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FLIGHT

INTERNATIONAL
air sickness
why we should
worry about
cockpit fumes
report p38
airport delays
Berlin injects new funds
to end Brandenburg wait,
while developer blamed
for dithering at Doha 12
support act
P&W faces up to USAF
decision to end its
stranglehold on C-17
engine sustainment 16
aero preview
learning
to fly again
What can save Europes general aviation?
fightglobal.com
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Y O U R F L I G H T I S O U R MI S S I O N

Aerospace
Multifunction titanium chronograph
Exclusive SuperQuartz
TM
movement
Ofcially chronometer-certied
Water-resistant to 100 m / 330 ft
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23-29 April 2013
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Flight International
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3 fightglobal.com
FLIGHT
INTERNATIONAL
23-29 April 2013 volume 183 number 5387
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ir
b
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US Air Force to run down Boeing C-17 engines pact with
Pratt & Whitney p16. EASA details wing-rib fx timelines
for A380 feet p7
news
this week
6 eurocopter waits on eASA approval
7 Daimler bids eADS auf Wiedersehen
8 rising tensions spur Apache order.
revised forecast casts gloom on
business jet sector
news FOCUs
9 boeing for business in brazil
Air trAnspOrt
10 Indonesia in dock again over safety
11 False data caused Titan Airways 737
to strike tail
12 extra funding fuels sprint to fnish
delayed berlin airport.
Steep approach led to Dash 8s heavy
landing
13 P&W mulls simpler A320neo engine.
Soaring fuel bill prompts Taroms
effciency drive
DeFenCe
14 AW169 emerges for army AAS battle.
boeing agrees to cut price for Chinook
contract
15 F-22 helmet sight plan is shot down.
Warsaw to rejoin nATO surveillance
programme
16 eurofghter tries out Harpoon missiles
for size
BUsiness AviAtiOn
17 Cessna hails upgrades for frst production
Citation X.
Phenom 100s brake unit faces uS safety
probe
ABACe shOw repOrt
18 Talks stall over assembly of Sovereign,
Latitude in China
20 Harbin gets to work on frst Legacy 650 for
Q4 delivery
spACeFlight
21 nASA defes critics with latest budget
request
BUsiness
22 Playing at home again
regUlArs
5 Comment
41 Straight & level
42 letters
45 Classifed
47 Jobs
51 Working Week
48 Job of the Week Global Supply Systems,
chief training captain, Stansted Airport
COver stOry
25 GeNerAl AviAtioN SpeCiAl report
28 the drive for diesel Heavy fuel motor
engines market remains uncertain
30 lagging behind uSA europes light
sport aircraft rules infexible
33 rearguard action Is there an upside for
europes general aviation community?
35 Aero keeps flying high Friedrichshafen
show preview
FeAtUres
38 pilot heAlth Clearing the air engine
oil fumes pose risk to crew
FLIGHT
INTERNATIONAL
airsickness
whywe should
worryabout
cockpit fumes
report p38
airport delays
Berlin injects new funds
to end Brandenburg wait,
while developer blamed
for dithering at Doha 12
support act
P&Wfaces up to USAF
decision to end its
stranglehold on C-17
engine sustainment 16
aeropreview
learning
to fly again
What can save Europes general aviation?
fightglobal.com
I S S N 0 0 1 5 - 3 7 1 0
1 7
3.30
23-29 April 2013
piC of the Week
your photoGrAph here
Banking around for another landing in the
dustbowl is how AirSpace regular Lloyd H
describes this shot of a UK Royal Air Force
Boeing Chinook over the cross-country
driving area at Salisbury Plain. Open a
gallery in fightglobal.coms AirSpace
community for a chance to feature here
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fightglobal.com/imageoftheday
C
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a
Cover imAGe
This picture of the Corvalis
TTx was sourced from
airframer Cessna.
Launched in 2011, the TTx
is the fastest commercial
certifcated piston-driven
aircraft in production.
See general aviation
industry report p25
Next Week Aero report
Kate Sarsfeld reports from the Aero
general aviation show in Friedrichshafen,
Germany (above), and we have a country
special on Turkeys aerospace industry
A
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o

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Download The Engine Directory.
fightglobal.com/ComEngDirectory
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fightglobal.com
contents
behind the
headlines
the week on the web
fightglobal.com
Vote at fightglobal.com/poll
Find all these items at fightglobal.com/wotw
Question of the week
Total votes: 1,255
This week, we ask: Whats the biggest reason so few youngsters
take up fying? Too expensive No nearby airfelds Too
much red-tape No careers at end
For a full list of reader services, editorial
and advertising contacts see P44
Editorial
+44 20 8652 3842
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display advErtising
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high fliers
The top fve stories for the week just gone:
1 Picture: First British Airways 787 breaks cover
2 Lion Air 737-800 crashes into sea while landing at Bali
3 American splits Airbus order equally between A319 and A321
4 FAA reviewing 787 ETOPS certifcation separately from battery decision
5 Boeing unveils updated F/A-XX sixth-gen fghter concept
Flightglobal reaches up to 1.3 million visitors from 220
countries viewing 7.1 million pages each month
If you think British Airways new Airbus A380 looks resplend-
ent in this picture, you might have Lady Thatcher to thank,
writes david Kaminski-morrow on the Airline Business
blog. The late iron lady
famously draped her
handkerchief over a model of
a British Airways Boeing
747-400 bearing the carriers
controversial new ethnic tail
fns at a Conservative Party
conference in 1997.
Absolutely terrible, she declared in front of the TV
cameras. The former prime ministers opinion was thought
to be crucial in bas decision to abandon the assorted
multi-coloured designs and revert to a version of the
Union fag it still uses today. On his eponymous blog, david
learmount recalls fying with a sidestick for the frst time,
25 years ago, on an Airbus A300, confgured as a testbed
for the then-new fy-by-wire system on the A320.
Chinas new political leadership
may preach austerity but some
of the high-net-worth visitors at-
tending abaCE 2013 (P18) in
Shanghai, attended by Asia man-
aging editor siva govindasamy,
did not appear to get the memo.
Long queues of people who
made prior appointments were
waiting to board aircraft, whose
salesmen pointed out a newly-
minted millionaire here and
billionaire there keen to know
more about private jets. This is
the future of business avia-
tion, says Govindasamy.
in this issue
Companies listed
AAR .............................................................22
AgustaWestland ...........................................14
AIM Aviation .................................................23
Airbus ................................................7, 11, 13
Air Charter ...................................................23
Arianespace ................................................23
Austro Engines ............................................... 6
AVIC .......................................................18, 30
BAE Systems ...............................................16
Beechcraft ...................................................17
Bell Helicopter ............................................... 8
Boeing ...............6, 8, 9, 10, 11, 13, 14, 16, 21
Bombardier .....................................12, 13, 17
British Airways ..............................................22
CAIGA ..........................................................18
Centurion Aircraft Engines ............................28
Cessna ..............................................8, 17, 18
CHC Scotia .................................................... 6
CIT ................................................................. 6
Commercial Jet ............................................22
CTS Engines .................................................23
Cubcrafters ..................................................32
Dassault ......................................................17
DeltaHawk ...................................................29
Diamond Aircraft ............................................ 6
EADS ............................................................. 7
Embraer .......................................9, 13, 17, 20
Emirates Airlines ..........................................11
Engineered Propulsion Systems ...................30
Estonian Air ................................................... 6
Eurocopter .........................................6, 15, 17
Eurofghter ...................................................16
ExecuJet Europe ...........................................17
First Emirates Aviation Group .......................23
Garmin ........................................................17
General Electric ...........................................13
Gogo............................................................23
Hangar 8 .....................................................17
Hindustan Aeronautics .................................23
Honeywell ..............................................17, 23
ICBC Leasing ...............................................20
Korea Aerospace Industries ............................ 8
Lion Air ........................................................10
Lockheed Martin ................................8, 15, 16
Lufthansa Technik ........................................20
Lycoming .....................................................30
Merpati Nusantara .......................................10
Metrojet ......................................................... 6
Mistral Engines ............................................29
Nakanihon Air Service ..................................17
Nextant Aerospace .......................................20
NH Industries ...............................................15
Northrop Grumman ......................................15
Pipistrel .......................................................32
PPG Aerospace ............................................23
Pratt & Whitney ......................................13, 16
Priester Aviation ...........................................17
PZL Swidnik .................................................15
Qatar Airways ...............................................12
Qinetiq.........................................................23
Raytheon ....................................................... 8
Rockwell Collins ...........................................20
Rolls-Royce ..................................................17
Sierra Nevada ..............................................21
Sikorsky ......................................................... 6
SMA ............................................................29
SpaceX ........................................................21
Steyr Motors ................................................28
Sukhoi .........................................................10
Tarom ..........................................................13
Textron .........................................................23
Titan Airways ................................................11
Turkish Aerospace Industries .......................... 8
Williams International ..................................20
Zhuhai Hanxing General Aviation .................... 6
24
%
20
%
Just not enough of a
market for programme
to survive
Not signifcant order
CSeries needs
Breakthrough
deal
Last week, we asked for your thoughts on the Porter CSeries
order. You said:
56
%
4
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23-29 April 2013
High-fdelity helicopter simulators and training systems.
Download the Military Simulator
Census online now.
www.fightglobal.com/milisim
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5 fightglobal.com
Operations and safety editor
David Learmount reviews the
safety record of Lion Air and
other Indonesian carriers at
fightglobal.com/lionair See Feature P38
Still in denial
T
hings have moved on in some ways since we last
looked at the subject of contaminated cockpit and
cabin air, and in other ways they have not.
More pilots are reporting more in-fight events in
which engine oil fumes pollute cabin air, making crews
sick and, in some cases, almost incapacitating them.
Increasingly, accident investigators are confrming that
following these incidents neurotoxins from engine oil
have been found in pilots blood.
In Germany, the transport minister has recognised
the problem exists and called for united action, via the
European Commission and EASA. In that sense, things
have moved on, driven by increasing awareness among
crews about the issue and associated risks. But as for
government or industry action, there is increasing con-
fusion, embarrassment and dissembling.
Government transport departments accept oil fume
events happen and that they contain neurotoxins, but
they insist the levels of contamination are acceptable.
At the same time they admit they dont know what the
levels are and refuse to take measurements to deter-
mine them. They also refuse to require installation of
fume detection and warning systems.
This state of denial is enabled by the fact the burden
of legal proof is on the victims. It is only a matter of
time before biochemical proof is available, and the in-
dustry had better know how it will react when it is.
Drastic action is needed following Indonesias latest crash to ensure the countrys abysmal
safety record is improved including, if necessary, suspending the right of airlines to operate
P
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Broken dreams
See Air Transport P10
Sleeping Lion
I
ndonesias Lion Air would have hoped 2013 would
be remembered for its order for 234 Airbus A320s in
March, and its plans to start two new subsidiaries on
the way towards becoming a major pan-Asian airline.
Instead, the lasting image from this year is likely to be
that of a Lion Air Boeing 737-800 foating in the sea off
Balis airport last week with a broken fuselage. Impor-
tant questions are rightly being asked once more about
Lions and Indonesias air safety standards.
Flightglobals Ascend database shows that during
the past 10 years, there have been at least 30 hull losses
and 23 other major incidents in Indonesia. This
chronic problem led to Jakarta enlisting IATA and
ICAO to help improve standards, but more can be done.
The transport ministry must restructure its Directorate
General of Civil Aviation, force it to confront its prob-
lems, and get outside experts in. It can enlist countries
such as Taiwan and South Korea, which once had simi-
larly dismal safety records. Changes require a major
shift in mindsets and nothing will happen overnight,
but that just makes them even more urgent.
The Indonesian airlines began improving after the
EUs 2007 ban and fag carrier Garuda Indonesia was
taken off the list as it was progressively lifted from
2009. But Lion, which only began operations in 2000,
remains banned for good reason. Including the latest,
there have been seven major incidents involving its air-
craft. One was fatal and six were hull losses. This is the
Nothing will happen overnight
but that just makes the change
in mindset even more urgent
worst record of any major Indonesian airline. The focus
has shifted to the weather in Bali during the latest crash
and Lions offcials will point out that their last major
incident before this was in November 2010. These,
however, should not matter in the bigger picture.
