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November 2020

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12 VIEWPOINTS Editorial opinions Asset Insight Pres & CEO Anthony Kioussis explains the relation between aircraft value and hourly cost maintenance programs. PlaneSense Founder, Pres & CEO George Antoniadis assesses the effects of the pandemic to keep private flight operations safe. 24 SPECIAL MISSION AIRCRAFT Turboprops and helicopters in EMS and SAR configuration by Pro Pilot staff VSTOL capabilities make helos and TPs ideal machines for search and rescue and medevac operations. 32 AIRCRAFT LIFE-CYCLE MANAGEMENT Predictive aircraft maintenance programs by Don Van Dyke Predictive maintenance seeks to forecast time to failure in order to minimize downtime and thereby maximize equipment lifetime. 36 POWERPLANT PRODUCT SUPPORT SURVEY Pro Pilot readers rate aircraft engine manufacturers based on aftersale service. Pro Pilot staff compilation

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November 2020

Vol 54 No 11

Departments 8

Cover

TERMINAL CHECKLIST

Quiz on procedures when fl ying into OAK (Oakland CA). Answers on page 10.

16

SID & STAR An interesting encounter between the Howler and an autonomous aircraft on the ramp.

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SQUAWK IDENT Pro Pilot readers tell what they expect for the business aviation industry in 2021.

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



 

  





   

 

                 

           



 

     













  

  





  







  







 

 



   



 



  



  





 



   





Not to be used for navigational purposes





7. An aircraft at FL300 receives a “descend via” clearance at RBUCL. Prior to BMBOO, ATC issues a clearance to “descend and maintain 13,000.” Select all that apply in this situation. The flight should _____ a not descend below FL240 until past BMBOO.



 

6. Select all that correctly apply to a charted altitude at a waypoint. a FL260 – maximum altitude. b FL230 – minimum altitude. c 5000 ft MSL – mandatory altitude. d 13,000 ft MSL – minimum altitude. e 16,000 ft MSL – maximum altitude.

  



5. Select all that apply. When programming the navigation equipment to fly this STAR, _____ a route waypoints may be changed to fly-over waypoints. named fixes from the database may be selected and inserted. b c waypoints may be entered manually using latitude/longi tude or place/bearing. d the procedure must be retrieved by procedure name from the on-board navigation database.

 

 

4. If ATC issues the clearance “descend via AANET One Arrival, except maintain 8000,” the flight must_____ a comply with all published altitude restrictions until reaching 8000 ft MSL. b request an amended clearance from ATC because the chart depicts a bottom altitude of 5000 ft MSL. c immediately initiate a descent to 8000 ft MSL and comply with the lateral path requirements of the STAR. d descend and maintain 8000 ft MSL and then comply with any lower published altitude restrictions on the chart.



3. Prior to reaching SPAMY, Oakland Center issues a clearance to “descend via AANET One Arrival.” Which of the follow ing is a correct procedure when following this clearance? Select all that apply. a Arrive at SPAMY at FL250. b Arrive at HUBRT at FL240. c Arrive at SPAMY at or below 280 kts. d Fly a course of 160° from SPAMY to WNDSR. e Inform Oakland Approach that the flight is “descending on the AANET One Arrival.”

  



 

 

2. Which of these altitudes provides obstacle/terrain clearance of 2000 ft? a MSA of 5100 ft MSL. b MSA of 6100 ft MSL. c Grid MORA of 4900 ft MSL. d Grid MORA of 7100 ft MSL. e Grid MORA of 10,400 ft MSL.



  

       

Refer to the 10-2 AANET 1 RNAV ARRIVAL for KOAK/OAK (Oakland CA) when necessary to answer the following questions: 1. Select the true statement(s) regarding the equipment required for this STAR. a GPS is required. b A moving map display is required. c RNAV cross-track/deviation is limited to 0.5 nm. d The procedure must be flown using an autopilot in lateral navigation mode. e Total system error must not exceed 0.5 nm for 95% of the total flight time.





 





Reproduced with permission of Jeppesen Sanderson. Reduced for illustrative purposes.

Terminal Checklist Answers on page 10 11/20













b immediately vacate FL300 and begin a descent to 13,000 ft MSL. c adhere to all published altitude restrictions and plan to reach 13,000 ft MSL at AANET. d adhere to the minimum altitude of 16,000 ft MSL at WNDSR before descending to 13,000 ft MSL. 8. After reaching WNDSR, ATC issues a clearance to fly a heading of 160°. The route should be modified in the RNAV system and RNAV 1 accuracy requirements must be maintained. a True b False 9. Select the true statement(s) regarding the route from SPAMY to RAIDR. a The route is charted to scale. b The hold at RAIDER is not depicted to scale. c An MSA of 3800 ft MSL applies in the area south of RAIDR. d A terrain high point over 6000 ft MSL is located west of the route from SPAMY to HUBRT. 10. Select the true statement(s) regarding completing this STAR. a The bottom altitude is 5000 ft MSL. b The bottom altitude is 13,000 ft MSL. The STAR also serves KSFO (International, San Francisco CA). c d An assigned approach procedure to any runway should be expected at RAIDR.

8  PROFESSIONAL PILOT  /  November 2020

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Bleed: 8.625” w x 11.125” d 11/3/20 3:20 PM


Answers to TC 11/20 questions 1. c The procedural notes indicate that DME/DME/IRU or GPS is required. AC 90-100A, US Terminal and En Route Area Navigation (RNAV) Operations, states that “pilots must use a lateral deviation indicator (or equivalent navigation map display), flight director and/or autopilot in lateral navigation mode on RNAV 1 routes.” Aircraft operating on RNAV 1 STARs must maintain a total system error of not more than 1 nm for 95% of the total flight time. Cross-track error/deviation is limited to 0.5 nm. 2. d, e MORAs are represented by the thousands figures plus the first hundred figure in smaller character. Grid MORAs are charted for the To-Scale portion of STAR charts based on grids formed by 30 minutes or 1 degree of latitude/longitude. On Jeppesen charts, all MORA altitudes that are 5000 ft MSL or lower have an obstacle clearance of 1000 ft. MORA altitudes that are 5001 ft MSL or greater have an obstacle clearance of 2000 ft. So, the MORAs of 7100 ft MSL and 10,400 ft MSL provide 2000 ft of obstacle/terrain clearance. The minimum safe/sector altitude (MSA) provides 1000 ft of obstacle/terrain clearance in an emergency situation. MSAs of 3800 ft MSL and 5100 ft MSL are depicted in magenta for sectors 25 nm from OAK VOR. 3.

a A “descend via” clearance means that the aircraft is expected to comply with the lateral path, and with all published altitude and speed restrictions. A mandatory speed of 280 kts applies at SPAMY, and the aircraft must be at or below FL260 and at or above FL240. At HUBRT, a maximum altitude of FL230 applies. A course of 160° applies from SPAMY to HUBRT, and a course of 155° applies from HUBRT to WNDSR. When changing frequency, pilots must advise ATC of current altitude, “descending via” with the procedure name, and runway transitions, if assigned. FAA Information for Operators 14003 states that phrases such as “on the” or “descending on” a procedure are not acceptable.

4. a If a flight is cleared to “descend via” a STAR, but the controller adds “except maintain (altitude),” the pilot must comply with all published altitude and speed constraints until reaching the assigned altitude, unless explicitly cancelled by ATC. AIM 5-4-1 provides examples of arrival clearances and describes compliance actions. 5. b, d AC 90-100A states that RNAV STARs must be retrieved by procedure name from the on-board navigation database and conform to the charted procedure. RNAV routes should be extracted from the database in their entirety. However, selecting

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and inserting individual named fixes from the database is permitted, provided all fixes along the published route are inserted. Manual entry of waypoints using latitude/longitude or place/bearing is not permitted. Pilots must not change any RNAV STAR database waypoint type from a fly-by to a fly-over, or vice versa.

6. a, c, d FL260 is a maximum altitude at SPAMY and BMBOO as indicated by the line above the altitude. FL230 is a maximum altitude at HUBRT and DRAXE. 5000 ft MSL is a mandatory altitude at RAIDR, as indicated by the lines above and below the altitude. 13,000 is a minimum altitude at AANET, as indicated by the line below the altitude. And 16,000 ft MSL is a minimum altitude at WNDSR. 7. b Unlike a “descend via” clearance, when cleared to “descend and maintain,” the aircraft is expected to vacate its current altitude and begin an unrestricted descent to comply with the clearance. For aircraft already descending via a STAR, published altitude restrictions are cancelled unless re-issued by ATC. 8.

b According to the AIM 5-4-1, if vectored or cleared to deviate off of a STAR, the STAR is cancelled, unless the controller adds “expect to resume STAR.” In that case, pilots should be prepared to rejoin the STAR at a subsequent fix or procedure leg. The pilot should not modify the route in the RNAV system until a clearance is received to rejoin the procedure, or until the controller confirms a new route clearance. When the aircraft is not on the published procedure, the specified accuracy requirements (in this case, RNAV 1) do not apply.

9. a, c Grid MORAs are only charted for the To Scale portion of the chart. The absence of a Grid MORA and a chart note would indicate that a portion of the chart is not to scale. An MSA of 3800 ft MSL is depicted in magenta for the sector south of RAIDR. An arrow points to the highest charted terrain point/obstacle (in this case, a terrain contour). The contour intervals key indicates that terrain may exist from 4000 ft MSL up to, but not exceeding, 6000 ft MSL in this area. 10.

a When receiving a “descend via” clearance, the flight is cleared to the charted “bottom altitude” of the procedure, unless ATC assigns a different altitude. The “bottom altitude” of the STAR is the last published altitude on the assigned STAR or STAR runway transition (in this case, 5000 ft MSL). Airports that are also served by the procedure are depicted in blue, while airports not served by the procedure, such as KSFO, are depicted in grey. The STAR title indicates that this arrival is for Rwy 12. Procedural note 4 indicates that the WNDSR STAR applies when OAK is landing Runways 28L/R and 30.

11/3/20 3:20 PM


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VIEWPOINTS editorial opinions

Kioussis: Hourly cost mx programs & aircraft value; Antoniadis: Safe flight ops during Covid-19 Anthony Kioussis President & CEO, Asset Insight LLC Understanding how hourly cost maintenance program coverage affects an aircraft’s value

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n aircraft owner recently examined the current value of their asset on eValues (Asset Insight’s automated valuation system), and they were surprised to learn how much impact Hourly Cost Maintenance Program (HCMP) coverage had on their aircraft’s value. The owner called us to understand why. Anyone whose aircraft has undergone a major engine maintenance event knows how valuable HCMP coverage can be, and that issue alone has made HCMPs a justifiable investment for many operators. The impact of HCMP coverage on an aircraft’s value is not linear throughout the asset’s life, nor does it follow a standard valuation formula for all models. There are, however, some standard practices and concepts that many appraisers follow to determine the value impact of HCMP coverage.

Program transferability and term The primary determinant of an HCMP’s value is transferability. While there are many benefits associated with HCMP coverage enjoyed by an aircraft’s current operator, whether or not a program is worth anything is directly tied to its benefits transferring to the next owner. There is zero value associated with an HCMP that is not transferable. In addition, a program’s term must be renewable, or at least extendable, to create value for the asset.

Model fleet enrollment Another major value influencer is the percentage of a model’s active fleet enrolled in HCMPs. If only 10% of a model’s fleet is enrolled in an engine HCMP, coverage will likely add less to the aircraft’s appraised value than if 80% of that model’s fleet is enrolled in a program. On the other hand, if 80% of your model’s fleet is enrolled in an engine HCMP and your aircraft is not, your asset may sustain an appraised value decrease. You should also consider an indirect influencer to value from HCMP coverage. In a market where prices are falling rapidly, an extended remarketing period may cost more in terms of the asset’s depreciation than the in-service aircraft buy-in fee would have cost. Moreover, if a large percentage of the fleet is enrolled in an engine HCMP, an aircraft’s lack of coverage may lead to offers that affect value negatively in excess of the buy-in fee.

