewmen and transported to B.C. Emergency Health Services.

The extent and nature of their injuries was not initially reported, nor were the prevailing weather conditions.

Final Reports Premature Descent Claims Conquest Cessna 441, Feb. 7, 2021, Belvidere, Tennessee The 78-year-old airline transport pilot’s descent below the charted minimum altitude for the final approach fix during a GPS approach in actual instrument conditions ended in a collision with trees about five miles from the runway threshold and 900 feet above the airport elevation. The NTSB concluded that the pilot had deliberately tried to get below a low overcast layer to make visual contact with the airport.

He and his passenger, a 58-year-old commercial pilot and instrument instructor, died in the crash, which occurred at the end of an IFR flight from Georgia's Thomasville Regional Airport to Winchester Municipal Airport in Tennessee. Ceilings of 800 to 1,000 feet with light rime icing were reported.

Flying the GPS approach to Runway 36, the turboprop crossed the intermediate fix at the charted altitude of 4,000 feet but descended below 3,000—the minimum altitude at the final approach fix—while still four miles outside it. Radar contact was lost at 2,300 feet due to sparse coverage in that area. The last ADS-B return came

about 0.6 nm south of the final approach fix and indicated an altitude of 2,100 feet.

The controller attempted to contact the pilot without success. The crash occurred just north of the final approach fix at an elevation of 1,880 feet, sparking a fire that consumed “most of the cockpit, fuselage, inboard left wing, and outboard left horizontal stabilizer.”

Turbo Commander Destroyed in Spin Rockwell International 690B, Sept. 28, 2021, Hiles, Wisconsin

Rather, the pilot’s abrupt control inputs in a last-second attempt to avoid the collision caused the main rotor to sever the tailboom, according to the ATSB. The position of the sun relative to the helicopter's flight path and radio communication duties likely prevented the pilot from seeing the eagle until just before impact.

Witnesses saw the helicopter cross Dargle Ridge at about 500 feet before pitching up and banking right. Investigators found remains of the bird in the wreckage and downhill from the accident site. The tail boom and driveshaft were 93 meters (305 feet) north of the fuselage, while the main rotor system, including the gearbox, teetering head, and blades, was found 68 meters to the west. While the pilot was also qualified in airplanes, nearly 90 percent of his experience (4,800 of 5,400 hours) was in helicopters.

Three employees of an aerial imaging business died after the Turbo Commander entered an inadvertent spin at an altitude of 16,100 feet. ADS-B data showed that within two minutes after leveling off at a groundspeed of 209 knots, it decelerated to 93 knots, descended 500 feet on a steady northeasterly heading, Pilot Distraction Led to CFIT then entered a rapidly descending right Eurocopter EC135P2+, March 9, 2023, turn. Radio transmissions of “Mayday, Franklin, North Carolina Mayday, Mayday” and “We’re in a spin” were received by air traffic control.

The 51-year-old commercial pilot’s The NTSB’s performance study indi- “improper decision” to check scheduled cated that it reached a pitch attitude of 30 maintenance times against the helicopdegrees nose-down and a descent rate in ter’s logbook while operating on autopiexcess of 20,000 fpm. The NTSB noted that lot at night delayed his seeing a forested the pilot operating handbooks for models peak in time to avoid contact. The logbook 690A and 690B did not include spin recov- was on the co-pilot’s seat under his night ery procedures. vision goggles; before returning it to its compartment in the pilot-side door, he set Bird Strike Confirmed in the autopilot to descend to 5,000 feet to Helicopter Break-up avoid lower ceilings ahead, then “went back heads down.”

Bell 206L-1 LongRanger, July 9, 2022, When the flight nurse requested an Cattai, New South Wales, Australia updated arrival time, he looked up, saw the The Australian Transport Safety Bureau trees, and applied aft cyclic to climb, but (ATSB) confirmed that a collision with a the tail boom “struck several trees,” sepawedge-tail eagle, Australia’s largest bird rating the vertical stabilizer. of prey, precipitated the in-flight break-up Three of the four occupants suffered of the 1979 Bell 206L-1 LongRanger. minor injuries during the ensuing forced However, the ATSB also concluded that landing on a road, which caused “substanthe impact itself, which occurred on tial damage to the fuselage and tail boom.” the front left nose cowl, would not have Visibility was reported to be 10 miles under caused significant damage to the aircraft. a 5,000-foot overcast. z a i n o n l i n e .c o m \ August 2023 \ Aviation International News

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Compliance Countdown

BY GORDON GILBERT

JUST AROUND THE CORNER

Aug. 10, 2023

Canada: ADS-B Out Mandate Due to continued supply chain impacts stemming from the Covid pandemic, the previously announced implementation date for ADS-B Out in Canada is delayed beyond the original date of Feb. 23, 2023. As a result, the mandate will come into effect as follows: Class A Canadian airspace on Aug. 10, 2023; Class B Canadian airspace on May 16, 2024; and Class C, D, and E airspace to occur no sooner than 2026. The new dates have been developed from stakeholder feedback regarding supply chain limitations and backlogs to acquire and install the appropriate equipment.