Indonesian airlines will operate a record number of
aircraft during the next few years, and the onus is on
Jakarta to impose even stricter safety standards across
the board. Regulators must review ground and in-fight
training standards and check if Indonesias airlines
have enough qualifed pilots, engineers and other es-
sential personnel to meet their growing feet numbers.
Indonesia should also apply the EUs safety standards,
and impose stricter sanctions on its airlines. If one of
them does not meet the standards within six months, it
should be banned from adding new aircraft to its feet.
If it fails after a year, its AOC should be suspended. Yes,
these are drastic measures but it is about time Indone-
sia swallows a bitter pill. Any airline that compromises
safety for expansion does not deserve to fy.
FIN_230413_005 5 18/4/13 17:09:03
This week
fightglobal.com 6
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For a round-up of our latest online news,
feature and multimedia content visit
fightglobal.com/wotw
E
urocopter believes it has
come up with an interim so-
lution to the problem afficting its
troubled EC225 that could see the
type return to unrestricted fight
by the third quarter at the latest.
The EC225 has effectively been
grounded in the North Sea region
since the October 2012 ditching
of a CHC Scotia-operated Super
Puma. This was the second inci-
dent last year involving the large
medium twin in which the heli-
copters bevel gear vertical shaft
catastrophically failed.
Lutz Bertling, who stands down
as chief executive on 1 May, says
Eurocopter is close to fully resolv-
ing the issue: It is more about
working with the regulators, the
operators, the oil companies and
passengers to restart fying.
Bertling, addressing reporters
at an event in Marignane, ex-
pressed his disappointment that
the issue with the EC225 will not
be fxed prior to his departure.
Nonetheless, he is happy with the
progress so far. It is different if
you leave when there is a crisis
that has not been fully under-
stood, but we have a clear under-
standing of the root cause and the
solutions, he says.
The airframer is awaiting exter-
nal validation of its fndings into
the issue, which it believes were
caused by a combination of corro-
rotorcraft domInIc pErry mArignAne
Eurocopter waits
on EaSa approval
grounded eC225 feet could return to fight by third quarter
as airframer pitches interim fx for faulty gearbox component
e
u
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o
c
o
p
t
e
r
oil and gas operators have been hit hard by flight restrictions
DrEamlinEr facES SEparatE EtopS rEviEw
HEaring US Federal Aviation Administration chief michael Huerta
has confrmed the Boeing 787s extended operations (eTOPS) certif-
cate is being reviewed separately from the battery redesign investi-
gation. Addressing a Senate Commerce committee panel on the
three-month anniversary of the Boeing grounding on 16 April,
Huertas remarks clarifed for the frst time that Boeing has been
answering the FAAs questions on two key fronts. Boeing not only has
to prove to the FAA that the 787 battery redesign and new contain-
ment system is safe enough. The company also has to satisfy the
agency that the 787 is reliable enough to fy routes which take the
twinjet up to 180min away from an eligible runway.
kuwait EYES SEconD gloBEmaStEr
acquiSition Kuwait could acquire a second Boeing C-17 strategic
transport, associated equipment and support services under a deal
worth a potential $371 million, the US Defense Security Cooperation
Agency says. in September 2010, the gulf nation requested a one-
aircraft C-17 purchase valued at up to $693 million.
mEtrojEt makES movE into cHinESE mainlanD
pact Hong Kong-based business aviation company metrojet is mak-
ing a move into the Chinese market via a joint venture with the main-
lands Zhuhai Hanxing general Aviation. The new company, metrojet
Hanxing, will offer services to business aviation clients out of the
Chinese companys base in Zhuhai, a city in the province of
guangdong. The facility, at Zhuhai airport, also includes 15,000ft
(1,400m) of hangar space, workshops and storage facilities. China
ranks as one of the worlds fastest-growing markets in business avia-
tion, says Bjrn nf, chief executive of metrojet, after formally sign-
ing the joint venture agreement at the ABACe trade show.
Show report p18
Bogata BooStS Black Hawk BuY
orDEr Colombias army is to expand its recently-introduced feet of
Sikorsky S-70i Black Hawk utility helicopters, with a further two to be
delivered by October 2013. A frst batch of fve Polish-built aircraft
arrived at the services Tolemaida air base on 30 January.
aDDitional ScrutinY for EStonian air loanS
airlinES Scrutiny of estonias fag carrier by the european
Commission has intensifed after a loan from the national govern-
ment was increased. in February, the Commission opened an in-
vestigation to examine whether state aid rules had been breached
by support supplied to estonian Air including a rescue loan. Later
that month, says the Commission, the loan was increased by
28.7 million ($37.5 million), of which 16.6 million has been paid
to the airline.
rEtirEmEntS of YoungEr aircraft accElEratE
maintEnancE The retirement of younger aircraft and the parting
out of their components is a trend likely to continue in the mrO sec-
tor. This trend is particularly strong in the narrowbody market, said
nicholas Pastushan, chief investment offcer of lessor CiT, at the
mrO Americas conference in Atlanta on 16 April. Pointing to 2012s
aircraft retirement data, Pastushan noted there were substantial
numbers of 10-15-year-old aircraft in the mix. He expects this trend
to accelerate as operators seek younger spare parts in the future.
A report from mro Americas will appear in our 30 April issue
briefing
sion, residual stress from the man-
ufacturing process and fatigue.
Its interim fx, described by
Bertling as the introduction of
additional safety barriers, is
thought to refer to a modifcation
of the types vibration monitoring
system and the installation of
warning lights in the cockpit to
indicate the propagation of a
crack in the vertical shaft.
EASA will have to certifcate
the companys proposed changes
before any agreement is reached
with the Norwegian or UK civil
aviation regulators to rescind op-
erating restrictions on the EC225.
We are currently talking about
this with the regulator, Bertling
says. Assuming good progress, it
will return to fight not later than
the third quarter.
In the longer term, Eurocopter
will redesign the faulty compo-
nent, although Bertling says it will
not be a signifcant change.
He adds that the problem has
been the most challenging issue
he has faced during his tenure at
Eurocopter. In the history of the
company, we have never had a
technical issue that was impact-
ing our customers and their cus-
tomers and passengers like the
EC225 problem, he says.
Keep up to date with aviation
safety at our dedicated channel:
fightglobal.com/safety
FIN_230413_006-007 6 18/4/13 18:45:29
This week
23-29 April 2013
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Flight International
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7 fightglobal.com
Revised forecast
casts gloom on
business jet sector
THIS WEEK P8
restructuring DAN THISDELL LONDON
Daimler bids eADs auf Wiedersehen
Thirteen years after helping to father European aerospace giant, German car maker nets 2.2b from sale of its stake
E
uropes safety authority has
formally issued initial pro-
posals detailing modifcation
work required on Airbus A380
wing-rib feet, intended to resolve
a cracking issue.
Operators had previously been
ordered to conduct repetitive in-
spections of the wing structures
and, if necessary, put corrective
measures in place.
Airbus has since been develop-
ing a permanent fx for the prob-
lem, which involves introducing
horizontal stiffeners in the vicin-
ity of certain ribs.
It also requires modifying rib-
feet booms with resized versions
manufactured from a different,
more robust, grade of aluminium,
and replacing two metallic ribs
numbers 48 and 49.
In its proposed directive to op-
erators, the European Aviation
Safety Agency refers to 14 sepa-
rate service bulletins some is-
sued in mid-December, others yet
to be issued detailing the work
to be carried out.
The document focuses on
modifcation of hybrid rib booms
to maintain the structural integ-
rity of the types wings.
EASA is proposing that some of
the work be carried out as early as
700 cycles. Further work must be
accomplished before the aircraft
logs 17,300h or 25,900h depend-
ing on whether certain modifca-
tions have already been made dur-
ing production and the remainder
within six years of the aircraft re-
ceiving its certifcate of airworthi-
ness. EASA has yet to fnalise the
directive and is seeking comments
on the proposal until 13 May.
A
ir
b
u
s
BAs A380s will be modified by Airbus prior to entering service
EASA details wing-rib fx timelines for A380 feet
sAFetY DAVID KAMINSKI-MORROW LONDON
A
utomotive giant Daimler has
ended an era with the sale of
its last interest in Airbus parent
EADS. The 37/share ($48/share)
disposal of 61.1 million shares, or
7.5% of the company, to institu-
tional investors and EADS itself as
part of a share buyback scheme,
grossed 2.2 billion for Daimler
and left it with no residual hold-
ing in a company formed a decade
ago from national aerospace cham-
pions of France and Germany in-
cluding Daimlers former aero-
space division, DASA.
The sale, made possible by a
revolutionary new shareholding
deal that shrinks French and Ger-
man state ownership and ends
government control over manage-
ment decision-making, also ends
an era of proxy holding of nation-
al stakes in EADS.
Daimler, for years after the cre-
ation of EADS, held the entirety
of the 22.45% German stake an
amount exactly matched by
France, where the state shared
that holding with the media
group Lagardre, which sold its
own 61 million share, 7.5% stake
a week ago.
Daimler has, however, main-
tained a so-called upside posi-
tion in EADS shares, through a
hedging deal with brokers Gold-
man Sachs and Morgan Stanley
that runs through the end of 2013
and could see the car maker ben-
eft fnancially from an EADS
share price rise.
EADS welcomed that aspect of
the Daimler exit, calling it a state-
ment of confdence in the con-
tinuing positive momentum of
the company.
Socit Gnrale equities ana-
lyst Zafar Khan believes Daimler
is on to a winner; since it sold a
frst tranche of shares in Decem-
ber, when the governance deal
was hammered out, EADS shares
began a climb from the mid-20s
to 42, at about the time share-
holders formally adopted the
plan in late March.
Since then, he says, prices start-
ed to retreat on fears of too much
stock coming into the market and
not being fully absorbed [but] the
recent placings of the stock have
shown a huge appetite for the
shares and most commentators, in-
cluding ourselves, think we should
see a good run from here.
R
e
x

F
e
a
t
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r
e
s
Driving away from its progeny
1933-45: Daimler-Benz be-
gins production of DB600
and DB601 aircraft engines
1945-49: Post-war recon-
struction sees a focus on
road vehicle production
1949-60: Vehicle business-
es flourish
1984-95: Oil crises, environ-
mental concerns and Asian
competitors spark diversifica-
tion into industries such as
electronics and aerospace
1985: Acquires Dornier and
outstanding 50% stake in
engine manufacturer MTU
1989: Forms DASA to control
sector interests, acquires
Messerschmitt-Blkow-Blohm
1999: Merger of DASA,
Spains CASA and
Lagardres Arospatiale-
Matra creates company later
known as EADS
1999-2012: Daimler holds
22.45% of EADS on behalf of
German state. Begins stake
sale in December 2012
2013: Exits EADS holding
HistorY
FIN_230413_006-007 7 18/4/13 18:45:34
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C
essna has released a new out-
look that predicts a worse
year for business jet deliveries in
2013, dashing hopes across the
industry that the market for light
jets would at least stabilise after a
four-year recession.
The gloomy forecast means the
Textron subsidiary believes de-
mand has weakened for light jets,
only three months after Cessna
predicted that deliveries would
remain even this year and begin
growing again in 2014.
Cessnas new outlook has
raised fresh doubts about the light
jet markets viability.
Indeed, on 17 April Textron
chief executive Scott Donnelly
was asked on a conference call
with analysts what the company
would do if light jet demand
never recovered.
We are now in the ffth year of
no growth in the business jet
business, Donnelly says.
Its a place that at some point
needs to get back to growth. We
thought surely that would hap-
pen in 2013.
Cessna changed its outlook for
the year after negotiations with
several customers fzzled out
over pricing in the frst quarter.
Such negotiations are critical as
Cessnas backlog for light jets is
exhausted and deliveries are
based solely on new orders as
they come in. But Cessnas po-
tential buyers are refusing to
commit at a price that Textron is
willing to sanction.