Many operators view HCMPs as a justifiable investment.

Aircraft age A 5-year old aircraft listed for sale may enjoy an appraised value increase by virtue of engine HCMP enrollment that is equivalent to its then current program enrollment fee, assuming a majority of that model fleet is covered by an engine HCMP. However, the appraised value effect of program coverage would be far lower than the asset’s buy-in fee if the aircraft was 25 years of age. For example, let’s assume an average transaction value for a model’s year-of-build is $20 million at age 5, and a specific aircraft has an engine HCMP buy-in fee (at that point in time) of $2 million. If the aircraft’s market value is $3 million when the asset reaches 25 years of age, and its engine HCMP enrollment fee is $2 million, the aircraft’s appraised value is unlikely to increase the amount of the buy-in fee. Exactly how much value impact engine coverage is likely to have at any specific asset age depends on numerous factors. It could, in fact, be zero. However, lack of coverage for an aging asset whose model fleet is largely enrolled in an HCMP could drop an aircraft’s price down to salvage value.

Type of coverage Not all HCMPs generate the same level of asset value. Historically, engine program coverage has pinned the largest value increase to an aircraft, while avionics-only coverage has had virtually no impact. Airframe coverage can generate varying levels of value increase, and the figure is often model-specific. APU coverage value is often tied to a percentage of the buy-in fee at the time the aircraft trades.

12  PROFESSIONAL PILOT  /  November 2020

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Level of HCMP coverage How much of the maintenance cost a specific program covers is another aircraft value determinant. Pro-rata programs cover a portion of the maintenance expense for the first of each scheduled maintenance line item following enrollment. Once an event has been completed, the next time it is due it is covered by the program. Many operators opt for this level of coverage, as program enrollment provides total unscheduled maintenance event coverage immediately upon enrollment, while requiring no buy-in fee for an in-service aircraft. However, because the operator must pay a portion of each maintenance event (when the event occurs) based on the time accrued toward that event prior to program enrollment, the appraised value of such coverage is less than that realized by an aircraft that has been enrolled through payment of a buy-in fee.

Additional value considerations The ultimate value impact of HCMP coverage on any aircraft comes down to what the buyer and seller agree the price to be, and one should not misinterpret the aircraft’s appraised value with what a buyer may be willing to pay for the asset. For example, paying the engine HCMP buy-in fee for an aircraft you are about to place on the market may not lead to offers that offset the cost of the buy-in fee. However, your aircraft may sell faster – especially if the majority of the model’s fleet is on an HCMP, and none of the other listed assets are covered by an engine program. There are additional valuable benefits to HCMP coverage that new and used aircraft buyers may not be considering. Such features provide value over and above the increase to the aircraft’s appraised value, are quantifiable, and can provide value directly to the owner. They include: • Additional coverage while under warranty. Certain related expenses are not covered by warranty, such as the cost for logistical support to address an event occurring far from home. This could include shipping the affected component to the maintenance facility; shipping a rental component to the aircraft; installing the component; the

Market research has revealed that many aircraft take longer to resell absent HCMP coverage. Since aircraft are depreciating assets, this could mean a substantial loss in value.

Engine HCMPs offer valuable benefits to new and used aircraft buyers, over and above any increase to the aircraft’s residual value. These benefits are quantifiable and can provide value directly to the owner.

cost of the rental component during the repair period; removing the rental part once the original component has been repaired; return shipping for the rental component; shipping cost to the maintenance facility for the original component; and the cost to transport and house personnel at an unscheduled maintenance event site. While warranty coverage is valuable, its value is usually limited to the cost of repairing the affected component. • Exposure at resale. As discussed earlier, market conditions may require an owner to enroll their aircraft in an HCMP rather than suffer a valuation decrease in excess of the HCMP buy-in fee. While incurring the expense at time of sale, the operator has enjoyed none of the HCMP coverage benefits while operating the aircraft. • Days on market. Detailed market research has revealed that many in-service aircraft will take longer to sell absent HCMP coverage. This could mean a substantial loss in value, since aircraft are depreciating assets. • Rental component expense. Many owners fail to account for the true cost of rental components, the potential difference in their travel experience when chartering aircraft, the total cost of charters during the asset’s downtime, and asset storage, as well as other fees for their grounded aircraft. • Freight and shipping charges. The cost to ship AOG parts, and the freight charges and logistical challenges to transport a component from wherever the event occurred to the service facility, as well as the cost to ship a rental component to the site of the maintenance event, can be substantial and are usually not part of warranty coverage. • Financing benefits. Each aircraft financing entity has its own methodology for valuing HCMPs – thus, determining the exact value that any one company may place on HCMP coverage is difficult. However, the savings differential over the term of a loan or lease could be substantial. HCMPs, as their name implies, have a cost to them, and many new aircraft owners believe they are not worth the expense since new aircraft enjoy warranty coverage. However, financial analysis is not on their side (see Pro Pilot, Dec 2017, p 18) and, over time, the odds of optimizing their investment’s value are not favorable.

PROFESSIONAL PILOT  /  November 2020  13

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George Antoniadis Founder, Pres & CEO, PlaneSense Assessing the effects of the Covid-19 pandemic to keep flight operations safe

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t the onset of 2020, all of us at PlaneSense were looking forward to celebrating the 25th anniversary of the PlaneSense fractional program. We have come a long way since we received our first Pilatus PC-12 in September of 1995. Since then, we’ve accomplished more than 440,000 flight hours and taken delivery of 72 PC12s, 5 Pilatus PC-24s, and 4 Nextant 400XTi jets. We built a state-of-the-art facility, developed comprehensive pilot and maintenance technician training programs, launched a sophisticated jet program, and expanded the reach of our fractional program successfully. However, the unforeseen events that unfolded made this milestone year one of the most challenging yet. As we approached the anniversary this past September, I was struck by our resilience through the pandemic, and I couldn’t be more proud of the company we have become. By following the practices that have allowed us to remain strong through the decades, we are poised to once again rise above an unfathomable challenge to our industry – much like we did in the fiscal challenges of 2001 and the Great Recession of 2008. PlaneSense is not immune to the negative effect that Covid-19 has had across the aviation industry. Like other programs, a dramatic drop in flight volumes affected the company as the pandemic unfolded. Being a data-driven organization, we began gathering information to help us understand and cope with the situation. Initially, the key issue facing both our company and the industry was incredible uncertainty. The virus was new and had yet to be thoroughly studied. We did not fully understand its public health implications, nor did we know how to protect ourselves from it. To best protect our clients and staff, we contacted immediately a leader in infectious diseases from Johns Hopkins University. We have been consulting with him regularly since March, and his expert insights have helped us to stay informed on best practices in preventing transmission of the virus. This is a dynamic process, as every week brings new information. We have remained responsible for our actions by drawing on this collaboration to develop prevention protocols. Like others, PlaneSense adopted immediately new and extensive cleaning protocols and disinfection methods for our aircraft. We removed overnight stays for crews in hotspot regions, made masks mandatory for all staff and clients – both in our facilities and airplanes – and increased control measures entering our facilities. In order to maintain safe and excellent communication channels, we converted quickly to remote work, making video conference the norm. At the onset of the crisis, we made a commitment to our staff to stay fully operational and immediately began cost control measures. I’m proud to have been able to avoid layoffs and furloughs across the company. Our team remains intact, conducting business through remote

PlaneSense pilots load luggage into a Pilatus PC-24. Private air travel offers advantages, like avoiding crowded commercial airline flights.

operations and dedicated teams in the hangar and cockpits safely and successfully. During this slower time, we ourselves did not slow down. Instead, we took the opportunity to continue pilot and mechanic training, as well as regular maintenance on the fleet in preparation for a return to more normal flight levels. Each department was also tasked with assessing its operations for both fiscal and process improvements. Around the world, business travel came to a halt. There were no client meetings, no events, no conferences to attend. Businesses shut down and companies learned how to conduct business remotely, all but ceasing corporate travel. However, as the risk of transmission led many travelers to avoid airports and the airlines, the need to reach family or conduct other essential travel did increase. According to McKinsey and Company, a commercial flight typically involves approximately 620 points of contact with people and objects that could transmit infection. Private travel involves only 20 to 30 touchpoints. Travelers recognized quickly the advantages offered by business aircraft, and the importance of avoiding crowded airline terminals and flights. As such, interest in private aviation increased steadily throughout Q2 2020. Along with the industry as a whole, PlanseSense saw an quick uptick in leads from travelers who were new to private aviation. As a consequence, the activity of the PlaneSense fleet operations has increased over the past several months, approaching similar flight volumes of this time in 2019. Our commitment to keeping clients and staff safe has not wavered, and we continue to assess the pandemic situation daily. I am appreciative for the patience of our staff, and for their ideas and willingness to work differently to reach our goals. Despite its vast reach around the world, aviation is truly a small community where many of us share a passion for the art of flying and transporting our clients safely. Whether one works as a pilot, ATC staff, mechanic, administrator, or other equally important role, we all want to see this industry succeed. I’m proud of this industry for staying strong and finding ways to thrive in the most difficult of times. Stay positive, test negative!

14  PROFESSIONAL PILOT  /  November 2020

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16  PROFESSIONAL PILOT  /  November 2020

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due to Covid-19, almost everything points to bizav at least sustaining itself – if not growing slightly. Travel restrictions into 2021 could still be a factor in flying trends. Greg West ATP. Global Express & Citation V Chief Pilot Apogee Physicians Scottsdale AZ

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What positive changes do you think business aviation will experience in the near future? What are your expectations for our industry in 2021 and beyond?

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lot of people will choose business jets for personal and business travels. The main reason is the sense of security offered by the corporate industry. I also see more technical developments and improvements in business aviation. M Abah ATP/CFII. Citation II/SP, King Air 350i & Pilatus PC-12 NG Aviation Mgr Lasaik Yaounde, Cameroon

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think a more favorable perception of business aviation as a viable alternative to airline travel is in store. While there still is uncertainty in the economic forecast for next year

ased on current circumstances, I think that business aviation will improve in the near future. After Covid-19, people who can afford to spend more money will fly in private aircraft instead of using commercial airlines. João Bonatto ATP. Gulfstream G650 Captain Aero Rio Táxi Aéreo Rio de Janeiro RJ, Brazil

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ales of small and midsize-cabin jets in the new and used market will show an improvement, as fewer executives will travel on the airlines. I predict an upturn for GA. Demetrio Foiadelli ATP/Helo. Gulfstream G650 Dir of Flight Ops Platinum Equity Irvine CA

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usiness aviation and charter will have a boom in the near future because they’ll pick up the passengers who no longer want to be cooped up with hundreds of strangers on the airlines. Rick Hurd ATP. Citation VII & Hawker 800XP Captain Causey Aviation Cary NC

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hat I see coming in the near future is an accelerated development in technologies that will enable supersonic bizjet flight. Daniel Barros ATP. Embraer Legacy 450 Captain Banco BMG Belo Horizonte MG, Brazil

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usiness aviation will increase operations because people will try to avoid using congested airports and commercial aircraft packed with people. I expect the industry to continue slowing down through Q1 2021, but right after this it will bloom again due to people’s need to travel safely and fast. Christopher Bell ATP. Embraer Legacy 500 Chief Pilot Holding Intl Group Puerto Vallarta JA, Mexico