NEW

Aug. 14, 2023

U.S.: Powered-lift Pilots

The FAA proposes a Special Federal Aviation Regulation (SFAR) for alternate eligibility requirements to certificate initial groups of powered-lift pilots, as well as determine which operating rules apply to powered-lift on a temporary basis. This SFAR will enable the agency to gather information for the most appropriate permanent rulemaking path for these aircraft. Currently, general and commercial operating regulations do not contemplate operation of powered-lift. In addition, this action also proposes changes to practical tests in aircraft that require type ratings, training center rotorcraft instructor eligibility, training and testing requirements, and training center use of rotorcraft in flight instruction.

Comments are due by Aug. 14, 2023.

Aug. 14, 2023

Europe: Extended Range Operations

EASA is proposing amendments to large twin-engine airplane extended range operations (ETOPS) rules for diverting to a suitable alternate airport in case of a single engine failure, cabin depressurization, or other emergency affecting range.

The proposed amendments are primarily updates and clarifications to improve the robustness of existing rules without introducing major changes. For example, EASA proposes to incorporate into the EU legal framework most of the related

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ICAO standards dealing with regulatory administration and technical requirements.

Furthermore, some amendments are proposed to increase harmonization with FAA ETOPS rules. Comments on the proposal are due by Aug. 14, 2023.

REVISED

Aug. 16, 2023

U.S.: Advanced Air Mobility

The comment period was extended from July 17 to August 16 on the U.S. Department of Transportation (DOT) notice seeking public input on the development of a national strategy for Advanced Air Mobility (AAM), an emerging field in which novel aircraft—typically incorporating electric and hybrid-electric propulsion with vertical or short takeoff and landing capability—could provide new levels of accessibility, convenience, and connectivity for people and cargo. The DOT primarily seeks information regarding: what should be addressed in the AAM national strategy; what are existing barriers to the success of AAM implementation; and what steps should the federal government focus on in the short (two to three years), medium (four to eight years), and long term (more than eight years to maximize the potential for successful AAM operations. Comments are now due August 16.

Nov. 30, 2023

Europe: Travel Information and Authorization System

ETIAS (European Travel Information and Authorization System) is an online

Aviation International News \ August 2023 \ a i n o n l i n e .c o m

pre-travel and pre-boarding requirement applying to visa-exempt third-country nationals planning to travel to European states. Expected to be implemented in November 2023, the information is submitted via an online application ahead of passenger arrival at borders, enabling pretravel assessment of irregular migration risks, security, or public health risk checks.

April 24, 2024; Oct. 24, 2024; April 25, 2025

U.S.: Airport SMS

Under new regulations, certain air carrier airports certified under FAR Part 139 will be required to submit an implementation plan for a safety management system (SMS) on the following deadlines: April 24, 2024 for airports designated as hubs; Oct. 24, 2024 for airports with 100,000 or more annual operations over the previous three years; and April 25, 2025 for airports classified as port of entry, landing rights, user fee, and international facilities. In each case, the SMS must be implemented no later than 12 months after receiving FAA approval of the certificate holder’s implementation plan. Most general aviation airports will be able to obtain a waiver from the SMS requirement.

UPDATE

Sept. 9, 2024

U.S.: Pilot Records Database

Final compliance date is Sept. 9, 2024 for reporting historical records concerning training, alcohol testing, qualification,

proficiency, and disciplinary actions records that date before Jan. 1, 2015, to the new pilot records database (PRD).

Also beginning on Sept. 9, 2024, the Pilot Records Improvement Act (PRIA) ceases to be effective and will not be an available alternative to PRD. Also after this date, each entity that holds an operating certificate under Parts 121, 125, or 135 or that holds management specifications for Part 91K must report to the PRD all historical records kept in accordance with PRIA dating from Aug. 1, 2010, until June 10, 2022. Since June 2023 operators under Parts 91, 91K, and 135 were required to complete submissions to the PRD of all historical records dating on or after Jan. 1, 2015.