Revised forecast casts gloom on business jet sector
OUTLOOK Stephen trImble WAshington DC
b
oeing has won a contest to
supply South Korea with 36
attack helicopters, with its AH-
64E Apache having defeated the
Bell AH-1Z and Turkish Aero-
space Industries T129B in meet-
ing Seouls AHX requirements.
Boeing is pleased with the an-
nouncement that the Republic of
Korea has selected the AH-64E
Apache as its new heavy-attack
helicopter, the US airframer says.
We look forward to working with
the US Army and the Republic of
Korea Army as they fnalise the
Foreign Military Sales contract.
According to US Defense Secu-
rity Cooperation Agency notifca-
tions made in September 2012,
the Apache deal could be worth
up to $3.6 billion; considerably
higher than a proposed AH-1Z
sale valued at $2.6 billion.
Industry sources close to the
CONTEST GreG Waldron singApoRe
Rising tensions spur Apache order
seoul commits to deal for 36 Boeing Ah-64e attack helicopters as it looks to counter threats from northern neighbour
competition had expected a deci-
sion to be made in late 2012, but
this was delayed by South Koreas
presidential election in December.
Confrming the selection, an
offcial from Seouls Defense Ac-
quisition Program Administra-
tion says: The heavily-armed at-
tack helicopters will replace
ageing helicopters deployed by
the army to counter threats by the
North Korean militarys armoured
units and deter provocations.
The Apache announcement
came less than one week after
South Korea had also selected the
Raytheon Advanced Combat Radar
as part of an upgrade to 134 of its
Lockheed Martin F-16C/D fghters.
With industry sources noting
that heightened tensions with
North Korea this year have
prompted Seoul to push forward
key defence purchases, South
Korea is also expected to reach a
decision during June on its F-X III
fghter competition. The Boeing
F-15SE Silent Eagle, Eurofghter
Typhoon and Lockheed Martin
F-35A Joint Strike Fighter are
contesting the 60-aircraft deal,
which will replace Republic of
Korea Air Force McDonnell
Douglas F-4E Phantoms.
ROTORCRAFT
KAI to expand Surion range with navalised variant
Korea Aerospace industries (KAi) is
to develop a new variant of the
surion utility helicopter for use by
the south Korean marines.
seouls Defense Acquisition
program Administration has se-
lected KAi as a primary negotiator
for the development of the amphibi-
ous task helicopter system, the
company says, with the marines like-
ly to obtain about 40 examples.
KAi says the development pro-
gramme is worth W800 billion
($713 million) and will enhance the
marines ability to transport troops
and equipment in the littoral environ-
ment. Work is expected to start in
July and be complete by the end of
2015, when production of the new
model will commence.
Key modifcations to the existing
surion airframe will include the addi-
tion of an integrated fotation system,
auxiliary fuel tank and specialised
radio equipment, says KAi.
the amphibious assault aircraft are
likely to be operated from the south
Korean navys Dokdo-class assault
ships, which can each carry up to 15
helicopters. the service has received
two of a planned four vessels. the
marines currently use sikorsky Uh-60p
helicopters in the assault role.
modifications will include an integrated flotation system
Cessna has no backlog for light jets such as the Citation CJ2+
K
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FIN_230413_008-009 8 18/4/13 18:53:18
23-29 April 2013
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Flight International
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9 fightglobal.com
Indonesia in dock
again over safety
AIR TRANSPORT P10
NEWS FOCUS
Boeing for business in Brazil
STRATEGY STEPHEN TRIMBLE RIO DE JANEIRO
Growth of economic powerhouse means US frm is keen to establish long-term commercial links with the country
J
udging the depth of Boeings
developing interest in Brazil
has been diffcult. There has been
much talk by top executives at the
the company, yet few actions so
far that seem strong enough to sur-
vive, for example, an unfavourable
decision for the F/A-18E/F Super
Hornet in Brazils ever-ongoing
F-X2 fghter competition.
But Boeings message for the
Brazilian market is as consistent as
it is clear: the company is in Brazil
for the long term, even if the Super
Hornet loses the F-X2 contest. No-
where was that message reinforced
more than at the Latin American
Aerospace and Defense (LAAD)
exhibition in early April.
Weve gotten that question
since the 15 months that Ive been
here: Isnt this really about
F-X?, says Donna Hrinak, presi-
dent of Boeing Brazil. We tried
to send the message [during a 9
April press conference] that were
here for the long haul.
Indeed, Boeing announced at
the press conference that Brazil
will host the companys sixth for-
eign research and technology
centre, following similar facilities
opened in Australia, China, Eu-
rope, India and Russia.
Such a facility has many pur-
poses, ranging from developing
new intellectual property that can
be licensed or sold elsewhere, to
supporting a new wave of Brazil-
ian suppliers with keys to Boeings
unique manufacturing methods.
But it is still a small commit-
ment by Boeings standards. The
centre in So Jos dos Campos
will open by 2014 with a group of
10 to 12 researchers, adding to the
seven Boeing workers already
based in Brazil. In the press con-
ference, Boeing offcials said
more researchers could be added
later if the centre is wildly suc-
cessful, but other Boeing off-
cials were more optimistic.
Whos to say that in 10 years
we dont have [500, 600 or] 700
engineers here? says Jeff Kohler,
a Boeing vice-president of inter-
national business development.
Kohler describes Brazils appeal
to Boeing as far beyond the poten-
tial contract to supply at least 36
fghters to the air force. It is instead
rooted in the nations status as one
of the BRIC countries, and one of
only two including India
where Boeing is allowed by the
US government to sell both mili-
tary and commercial products on
a relatively unrestricted basis.
GETTinG in EARlY
Brazil is a political leader, an eco-
nomic leader, whether its research
and development... this seems like
the right place to be for the com-
pany, Kohler says. I think if you
take that 15- to 20-year look, get-
ting on the ground early which
sometimes the Boeing company
doesnt do I think this time we
made the decision to get in there
and lets do it right this time. Lets
become a long-term partner.
Boeings ambition in Brazil
has been embraced by Embraer,
Brazils largest and most signif-
cant aerospace company by a
large margin. Hrinak, a former
US ambassador in Brasilia, re-
members setting up a meeting at
the US embassy in 2003 between
Embraer and a Boeing team
working on a management
benchmarking study.
This has been a relationship
a long time in the making,
Hrinak says.
The close ties extend to the very
highest levels of both companies,
including regular meetings be-
tween Boeing chief executive Jim
McNerney and Embraer chief
executive Frederico Curado.
With Embraer offcially neutral
in the F-X2 competition, the rela-
tionship has been slow to develop
profts for either company.
In the commercial sphere Boe-
ing and Embraer have signed
agreements to jointly study biofu-
els and runway safety improve-
ments, and on the defence side the
Brazilian frm recently selected
Boeing to integrate weapons on the
A-29 Super Tucano if the US Air
Force Light Air Support contract
survives a protest by Beechcraft.
lEAdinG on loGiSTicS
But more tangible results of the
partnership are still likely to come
to fruition. Boeing is fnishing a
marketing study on the KC-390,
but has set its sights on taking the
lead for the airlifters global logis-
tics system. Embraer has not yet
revealed its plans for how it will
sustain a potentially global feet.
A still unclear aspect of the re-
lationship is possible co-opera-
tion in the commercial aircraft
market. Thus far, Embraer has
avoided encroaching on Boeings
narrowbody market segments.
Youll see more updates down
the road, Kohler says.
For comment on US defence
news, visit The DEW Line blog
fightglobal.com/dewline
Boeings relative freedom to sell both military and commercial products in Brazil increases its allure
A
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Brazil is a political
leader, an economic
leader this seems
like the right place to
be for the company
JEff KohlER
VP, international business
development, Boeing
FIN_230413_008-009 9 18/4/13 18:53:21
AIR TRANSPORT
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|
Flight International
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23-29 April 2013
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aircraft profles for the latest news, images
and information on civil and military
programmes at fightglobal.com/profles
T
he Lion Air Boeing 737-800
crash on 13 April is the third
major aviation incident in Indo-
nesia within the space of a year.
The two-month-old narrow-
body (PK-LKS) was on a sched-
uled service from Bandung to
Bali when it crashed into the sea,
about 50m (164ft) ahead of run-
way 09 at Ngurah Rai Internation-
al airport. The impact resulted in
the aircrafts fuselage breaking in
two, between the wings and the
tail. All 101 passengers and seven
crew survived.
With the fight data recorders
recovered investigations have
commenced, but the incident
again puts the spotlight on the
issue of air safety in Indonesia in
general and on Lion Air in partic-
ular (see table).
The countrys last high-profle
incident occurred in May 2012,
when a Sukhoi Superjet 100, pilot-
ed by a Russian crew on a demon-
stration fight, crashed into Mount
Salak, killing all 45 on board. Al-
though not operated by a local air-
line or crew, the accident highlight-
ed a number of factors typical of
the region, notably the challenges
of fying in mountainous terrain
and poor ATC co-ordination.
A year earlier, a Xian MA60
operated by Merpati Nusantara
was attempting to land at Kaima-
na when it crashed, killing all 19
passengers and six crew.
BLACKLIST
While regulations require a visibil-
ity of 5km (2.7nm) for a visual ap-
proach to Kaimana, the crew ig-
nored this, and attempted to land
with a visibility of only 2km.
Indonesias safety record is un-
deniably poor. Research by
Flightglobals Ascend consultan-
cy records a total of 62 incidents
involving Indonesian airlines
during the 10 years to 13 April
2013. And statistics published by
the countrys National Transpor-
tation Safety Committee record
140 aviation accidents includ-
ing non-airline and rotary-wing
operations from 2007 to 2012.
Meanwhile, all but a handful
of Indonesian carriers notably
Garuda and Mandala remain on
the European Unions blacklist of
banned airlines, where they have
languished since the country
failed an ICAO audit in 2007.
The same year, the US Federal
Aviation Administration down-
graded Indonesia to a category 2
safety rating, placing it in the
same league as some of Africas
poorest nations.
However, technical director at
the Association of Asia Pacifc Air-
lines Martin Eran-Tasker believes
Indonesia is on track to get its rat-
ing upgraded by the FAA this year.
This is on the back of work the
country has carried out to over-
haul its regulatory authority and
strengthen its oversight of air-
lines, he says.
Lion Air, which has mostly
been in the headlines for massive
orders of aircraft, has a chequered
safety record. In its 13-year histo-
ry, Ascend data reveals the carrier
has suffered one fatal accident,
fve hull losses, and at least seven
further classifable accidents. It
also remains on the EU blacklist.
For any carrier that is expand-
ing quickly, it will need to make
sure it has the right people with
the right level of experience and
training, says Tasker.
Indonesias elected representa-
tives are also aware of the need
for change. Politician Marwan
Jafar, speaking after the latest
Lion Air crash, said the countrys
record of aviation safety points to
a fundamental problem that
needs to be addressed. Were
sad, concerned and devastated by
this [accident]. We feel ashamed
as a nation, he says.