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opefully, air travel will increase next year, with corporate aviation seeing an uptick before the spring. Dennis Piscitello ATP/CFII. Citation Latitude Chief Pilot Whelen Engineering Chester CT

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n my opinion, things will get better in the corporate field. More people will choose to fly in business aviation due to safety considerations. Jeff Miller ATP. Gulfstream G500/ G450/G280 Chief Pilot OFTC Inc Houston TX

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echnology advancement is what’s coming up next, and that will result in better equipment for business aviation. Training will come together with this new technology. As a consequence, we’ll see a busier corporate field. Charles Belanger ATP. Falcon 7EX/900EX Captain/Safety Officer Future Electronics Ste-Thérèse QC, Canada

18  PROFESSIONAL PILOT  /  November 2020

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nce the stringent Covid-19 quarantine regulations are eased, corporate flying will return stronger than ever. However, that may not be for several months. We’ll no doubt be greener, leaner, and cleaner going forward after this alarming global demonstration of our economic fragility. Charles Hunt ATP. Global Express Ops Dir Austin Aviation Discovery Bay, Hong Kong

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iven the fear of flying on airlines in the era of Covid-19, many believe business aviation will benefit with increased demand. Also, adverse impact on the airlines may exacerbate the already limited travel options for those served by smaller airports, further benefiting business aviation. Greg Woods ATP. Gulfstream G650ER Senior Dir Aviation Qualcomm Laude MO

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hope Covid-19 affects the industry in a way that means more people will prefer to travel in business jets for safety reasons. Everything is possible if the industry adjusts and adopts a fair scale that allows more people to be able to afford traveling on business jets. Dov Kribus ATP/CFII/A&P. Phenom 100 Captain Avery Aviation Mgmt Laredo TX

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or the near and midterm future, I feel business aviation will benefit from those people avoiding airline travel due to Covid-19. Jim McIrvin ATP/CFII. Phenom 300 Owner & Chief Pilot McIrvin Aviation Washingtonville NY

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his is a strange moment for aviation. However, I feel like business and charter flying will lead the way to the recovery of our industry. We’re facing a time when now, more than ever, people can see the advantages of flying private. I hope this will encourage the public to be more receptive to private flying and to embrace it as a useful tool rather than a luxury. Sara Walther ATP/CFII. Citation CJ4 Corporate Pilot BioZyme Kansas City MO

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irline passengers who used to dominate first- and business-class cabins will contemplate private aviation in the future due to the reduced exposure to others. I also think more individuals who could previously afford private air travel, but considered it an unnecessary expense, may reconsider in this age of coronavirus. Maxwell Maroney Comm-Multi-Inst. Pilatus PC-12 Dir of Training Tradewind Aviation Danbury CT

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see many aviation companies being established in the near future. Especially in Africa, many small aviation companies will come up, and some others will be in the planning process. It means that in 2021 and beyond, many employment opportunities will be created in the aviation field. At the same, I believe that many operational mechanisms will be invented. Wandera Edmond ATP. Embraer EMB-120 & Dornier 228 Flight Dispatcher Ninesun Co Busia, Kenya

think the pandemic has been a positive force for business aviation. People still have to travel, and they’re avoiding the airlines. Once they experience private charter services, people will still want to continue using business aviation instead of airline services, even after the pandemic. My expectation is that the industry will continue to grow and improve in 2021. Glenn Michael ATP/CFII. King Air 100, Sabreliner 80SC & Beech Duke Aviation Mgr Aeropac Merrimack NH

ue to Covid-19, I believe that more people and corporations will be using private aviation services more frequently. And this is good news for all of us corporate pilots. Gregg Weitzman Comm-Multi-Inst/Helo/CFII. Pilatus PC-12, Cirrus SR22, & Airbus EC135 Corporate Pilot GW Aviation Santa Ynez CA

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orporate aviation operations will improve. I think that more people realize the value of business aviation during times of crisis, like the current Covid-19 pandemic. Claude Beliveau ATP. Piaggio P.180 Ops Mgr Cascades Inc Drummondville QC, Canada

rowth is what I see for our industry in 2021 and beyond. We’re very far behind a normal flight schedule in our flight department right now. As we all move past this Covid-19 nightmare, hopefully there will be nowhere to go but up. We can’t wait to get back to a busier flight schedule and help the boss do his business wherever he needs. Ryan Johnson ATP. Challenger 601 & King Air B350 Captain DC Air Denair CA

B

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ecause of the fear of contagious diseases, people will begin to use private aircraft as their first choice of travel more than ever. I believe those who have been using private aircraft will continue to do so at a greater rate. I can only see good news for private aircraft usage in 2021. Dennis Hartsell ATP/CFII. Learjet 60 & Beechjet 400A Contract Pilot Hartsell Hangar Services Edwardsburg MI

usiness aviation seems to remain stable in spite of the pandemic. However, there has been a drastic decrease in operational hours for our managed Challenger 350. I’m unsure yet of 2021 until we see what damage 2020 will create, and what it will take to bring flight operations back up to normal. Patrick Cannon ATP/CFI. Challenger 350 & Mitsubishi MU300/MU2 President Mission Air Services Lewisville TX

22  PROFESSIONAL PILOT  /  November 2020

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By Pro Pilot staff

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ime-sensitive aerial emergency medical services (EMS), and search and rescue (SAR) missions, demand aircraft capable of reaching remote locations and inaccessible sites. Helicopters and turboprops are ideal for these types of operations, so we’ll highlight the most popular offerings from original equipment manufacturers (OEMs) supplying the EMS and SAR realm.

Rotary-wing solutions Hovering and vertical takeoff and landing characteristics of helicopters make it easier to locate and extract subjects in SAR jobs. In addition, rotary-wing aircraft are used in the EMS field for faster short-hop patient transportation. From single-engine options to larger machines, here’s what’s available from the major helo OEMs.

Leonardo AW119Kx. This single-engine helo is an outstanding performer in hot and high conditions, and it’s broadly used in EMS and rescue missions. Its cabin can be configured for 4 medical attendants and 1 stretcher, or 2 attendants and dual stretcher. In addition, its modular interior can accommodate advanced life-support equipment. The helo features wide sliding doors and a 405-lb hoist for SAR operations. AW139. It features a jointly developed configuration for EMS and SAR missions. In SAR mode, the AW139 is spacious and can be configured to accommodate a fully integrated mission console, medical treatment, and casualty evacuation interiors. The EMS version accommodates up to 5 medical attendants and 4 stretchers longi-

tudinally and transversely, along with a full suite of advanced life-support equipment. The large sliding doors on each side are designed for easy stretcher loading, both on ground and in flight. AW169. It ensures a rapid emergency response, even for long-distance inter-hospital transport or for EMS and SAR missions at high altitude. AW189. Speed, range, and payload characteristics ensure the highest performance in demanding SAR and medical evacuation (medevac) missions, even in icing conditions. AW109 GrandNew. Designed to operate in challenging conditions associated with EMS and SAR missions over land and water, the GrandNew can accommodate single or dual stretchers with up to 4 seats for medical attendants, or up to 6 seats for medevac.

24  PROFESSIONAL PILOT  /  November 2020

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Airbus H135

Airbus Helicopters US Coast Guard operates MH-65 Dauphins in SAR guise along the country’s Pacific and Atlantic coasts, in the Gulf of Mexico, and in the Hawaiian Islands. In addition, the Finnish Border Guard has flown AS332 L1 Super Pumas for maritime SAR. H125 and H130. Both single-engine helicopters are widely used in EMS missions, offering good dispatch reliability and high performance, excellent visibility, mission flexibility, and low operating costs. H125 can transport 1 stretcher and up to 3 medical crew members, plus medical equipment. H130 has a wide side-loading capability of 7.2 ft, accommodating 1 stretcher and up to 4 medical crew, plus equipment. Furthermore, it can be configured to accommodate up to 2 pilots, 3 crew members and 1 stretcher. H135. Represents around 25% of the global helicopter EMS fleet, with more than 600 units in service. Its versatile cabin design with side and rear loading capabilities allows the aircraft to be configured in a variety of different EMS interiors, including single-patient, dual-patient, and intensive care transport. H145. The go-to helo for transport of intensive care patients or incubators, the H145’s high-mounted tail boom and wide-opening clamshell doors facilitate access to the spacious cabin. It’s available with an all-in-one solution, which facilitates triple roles such as hospital transfer flights, transport of emergency personnel, and mountain rescue missions with the support of an external hoist or dual cargo hook system for human external cargo. H155. Large, sparsely populated areas benefit from its high payload and long range. It offers cabin space that boosts patient care and accommodates bulky medical equipment. This aircraft comes with a glass cockpit and Airbus’s dual digital 4-axis autopilot, which maximizes pilot effectiveness. H175. Its large cabin size, airborne endurance, range and useful load make this helicopter suitable for intensive care transport and medevac.

Airbus H175

Super Puma family (H215 and H225) can be fitted with 6 stretchers for civilian EMS duties and up to 11 stretchers in its military version. It is also proposed in a helicopter intensive care medical service (hicams) configuration.

Bell Bell 525. The manufacturer markets this helicopter in both EMS and SAR configuration. For EMS operations, it offers cabin flexibility and improved situational awareness with its Garmin G5000H avionics suite, improving operational safety in unforgiving conditions. SAR configuration can be adapted to meet the specific needs of operators. Furthermore, the helicopter’s fly-by-wire system enables greater pilot situational awareness, especially for low speed/low

altitude and degraded visual environment conditions. Bell 505. In EMS configuration, the 505’s flat-floor cabin, 55-inch clamshell door, and easy-to-install interiors make it ideal for fast and efficient patient and medical personnel transport. Rear seat rails can be used to support life-saving medical equipment. Its G1000H NXi avionics suite provides added situational awareness for flights into high traffic and complex terrain areas. Bell 407 GXi. An all-composite 4-bladed rotor system provides impressive hover performance and speed, as well as a smooth ride. It performs well in demanding environments such as high altitudes, arctic conditions, and extreme heat.

Bell 412 EP

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RELY ON.

WE MAKE IT

FLY

The new generation H160 boasts a range of unparalleled safety features. Maximized pilot visibility, intuitive information display, unrivalled pilot assistance with Helionix,Ž and unmatched flight envelope protection. What’s more, it carries up to 12 passengers with a radius of action of 120 NM, while burning 15% less fuel. With so many impressive features, the H160 is a huge step forward not just for its category, but for the environment, too. Safety. We make it fly.

airbus.com

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Robinson R66 A standard bifold door with a 61-inch opening permits quick and easy patient loading and unloading. Bell 429. Designed with the air ambulance market in mind, the 429’s deck height matches litter height and allows 1-man litter loading with less lifting or back strain through either side or optional aft clamshell doors. Its large cabin allows full body access, optimizing patient care. Bell 412EPI. Enhancements incorporated in the latest evolution of this platform include Pratt & Whitney PT6T-9 Twin-Pac engines to improve hot and high performance, an optional gross weight kit that increases useful load to 5129 lb, and BLR Aerospace’s Strake and FastFin for better hover performance.

MD Helicopters MD offers single- and twin-engine EMS and SAR solutions with large, configurable cabins, low operating costs, and low noise and vibration levels due to its NOTAR technology. MD 600N. This single-turbine machine has an enhanced 6-blade main rotor system, making it a preferred helicopter in a variety of mission profiles, including EMS and SAR. Its Rolls-Royce 25-C47M turboshaft engine allows speeds up to 134 kts, gives it a useful load of 2000 lb, and permits a range of 380 nm. MD 902 Explorer. This twin-engine, powered by Pratt & Whitney PW207E turboshafts, is a reliable performer in the air medical and SAR fields, among others. Useful load is 3125 lb, maximum cruise speed is 131 kts, and range is 328 nm.