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Dec. 2, 2024

Europe: Part 145 SMS

Starting on Dec. 2, 2022 EASA Part 145 maintenance organizations were required to meet revised regulations. However, there is a two-year transition period, to Dec. 2, 2024, to allow them to correct any findings of noncompliance with the new Part 145 requirements. The main change is the required implementation of a SMS. May 29, 2026

Canada: CVR and Data Link

Multi-engine turbine-powered aircraft configured for six or more passenger seats and requiring two pilots have been granted a temporary exemption from new cockpit voice and data link recorder requirements that are effective on May 29, 2023. The exemption is due to Covidrelated delays in parts production, supply chains, and transportation, as well as labor shortages at manufacturers and installers. This exemption is in effect until the earliest of May 29, 2026, or a date when the exemption is canceled by Canada’s DOT.

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4/6/2023 8:54:56 AM

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People in Aviation

BY K AIT WILSON

Elliott Aviation and its subsidiaries Elliott Jets and Prizm Aircraft Products appointed Dan Edwards as president and CEO. Edwards’s aviation career spans more than 25 years and includes executive leadership roles at MAG Aerospace, Aviation Technical Services, and Zodiac Aerospace. He most recently served as CEO of Triman Industries.

DAN EDWARDS The Air Charter Safety Foundation (ACSF) expanded the role of president Bryan Burns to include the position of CEO and hired Debi Carpenter in a newly created leadership role as executive director. Prior to joining the ACSF, Carpenter served as the head of marketing and communications at unmanned aerial vehicle cargo manufacturer Natilus. She has also held senior positions with organizations including the Southern California Aviation Association and Eco Aviation International, as well as served as a board member of Women in Corporate Aviation and as a member of the NBAA local and regional leadership committee.

Brad Williams was hired by Signature Aviation as COO and Derek DeCross was promoted to CCO. Williams joins Signature from 7-Eleven where he served as senior v-p of corporate store operations and restaurants. He also held the position of executive v-p of operations with Sunoco before BRAD WILLIAMS its acquisition by 7-Eleven. DeCross most recently served as senior v-p of customer engagement. Before joining Signature, he held the role of senior v-p of global sales with IHG Hotels & Resorts and served for 20 years with American Airlines in a variety of roles, culminating as v-p of global sales.

Bridget Gonchar was appointed as COO by Epic Fuels—a Signature Aviation company. Gonchar has more than 15 years of experience in the aviation industry having previously held various leadership positions at Signature, including v-p of operations support, v-p of integration, and director of FBO operations.

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Aviation International News \ August 2023 \ a i n o n l i n e .c o m

Heart Aerospace appointed John Slattery as non-executive chairman of its board of directors. Slattery continues to serve as executive v-p and CCO at GE Aerospace. Prior to joining GE, he served as president and CEO of Embraer Commercial Aviation, and before that, spent 15 years in various executive roles at leading commercial aerospace advisory, aircraft leasing, and aviation banking organizations.

The National Air Transportation Association board of directors elected Todd Anderson, COO of Sheltair, as board chair, taking the helm from Clive Lowe, executive v-p at Atlantic Aviation, who will continue to serve as immediate past chair on the organization’s executive committee. Five new board members were also elected to serve at large: Travis Grimsley, v-p of aircraft services at Duncan Aviation; Cristine Kirk, president and CEO of Malone AirCharter; Mary Miller, v-p of industry and government affairs for CRISTINE KIRK Signature Aviation; Kathryn Purwin, CEO and owner of Helinet Aviation Services; and Craig Teasdale, v-p of operations for Ferrovial Vertiport.

Friends of Naples Municipal Airport announced a new slate of board officers: Stephen Myers, an FAA-certified pilot, certified aviation manager, and executive v-p of Elite Jets, is now president of the Florida airport advocacy group; Bill Earls, a luxury real estate broker with John R. Wood Properties, is v-p; Christel Johnson, real estate broker and owner of Paradise Coast Property Team, is treasurer; and Bruce Byerly, a third-generation aviator and owner of Byerly Aviation in Peoria, Illinois, is secretary.

Tim Wood was promoted to regional v-p of sales for Africa, Turkey, and South Asia at Gulfstream Aerospace. Wood previously held the role of regional sales manager for the Middle East, Africa, and South Asia. Prior to joining Gulfstream, he was responsible for the business development of TIM WOOD aircraft management in Europe for

Gama Aviation and held a role with the Royal Aeronautical Society.

Guardian Jet appointed Tom Cyr as v-p for the U.S. Upper Midwest region. Cyr has four decades of experience in the industry in a broad range of roles including as an A&P technician for Kaman Aerospace, Midwest field technical represenTOM CYR tative and technical sales representative for Pratt & Whitney Canada, director of sales for Central Flying Service, and director of business development for Jet Support Services.