Additional reporting by Dominic
Perry and David Learmount
in London
AnALySIS MAVIS TOH SINGAPORE
Indonesia in dock again over safety
Latest accident involving one of the nations blacklisted carriers highlights ongoing operational problems in country
See David Learmounts latest
take on safety at Lion Air
fightglobal.com/lionair
P
A
The Bali crash of a 737-800 was the latest in a series of incidents Lion Air has experienced in its 13-year history
LIon AIr ACCIdenTS In pAST 10 yeArS
date Aircraft type Location Crew/pax
13 April 2013 Boeing 737-800 Bali International airport 7/101
The aircraft was on fnal approach to runway 09 and came down in the sea
about 300m short of the runway threshold. The hull was breached aft of the
wings. All passengers and crew were evacuated without serious injury
2 November 2010 Boeing 737-400 Pontianak-Supadio airport 6/169
The aircraft overran the runway by about 80m, causing serious damage to its
engines and landing gear. Passengers and crew were evacuated. No casualties
9 March 2009 Boeing MD-90 Jakarta International airport 6/169
The aircraft came to a halt just off the right-hand side of runway 25. There was
damage to the gear, landing lights and wing. No casualties
24 December 2006 Boeing 737-400 Ujung Pandang airport 7/157
The aircraft bounced twice on landing and came to rest with one main gear leg
detached and the other protruding through the wing upper skin. No casualties
4 March 2006 Boeing MD-82 Surabaya-Juanda airport 6/138
The aircraft slewed right off the runway, causing serious damage to the landing
gear and the forward underside of the aircraft. There were no casualties
30 November 2004 Boeing MD-82 Solo City airport 7/156
Two of the crew and 23 of the passengers were killed when the aircraft
overran runway 26 in a rainstorm
SOURCE: Ascend
FIN_230413_010-011 10 18/4/13 18:50:19
AIR TRANSPORT
23-29 April 2013
|
Flight International
|
11 fightglobal.com
Shareholders in
sprint to open
Berlin airport
AIR TRANSPORT P12
U
K investigators are advising
tighter operational control of
electronic fightbags after a Titan
Airways Boeing 737-300 suffered
a tailstrike in France as a result of
incorrect take-off calculations.
The aircraft, with 136 occu-
pants, had been operating from
Chamberys runway 36 which is
only 6,620ft (2,020m) long.
Because of the relatively short
runway, the captain opted to use a
hand-held fightbag computer to
calculate take-off performance
data. This hand-held computer
had been used to calculate similar
data for the inbound fight, but had
subsequently been left in stand-by
mode. As a result it had retained,
unknown to the crew, the previous
take-off weight of only 46.3t a
light fgure because the inbound
fight had been a positioning
SAFETY
Incident stresses need for long-sought technical answer
Unintentional re-use of weight data
from a previous fight led to the loss of
a Boeing 747-200 freighter on depar-
ture from Halifax in 2004, and investi-
gators studying the Titan incident are
reiterating the need for a technical
answer to data mismatching.
Use of computers in the calcula-
tion of performance requirements
has brought about improvements in
the accuracy and ease with which
they can be made, says the UK Air
Accidents Investigation Branch.
There remains, however, a contin-
ued vulnerability to the use of incor-
rect data in making these
calculations, a solution to which re-
mains outstanding.
Several incidents such as the
overrun and tailstrike by an Emirates
Airbus A340-500 in Melbourne,
Australia in 2009 have drawn atten-
tion to the problem. While the AAIB
underlines the necessity of strict ad-
herence to reliable and robust proce-
dures, it says the Titan event
emphasises the need for technical
solutions for take-off performance
monitoring to defend against instan-
ces in which other safeguards fail.
INVESTIGATION DAVID KAMINSKI-MORROW LONDON
False data caused 737 to strike tail
Inquiry advises tighter electronic fightbag rules after hand-held computers sleep mode led to take-off calculation blunder
Keep up to date with aviation
safety at our dedicated channel:
fightglobal.com/safety
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Titans aircraft was wrongly listed as being 6.6t lighter
service with no passengers.
In an analysis of the incident,
the UK Air Accidents Investigation
Branch says the captain omitted
to enter the 737s revised take-off
weight from Chambery, which was
6.6t higher at 52.9t. Both pilots
stated that they would normally
cross-check the performance fg-
ures once they had been calculated
on the [fightbag], it adds. How-
ever, on this occasion, and for rea-
sons the pilots could not recall, this
was not done.
Figures from the hand-held
fightbag were entered into the
fight-management computer.
The calculated speeds were lower
than required, and the fgures al-
lowed for a reduced-thrust take-
off. But the inquiry says the cal-
culations did not seem unusual
to the captain, partly because
they were based on a fap setting
he did not normally use. During
the take-off roll the 737 rotated at
126kt (233km/h), about 13kt
slower than necessary, and failed
to lift off immediately. It contin-
ued to pitch up, passing the 10.8
threshold for a tailstrike, scraping
the underside of its rear fuselage.
Although the carriers operations
manual stated that shutting down
the fightbag would wipe previ-
ously-calculated data adding
that this was for safety reasons it
did not specifcally instruct crews
to do so.
Pilots routinely left the [fight-
bag] in stand-by mode with the
[calculation] program still ac-
tive, says the inquiry into the 14
April 2012 incident.
UK regulators should update cri-
teria for operational approval of
fightbags, it says, to ensure carriers
have appropriate procedures to
handle stand-by modes and pre-
vent inadvertent use of outdated
data. However, it also recommends
that the European Aviation Safety
Agency establishes specifc, de-
tailed guidelines for fightbag eval-
uation and approval.
PilotView

The Electronic Flight Bag


Preferred by OEMs.
MONTREAL OTTAWA CHICAGO www.cmcelectronics.ca/pilotview
Built for the Cockpit.
FIN_230413_010-011 11 18/4/13 11:26:33
AIR TRANSPORT
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aircraft profles for the latest news, images
and information on civil and military
programmes at fightglobal.com/profles
S
hareholders are to provide
650 million ($855 million)
to fund the work required to
open the troubled Berlin
Brandenburg airport.
The fgure of which an initial
tranche of 192 million was pro-
vided in January has been dis-
closed as new chief executive
Hartmut Mehdorn outlined an ac-
tion plan, designated Sprint, to
the airports supervisory board.
Sprint is intended to ensure a
AIRPORTS GHIM-LAY YEO CHICAGO
Developer blamed for Doha problems
Qatar Airways has blamed the devel-
oper of Dohas new international
airport for delays in gaining required
regulatory approvals that led it to
miss its 1 April soft opening.
The new facility, Hamad
International, was not able to par-
tially open at the beginning of April
because the developer, Bechtel,
could not obtain an occupancy per-
mit for the airport, Qatar Airways
chief executive Akbar Al Baker said
at a media event in Chicago.
They are to be blamed, says Al
Baker. They are to be blamed for [the]
delay in the frst place, because we
were supposed to open the airport
earlier. Qatar Airways plans to move
its entire operation to Hamad by the
end of this year from its current base
at Doha International airport.
Al Baker declines to comment on
whether the airline will seek com-
pensation from Bechtel for the delay.
He describes Bechtel as compla-
cent in its attitude to the construc-
tion project.
Bechtel says: We continue to
work tirelessly with our customer,
contractor and the relevant agencies
towards the successful opening of a
world class airport.
No revised date has been given
for the opening.
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The opening of the new flagship Brandenburg facility has faced multiple postponements
swift and reliable opening, the
airport operator says, and will re-
quire changes of processes and
personnel to accelerate the pro-
gramme. It will be run from a
dedicated project offce and bring
together the remaining construc-
tion work, approvals, trial runs
and the opening plan. Sprint also
involves setting up a centre of
competence to oversee the tech-
nical aspects of the programme.
Remaining work at [Branden-
burg] will be divided up into 20
to 30 modules, says Mehdorn.
Our technical centre of compe-
tence will rely on both internal
and external know-how, and we
will talk to everyone who can
make a positive contribution to
the swift opening of [the airport].
Sprint will also incorporate all
training for transfer and opera-
tional readiness.
Supervisory board chairman
Matthias Platzeck says the new
plan is the right decision for the
airport, which has been substan-
tially delayed by last-minute
problems, particularly with its
safety systems. Since Mehdorns
appointment, he says, the opera-
tor is clearly noticing that things
are moving forward.
Germanys federal government
has provided 50 million of the
frst tranche, with the other 142
million split equally between the
local administrations of Berlin
and Brandenburg. Operations at
Berlins current airports Tegel
and Schonefeld, which is due to
be succeeded by Brandenburg
will be overseen by a new head of
operations, Elmar Kleinert.
Go to our premium news and
data service for the latest news:
fightglobal.com/pro
cOnSTRucTIOn DAVID KAMINSKI-MORROW LONDON
Extra funding fuels sprint to
fnish delayed Berlin airport
New chief executive outlines 650m action plan to ensure swift and reliable conclusion
InVESTIGATIOn
Steep approach
led to Dash 8s
heavy landing
Flight-data recorder
information shows
the aircraft
descended at
2,000ft/min
P
ilots of a Bombardier Dash
8-300 had initiated a steep
descent into Kabul as a precau-
tionary defensive measure before
the turboprop landed hard, suf-
fering substantial damage.
The aircraft, operated by the
US Department of State, had been
approaching runway 29 at the Af-
ghan capital, in visual conditions,
on 17 October last year.
To counter potential threats in
the airport vicinity the crew ini-
tiated a random steep ap-
proach with a fap 35 landing
confguration, in accordance
with the operators procedures,
says the US National Transporta-
tion Safety Board.
The pilots reduced engine
power to idle and this was not
increased prior to touchdown,
the inquiry adds, the torque re-
maining at or near zero for the
fnal 5min of the approach.
Flight-data recorder information
shows the aircraft descended at
2,000ft/min (10m/s) before reduc-
ing to 1,500ft/min just before land-
ing. It touched down hard at 2.7g
with a nose-up pitch of 8, exceed-
ing the threshold for a tailstrike.
It sustained buckling and
cracking of frames and stringers
as its aft fuselage hit the runway.
While the turboprop (N800AW)
was damaged, the six occupants
three crew and three passengers
were not injured.
Investigators state that the crew
had disengaged the ground-prox-
imity warning system to avoid
nuisance alerts during the steep
approach, but point out that they
would otherwise have been ex-
pected and unlikely to have
prompted corrective action.
FIN_230413_012-013 12 18/4/13 16:54:55
AIR TRANSPORT
23-29 April 2013
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Flight International
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13 fightglobal.com
AW169 emerges
for army AAS battle
DEFENCE P13
P
ratt & Whitney is considering a
design change as the frst
PW1100G engine for the Airbus
A320neo family completes ground
testing. The reduction gear-
equipped PW1100G is designed
with a variable area fan nozzle but
P&W is studying whether to re-
move it, Bob Saia, P&W vice-presi-
dent of the next-generation product
family, said at a press event in West
Palm Beach on 11 April.
Removing the component
makes the engine lighter and less
complex, says Saia. P&W believed
the nozzle would be an essential
feature for a low-speed inlet fan,
which is enabled by the unique re-
duction gear system installed in the
PW1000 engine series. But in 2012,
P&W discovered a similar nozzle
designed for the PW1500G, which
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R
omanian fag carrier Tarom is
reviewing its operations in
order to explore possible changes
that will reduce the airlines fuel
burn. While it has yet to give de-
tails, the airline plans to implement
a new fuel-saving programme in
June following a detailed analysis
of uplift and consumption.
Fuel accounts for the highest
cost for Tarom, says chief execu-
tive Christian Heinzmann, who
took charge at the airline at the
end of last year. Based on the
analysis and the fndings which
emerge, we believe that signif-
cant savings may be achievable,
after the recommendations are
implemented and followed.
Taroms assessment will exam-
ine the airlines routes, ground
time at airports and operational
areas in which fuel is burned
while the aircraft is not fying.
The carrier says the review forms
part of a 2013-2014 strategy.
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The Romanian carrier will examine its route network
Soaring fuel bill prompts Taroms effciency drive
OPERATIONS DAVID KAMINSKI-MORROW LONDON
STRATEgy EDWARD RUSSELL WEST PALM BEACH
Pratt maintains focus on next-generation narrowbodies
Engine manufacturer Pratt &
Whitney could not make a good
business case to develop a power-
plant to equip Boeings future 777X
programme.
We looked at it and we just didnt
see how we could make a good busi-
ness case out of that opportunity at
the time, Todd Kallman, Pratt &
Whitney president of commercial
engines, said at a press event in
West Palm Beach on 11 April.
Boeing selected the General
Electric GE9X for its 777X develop-
ment studies in March, after also
considering the Rolls-Royce RB3025
turbofan. P&W opted not to bid for
the requirement.
Boeings decision means that
Pratt & Whitney powerplants will not
be present on the next generation of
widebodies from either Airbus or
Boeing. Our focus here has been
the narrowbody [segment], says
Kallman. Bring this technology, this
new engine architecture to market
[and] make sure we do it right. We
continue to look down the road for
when it might make sense to look at
a widebody application as well,
says Kallman.