Robinson Helicopter Although the company does not have an EMS-dedicated helo due to the modest size of its aircraft, the R66 turbine helicopter – when adequately equipped – is capable of performing rescue missions and transporting medical personnel. R66s have been used to assist in searches, particularly in remote parts of Alaska and Canada. Related equipment includes a cargo hook installation rated for external loads up to 1200 lb, with a maximum combined helicopter/load weight of 2900 lb.

Sikorsky S-92. This all-weather helicopter has excelled in critical life-saving missions since Sikorsky delivered the first SAR

S-92 in 2007. It can fly programmed search patterns for 1 hour at 185 nm with standard fuel, and 320 nm with aux fuel. With standard fuel configuration, the S‑92 can rescue 2 people at 210 nm, and 10 at 175 nm. With optional auxiliary tanks installed, these distances expand out to 320 nm and 285 nm, respectively. What’s more, it has ample power reserves to work with heavy loads in high density altitudes. S-76. It’s been in service in the emergency medical transportation market for 35 years. In fact, more than 10% of the fleet’s flight hours have been flown in critical life-saving SAR and EMS missions. The latest version, the S-76D, continues the model’s legacy.

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Sikorsky S-76

MD 600N

* 28  PROFESSIONAL PILOT  /  November 2020

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robinson_r66_aux_tank_ad_propilot-dec_2020.pdf 1 10/15/2020 11:39:20 AM

TURBINE

Fly Long Fly Far Optional Aux Fuel Tanks Extend Flight Endurance Up to 5 Hours

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CM

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CMY

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R66 OPTIONAL AUX FUEL TANKS 23 GALLON TANK 1 HOUR FLIGHT ENDURANCE OVER 100 NAUTICAL MILES*

OR

43 GALLON TANK 2 HOUR FLIGHT ENDURANCE OVER 200 NAUTICAL MILES*

Contact Your Local Robinson Dealer

*Actual flight endurance and mileage will vary. © Robinson Helicopter Company. R66 is a registered trademark of Robinson Helicopter Company

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Beechcraft King Air 360ER

Pilatus PC-12 NGX

Turboprops Air medical transport missions covering longer distances demand aircraft capable of transporting greater loads while still being able to access remote locations and operate into and out of short, unimproved runways. Turboprops fill this niche, and these are the options supplied by major manufacturers.

Pilatus PC-12 NGX. The single-pilot-certified PC-12 is widely used in air ambulance configuration due to its low operating costs and unique ability to operate in and out of unpaved runways. Its cabin has plenty of space and comfort for up to 3 patients plus medical systems, and the large cargo door ensures easy loading and unloading. For SAR operations, it may be configured with a multipurpose utility/drop door. This extra door is integrated within the large cargo door and can be opened in flight to allow, for example, dropping food and aid supplies, or the deplaning of skydivers. A 4-seat configuration is available which offers generous stowage space for aid supplies or auxiliary equipment. It has a max payload of 2236 lb, and a 1803-nm range.

basic non-critical to neonatal care, can be mounted directly to existing seat tracks. Max range for the Caravan is 1070 nm, and it has a useful load of 3305 lb. The Grand Caravan EX has an increased useful load of 3532 lb at the expense of range – 912 nm. Beechcraft King Air C90GTx. This is the aircraft of choice for air ambulance operators. It allows installation of stretcher systems from all major suppliers. Max range is 1260 nm and useful load is 3280 lb. Beechcraft King Air 250. Living up to its reputation as a rugged and dependable performer, its spacious, climate-controlled cabin allows for critical care of 2 patients and equipage with medical devices. An optional cargo door allows for easy patient loading. King Air 250’s max range is 1720 nm, and useful load is 3760 lb – although payload can be increased for hauling more equipment. Beechcraft King Air 360ER. With longer range and increased speeds, the King Air 360ER allows operators to transport patients in need of criti-

cal care out of remote areas. The large versatile cabin can accommodate a range of customized configurations, including custom medical cabinets. Multiple crew seating options are also available, as well as an optional powered loader for easy patient boarding. It has a max range of 2692 nm and useful load of 7145 lb.

Daher Kodiak 100 Series II. Air ambulance activities can benefit from the Kodiak’s operational flexibility. It is capable of operating on rough and very short strips, as well as on water when equipped with floats. Medevac operations have been at the heart of the Kodiak design from the beginning. The plane is easily adapted from passenger and cargo hauling to medical airlift in emergencies. With a max range of 1132 nm and a useful load of 3530 lb, the Kodiak has been used in air ambulance missions in the aftermath of earthquakes, hurricanes, and floods.

Kodiak 100

Textron Cessna Caravan and Grand Caravan EX. Capable of performing life-critical missions in remote locations, flying in adverse environments, and operating on rough terrain, the Caravan’s high-wing design allows for a stable platform for smooth inflight medical care. Medical systems, from

30

PROFESSIONAL PILOT / November 2020

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Photo courtesy Clay Lacy Aviation

Clay Lacy Aviation to expand northeast US operations

O

n Oct 29, the Connecticut Airport Authority announced an expanded partnership with Clay Lacy Aviation involving a 30-year lease on 16 acres of land at OXC (Waterbury-Oxford, CT). This poses an expansion of Clay Lacy’s northeast US base of operations. Clay Lacy will invest $20 million to build the new FBO and MRO facility. “Clay Lacy Aviation has been an outstanding business partner at OXC, and we are thrilled with the expansion of its depth and breadth of services on the airfield,” said Kevin Dillon, Exec Dir of the Connecticut Airport Author-

ity. “In addition to industry-leading aircraft management, maintenance, and jet charter services, a brand-new FBO and hangar complex will attract new business and bring more jobs to our local economy.” Clay Lacy established its operation at OXC in 2015 with the acquisition of Key Air, moving into a 65,000-sqft facility, and further expanding its east coast aircraft management, maintenance, and business jet charter services. This expansion is expected to bring some 100 new jobs to Connecticut.

Duncan Aviation and Gulfstream collaborate for STC

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Photo courtesy Duncan Aviation

Gogo AVANCE L5

uncan Aviation, in collaboration with Gulfstream Aerospace, developed of a full-equipment Supplemental Type Certificate (STC) for the Gogo’s AVANCE L5 WiFi system for Gulfstream G200 and Galaxy aircraft. This is the 9th STC that Duncan Aviation’s Engineering and Certification Services Department has developed for the AVANCE L5 system, and it covers the WiFi certification and complete installation of equipment and antenna for G200 aircraft. Currently, the AVANCE L5 system operates on Gogo’s Biz 4G network. This STC for the G200 will be available through Mar 7, 2022 only for customers who install the system at any of Duncan Aviation’s full-service facilities or any of its 27 satellite avionics shops or workaway stations, or at Gulfstream Aerospace.

PROFESSIONAL PILOT / November 2020 31

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AIRCRAFT LIFE-CYCLE MANAGEMENT

Predictive aircraft maintenance programs Predictive maintenance seeks to forecast time-to-failure to minimize downtime, and thereby maximize equipment lifetime.

replacing parts that may still have significant remaining life, and by anticipating breakdowns based on experience.

Aftermarket mx strategies

Bombardier Global 7500 and Gulfstream G650ER typify the protections afforded by a portfolio of OEM warranties when aircraft are new and in their early operational life. As an aircraft matures, portions or all of these warranties cease. The maintenance cost increase through 5–15 years of operation is roughly 3.5%/year. In the post-warranty period, owner/operators are compelled to either accept ongoing airworthiness responsibilities directly, or to subcontract them to aftermarket MRO providers.

By Don Van Dyke ATP/Helo/CFII, F28, Bell 222. Pro Pilot Canadian Technical Editor

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ivil and military aviation users depend increasingly on streamlined maintenance to ensure aircraft are airworthy. Currently, most operators rely either on maintenance schedules based on preventive rules, or on reactive response to unexpected failures. Predictive maintenance (PdM), on the other hand, bases aircraft maintenance on Big Data analytics and artificial intelligence (AI), which are used for operational simulations that often lead to insights that may be otherwise masked. The main obstacles to PdM implementation for business aircraft operators have been difficulties assembling relevant Big Data, acquiring analytical processing capabilities, and justifying associated costs. Since customer experience is crucially important in business aircraft operations, monitoring aspects of PdM must go beyond airworthiness to regard appearance, convenience, and esthetics in the cabin.

Maintenance strategies The continuing airworthiness of an aircraft or component is ensured through associated maintenance, repair, and overhaul (MRO) activities which are broadly related to aircraft

make, model, age, and type of operation. Traditionally, airworthiness management correlates with 3 main parameters – utilization (flight hours), cycles (landings), and calendar-based events (scheduled maintenance). Over time, aircraft maintenance accounts for as much as 35% of an aircraft’s annual operating budget. Warranties. Original equipment manufacturers (OEMs) issue limited warranties on new products and components, so that related expenses are largely covered in the event of accident or equipment fault involving these proprietary items within linked periods. Warranties add appreciably to the value of the purchase. According to Conklin & de Decker, labor and parts for new aircraft may cost 15% and 30% less, respectively, during the warranty period. Post-warranty MRO. The post-warranty (aftermarket) MRO period is active and complex. OEMs continue to monitor reliability data so that maintenance programs prescribed for each aircraft, system, or component can be amended – subject to regulatory approval – to maintain airworthiness, yet avoid unnecessary upkeep. Several OEMs offer extensions (eg, 2 years or 500 engine operating hours) to provide warranty-like protection beyond the original warranty period. Viable maintenance strategies optimize component life and risk of failure, often maximizing operational utility by

Three primary aftermarket maintenance strategies are currently used – preventive (PM), predictive (PdM), and corrective (CM). Each of these has unique benefits and disadvantages, depending on the system monitored, its life stage, and the operational and business impact of downtime. The main differentiators are their relative effectiveness in meeting airworthiness requirements, containing maintenance costs, and avoiding or minimizing operational interruptions. PM relies on trend monitoring to avoid faults by inspecting or replacing components at scheduled maintenance intervals. PdM, on the other hand, is condition-based, and involves monitoring in-service component health and deterioration, using data and trends to determine when preemptive maintenance action should be taken. And CM is reactive and requires minimal effort to implement, but asks the self-insured owner to assume total risk and related costs. Return on investment (ROI) in a given maintenance strategy reflects the value of meeting operational and utilization goals reliably against associated maintenance costs and asset management. Reliability-centered maintenance is an amalgam of these primary strategies which some authorities recommend be applied in the following indicated ratios: PM (25–30%), PdM (45–55%), and CM (10%).