West Star Aviation hired Todd Pogue as director of Bombardier at its East Alton, Illinois facility and Anthony Irwin as program manager at its Chattanooga, Tennessee facility.

Pogue has more than 30 years of experience in the industry with a background in avionics, maintenance, interiors, and operations management. He previously served in roles including as a service team manager, project manager, and aircraft supervisor on refurbs. Irwin has 31 years of experience in the industry having previously worked at Embraer and on the NetJets Phenom 300 program.

Helicopter dealer Rotortrade hired Gerard Pau as managing director of its French locations and head of European region. Pau’s career spans more than 40 years in the industry and comprises various senior positions at Airbus Helicopters, including managing director, GM, and regional head of operations.

Aero Asset hired Andrea Winning as market research director, Shaun Geng as v-p of operations, and Tristan Sandor as senior director of mission-critical services. Winning ANDREA WINNING has nearly 20 years of experience in the industry having served as project manager at EADS Deutschland and in marketing and customer relations roles with Airbus Helicopters. Geng has 20 years of experience in business relations and previously held senior positions at InterContinental, Hyatt, Marriott, and Accor in Europe, North America, and Asia.

Her background includes roles with Global Medical Response where she was responsible

for financial operations, equipment finance, fleet management, procurement, and sales.

Jet East, a Gama Aviation company, appointed Shellie Lewis as Gulfstream product director and Kara Finn as senior director of retail operations. Lewis’s career in the aviation SHELLIE LEWIS industry spans more than 35 years and includes a 26-year tenure with Gulfstream where he held positions including senior mechanic, senior airworthiness inspector, site lead, and quality supervisor. He has also served as director of operations with Leucadia Aviation and most recently at Leviate Air Group as chief inspector, director of maintenance, and v-p of technical services. Finn has 30 years of experience in aviation maintenance having earned her A&P immediately after high school. She held previous positions with companies including SkyWest Airlines, Bombardier, Nextant Aerospace, and Jet It. Jet Access promoted Walt Schmeis from Hawker captain to chief pilot for its Part 135 charter certificate. Schmeis has nearly 31 years of piloting experience in a variety of operations including scheduled airlines, VIP royal and ministry special flights, VIP corporate flight departments, medevac, and Part 135 charter. He holds airman certificates from five different countries with multiple jet aircraft type ratings. He also previously served in consulting and management positions as board technical advisor, director of standards, director of flight operations, fleet supervisor and check airman. z

Malcom Anderson (Andy) Wilson, 52, passed away unexpectedly on June 1. Wilson was well known in the King Air community and had previously held roles with Ice Shield and Stevens Aerospace. He most recently served as a sales director with Jet East. His interest in history and his family’s genealogy prompted him to request that his ashes be scattered over the Highlands of Scotland.

Wilson leaves behind a wife, Stacie, and a daughter, Emma Grace, as well as his mother.

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 continued from page 10

takeoff from Provo, Utah, on a planned Part 91 flight in day IMC. The pilot was killed and the three passengers were injured.

The pilot’s use of an incorrect checklist to respond to one of multiple EICAS messages preceded a sudden and fatal in-flight upset of a Challenger 300 during a Part 91 flight on March 3. A passenger injured during the upset later died in the hospital.

An emergency call was made by the crew of a Bombardier Learjet 36A flying on a Navy contract moments before it crashed into the sea off the coast of California on May 10. The two civilian pilots and a third crewmember perished.

Depressurization or other systems failure that deprived the pilot and his three passengers of oxygen are being investigated as a possible cause for the June 4 fatal accident of a Cessna Citation. The jet flew past its intended destination, made an inexplicable 180-degree turn, and continued until it apparently ran out of fuel.

Meanwhile, on May 15 a civilian German-registered Learjet 35A on a target towing mission for the German Air Force crashed on takeoff, killing both pilots.

Five accidents involving U.S.-registered turboprops took 17 lives in the first six months of this year, compared with four accidents and 13 fatalities in the same period last year. The fatal accidents in both periods occurred under Part 91, except for the Feb. 24, 2023, in-flight breakup of a Pilatus PC-12 on a Part 135 ambulance flight, killing all five aboard. Non-U.S.-registered turboprops were also involved in five fatal accidents, claiming 11 lives. This matched the number of fatal accidents in the first half of last year, but with 17 fatalities.

Runway excursions are typically the most common mishaps for turbine airplanes.

In the first half of this year, nearly 30 percent (39) of the 134 accidents and incidents worldwide involving business jets and turboprops were classified as runway excursions. These occurrences caused no fatalities, but some did result in injuries and aircraft damage. z

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