Not that we dont think we can
do it, weve just said from the very
beginning we want to execute
whats on our plate correctly and
successfully, he adds.
PROPULSION STEPHEN TRIMBLE WEST PALM BEACH
P&W mulls simpler A320neo engine
Manufacturer considers design changes to reduce weight and complexity on powerplant destined for Airbus twinjet
powers the Bombardier CSeries,
was not needed.
As the PW1100G prepares to
enter fight tests in the next four to
fve weeks, Saia says, P&W engi-
neers are applying the same scruti-
ny to its variable nozzle system.
The component extends the area
of the exit nozzle for the fan by up
to 10% in high-speed cruise
mode. That change is intended to
smooth any airfow disturbances
caused by the low pressure of the
engines slower-moving inlet fan.
So far, P&W has only tested a
fxed exit nozzle on the frst two
PW1100G engines during ground
tests. The nozzle is extended and
retracted manually to simulate
take-off or cruise conditions. The
frst automatically-moving varia-
ble area fan nozzle will not arrive
until the delivery of the sixth or
seventh PW1100G test engine,
Saia says. P&W has accumulated
120h of ground testing on the frst
engine and about 20h of testing
on the second PW1100G. Flight
tests will begin next month
aboard the manufacturers Boeing
747SP fying testbed.
The engine is scheduled to be
certifcated a year later, before en-
tering a fight test campaign to
achieve airworthiness certifca-
tion for the A320neo in 2015.
Meanwhile, P&W is aiming to
gain certifcation for the
PW1700G and PW1900G engines
for Embraers next generation E-
Jets in late 2016. This is in line
with the airframers plan for the
aircraft family to enter service in
2018, says Saia.
Additional reporting by
Edward Russell
Track the progress of develop-
ment programmes at
fightglobal.com/aircraft
FIN_230413_012-013 13 18/4/13 16:55:00
DEFENCE
fightglobal.com 14
|
Flight International
|
23-29 April 2013
For free access to Flightglobals Defence
e-newsletter visit fightglobal.com/
defencenewsletter
A
gustaWestland has revealed a
proposed military develop-
ment of its 4.5t-class AW169 twin-
engined utility helicopter to meet
the US Armys prospective Armed
Aerial Scout (AAS) requirement.
Unveiled as a full-scale mock-up
at the Army Aviation Association
of America exposition in Fort
Worth, Texas, the variant is
uniquely adaptable to support all
AAS mission requirements cost ef-
fectively, AgustaWestland says.
With a glass cockpit featuring
three large-panel multifunction
displays and a full mission and
weapon system architecture, the
AW169 AAS will be able to hover
at 6,000ft (1,830m) above ground
level in 35C (95F) ambient tem-
perature, says Paul Elliott, vice-
president, army business devel-
opment for AgustaWestland
North America. The type would
carry an electro-optical/infrared
and targeting sensor beneath its
nose, and also could have a vari-
ety of weapons, including rockets
and a pod-housed cannon.
Elliott says the AW169s fuse-
lage dimensions will allow it to
transport up to 10 passengers, in
addition to two pilots. Alterna-
tively, persistence could be ex-
tended by adding internal auxil-
iary fuel tanks, while a
network-centric communication
suite could support teaming with
unmanned systems, he adds.
AgustaWestland says the
AW169 should achieve basic cer-
tifcation in 2014, with one of its
four prototypes based in the USA
to fulfl Federal Aviation Admin-
istration requirements.
In parallel, we will continue to
mature the military confguration
to satisfy the foreseen requirements
of the US Army, such as infrared
suppressors for the engines, in
order to be ready for the AAS pro-
gramme launch, Elliott says.
AW169 emerges for armed aerial scout battle
T
he US Army and Boeing have
agreed on a price for a second
multi-year production deal for
the CH-47 Chinook transport hel-
icopter, with a contract expected
to be awarded in May.
The good news is Im working
with Boeing. We achieved our ne-
gotiating settlement in Decem-
ber, says Col Bob Marion, the ar-
mys project manager for cargo
helicopters. The parties came to
debut DOMINIC PERRY LONDON
Flight testing gathers pace on RAFs HC6-standard transport
The UK Royal Air Forces frst of 14
HC6-standard CH-47 Chinook trans-
port helicopters has entered fight
testing, having made a 15 March
debut from Boeings Ridley Township
facility near Philadelphia.
Noting that the frst fight con-
frmed initial airworthiness for the
UK-specifc variant, Boeing says the
type will undergo comprehensive
testing in Mesa, Arizona before being
delivered for trials later in 2013. The
frst fight event was ahead of sched-
ule, less than 20 months after the
UK signed a 1 billion ($1.52 billion)
contract for the new-generation
Chinooks. Equipped with a forward-
looking infrared camera, the HC6
shares the same cockpit equipment
as in-service RAF aircraft being up-
graded via Project Julius. Deliveries
under the HC6 acquisition are ex-
pected to conclude in late 2015.
A
g
u
s
t
a
W
e
s
t
la
n
d
The new variant could carry rockets and a pod-housed cannon
an agreement that reduced costs
by $810 million; equivalent to
savings of about 19.2%. Were
on schedule to award that con-
tract next month, he says.
Marion says fgures in Presi-
dent Barack Obamas proposed
budget match those expected for
the programme, and that any im-
pact potentially to be felt as a
result of sequestration cuts could
be smoothed by moving around
airframes contained within for-
eign orders.
The second multi-year contract
consists of 155 aircraft, plus op-
tions for 60 more, with the latter
including a combined 16 ear-
marked for Turkey and the United
Arab Emirates. Helicopters from
the expected deal will start roll-
ing off Boeings production line
in Philadelphia, in April 2015,
says Lt Col Michael Hauenstein,
product manager for the CH-47F.
In the meantime, the company
has a bridging contract for 15
aircraft, consisting of one for the
US Army and the remainder
from Foreign Military Sales
purchases.
Separately, the army and Boe-
ing are also considering modifca-
tions to the Chinook platform for
beyond the Block II acquisition.
Product manager for CH-47 mod-
ernisation Lt Col Joseph Hoecherl
says the service would like to
begin felding advanced rotor
blades and some other enhance-
ments in 2016, with a fully mod-
ernised variant to enter service
during the 2020s.
The Chinooks electrical
system is one area the army is
looking to improve, based on
modifcations being introduced
via Canadas acquisition of 15
CH-47Fs. Now in fight testing,
Ottawas version has signifcantly
boosted electrical capacity fol-
lowing the installation of three
60kV generators.
B
o
e
in
g
The UK signed a 1 billion contract for 14 new-generation aircraft
For more news and information
on the rotorcraft industry, go to
fightglobal.com/helicopters
ROtORCRAFt LUCA PERUZZI GENOA
AW169 emerges for army AAS battle
Airframer unveils full-scale mock-up of 4.5t-class type aimed at prospective for Armed Aerial Scout requirement
Boeing agrees to cut price for Chinook contract
PROduCtION DAVE MAJUMDAR WASHINGTON DC
FIN_230413_014-015 14 18/4/13 17:00:51
DEFENCE
23-29 April 2013
|
Flight International
|
15 fightglobal.com
USAF to run down
C-17 engines pact
DEFENCE P16
A
plan to demonstrate the Visio-
nix/Gentex Scorpion helmet-
mounted cueing system on the US
Air Forces Lockheed Martin F-22
Raptor is among the confrmed
casualties of the automatic pack-
age of sequestration budget cuts
imposed by the US Congress.
USAF testers had been hoping
to demonstrate the full-colour
paddle display on the stealthy
ffth-generation fghter later this
year. Such a capability will be
required if pilots are to take full
advantage of the Raytheon AIM-
9X Sidewinder high off-boresight
air-to-air missile that is scheduled
to be fully integrated on to the
Raptor by 2017.
Confrming the cancellation of
its planned technology demon-
stration activity, the USAF notes:
This system had not been pro-
grammed for integration into the
aircraft and there are no immedi-
ate plans to integrate the Scorpion
system into the F-22.
The USAFs Nellis AFB-based
53rd Test and Evaluation Squadron
had earlier this year revealed plans
to fight-test the system from the
Nevada site during the summer.
P
oland has confrmed its inten-
tion to formally rejoin NATOs
Alliance Ground Surveillance
(AGS) programme as a core nation,
with the alliances managing or-
ganisation now preparing the rele-
vant documents for its reinclusion.
Warsaw was involved in the
AGS project but in early 2009 de-
cided to leave the collaborative
effort, citing fnancial problems.
Joining AGS will be very sig-
nifcant for increasing Polands
meaning and strengthening its po-
sition in NATO structures, says
Polands defence ministry. It ex-
pects to re-enter the programme in
early 2014, contributing 4.5% of
total AGS funds, roughly 71 mil-
lion ($93 million), until 2017.
Polish companies are expected
to participate in the programme,
providing radar equipment, com-
ponent manufacturing and main-
tenance activities.
The roughly 1.3 billion ($1.7
billion) AGS programme will
deliver an operational feet of fve
radar-equipped Northrop Grum-
man Global Hawk unmanned air
vehicles, plus supporting infra-
structure, for operation from NAS
Sigonella in Sicily.
Separately, Polands armament
inspectorate has selected PZL
Swidnik to modernise two W-3
Sokol medical evacuation heli-
copters for the nations army.
To be performed by 30 Novem-
ber 2013 for about zlotych 3.9 mil-
lion ($1.2 million), the W-3AE en-
hancement work will include
installing external lights compati-
ble with night vision goggle use.
N
o
r
t
h
r
o
p

G
r
u
m
m
a
n
The AGS effort will deliver five radar-equipped Global Hawk UAVs
Warsaw to rejoin NATO surveillance programme
UNMANNED SYSTEMS BARTOSZ GLOWACKI WARSAW
BUDGETS DAVE MAJUMDAR WASHINGTON DC
F-22 helmet sight
plan is shot down
Technology demonstration of Scorpion cueing system with
Raptor falls victim of sequestration-linked spending cuts
F
rances DGA defence procure-
ment agency has received its
frst Eurocopter Tiger in the en-
hanced HAD confguration for
operation by the countrys army
aviation units. The delivery on 19
April follows acceptance of the
type by the DGA earlier in April
and certifcation in January 2013.
Enhancements over the previ-
ous HAP air-support variant in-
clude uprated MTR390 engines,
the addition of Lockheed Martin
AGM-114 Hellfre air-to-surface
missiles and increased ballistic
protection. France has 40 Tiger
HADs on order, with a further 24
examples to be built for Spain, in-
cluding the retroftting of six pre-
viously delivered aircraft.
Lutz Bertling, outgoing Euro-
copter chief executive, says the
airframer is in discussions for at
least one further Tiger order.
Meanwhile, France continues
to consider the status of an order
for 34 NH Industries NH90 tacti-
cal transport helicopters. The
requirement is clearly there, but
the French government is in the
process of deciding which re-
quirements will be prioritised
depending on the available budg-
et, Bertling said at a media event
in Marignane on 17 April.
Nonetheless, Bertling says he
remains confdent the order will
come through, albeit in a mod-
estly reduced form: I dont ex-
pect much deviation from 34.
He refused to be drawn on the
authenticity of a note, leaked to
French media, purported to be
from Eurocopter to the French
government warning of conse-
quences for the NH90 programme
should the commitment not be
forthcoming. However, Bertling
points out the logic of the claims:
Any business, for whatever prod-
uct, needs to make sense for a pro-
duction line. Below a certain
quantity it does not make such
sense. Without this [French] con-
tract we are facing a risk. We
would anticipate export orders to
have largely fnished [by that
point]. We would be facing a criti-
cal situation on that programme.
Eurocopter continues to eye
further export opportunities for
its military helicopters, with
Bertling again highlighting the
potential of the US Armys as-yet-
unlaunched Armed Aerial Scout
programme. This comes despite
the US Department of Defenses
budget request for 2014, which
saw the total number of UH-72
Lakotas trimmed by 30 units.