Features of predictive mx Wider application of information technology (IT) in aviation benefits from smarter, sensor-enabled assets; lower-cost sensors making more asset health data available, often in real time; cloud computing offering inexpensive connectivity and feature-rich data-management tools; and reliable analytics, AI, and machine learning (ML) technologies, leveraged for asset performance management (APM). PdM is a main focus of future industry expenditures. It was cited as “extremely important” by 55% of respon-

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Table 1

Comparative impact of maintenance strategy on repair and downtime costs

COST

Preventive maintenance (PM)

Predictive maintenance (PdM)

MRO Strategy

Corrective (reactive) maintenance (CM)

Preventive

Total cost

Minimum cost of replacement

Repair cost

Predictive

Maintenance Benefits concept • Requires comparatively little expertise • Reduces overtime costs • Increases equipment life Repair on • Cost saving12-18% over corrective strategy schedule • Improves reliability, safety, and availability

Repair on condition

Downtime cost =1 = maximum authorized degradation

DEGRADATION No. of failures events/time

dents to a recent Honeywell business aviation survey, which concluded that this is the next frontier of connected technologies. GE Aviation uses PdM to address significant maintenance challenges such as poor data visibility and insights, lack of internal resources and expertise, investigation and prioritization of maintenance issues, and ineffective maintenance fixes. To date, its identified solutions have been applied to 13 business fleet types. The IBM Watson Discovery Service, for example, combines AI and sophisticated analytical software. It performs as a question-answering machine providing precise responses to complicated questions with capabilities far superior to earlier maintenance expert systems. Benefits. PdM tasks can be performed on an as-needed basis, while minimizing the risk of unplanned outages to increase dispatch reliability, repair/replace components prior to failure, avoid unscheduled maintenance events, improve maintenance efficiency, and optimize operating costs. PdM employs non-intrusive testing techniques to evaluate asset performance trends. Additional methods used can include analysis of thermodynamics, acoustics, and vibrations, as well as infrared analysis. Continuous developments in Big Data, machine-to-machine communication, and cloud technology have created new possibilities for investigating information derived from assets. PdM offers cost savings over routine or time-based scheduling, as well as proactive parts stocking and efficient scheduling of repair and manpower resources during downtimes. Condition monitoring. Onboard condition monitoring serves to reduce the likelihood of catastrophic component failure. This involves 3 elements – relevant data collection from aircraft health-monitoring tech-

Corrective (Reactive)

Repair after failure

Drawbacks • Failure to account for wear may cause some parts to receive excessive or premature maintenance • Implementation is more complex and labor intensive than corrective maintenance • Risk of damage from performing unneeded maintenance

• • • • • •

Yields greater insight into causal factors Minimizes unplanned repair work and costs Reduces service delays and avoids costly AOGs Decreases over-maintenance Reduces risk of equipment and system failure Improves reliability, safety, and availability

• • • • •

Highest condition-monitoring costs Requires skilled personnel Requires strong management commitment Relies on regular data feeds Requires large dataset for analytical purposes

• • • • •

Reduces short-term costs Requires fewer staff since less work is needed Most appropriate for low-priority components No or minimal monitoring costs Relatively easy to understand and use

• • • • • •

May increase long-term repair costs May encourage neglect of components High probability of unscheduled downtimes Unexpected breakdowns reduce asset lifespan Risk of secondary equipment or process damage Absent tracking obscures insight into failure causes

This table presents the relative costs, benefits, and drawbacks of 3 primary strategies for maintaining aircraft and engine airworthiness, service fitness, and appearance.

nologies, predictive analytics to anticipate and prevent inflight events, and asset maintenance workscopes based on utilization, environment, and operating practices. Data sources include flight data recorder (FDR)/quick access recorder (QAR), manual recordings of cockpit instruments, and engine/airframe health monitoring (EHM/AHM) systems – often at the component level – via ACARS, sensors, actuators, and other controls. Data are then interpreted, overlaid with historical information, and subjected to advanced analytics supporting models which predict fault behavior. Related costs of required maintenance and engineering data processing can be prohibitive for some – a fact which encourages sharing related infrastructure. There are 2 major cost centers in which communal PdM could relieve costs and consequences – unscheduled maintenance and no fault found (NFF) events. Unscheduled maintenance. These are particularly disruptive events since they often occur away from base and the means to quickly restore aircraft airworthiness. The traditional model requires parts replacement in the event of a fault – a reactive rather than proactive action that risks misidentification of both the cause and cure of the fault. Failure prediction, fault diagnosis, failure-type classification, and recommended relevant maintenance actions are all hallmarks of the more forward-looking PdM methodology. No fault found. This occurs when a part is suspected to be faulty but subsequent testing fails to confirm the diagnosis. NFF investigation reports often conclude “Cannot be replicated,” “No cause can be identified,” or “Retest OK.” NFF is a potentially hazardous condition with increased risk

of maintenance-induced fault, especially when replaced parts are found to be airworthy. Associated costs in terms of time and effort can be significant. Across both military and civil aviation, 3–5% of maintenance manhours are officially coded as NFF, but some sources contend that 10–15% may be more realistic. PdM may prove particularly effective in dealing with NFF determinations, which are often time-consuming and expensive to characterize. An important step is to identify the NFF components most often replaced – a task for which PdM is especially well-suited. ARINC Report 672, Guidelines for the Reduction of No Fault Found, suggests that operators should take a holistic view of the NFF problem, including its impact on design, documentation, training, testing, and communications. A cargo carrier found, for example, that reported flight control computer failures were caused not by flaws in the computers, but rather by aging wires connected to the units. In another case, a carrier and an OEM learned through destructive testing of circuits that, after 10 years, some microchips lost their moisture-repellent coating. With that knowledge, the vendor agreed to replace the microchips at specified intervals.

The future of PdM Before PdM achieves wide acceptance, challenges pertaining to data sourcing, data ownership, connectivity, and regulatory support await comprehensive resolution. Data sourcing. According to an Oliver Wyman survey, the global commercial aircraft fleet could generate 98 million terabytes (TB) of data by 2026. The large data set available for predicPROFESSIONAL PILOT  /  November 2020  33

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Table 2

OEM Airbus ACJ

Prominent implementation of predictive maintenance (PdM) technologies PdM Selected features system Skywise

Boeing BBJ AnalytX Bombardier Smart Link Plus

Dassault

Embraer/ AWS

Gulfstream

FalconScan

IKON

(TBA)

Service provider

Provides optimized issue identification with in-flight data for MROs, Collins Aerospace PdM, and improved component design for suppliers.

PdM system FlightSense

AnalytX-powered Airplane Health Management (AHM) increases operational efficiency with real-time fault forwarding and data ana- GE Aviation OnPoint lytics-driver diagnostics tools. Smart Link Plus (SLP) collects data from both aircraft and engines. Honeywell GE Aviation Digital Works leverages experience in analytics to supAerospace port several data-enabled applications. SLP, introduced on the Global 7500, will be provided at no charge to new and in-service Challenger and Global customers.

FORGE

Selected features

FlightSense combines real-time sensor data with its Ascentia Aircraft Health Management platform, which rationalizes 3 key inputs (physics-based data, statistical analyses, and machine learning) to produce PdM analytics. In turn, these are used to reduce unscheduled maintenance and service interruptions, ultimately to optimize the value of shop visits. OnPoint assembles and analyzes data for PdM coverage of CF34, GE-Passport, CFM56 engines powering a range of business jets. FORGE for business aviation is an intelligent software platform providing insights and analytics on flight operations. The time to troubleshoot and solve aircraft maintenance issues is reduced by implementing IBM Watson Discovery, a question-answering (QA) computing system. A connected airplane can advise ground crews in real time of required maintenance, including component replacement.

FalconScan is a real-time self-diagnosis system capable of monitoring Rockwell more than 10,000 system parameters on the Falcon 5X/6X. Falcon- Collins Scan offers the FalconBroadcast online maintenance diagnostic and analytics suite. IKON is a cloud-based (Amazon Web Services) system for capturing, P&W storing, and analyzing high-volume data for PdM of the E-Jets family. The system was developed by Embraer with support from AWS to deliver 96% productivity gains in aircraft data analysis and processing,

FOMAX

Designed to facilitate a shift to all-digital aircraft models, the Airbus Flight Operations and Maintenance Exchanger (FOMAX) provides secure means to collect and transmit performance and maintenance data to ground-based PdM programs and other applications.

Big Data

Teamed with IBM Watson, deep-learning algorithms for the PW1000G GTF collect roughly 5000 parameters continuously during a flight. The project processes operational, maintenance, and environmental data seeking to reduce engine removals and optimize time-onwing between heavy maintenance shop visits.

Gulfstream and GE Aviation are jointly developing PdM capabilities P&WC to address poor data visibility and insights, lack of internal resources and expertise, investigating and prioritizing airworthiness issues, and evaluating ineffective maintenance fixes.

FAST

The P&WC Flight, Acquisition, Storage, and Transmission (FAST) engine prognostics solution delivers predictive and preventive maintenance information to PT6A-powered Beechcraft King Air Customers.

The goal of PdM is to increase operational efficiency and minimize return-to-service times through data-driven decisions. Although the underlying rationale of PdM is clear, implementation awaited advances in sensor technology and data processing capacity which were only achieved relatively recently. The PdM programs listed are generally proprietary to the indicated airframe and engine OEMs and service providers.

tive analysis includes onboard sensor data, aircraft utilization, component removal and installation records, maintenance- and pilot-reported defects, base maintenance task card findings, and other similar sources. The EASA Cockpit Voice and Data Recorder (CVDR) and Flight Data Recorder (FDR) mandate requires 25 hrs of datalink and 70 hrs of flight data recording for new aircraft with a maximum certified takeoff mass (MCTOM) greater than 27,000 kg (59,535 lb) entering service on January 1, 2021 or later. This will further increase the Big Data available to PdM systems. Data ownership. The vast data generated and stored in pursuit of PdM comprise significant and valuable intellectual property. A well-structured and managed PdM program can help to retain asset value by providing a secure, verifiable database of related maintenance. One early approach ensures that the operator controls which datasets are shared, that identifiable data is owned by the operator, that it’s only visible to the operator and the OEM, and that it’s never shared outside of the OEM. Data platforms. A data platform is a repository which exchanges data between applications and systems, such as between an electronic technical log (ETL) and the operator’s monitoring & evaluation system. Honeywell FORGE is an example which supports its Connected Maintenance application. Initially, engine and airframe OEMs led the acquisition and processing of data, using proprietary software to

manage data effectively. As aircraft become increasingly sophisticated, so does the need for solutions accommodating multiple fleet types involving different data standards and forms. It is no longer prudent to keep Big Data in-house. OEMs, operators, and MROs now seek to share data to realize mutually beneficial goals. Legal aspects. Many jurisdictions have legal restrictions on data use, sharing, and privacy. This may bring into question which laws and practices will normalize managing the quality, use, and sharing of aircraft-related data. Poor response to PdM data could, in future, be regarded as malpractice, as when a doctor mismanages health data. Legal liabilities that could accompany the growth of PdM may lead to new requirements for data which must be shared with regulators. And regulators may also have to decide what minimum MRO data technology will be required to hold certain licences or certifications. Artificial intelligence. By integrating contextual data and component behavior, AI is an increasingly important influence on PdM to improve the analytical reliability of remaining life and recommended mitigation strategies. Combining PdM, AI and Big Data may highlight component replacement options and suggest other concurrent maintenance needs.

Conclusion Business aviation maintenance planning and budgeting must regard

airworthiness, operational demands, and cabin/galley esthetics, as well as account for cost-saving measures. Predictive analytics lead to more timely maintenance that can be performed before an issue becomes hazardous. In turn, this means maintenance cost reductions, greater component reliability, lower inventory requirements, and shorter maintenance turn times. The result is that PdM may offer business and operational benefits supplemental or alternative to those of PM and CM programs. The potential benefits of PdM supporting evidence-based decision-making are most profound when considered collaboratively and appropriately with the other maintenance strategies. This technology trend is just beginning to affect business aviation MRO widely. It is critical for OEMs and aircraft owners/operators to adopt an open interest in its ongoing development and application. Don Van Dyke is professor of advanced aerospace topics at Chicoutimi College of Aviation – CQFA Montréal. He is an 18,000-hour TT pilot and instructor with extensive airline, business and charter experience on both airplanes and helicopters. A former IATA ops director, he has served on several ICAO panels. He is a Fellow of the Royal Aeronautical Society and is a flight operations expert on technical projects under UN administration.