U
S

A
ir

F
o
r
c
e
The US Air Force had planned to flight-test the system in 2013
DElivErY DOMINIC PERRY MARIGNANE
France takes Tiger HAD,
but may trim NH90 deal
FIN_230413_014-015 15 18/4/13 17:00:55
DEFENCE
fightglobal.com 16
|
Flight International
|
23-29 April 2013
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e-newsletter visit fightglobal.com/
defencenewsletter
B
AE Systems has conducted
the frst windtunnel tests to
assess the suitability of integrat-
ing Boeings AGM-84 Harpoon
anti-ship missile with the Eu-
rofghter Typhoon.
Work included checking the
aerodynamic characteristics of
carrying three weapons: one on
the aircrafts centre-fuselage
stores station, which is ordinarily
reserved for an external fuel tank;
and two more beneath its wing.
This testing will help to de-
risk the clearance process for
such weapons to be integrated on
to the Typhoon, says BAE.
The introduction of a maritime
strike capability could be of inter-
est to potential customers, such
as Malaysia and nations in the
Middle East. The Eurofghter con-
sortium has also previously re-
leased artwork depicting the Ty-
phoon carrying Saab RBS 15
anti-ship missiles.
B
A
E

S
y
s
t
e
m
s
The AGM-84 is being assessed for integration on to the Typhoon
Eurofghter tries out Harpoon missiles for size
TESTING CRAIG HOYLE LONDON
PROPULSION
P&W proposes early multi-year sustainment deal for F-35
Engine manufacturer Pratt &
Whitney has proposed an early shift
to a multi-year sustainment contract
for the Lockheed Martin F-35s F135
powerplant, in a bid to reduce pro-
jected maintenance costs by a dou-
ble-digit percentage.
The F135 is not scheduled until
2019 to enter a performance-based
logistics (PBL) contract, which would
tie payments and fees to metrics
such as reductions in time between
overhaul. However, P&W has pro-
posed to the F-35 Joint Program
Offce (JPO) accelerating this to
begin in 2015, says military engines
division president Bennett Croswell.
The PBL deal would establish a
fxed price for annual sustainment
services to cap the governments
risk, with this to be set at a level that
is a double-digit percentage reduc-
tion compared with the baseline es-
timate outlined in selected
acquisition reports, he says.
If we came in below the [PBL]
baseline wed be willing to share the
beneft with the government,
Croswell says. I think [F-35 pro-
gramme executive offcer Lt] Gen
[Christopher] Bogdan is open to any-
thing that will reduce the cost for the
programme, he adds.
Meanwhile, a P&W analysis has
narrowed the likely cause of a crack
found in a third-stage turbine blade
on an F135 in February to a fault in
the casting process.
The company will submit a report
to the JPO at the end of June, de-
tailing whether it would be more
affordable to change its casting
process, or discard any blades that
share similar features with the ex-
ample that cracked.
MAINTENANCE STEPHEN TRIMBLE WEST PALM BEACH
USAF to run down C-17 engines pact
Bidders sought for F117 sustainment services deal, as customer looks to break 18-year monopoly on global activity
P
ratt & Whitney says it accepts
a US Air Force decision to
break up the companys 18-year
grip on engine sustainment serv-
ices for the global feet of Boeing
C-17 strategic transports.
P&W has managed all sustain-
ment services for the F117 deriva-
tive of its PW2000 turbofan since
1995 under a performance-based
logistics (PBL) deal. This ties fees
and payments to performance cri-
teria, such as time-on-wing. But
the USAF has issued a request for
proposals seeking competitive
bids to move to a conventional
maintenance services model.
With the company having to
compete for the new F117 supply
chain management contract
against several new bidders, Ben-
nett Croswell, president of P&Ws
military engines division, notes
that its recorded PBL contract
performance has included a sev-
en-fold increase in time-on-wing
since 1995, and also a 60% reduc-
tion in engine removals conduct-
ed since 2008.
Theres been encouragement
from Congress to have a competi-
tion, Croswell says. Its really
hard from [the USAF] to have a
PBL and compete it, because no
one else has the full intellectual
property that we do to be really
effective in a PBL. So I can under-
stand that theyre doing what
theyre doing.
Speaking at the companys West
Palm Beach site in Florida,
Croswell says: Now well see
how a transactional approach to
maintaining this engine [works]:
will that cost more or less?
The competition has required
P&W and the USAF to reach an
agreement on access to some of
the companys intellectual prop-
erty (IP) on the F117 installed
base. This will see bidders receive
the same data that it supplies to
commercial airlines that operate
the PW2000. There was an IP
discussion and issue for a while,
but I think weve gotten around
that, Croswell says.
Flightglobals Ascend Online
Fleets database records the global
C-17 feet as totalling 251 aircraft,
fown by Australia, Canada,
India, Qatar, the United Arab
Emirates, the UK and the USA,
plus the multinational Strategic
Airlift Consortium.
For commentary on the latest
global defence news, go to
fightglobal.com/dewline
U
S
A
F
Pratt & Whitney will provide bidders with data on the F117
FIN_230413_016 16 18/4/13 11:19:46
BUSINESS AVIATION
23-29 April 2013
|
Flight International
|
17 fightglobal.com
Talks stall over
China assembly of
Sovereign, Latitude
SHOW REPORT P18
JAPANESE KING AIR
Beechcraft has sold a King Air
B200 to Japanese aviation serv-
ices company Nakanihon Air
Service. The twin-engined turbo-
prop will be used in multiple
roles such as passenger trans-
portation and emergency medi-
cal services when it enters
service in the second quarter of
2014. Nakanihon has a feet 60
helicopters and 20 fxed-wing
aircraft including two B200s.
HANGAR 8 ADDS XRS
UK business aircraft charter
and management company
Hangar 8 has added two
Bombardier Global Express XRS
business jets to its feet. One of
the long-range types registra-
tion VP-CEB will be based at
Hangar 8s London Oxford air-
port base. London Luton airport
will be home to the second air-
craft registration G-SENT.
PRIESTER SWELLS FLEET
US business aviation services
company Priester Aviation has
added a Cessna Citation
Sovereign and a Hawker 4000
to its charter feet. The midsize
jets will be based in Oklahoma
City and Chicago respectively.
HELICOPTER FIRST
ExecuJet Europe is adding heli-
copters to its managed feet for
the frst time. A privately owned
Eurocopter EC155 medium twin
arrived at Cambridge airport
this month and is being used
for VIP transfers to central
London and surrounding air-
ports. ExecuJet says it hopes to
expand its Cambridge-based
feet and is holding talks with
other helicopter owners.
FAI REVENUES SOAR
German air ambulance operator
FAI rent-a-jet has seen its rev-
enues climb by 40% in the frst
quarter compared with the same
period last year. The Nuremberg-
headquartered Bombardier
Learjet and Challenger operator
says it is expecting its 2013 rev-
enues to rise by 30% to 30
million ($39 million).
IN BrIEf
C
essna has rolled out the frst
production unit of the new
Citation X at its Wichita, Kansas
manufacturing facility. The mid-
size, high-speed jet was launched
in 2010 as a major upgrade of the
22-year old fagship Citation.
The new Citation X features
upgraded Rolls-Royce AE3007C2
turbofan engines, elliptical win-
glets and the Garmin G5000 inte-
grated avionics suite replacing
the Honeywell Primus 2000/Elite
units on existing Citation Xs. The
$23 million jet has had a 38cm
(15in) fuselage extension aft of
the cabin door. Seating up to 12,
the aircraft is projected to have a
maximum altitude of 51,000ft
(15,600m), an increase in maxi-
mum payload of 97kg (214lb) to
1,140kg, a 20kt (37km/h) boost in
maximum cruise speed at
40,000ft to 527kt, a 190nm
(352km) increase in range to
3,240nm, and a top speed of
Mach 0.935 making it the fastest
civilian aircraft in the world, says
Cessna.
More than 675 fight hours
have been logged on two test air-
craft. Certifcation is set for this
year, with deliveries to begin
shortly after.
A
s part of its 50th anniversary
celebrations, Dassault has
taken the wraps off its fully re-
stored frst production Mystre
20 business jet precursor of the
Falcon business jet line.
The revamped Mystre 20,
MSN1 unveiled earlier this
month at an airshow held at the
Air and Space Museum in Le
Bourget, Paris will make its next
appearance at the Paris air show,
to be held at the same site from 17
to 23 June, before returning to its
permanent home at the museum.
MSN1 underwent a three-year
renovation programme led by a
team of enthusiasts, IT Mercure,
which also refurbished the last
active Mercure airliner. The
project, conceived in 2010, con-
sisted primarily of repairing or
replacing metal parts the wing,
airbrakes, engine pylons, cowl-
ings and aircraft interior that
had begun to rust away.
The Mystre 20s frst fight
was on 4 May 1963. It was certif-
cated on 9 June 1965. The aircraft
renamed the Fan Jet Falcon 20
at the request of frst customer,
Pan American helped usher in
a new generation of executive jets
designed for business aviation
use. More than 2,250 Falcons
have been delivered worldwide,
and about 300 Falcon 20s are still
in active service, says Dassault.
I
nvestigators are examining a
brake control unit from an Em-
braer Phenom 100 after the air-
crafts anti-skid system failed
while landing.
The Phenom 100, identifed as
N196EC, which is owned by Del-
aware-based Progressive Avia-
tion, landed without damage on 5
April at Key Field Airport in Me-
ridian, Mississippi, despite the
brake system failure.
The twin-engined jet began
sliding in a manner similar to hy-
droplaning after the pilot applied
the brakes, according to a report
by the US National Transporta-
tion Safety Board. The aircraft
continued to slide 853m (2,800ft)
down the runway before stop-
ping, the NTSB report says.
Embraer was unable to provide
further details about the incident.
Our team as well as Brazilian
authorities and suppliers are pro-
viding them with all needed sup-
port, Embraer says.
C
e
s
s
n
a
Cessna says the Citation X is the worlds fastest civilian aircraft
D
a
s
s
a
u
lt
The restored aircraft will appear at the Paris air show in June
MANUFACTURING KATE SARSFIELD LONDON
Cessna hails upgrades for
frst production Citation X
Midsize business jet features new fans, elliptical winglets and Garmin G5000 avionics
INVESTIGATION
Phenom 100s
brake unit faces
US safety probe
RENOVATION KATE SARSFIELD LONDON
Mystre makes it for milestone
FIN_230413_017 17 18/4/13 12:28:45
SHOW
REPORT
fightglobal.com 18
|
Flight International
|
23-29 April 2013
For a round-up of our latest online news,
feature and multi-media content visit
fightglobal.com/wotw
ABACE 2013
The Asian in the Asian Business Aviation Conference
and Exhibition (ABACE) is arguably a misnomer, given the
continued lack of representation from southeast Asia,
Australia and India. Yet this years edition, held at the
Shanghai Hawker Pacifc Business Aviation Service
Centre at Hongqiao airport, was bigger than in 2012
because of surging demand from China. Exhibitor
numbers and aircraft on display both rose, and the frst
day of the show saw some 6,284 visitor registrations.
The Shanghai Airport Authority, which hosts the show,
plans to build a dedicated exhibition hall at Hongqiao. So
whether it is pan-Asian or not, ABACE is likely to remain
the regions leading business aviation event. Report by
Siva Govindasamy
S
iv
a
G
o
v
in
d
a
s
a
m
y
/
F
lig
h
t
g
lo
b
a
l
A
lthough plans to assemble its
Sovereign and Latitude busi-
ness jets in China have stalled,
Cessna is close to commencing
local production of its Citation
XLS+ and Caravan aircraft.
In March 2012, the airframer
signed a framework agreement
with Chinese state-owned AVIC
and the Chengdu city govern-
ment, which was meant to usher
in local assembly of its Sovereign
and Latitude jets. But William
Schultz, Cessnas senior vice-
president for business develop-
ment in China, says the agree-
ment has since expired.
Discussions are ongoing but
there is no timeframe on when,
or if, a deal will be reached. The
initial agreements were to bring
together the potential partners.
But the joint venture and the
joint-venture partners must have
aligned interests. I think these
things take time, Schultz says.