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2020 TURBINE POWERPLANT PRODUCT SUPPORT SURVEY

Fixed-wing & helo combined: 1 Williams, 2 Pratt & Whitney, 3 GE, 4 Rolls-Royce, 5 Honeywell, 6 Safran-Turbomeca Helo only: 1 Pratt & Whitney, 2 Safran-Turbomeca, 3 Rolls-Royce. Pro Pilot staff report

Data compiled by Conklin & de Decker

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ro Pilot has conducted its Powerplant Product Support Survey for 28 years now, reaching operators worldwide and giving them the opportunity to evaluate the quality of aftersale product support provided by aircraft turbine engine manufacturers. Williams takes 1st place for the 5th year in a row, with an overall score of 8.85 – improved from 8.78 earned in 2019. Williams clinched 1st place in all categories except for cost of parts, where they took the 2nd spot. Best category increase was made in response to problems, with a score of 9.29 – up from 8.93 last year. Pratt & Whitney keeps its number 2 place for the 2nd year in succession. Overall score earned was 8.43 – up from 8.37 last year. P&W secures 2nd place in response to problems, spares availability, tech manuals, and service satisfaction categories, and 3rd in cost of spares, speed in AOG service, and tech reps. Best category increase was in tech manuals, with an 8.65 score – up from 8.45 last year.

General Electric remains 3rd with an overall score of 8.35 this year compared to 8.29 in 2019. GE obtained 1st place in the cost of parts category, and 3rd in spares availability and tech manuals. The company’s biggest category improvement was in cost of parts, with a score of 7.51 this year – up from 7.08 in 2019. Rolls-Royce moves up 1 spot to 4th this year, earning an overall score of 8.21 – up from 7.82 in 2019. It took 2nd spot in speed in AOG service and tech reps, and 3rd in response to problems and service satisfaction. RollsRoyce raised all its category scores this year, obtaining the largest growth in tech manuals with a score of 8.35. Last year this number was 7.77 – a substantial difference of 0.58.

Honeywell gains a notch, moving up to 5th this year with an overall score of 8.08 – up from 7.58 last year. This was the biggest overall score gain in the survey, with a 0.50 difference. Honeywell saw a significant improvement in all category scores, the best being in service satisfaction, with 8.51 this year. Compared to 7.66 last year, this is a 0.85 increase. With these numbers, Honeywell has the largest score advance in the entire survey. Safran Helicopter Engines (formerly Turbomeca) rounds out the survey, taking 6th place this year. Overall score was 8.05, slightly down from 8.10 last year. Best category improvement was made in service satisfaction, with an 8.38 score – a difference of 0.12 from the 8.26 earned in 2019.

Powerplant OEM score Manufacturer

Response to problems

Responses

Spares availability

Cost of parts

2020

2019

Dif

2020

2019

Dif

2020

2019

Dif

0.36

9.00

8.98

0.02

7.45

7.69

-0.24

Williams

64

9.29

8.93

Pratt & Whitney

241

8.77

8.71

0.06

8.58

8.58

0.00

7.05

6.96

0.09

General Electric

40

8.54

8.80

-0.26

8.38

8.26

0.12

7.51

7.08

0.43

Rolls-Royce

133

8.64

8.17

0.47

8.16

8.05

0.11

6.52

6.37

0.15

Honeywell

124

8.41

8.09

0.32

7.94

7.59

0.35

6.83

6.42

0.41

Safran-Turbomeca

29

8.45

8.36

0.09

8.26

8.15

0.11

6.64

6.91

-0.27

2020 Pro Pilot Turbine

6

8.35

8.29

8.72

8.48

8.69

8.33

8.26

8.25

8.05

8.31

7.75

8.09

7.98

8.43

8.37

8.31

8.20

8.20

8.15

8.11

8.07

8.03

8.03

8.16

7.93

1 1 1 1 1 2

1 2 2

2 2 3 3 4 4 4

4

3 4

2

3

2 2

3

4

2 2 2

3

3 3

4 5

Williams

Pratt & Whitney

2020

2019

2018

2017

2016

2015

2014

2013

2012

2011

2010

2009

2008

2020

2019

2018

2017

2016

2015

2014

2013

2012

2011

2010

2009

2008

2020

2019

2018

2017

2016

2015

2014

2013

2012

2011

2010

0

2009

2

1 2 3 4 5 6

Pro Pilot Survey rankings

1 1 1 1 1 1 1

8.03

8.85

8.78

8.78

8.56

8.75

8.30

8.61

8.41

8.41

8.38

8.40

8.41

8.48

8

2008

Comparison of overall average scores

28 years of surveys – only showing past 13 years 10

General Electric

36  PROFESSIONAL PILOT  /  November 2020

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2020 Pro Pilot Turbine Powerplant Product Support Survey

2020 Pro Pilot Turbine Powerplant Product Support Survey

Helicopter division

Manufacturers rated by 29 or more users

Overall ranking

Helicopter engines only P&W

64

Williams

241

8.35 133

Rolls-Royce Honeywell

8.21

124

8.08

29

Safran-Turbomeca

26 29 19 responses needed for ranking

8.43

40

General Electric

Operator responses

8.85

Pratt & Whitney

6

4

2

Responses

19

Response to problems

8.46

8.45

7.68

Spares availability

8.32

8.26

6.63

Cost of parts

7.12

6.64

6.11

Speed in AOG service

8.24

8.11

7.41

Tech manuals

8.56

7.90

7.29

Tech reps

8.36

8.62

8.06

Service satisfaction

8.46

8.38

7.50

Overall 8.22 8.05 7.24 Pro Pilot used 84 helo engine support line evaluations for the 2020 helicopter breakdown. Pratt & Whitney wins 1st place this year with an overall score of 8.22, compared to its 8.37 in 2019. Safran-Turbomeca ranks 2nd with 8.05 in 2020, compared to 8.10 in 2019. And R-R keeps its 3rd position with 7.24 this year, compared to 7.35 in 2019. GE and Honeywell received only 5 line evaluations and therefore did not make the minimum requirement of 19 responses for ranking.

8.05

0

Safran Turbomeca Rolls-Royce

8

10

Overall ranking

comparisons 2020 vs 2019 Speed in AOG service

Manufacturer

Tech manuals

Tech reps

Service satisfaction

Overall scores

2020

2019

Dif

2020

2019

Dif

2020

2019

Dif

2020

2019

Dif

2020

2019

Dif

Williams

8.90

8.56

0.34

8.94

8.89

0.05

9.23

9.30

-0.07

9.15

9.08

0.07

8.85

8.78

0.07

Pratt & Whitney

8.40

8.51

-0.11

8.65

8.45

0.20

8.80

8.67

0.13

8.73

8.68

0.05

8.43

8.37

0.06

General Electric

8.33

8.29

0.04

8.54

8.47

0.07

8.63

8.55

0.08

8.53

8.56

-0.03

8.35

8.29

0.06

Rolls-Royce

8.41

7.89

0.52

8.35

7.77

0.58

8.81

8.30

0.51

8.56

8.16

0.40

8.21

7.82

0.39

Honeywell

7.98

7.64

0.34

8.32

7.68

0.64

8.58

7.95

0.63

8.51

7.66

0.85

8.08

7.58

0.50

Safran-Turbomeca

8.11

8.18

-0.07

7.90

8.03

-0.13

8.62

8.79

-0.17

8.38

8.26

0.12

8.05

8.10

-0.05

Powerplant Product Support Survey Powerplants rated 2008-2020

4

4

Honeywell

2019

6 2018

2017

2016

6 6 2015

2014

6 6 6 6 6 6 6

5

2020

5

2013

2017

2014

2013

2012

2011

2010

2009

2008

2020

2019

2018

2017

2016

2015

2014

2013

2011

2010

2009

2008

2012

Rolls-Royce

6 6 2016

6

2

5

2012

5 5

2011

5 5

2010

5

2009

5

4

2008

5

4

1 2 3 4 5 6

Pro Pilot Survey rankings

8.05

8.25

8.10

7.91

7.82

7.72

7.77

7.67

7.35

7.23

7.26

7.12

6.80

8.08

7.94

7.58

8.07

7.98

7.94

3 3 4

2020

5 5

3 4

2019

3 4

2018

3

4

0

7.77

7.95

8.08

7.87

8.01

7.99

7.84

8.21

8.29

7.82

8.24

8.20

8.18

7.88

8.19

8.03

8.16

7.91

2 2

2015

6

7.90

8

7.99

10

Safran-Turbomeca

PROFESSIONAL PILOT  /  November 2020  37

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Jet and turboprop divisions or the 10th year, Pro Pilot has separated the overall scores for jet and turboprop Fengine manufacturers, in addition to those in the helo category. The minimum number of evaluations required for the jet and TP divisions was 30, while for helo it was 19.

Some respondents rated a single engine manufacturer with 2 types of aircraft, eg, P&W for a Citation Sovereign (jet) and for a King Air 350 (turboprop). Because of this, there is a small difference between total responses for

2020 Pro Pilot Turbine Powerplant Product Support Survey

Jet engines only Williams P&W Rolls-Royce GE Honeywell Operator responses 64 135 114 33 108 30 responses needed for ranking

overall rankings and the rankings by aircraft type. For overall rankings, this was counted as 1 response (Pratt & Whitney), while for rankings by type of aircraft, it was counted as 2 (jets and turboprops). 2020 Pro Pilot Turbine Powerplant Product Support Survey

Turboprop engines only Operator responses

P&W 85

30 responses needed for ranking

Response to problems

9.29

8.85

8.80 8.50 8.59 Response to problems

8.71

Spares availability

9.00

8.64

8.43 8.37 8.13 Spares availability

8.53

Cost of parts

7.45

7.08

6.59 7.60 7.10 Cost of parts

6.91

Speed in AOG service

8.90

8.54

8.55 8.35 8.23 Speed in AOG service

8.15

Tech manuals

8.94

8.65

8.52 8.40 8.35 Tech manuals

8.62

Tech reps

9.23

8.85 8.92 8.63 8.74 Tech reps

8.82

Service satisfaction

9.15

8.77 8.73 8.48 8.59 Service satisfaction

8.73

Overall 8.85 8.48 8.36 8.33 8.25

Overall 8.35

Line evaluations used in the 2020 jet engine support division totalled 469. Those engine OEMs that didn’t receive the minimum requirement of 30 evaluations were CFE, CFM, and GE Honda, with 5 each.

A total of 98 TP aircraft engine support line evaluations were received for the 2020 TP breakdown. Minimum required for scoring in this division was 30 line evaluations. Honeywell had 11 and GE had 2 – in both cases, not enough to be included in this survey.

Methodology

2020 Pro Pilot Turbine Powerplant Product Support Survey

F

or 28 years, Pro Pilot has used questionnaires to ask aircraft operators to rate turbine powerplant manufacturers on their quality of product support. The survey form lists 7 categories – response to problems, spares availability, cost of parts, speed in AOG service, tech manuals, tech reps, and service satisfaction. During Aug 2020, a target mailing of 8210 survey forms was mailed out to a random selection of turbine aircraft operators on the Pro Pilot subscription list. A total of 663 survey forms, representing an 8.1% return, came back to Pro Pilot by the Oct 26, 2020 cutoff date. Only 1 form per respondent was accepted. After review, a total of 535 forms were accepted as being properly filled out. These forms provided 646 line evaluations to be used in the survey results. A total of 128 forms were disqualified due to a lack of information, inconsistencies, errors, or duplications. Pro Pilot rules required a minimum of 29 evaluations to rate in the overall ranking. A total of 6 manufacturers met this criterion and, therefore, were included in the survey – GE, Honeywell, Pratt & Whitney, Rolls-Royce, Safran-Turbomeca, and Williams. Manufacturers that didn’t receive enough evaluations to be ranked were CFE (5), CFM (5), and GE Honda (5). AlliedSignal, Garrett, and Lycoming were rated under Honeywell. Allison and BMW-RR were scored under Rolls-Royce. For the 10th year, Pro Pilot has had separate scores for jet, turboprop, and helicopter engine manufacturers. Minimum requirement for jet and TP divisions was 30 evaluations and for the helicopter division 19 evaluations. In the jet division, only 5 OEMs made the minimum requirement – GE, Honeywell, Pratt & Whitney, Rolls-Royce, and Williams. OEMs that didn’t receive enough evaluations for ranking were CFE (5), CFM (5), and GE Honda (5). In the TP division, Pratt & Whitney met the criteria for inclusion. GE (2), and Honeywell (11) did not. In the helo division, Pratt & Whitney, Rolls-Royce, and Safran met the minimum requirement and therefore were included. GE (5) and Honeywell (5) did not receive enough evaluations for inclusion. Survey respondents were asked to rate engine manufacturers on a scale of 1 (poor) to 10 (excellent) within each of the 7 categories. Conklin & de Decker of Arlington TX, a JSSI company, acted as research agent and performed an independent data analysis.

Job titles of survey respondents 31 58

273 173

Aviation Dept Mgr, Chief Pilot, Dir of Aviation, Flight Ops Mgr or VP Ops Captain, Line Captain, First Officer or other pilot Owner, Chief Executive, President, VP, Gen Mgr or other corporate officer Maintenance Chief, Maintenance Mgr, Mechanic, Technician or Engineer

38  PROFESSIONAL PILOT  /  November 2020

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Peace Through Strength – No Matter What Nature Brings

The strength and reliability of Williams engines provides our owners with peace of mind at all times. Backed by the industry’s strongest Product Support Team and our TAP Blue program which covers against anything nature can throw at you… including foreign objects.

TAP Blue has you covered. Every minute. Every mile.

www.williams-int.com

Powerplant prod sup 11-20 lyt 2.indd 39

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H

Williams

ad an internal engine malfunction confirmed by borescope. Williams had a spare engine on a truck on its way for us that very evening. It arrived 2 days later, they installed the spare engine, and we were good to go. We had a 4-day downtime, and that’s simply unreal! I’ve been in this business for a long time now, and it’s no wonder Williams is kicking its competitors to the curb. We had TAP Blue, and the entire episode was covered by Williams. I give them a 10 out of 10! Patrick Taylor ATP/A&P. Citation CJ3 Dir of Maintenance & Captain Southwest Gas Las Vegas NV

Williams Intl Senior VP Product Support Steve Shettler can be contacted at 248-960-2569 or by e-mail at sshettler@ williams-int.com. The Williams Product Support team can be contacted as follows: Web: www.williams-int.com, e-mail WIproductsupport@williams-int.com or by phone: 1-800-859-3544 (outside USA 1-248-960-2929).

W

illiams FJ44s continue to be very reliable engines. Also, tech reps are always exceptionally responsive whenever we need them. I have a great deal of confidence in these engines and the support from Williams. Asa Russ ATP/A&P. Citation CJ4 Chief Pilot Eagle Transport Battleboro NC

O

ur Citation CJ3 is powered by a pair of Williams FJ44-3A engines. Our experience with Williams product support has been very good. The company really provides great service to its operators. Eddie Yell ATP/CFII. Citation CJ3 Aviation Mgr Boyd Aviation Springville AL

M

y flight department operates a Pilatus PC-24 powered by Williams FJ44-4A engines. We only have about 200 hrs on them, but the few questions we’ve had were answered quickly by the Williams product support team. Steven Scheiber ATP. Pilatus PC-24/PC-12 & Citation II Chief Pilot Greenway Air Winter Springs FL

G

reat FJ44-3A engines are what we have installed in our Citation CJ4, and the customer service that backs them up is exceptional. Clinton Ducote ATP. Citation CJ4 Chief Pilot D K Boyd Land and Cattle Midland TX

W

illiams International has been easy to work with. It’s simple to download data and troubleshoot problems. This being said, we’ve rarely had a problem with these great engines. Leslie Briggs ATP/CFII. Citation CJ4 Chief Pilot Overland West Ogden UT

W

illiams TAP Blue just requires scheduled service, and it keeps on going. I find these engines very reliable. And aftersale support is excellent. Juan Rodriguez ATP. Citation CJ3 President Pro-Motion LLC Houston TX

R

eliability is what I find in the FJ44-2C engines powering our Citation CJ2. Although we’ve had no issues to date, we’ve received superb service from Williams. Reed Lamb A&P. Citation CJ2 Dir of Maintenance Tamarack Flight Management Kalispell MT

I

think Williams exemplifies superior customer service and support. Carl Griffiths ATP. Citation CJ4 Flight Dept Mgr GW Aviation Mount Pocono PA

Response to problems

Spares availability

Williams

9.29

Pratt & Whitney

8.77

Rolls-Royce

8.64

General Electric

8.54

Safran-Turbomeca

8.45

Honeywell

8.41 0

2

4

6

8

10

Manufacturers rated by 29 or more users

2020 Pro Pilot Turbine Powerplant Product Support Survey

Manufacturers rated by 29 or more users

2020 Pro Pilot Turbine Powerplant Product Support Survey

Williams

9.00 8.58

Pratt & Whitney General Electric

8.38

Safran-Turbomeca

8.26

Rolls-Royce

8.16

Honeywell

7.94 0

2

4

6

8

10

40  PROFESSIONAL PILOT  /  November 2020

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Pratt & Whitney P&WC VP Customer Service Satheeshkumar Kumarasingam can be contacted at 450-647-7170 or by e-mail at satheeshkumar. kumarasingam@pwc. ca. For 24/7 support, contact the Customer First Centre at 1-800-268­-8000 or by e-mail at cfirst@pwc.ca.

N

ever had any problems with the PW610Fs powering our Eclipse 500. We’ve had over 3000 hrs during 10 years of operating these engines, and they’ve proved to be reliable. James Dahlquist ATP. Eclipse 500 Chief Pilot National American University Rapid City SD

P&WC VP Customer Programs Tim Swail can be contacted at 450-647-2901 or by e-mail at tim.swail@pwc.ca. For 24/7 support, contact the Customer First Centre at 1-800268-8000 or by e-mail at cfirst@pwc.ca.

C

B

W

P

P

A

ouldn’t be happier with our pair of PW308Cs and the support received from this OEM. Our FSR Flavio Gomes here in Brazil does an outstanding job. Enio Beal ATP. Falcon 2000LX Captain Coteminas Brasília DF, Brazil

P

ratt & Whitney builds reliable powerplants. We’re very satisfied with the support we receive for the pair of PW210s that power the Sikorsky S-76D we operate. Its customer portal makes accessing tech pubs and ordering spares very easy. Steve Pacifico A&P. Sikorsky S-76D & Global 7500 Maintenance Tech EWA Holdings Flanders NJ

e’re very satisfied with the pair of PW815GAs powering our Gulfstream G600. Pratt & Whitney has provided us with fantastic product support. Christian Waldmeier Operator. Gulfstream G600 Dir of Technical Service/CAM Kai Aviation Basel, Switzerland

A

VEX at CMA (Camarillo CA) is the maintenance facility that has provided all service for the PT6A66D installed in our TBM 930. We’ve been very pleased with all support received from them. AVEX is a Daher-recommended service center, so we’ve never dealt with P&W directly. Jon Anderson Comm-Multi-Inst. TBM 930 Av Dept Mgr & Pilot MACA Supply Orem UT

ratt & Whitney has good customer relations throughout its whole setup. Reps are always able to answer customer inquiries even while coordinating maintenance in another country. Bee Ngak Tong ATP. Learjet 60 & Citation Sovereign Captain Seletar Jet Center Singapore

y far the best product support in the industry is provided by Pratt & Whitney. We are very satisfied with the PT6C-67Cs installed in our Leonardo AW139, and the service received. Gordon Dale Comm-Multi-Inst. Leonardo AW139 Production Mgr London Air Services Richmond BC, Canada ratt & Whitney provides excellent engines that are reliable and efficient, and are backed up by awesome product support. David Keys ATP. Citation Latitude Chief Pilot Peace River Citrus Products Daytona Beach FL

ftersale product support received from Pratt & Whitney has been outstanding, and the PW308Cs installed in our Falcon 2000LX are super reliable. Christopher Davis ATP. Falcon 2000LX Av Dept Mgr BASF SE Speyer, Germany

Cost of parts

Speed in AOG service

General Electric

7.51

Williams

7.45

Manufacturers rated by 29 or more users

2020 Pro Pilot Turbine Powerplant Product Support Survey

Manufacturers rated by 29 or more users

2020 Pro Pilot Turbine Powerplant Product Support Survey

7.05

Pratt & Whitney Honeywell

6.83

Safran-Turbomeca

6.64

Rolls-Royce

6.52 0

2

4

6

8

10

Williams

8.90

Rolls-Royce

8.41

Pratt & Whitney

8.40

General Electric

8.33

Safran-Turbomeca

8.11

Honeywell

7.98 0

2

4

6

8

10

PROFESSIONAL PILOT  /  November 2020  41

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V

ery pleased with our P&W PT6A-42s installed in the King Air B200 that we fly for the state. Aftersale product support we have received from Pratt & Whitney has been excellent. Burak Kara ATP/Helo. King Air B200 Captain Turkish Armed Forces Ankara, Turkey

P

arts availability for the PW306As powering our Gulfstream G200 is very good. We’re also pleased with the response and service P&W provides when an issue arises. Carlos Sala Igual Comm-Multi-Inst. Gulfstream G200 Captain SAMA Albal, Valencia, Spain

I

n my opinion, Pratt & Whitney engines have proved reliable, and customer service continues to maintain its earned benchmark. Any issues we’ve experienced have been corrected by the issuance and application of service bulletins. Technical support is sound and always available. Steven Sharek A&P. Leonardo AW139 Chief Inspector MD State Police Aviation Baltimore MD

W

e’ve been operating our 2018 Phenom 300 with PW535 engines installed for more than 21 months, and we love it. Engine thrust ratio is excellent for this jet. We’ve had no problems since new. Job well done, Pratt & Whitney! Rick Lewis Comm-Multi-Inst. Phenom 300 & King Air B200 Chief Pilot Air Service Spokane WA

H

ad an oil leak in our right PW545C. Textron tried to fix it. P&W told them what to do, but Textron said this was not the problem, and considered the issue fixed. However, the problem wasn’t resolved until P&W came to our hangar and fixed the issue in 3 hrs. Robert Staib Comm-Multi-Inst/CFII. Citation Excel Pilot Weis Markets Bloomsburg PA

General Electric Gen Mgr Commercial, Ser vice & Support at GE Aviation’s Business and General Aviation unit Jim Stoker can be contacted at 513-552­-3800 or by e-mail at jim.stoker@ge.com. For 24/7 support, contact the GE Aviation Business Jets Operations Center at 513­-552-JETS (5387) or toll free at 877-456-JETS (5387), or e-mail bizjetops@ge.com.