Cessna sources say the
Chengdu government is the main
obstacle in negotiations, but the
relationship between the compa-
ny and AVIC is very good. That
strong relationship is why Cessna
and AVIC subsidiary CAIGA cre-
ated joint ventures to assemble
the Citation XLS+ and Caravan in
2012, without regional govern-
ment involvement. The partners
are awaiting Chinese government
fnal approval for both facilities,
which are expected to begin op-
erations in 2013, says Schultz.
The Caravan assembly line will
be in Shijiazhuang, capital of the
northern province of Hebei, and
work is expected to begin on the
frst aircraft in July. The Citation
XLS+ plant will be in Zhuhai in
southern Guangdong province,
with activities expected to begin
in the frst quarter of 2014.
We are making swift progress
toward establishing the joint-
venture operations. The con-
struction of facilities is complete
and we expect tooling and equip-
ment to be in place in Shi-
jiazhuang by June and in Zhuhai
before the end of the year, says
Schultz, who was unable to pro-
vide details on the initial and
fnal production rates in China
for both types.
The frst Caravan and Citation
XLS+, however, will be assem-
bled in the USA and fown to
China, where only the fnal prep-
arations before delivery will be
carried out, says Schultz.
S
hanghais airport operator
plans to increase the availa-
bility of business aviation facili-
ties at the citys main Pudong In-
ternational airport.
The Shanghai Airport Author-
ity (SAA) plans to build a fxed-
based operation (FBO), a dedicat-
ed maintenance hangar and
business jet parking bays at
Pudong, once its fourth and ffth
runways are completed in 2015,
says Jing Yiming, the authoritys
vice-president.
This will be the citys second
FBO and maintenance hangar
after the Shanghai Hawker Pacifc
Business Aviation Service Centre
at Hongqiao Airport.
The SAA is also working with
central government, which con-
trols air traffc, on increasing the
separation times between sched-
uled fights, to boost the number
of slots available for business jets,
says Jing.
The Shanghai municipal gov-
ernment wants to ensure that the
city remains a key fnancial cen-
tre, and it believes that the devel-
opment of the business aviation
market will help it to reach that
goal, he says.
It will work to develop the fa-
cilities in both Pudong and Hong-
qiao airports.
AIRPORTS
Pudong gears
up for business
aviation growth
PRODUCTION
Talks stall over assembly of
Sovereign, Latitude in China
Cessna fails to reach agreement with local government but closes deal for other types
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Citation XLS+ aircraft will be assembled first in the USA
FIN_230413_018 18 18/4/13 11:32:12
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seourity features, outstanding oomfort and manufaoturing expertise to
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Pagina India 1 02/04/13 15:37
FIN_230413_019 19 18/4/13 08:55:59
SHOW
REPORT
fightglobal.com 20
|
Flight International
|
23-29 April 2013
For a round-up of our latest online news,
feature and multi-media content visit
fightglobal.com/wotw
E
mbraer has begun assembly
of the frst Legacy 650 to be
completed at its Chinese facility
in Harbin and is on track to de-
liver the aircraft in the fourth
quarter of 2013.
Only one example of the type
will be manufactured at the plant
this year, with three following in
2014, says the Brazilian airframer.
These will be for Chinese lessor
ICBC Leasing, which has ordered
fve Legacy 650s and has options
for another fve.
The company says that it is
still working to seal more orders
for the large-cabin, long-range jet
to take advantage of the Harbin
facilitys eventual annual capaci-
ty of up to 20 Legacy 650s.
Embraer says there are no
plans to assemble other business
jets in the country. However, it
continues to chalk up orders from
Chinese customers and has just
picked up another commitment
for the Lineage 1000 the Em-
braer 190-based aircraft that is the
largest in its family of business
jets. This gives it a total orderbook
of 29 business jets in China.
It also believes there is plenty of
potential in China for the in-devel-
opment Legacy 500 midsize busi-
ness jet, which is scheduled to
enter service in the frst half of
2014. This will come as customers
become educated about what
they want and can get from their
business jets, says Embraer China
president Guan Dongyuan.
There is defnitely a market for
smaller jets in China. Big aircraft
are useful for international servic-
es and for companies, but more
owners want the smaller aircraft
for their own use or to travel with-
in China. We are now seeing a
trend towards smaller aircraft in
the domestic market, says Guan.
Many customers do not need
the long-range aircraft, but they
get them because their friends or
competitors have them. We are
working hard to promote the con-
cept of a right-sized aircraft to
meet their requirements.
D
emand from Asia continues
to keep the completions divi-
sion busy at Lufthansa Technik
(LHT), with its orderbook for the
region stretching until 2014.
LHT delivered a total of eight
Airbus Corporate Jets and Boeing
Business Jets to Asian customers
between January 2012 and Febru-
ary 2013. A further BBJ will be
handed over to Chinas Nanshan
Group in the second quarter of
2013, with three additional nar-
rowbody completions two BBJs
and one ACJ318 on order from
Asian customers, it says.
The Asian especially the
Chinese VIP aircraft market is
signifcantly increasing every
year, says Walter Heerdt, LHT
senior vice-president marketing
and sales. Our current comple-
tion projects give us a very good
capacity utilisation until the end
of 2014 and we have some prom-
ising talks with potential custom-
ers beyond this date.
But despite growing demand,
LHT is cool towards locating a
completions centre in Asia. Our
customers want quality and the
location, whether it is in Germa-
ny or in China, is not an issue for
them, adds Heerdt.
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ICBC Leasing has ordered five aircraft with another five options
N
extant Aerospace has
launched an air ambulance
conversion module at ABACE for
its 400XT that enables the reman-
ufactured light jet to be reconfg-
ured in less than 30min.
Nextant says the platform pro-
vided by Spectrum Aeromed al-
lows its aircraft to be switched
from VIP confguration into a
fully advanced cardiovascular
life support-capable critical care
room with self-contained ambu-
lance bed. The system costs less
than $100,000 and the installa-
tion work is performed at Nex-
tants facilities in Cleveland.
One of the most common re-
quests were getting from feet op-
erators is for platforms that can be
used to provide air ambulance
services, says Jay Heublein, ex-
ecutive vice-president global
sales and marketing.
We have seen strong demand
from Asia, so ABACE is the per-
fect environment to announce
this new programme.
The 400XT is remanufactured
from the Beechjet 400A/Hawker
400XP and features a new Rock-
well Collins Pro Line 21 fight-
deck and new Williams Interna-
tional FJ44-3AP engines.
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The 400XT can be reconfigured from VIP layout in 30min or less
Assembly
Harbin gets to work on frst
legacy 650 for Q4 delivery
Only one jet will be manufactured this year, with three to follow in 2014, says Embraer
Nextant launches speedy ambulance conversion
CONFIGURATION
For more about Chinas busi-
ness aviation market, go to
fightglobal.com/bizavchina
COmPleTIONs
Asian demand
keeps Germany
busy, says LHT
FIN_230413_020 20 18/4/13 11:33:52
23-29 April 2013
|
Flight International
|
21 fightglobal.com
Playing at
home again
Business P22
Spaceflight
I
n a world where bigger is usu-
ally seen as better, the satellite
industry is one sector bucking the
trend. For all but geosynchronous
satellites, where launch costs re-
main prohibitively expensive, the
industrys preference has defni-
tively shifted towards the smaller
end of the market.
Even the US military, a risk-
averse buyer of billion-dollar-plus
satellites, no longer seems inter-
ested in large new payloads.
One reason is because they
present large, tempting targets re-
sulting in a need to spread the
risk, so if one satellite is knocked
out, not all critical capabilities
die with it.
Another, of course, is cost.
Budget pressures are here, and
trust me when I say they will get
worse, Gen William Shelton,
commander of US Air Force
Space Command, told an audi-
ence at the National Space Sym-
posium in Colorado Springs in
early April. Our challenge, I be-
lieve, is to get to the capability, to
get to affordability, [and] to get
resilience simultaneously.
The way to do that, he sug-
gests, is not to continue with the
status quo of buying large, expen-
sive satellites, but to spread its
capabilities over a wider base.
Im not talking about lowering
the capability, but if we get after
concepts like disaggregation and
hosted payloads we can lower the
complexity, he says.
He singles out the Advanced
Extremely High Frequency satel-
lite programme a series of com-
plex and expensive satellites
deemed crucial to US national se-
curity as ripe for modifcation.
Strategic and tactical payloads
could be spread across different
satellites, he suggests, increasing
affordability and the integrity of
the system.
Hosted payloads where mili-
tary capabilities are added to a
commercial satellite could also
play a future role. At its best, the
concept entails symbiotic sharing
of resources and lower costs for
both parties. However, many prob-
lems remain to make hosted pay-
loads a risky bet, such as the differ-
ence in tolerance to risk, schedule
and cost-slippage between govern-
ment and industry, the lack of
standardised interfaces, and unre-
solved questions about what hap-
pens in the event of failure.
Launches, often the most expen-
sive part of building and orbiting a
satellite, are falling in cost as new
entrants come online. For commer-
cial operators, expensive launches
to geosynchronous orbit still mean
cramming as much capability into
one box as possible more com-
pact electronics largely mean an
increase in capability, not a reduc-
tion in size. But even this is helpful
to smallsat manufacturers thanks
to rideshare possibilities. If a single
large payload does not completely
utilise the rockets lifting capacity,
several small satellites can hitch a
ride on the way up.
N
ASA has requested a budget
allocation of $17.7 billion for
its 2014 fscal year, arguing that
the sum would enable it to fully
fund a number of key pro-
grammes, notably encouraging
commercially provided crew
shuttles to the International
Space Station (ISS).
The requested budget is slight-
ly down from the allocation for
fscal year 2013 of $17.8 billion.
NASA wants to spend $821 mil-
lion on the commercial crew pro-
gramme, with three companies
Boeing, Sierra Nevada and
SpaceX competing for the con-
tract. However, critics say devel-
opment of a single vehicle would
suffce, and the uncertain future
of the ISS scheduled to be deac-
tivated in 2020, although a life
extension is considered likely
means the capability will be un-
needed. But NASA says competi-
tion is vital to maximise the
programmes cost-effectiveness.
We are trying to develop the
capability by 2017, and in NASA
there is something called the de-
velopment curve, says Elizabeth
Robinson, the agencys chief f-
nancial offcer. You need to grab
hold of the resources and move
forward so you can develop it in
the most cost-effcient manner.
She adds that although higher
funding levels will be required for
the next three fscal years, when
you see the capability emerging
[in fscal year 2017], youll see the
funding level go down.
Another controversial scheme
to gain full funding under NASAs
plan is the Space Launch System
(SLS) rocket. This would be uti-
lised in conjunction with a Lock-
heed Martin Orion capsule to send
astronauts on missions beyond
Earth orbit, including a recently
announced fight to an asteroid.
Critics have dubbed the pro-
gramme the Senate Launch Sys-
tem, alluding to powerful politi-
cal backers who pushed through a
law mandating the SLSs construc-
tion, despite ferce resistance.
NASA will also focus on the ex-
ploration of Mars. The budget for
its 2014 fscal year contains fund-
ing for a rover to follow 2012s suc-
cessful Curiosity mission. Landing
humans on the planet is not ex-
pected until the 2030s.
Read our special report on the
International Space Station at
fightglobal.com/iss
R
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Commercial crew flights to the International Space Station are a key aim for the agency
PAYLOADS ZACH ROSENBERG COLORADO SPRINGS
Small satellites winning larger share
Budget pressures and fears over targeted attacks prompt industry and military to shrink the size of their assets
NASA defes critics with latest budget request
funDing ZACH ROSENBERG COLORADO SPRINGS
FIN_230413_021 21 18/4/13 11:59:02
business
fightglobal.com 22
|
Flight International
|
23-29 April 2013
Good week
Bad week
Aircraft fnance is among the sectors covered
by our premium news and data service
Flightglobal Pro: fightglobal.com/pro
Good week
Bad week
emissions traders
The price of carbon fell
to new lows when the
European Parliament
voted narrowly to reject a
measure that would have
restricted the fow of car-
bon credits to the mar-
ket. The vote was carried
by those who feared in-
terfering with credit sup-
ply would hit confdence
in Europes Emissions
Trading System, but sup-
porters hoped back-
loading would hold
prices up enough for the
system to function prop-
erly and spur industry
to act on emissions.
emissions tradinG
The European Parliament
voted overwhelmingly to
exempt intercontinental
fights from Europes
Emissions Trading
System. The exemption,
for no more than a year,
is intended to support
ongoing efforts within a
reluctant ICAO to ham-
mer out a global deal to
curb aviation emissions.