V

ery pleased with my Challenger 604 powered by a pair of GE CF34-3Bs. The engines have performed very well, and overall the service from the OEM has been great. Richard Lane-Poole ATP. Challenger 604 Chief Pilot Executive Airlines Lusaka, Zambia

T

he CF34s powering our Challenger 604 are very reliable, their performance is outstanding, and they’re backed up by excellent product support from GE. Brian Smith ATP. Challenger 604 Captain Columbus Capital Partners Lake St Louis MO

H

ave to consider that the GE Passport 20 is new to the Global 7500. Growing pains are certain, but GE has been responsive. However, the limited number of engines in use on the Bombardier platforms has been responsible for the limited availability of parts. I think that these issues will go away as the program develops. Henry Gerken ATP. Global 7500 & Sikorsky S-76D Chief Pilot EWA Holdings Sherman CT

I

find the CF34s installed on our Challenger 605 to be superb. I find them very dependable. In more than 20 years of operation, we’ve never had any issues. Mitchell Olbrys ATP/CFII. Challenger 605 Lead Captain Jet Aviation Victor NY

G

E CF34 is one of the most maintenance-free engines ever, not to mention reliable. I’ve been operating CF34s for over 20 years and I couldn’t be happier with the support received from the manufacturer. Daniel Wolf ATP/CFII. Challenger 650/605 VP & GM Aviation Nationwide Columbus OH

W

e operate a Global 7500 with GE Passport 20 engines installed. I think onboard data logging allows for preventive maintenance before an AOG develops. I’d like to see an app to enable pilots to use engine data for more efficient maintenance event planning, like that used by Qantas & GE. Travis Kuntz ATP. Global 7500 Captain Flightstar Savoy IL

M

y flight department operates a Challenger 650 powered by CF34s. I’ve been very pleased with those engines because they’re highly reliable, and the product support received has been very good. Matthew Hall ATP. Challenger 650 Captain Execaire Winnipeg MB, Canada

G

E Business and General Aviation Regional Account Leader Greg Norwood has always been a great asset to GE. He’s very customer-oriented, and provides full- circle follow-up on all our requests. Kudos to Greg and his team! Edmund Spencer ATP. Challenger 601 Chief Pilot Flying M Aurora CO

O

perating our Sikorsky S-92 powered by a couple of GE CT7-8As has been a nice experience. GE has provided excellent customer service, and its response to problems has been outstanding. Dario Ferrini ATP/Helo. Sikorsky S-92/S-76 S-92 Fleet Pilot & Flight Safety Officer Thai Aviation Services Nakhon Si Thammarat, Thailand

42  PROFESSIONAL PILOT  /  November 2020

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Rolls-Royce

G

reat reliability, aftersale service and response is what we receive from Rolls-Royce whenever or wherever required. Rolls-Royce and Gulfstream are always there when we need them. Gary Lafon ATP/CFII. Gulfstream G550 G550 Pilot & Special Training Pentastar Aviation Milford MI

Rolls-Royce SVP Customers & Services, Business Avi­ation Andy Robinson can be contacted in US at 571-294-9232. Operators can also e-mail him at andrew.m.robinson@ rolls-royce.com.

I

’ve had a great experience operating our Global 6000/5000, both powered by R-R BR710-A2-20s. In my opinion, Rolls-Royce has always done the job well. Terry Tripp ATP. Global 6000/5000 Captain NetJets Canton GA

W

e’re very pleased with the BR710s powering our Gulfstream G550. Rolls-Royce does an amazing job of supporting its engines. Steven Sutton ATP/A&P. Gulfstream G650ER/G550 Dir of Maintenance & Captain LFG Services Sydney NSW, Australia

H

ard to beat the reliability of the R-R BR710s. I’m also pleased with the product support backing up these engines. Robert Kerr ATP. Global Express & Challenger 604 President Flight Operations Glenmoore PA

R

olls-Royce has always been there for us, whether for scheduled maintenance or mechanical failures, which are rare. These engines just perform day after day to a very high standard. R-R has proved itself by putting a highly dependable engine on a great platform. Speed and fuel efficiency are unmatched. We have over 4500 hrs on this G650ER with the extreme reliability and performance that R-R promised and delivered. Michael Meloche ATP/Helo/CFII. Gulfstream G650ER Dir Flight Ops Air Lease Alpine CA

O

ur R-R Regional Customer Mgr Paul Tracy is excellent. He’s very responsive and quick to coordinate parts and support any time we have an issue or inquiry. Jim McCormick ATP. Gulfstream V Chief Pilot Traxxas LP Trophy Club TX

Rolls-Royce Director of Helicop­ter Services Scott Cunningham. Operators can e-mail him at scott.cunningham@ rolls-royce.com.

V

ery impressed with Rolls-Royce and its product support. When we had an issue with our engines, they went the extra mile to get the aircraft out and back into service with 0% loss of dispatch reliability. Kevin Van Splunder ATP. Global 6000 Captain Solairus Aviation Puyallup WA

P

roduct support provided by R-R has been good. However, tech manuals are costly. They used to be available free of charge. William Bolin Helo/CFII. MD 500 & Bell 206 President Vista I Inc Smithville OH

R

olls-Royce provides excellent technical support. Even in remote regions, R-R engines are very reliable. In my opinion, its costs are low compared with other engines. Antonio Costa Comm-Multi-Inst/Helo/A&P. Airbus AS355 Captain Sunflower Aviation Nadi, Fiji

Tech manuals

Tech reps

Williams

8.94

Pratt & Whitney

8.65

General Electric

8.54

Rolls-Royce

8.35

Honeywell

8.32

Safran-Turbomeca

7.90 0

2

4

6

8

10

Manufacturers rated by 29 or more users

2020 Pro Pilot Turbine Powerplant Product Support Survey

Manufacturers rated by 29 or more users

2020 Pro Pilot Turbine Powerplant Product Support Survey

Williams

9.23

Rolls-Royce

8.81

Pratt & Whitney

8.80

General Electric

8.63

Safran-Turbomeca

8.62

Honeywell

8.58 0

2

4

6

8

10

44  PROFESSIONAL PILOT  /  November 2020

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Honeywell

ur Gulfstream G650ER and G550 are enrolled in the CorporateCare and Power-by-the-Hour plans that R-R offers. We’ve been very pleased with them and the service provided for our engines. Thanks, Rolls-Royce! Harvey Duarte ATP. Gulfstream G650ER/G550 Dir of Ops & Chief Pilot ALN Bermuda Teterboro NJ

Honeywell Aerospace Business & General Aviation Dir of Customer and Product Support, Americas Megan Towne can be reached directly by phone at 602-3008593. She can also be reached by e-mail at megan.towne@honeywell.com. Honeywell’s Direct Access app allows customers to talk to the company’s customer support experts, find their nearest support rep, and sign up for operator conferences.

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e have found that accounting is slow its process and uncooperative when billing issues are involved. They have offices in London and in Germany. However, it’s as though they don’t communicate with each other. As a result, we need to send e-mails to their offices in London and Germany to solve the same issue. On the other hand, technical support is coordinated perfectly. Demetrio Foiadelli ATP. Gulfstream G650 Dir Flight Dept Platinum Equity Flight Dept Irvine CA

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y flight department operates a Bell 407GX powered by a R-R 250-C47B. We’re happy with spares availability and the good service received from the OEM. Scott Martray Comm-Multi-Inst/Helo. Bell 407GX Chief Pilot Charleston County Sheriff’s Office North Charleston SC

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ouldn’t be happier with our Gulfstream G280 powered by a couple of Honeywell HTF7250Gs. It suits our operation very well and the maintenance service received for our engines has been outstanding. Scott Koloc ATP/CFII. Gulfstream G280 Chief Pilot Sanderson Farms Laurel MS

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n my thankfully limited need for their attention, I’ve found that Honeywell tech reps are responsive and very knowledgeable. Also, while parts are by no means inexpensive, pricing is better than that of most other engine manufacturers. Parts availability, even for older engine models, is very good. Stan Perkins Comm-Multi-Inst. Turbo Commander 681 Director Sharp HealthCare San Diego CA

Manufacturers rated by 29 or more users

2020 Pro Pilot Turbine Powerplant Product Support Survey

Service Satisfaction Williams

9.15

Pratt & Whitney

8.73

Rolls-Royce

8.56

General Electric

8.53

Honeywell

8.51

Safran-Turbomeca

8.38 0

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4

6

8

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oneywell TFE731-60 engines installed in our Falcon 900EX EASy II have been extremely reliable. Once a slightly out-of-tolerance oil pressure indication was identified quickly with our tech rep’s assistance. It was corrected immediately without interruption to our flight schedule. Franco Salluce ATP/CFI. Falcon 900EX EASy & Global Express Captain Lexair Corporate Aviation Oakland CA

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y company operates an Embraer Legacy 500 powered by a pair of AS907-31Es. Couldn’t be more satisfied with the engines and support received from Honeywell. Peter Warriner ATP/CFII/A&P. Legacy 500 Chief Pilot Avesco Aviation Springsure QLD, Australia

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est Star Aviation at GJT (Grand Junction CO) has serviced our Honeywell TFE731s. We couldn’t be happier with the excellent work done by its professional team. Enrique Canel Winder ATP. Learjet 45XR Ops Dir & Chief Pilot Estilos Modernos del Bajio León, Mexico

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ery pleased with our pair of Honeywell TFE731-3Cs powering the Astra we operate. Company response has been very good whenever we’ve had engine issues. Curt Harms ATP. IAI Astra Chief Pilot MTBC Pipersville PA

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’ve had great experience with the Honeywell TFE731-60s installed in our Falcon 900EX EASy. They’re very good engines and highly reliable. Jonmichael Calhoun ATP. Falcon 900EX EASy/Falcon 7X Chief Pilot Lowe’s Charlotte NC

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perating Honeywell TFE731-40 engines powering our Falcon 50EX has been a good experience. They’re very reliable engines. Kamal Abed ATP. Falcon 50EX Chief Pilot 1CG LLC Englewood CO

46  PROFESSIONAL PILOT  /  November 2020

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Safran Helicopter Engines (Turbomeca) Safran Helicopter Engines Executive VP, Support and Services Sébastien Jaulerry manages the company’s global support and services organization to ensure proximity service for every current Safran Helicopter Engines operator worldwide. He can be contacted by phone at +33 559 74 40 00 or by e-mail at sebastien.jaulerry@safrangroup.com. Info is also available on the company’s website, www.safran-helicopter-engines.com.

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ur Arrius 2F installed in the H120 we fly has been very reliable, with few issues over the years of operation. We’re also satisfied with our tech rep, who has always been very helpful solving our issues or inquiries. Pascal Brandys Helo. Airbus H120 CEO CALPASS Del Mar CA

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ouldn’t be more satisfied with Safran’s support for the Arriel 2D installed in the Airbus H130 we operate. Our FRS Mike Michelsen is excellent, and parts and customer service have been exceptional. Josh Powell A&P. Airbus H130/125 & Leonardo AW109 Dir of Maintenance Sweet Helicopters Fort Wayne IN

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ery pleased with our FSR Tom Davis. He is quite knowledgeable and professional. Our Arriel engines have performed extremely well for our operations. Joe Drummelsmith ATP/Helo/CFI. Airbus AS365N3 Chief Helicopter Pilot Drummelsmith Acquisitions Maineville OH

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afran Arriel 2C engines are very reliable, in my opinion They come with excellent product support provided by the manufacturer. Nikolay Nedev Operator. Airbus AS565MB/AS365N3+ Major Bulgarian Navy Varna, Bulgaria

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e enjoy operating our Airbus AS350B2 powered by an Arriel 1D1, and we’re very satisfied with Safran’s aftersale product support. J Mugnier Helo. Airbus AS350B2 Owner Alouette LLC Grand Junction CO

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believe that Safran is head and shoulders above their competition. We’re satisfied with all aspects of their product support. Mark Ferguson A&P. Airbus EC120 Dir of Maintenance Fresno Police Skywatch Fresno CA

Former Aviation Mgr Tony Aiello retired recently from CNH Industrial America. He has had experience with Honeywell and Rolls-Royce powerplants. The holder of an ATP license, he has logged over 14,000 flight hours. Drawing on his experience operating a Falcon 900EX and Citation X, Aiello was able to rate both Honeywell and Rolls-Royce in the Pro Pilot 2020 Turbine Powerplant Manufacturers Product Support Survey.

48  PROFESSIONAL PILOT  /  November 2020

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