The EU had been threat-
ened with legal action
from the USA and China
over its insistence that
all fights to, from or with-
in Europe be subject to
the scheme.
maintenanCe KRISTIN MAJCHER WASHINGTON dC
Playing at home again
Emerging market workshops are losing their price advantage as hourly labour rates rise
A
s politicians the world over
are keenly and often painful-
ly aware, large-scale outsourcing
of labour-intensive jobs to lower-
wage regions has been a powerful
theme of post-Cold War globalisa-
tion. For companies in the rich
world, much of the advantage of
outsourcing has been cost saving,
although gaining access to emerg-
ing markets and diversifying tal-
ent pools are also factors.
However, much evidence
points to rising wage rates in
emerging markets, and in avia-
tion that means maintenance, re-
pair and overhaul (MRO) work is
set to migrate back home, particu-
larly to North America.
Dave Marcontell, president of
aviation consultancy Team SAI,
describes MRO labour-rate
growth in emerging and develop-
ing regions as substantial. And,
he adds: Its accelerating, hap-
pening faster than expected.
As the chart (below) shows, by
2023 the gap will have all but
closed. The red line fgures are an
average of North American and
higher Western European wages,
so that while Europe-based carri-
ers will still fnd some advantage
in outsourcing maintenance in
2023, by that time North Ameri-
can carriers should no longer be
compelled to ferry aircraft, espe-
cially narrowbodies, abroad for
shop visits. What youre seeing is
that its not going to make sense,
says Marcontell.
He points to two main factors
Expertise and convenience justify even London labour rates
B
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A
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driving the trend. The frst is an
increase in air traffc in emerging
regions, which is using up local
workshop capacity. About 72% of
maintenance work occurs in the
region of an airlines home base,
he explains. So, as air traffc de-
mand increases in regions such as
Asia-Pacifc, maintenance shops
there are flling up with demand
from locally-based airlines.
enGines driVe it
Team SAIs research shows that
84% of all MRO work is out-
sourced. Almost all engine main-
tenance is outsourced, with as
much as 33% sent to different re-
gions. About 85% of component
maintenance is sent to third-party
MRO providers or OEMs, but only
12% goes to different regions. For
heavy maintenance work, 61% is
outsourced, with 17% carried out
outside the region that created the
demand for it.
Passenger numbers will in-
crease 5.3% per year between
2012 and 2016, IATA stated in a
forecast released in late 2012.
Aviation consultancy ICF SH&E
also sees a pattern of migration of
heavy maintenance work from
countries in Asia back to North
America. In a forecast presented
in April 2012, the company said
rising costs for ferry fights due to
high fuel prices contributed to the
trend when combined with a de-
cline in the average labour hours
per check. Meanwhile, excess fa-
cility space is putting downward
pressure on North American rates,
while skills shortages in Asia are
causing labour rates to rise there.
Labour rates are only one factor
infuencing the choice of where
to place work. As British Airways
Engineering has told Flight Inter-
national, paying even London la-
bour rates to maintain extensive
repair capacity at Heathrow air-
port for BA and third parties
makes sense because the cost of
overhauling, say, a fuel pump ac-
tuator is about 30% labour and
70% parts. Expertise and effcien-
cy pay increasingly so as re-
gional labour rates converge.
While it is too early to say for
certain how MRO labour rates
will behave during the next few
years, in the USA alone the civil
MRO industry employs about
306,585 people and some vacant
facilities are being claimed by
companies which are expanding
or setting up new shops, signal-
ling new competition.
ICF SH&E points to AARs late
2012 delivery of its frst aircraft
from its new 17,500m
2

(188,000ft
2
) facility in Duluth,
Minnesota being developed to
support narrowbody aircraft. In
2013, Miami-based Commercial
Jet is moving into Pemcos old fa-
cility at Dothan regional airport
in Alabama to create a 37,200m
2

facility for heavy maintenance
and cargo conversions.
*
Average SOURCE: Team SAI Consulting
$/hour
LABOUR-RATE CONVERGENCE
30
40
50
60
70
80
2023
*
2018
*
2013 2008
N. America, W. Europe
*
Emerging markets
Michael Gubisch writes news
stories for our MRO channel:
fightglobal.com/mro
FIN_230413_022-023 22 18/4/13 12:05:43
business
23-29 April 2013
|
Flight International
|
23 fightglobal.com
plotting a
new course
GA speciAl report p25
REMARKABLE YEAR FOR ARIANESPACE
SPACEFLIGHT European launch services provider Arianespace,
commercial and launch operations manager for the European Space
Agencys Ariane 5, Soyuz and Vega vehicles, made a 2012 net in-
come of 1.7 million ($2.2 million; up 6% on 2011) on sales of 1.3
billion (up 31%), which it describes as a remarkable year despite
contrasted market conditions. In 2012, Arianespace signed 13
launch contracts out of its count of a total of 18 open to competition
and managed 11 launches, a fgure it expects to match in 2013.
Shareholders include the French space agency CNES, Astrium and
space companies representing 10 European countries.
AIM AvIATION SETS SIGHTS ON MIddLE EAST
REPAIR Contracts with Etihad, Emirates and Qatar Airways have led
UK-based AIM Aviation to set up a Middle East sales offce and re-
pair station. Abu Dhabi company First Emirates Aviation Group will
hold spare parts and conduct repairs on behalf of Bournemouth
Airport-headquartered AIM.
WITH NEW FINANCE, ITS ALL GO FOR GOGO
IFEC In-fight connectivity and wireless IFE provider Gogo has se-
cured a signifcant funding boost from its lenders which it will use to
fnance its global expansion. The Illinois-headquartered company
has closed a $113 million increase to its existing $135 million credit
facility and will use the debt fnancing to fund its global expansion
and for general operating purposes. Gogo is contracted to outft
more than 400 aircraft for clients including American Airlines.
BUT ALL STOP FOR AIRFONE
CONNECTIvITY Gogo business jet market in-fight connectivity
equipment and services subsidiary Aircell has acquired JetBlue
Airways voice and internet connection subsidiary Airfone. Aircell in-
tends to offer subscribers special deals on its own Gogo-based serv-
ices, and will decommission Airfones service on 31 December.
BUYOUT GROWTH ELEMENTAL FOR MATERIALS TESTER
ACQUISITION Amsterdam-headquartered Element Material
Technology has acquired Sherry Laboratories of Daleville, Indiana.
Element claims that with this signifcant transaction adding nearly
300 specialised staff and 10 facilities to its existing network of 30
laboratories, it will be Americas largest dedicated aerospace materi-
als testing company. Since early 2012, Element has also acquired
test labs in Cincinnati, Detroit and the UK.
PPG TO ACQUIRE AEROSPACE COATINGS SPECIALIST
PAINT PPG Aerospace is to acquire Deft, a privately held specialty
coatings company based in Irvine, California, for an undisclosed
sum. Deft supplies structural primers and military topcoats to the
North American aviation industry and has smaller architectural and
industrial coatings businesses. PPG says Delfts waterborne and
chrome-free technologies complement its own coatings capabilities.
The transaction is expected to close in the second quarter of 2013.
SALE OF HAL STAKE EXPECTEd THIS YEAR
PRIvATISATION Indias government is expected to offoad a 10%
stake in wholly state-owned Hindustan Aeronautics (HAL), fnance
ministry sources say. The sale, as an initial public offering, was ap-
proved in November 2012. In its fnancial year to end-March, HAL
turned in a record turnover of Rs143 billion ($2.63 billion), and pre-
tax proft of Rs34.7 billion.
business briefs
PeOPLe mOves
Air Charter, CTS Engines, Honeywell, Qinetiq North America
QUOTE OF THE WEEK
Im getting to the
point here where
Im not going
to play that
game any
more
SCOTT dONNELLY, chief executive
of Cessna parent Textron, sees no
more mileage in meeting light jet
market expectations of a connection
between sales and ever-lower prices
Paukkeri: CTS Engines Florida
Thompson: ACS jet charter
Northwest National Laboratory,
George Washington Universitys
Center for International Science
and Technology Policy, the US
Department of Defence, where he
served as deputy assistant
secretary of defence for
continuity and crisis
management, and the Federal
Bureau of Investigation, where
he led an inter-agency cyber
intelligence unit. Also at Qinetiq
North America, Gary Slack has
been promoted to president and
chief operating offcer. After 10
years with Air Charter Service
in London and New York,
Richard Thompson is now
executive VP North America.
At CTS Engines in Fort
Lauderdale, Vesa Paukkeri has
been promoted to president and
chief operating offcer. The
former Finnair engine and
technical services manager had
been the MRO operators
executive VP. Honeywell VP
fuorine products Terrence Hahn
has been promoted to replace
Alex Ismail as chief executive
transportation systems, effective
20 May, following an internal
move for Ismail. Mark Hewitt is
now executive VP and chief
strategy offcer at Qinetiq North
America, which he joined in
2010 after working with the US
Department of Energys Pacifc
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FIN_230413_022-023 23 18/4/13 12:05:46
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fightglobal.com
general aviation
special report
23-29 April 2013
|
Flight International
|
25
Europes general aviation is a paradox. Industry lobbyists describe the market as
dire and lament the fact that with rising costs and red-tape, fewer are taking up
fying. Yet the regions manufacturers are behind ground-breaking industry trends
such as light sport aircraft and diesel engines. Meanwhile, the annual Aero
Friedrichshafen show held this week is as popular as ever. In this 10-page special
we assess the health and some of the most exciting developments in European GA
plotting
a new
course
contents
28 Engines The drive for diesel
30 Light sport USA versus Europe
33 Industry health Is there an upside?
35 Aero preview Europes GA spectacular
(Top) Cessnas Corvalis: can Europeans fall in love with GA again? (Above left) innova-
tion continues in the diesel engine market; (above right) the Aero Friedrichshafen venue
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FIN_230413_025 25 18/4/13 12:03:22
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23-29 April 2013
general aviation
special report
PROPULSION
keN waLkeR london
S
everal general aviation engine manufac-
turers hope to reveal news of develop-
ments in their quest for new-generation die-
sel engines at the Aero Friedrichshafen show,
which takes place in Germany on 24-27
April. However, they caution that continuing
economic headwinds are hindering develop-
ment of heavy fuel motors to challenge tradi-
tional avgas products.
In the two years since Flight Internationals
last survey of diesel engines, the market has
become more crowded, with Chinese compa-
nies acquiring several Western manufacturers
and new entrants appearing at a time when
economic doldrums, particularly in Europe,
stife GA activity.
During the past few years, the number of
private pilots and the hours they have fown
have dropped dramatically.
A further worry is that the baby-boomer
generation of pilots is now starting to fail
medicals or, worse still, die. There are fewer
upcoming youths born from the 1970s on-
wards to replace them, laments Sebastian
Wentzler, head of corporate communications
at Germanys Centurion Aircraft Engines.
On the positive side, fight training schools
are expanding as they try to meet a forecast
requirement for more airline pilots, particu-
larly in Asia. And schools, with their more
intensive use of aircraft, are likely to be at-
tracted by the fuel economy of diesels, typi-
cally claimed to be 30-40% better than their
avgas counterparts.
Centurion is searching for an investor to
pump in funds that will allow it to accelerate
development of its Centurion 2.0 diesel piston
product line. It is currently operating in insol-
vency, so funding is tight.
It manufactures 300 engines per year, pro-
ducing the 2.0 in 135hp and 155hp S ver-
sions. The 2.0 is currently certifcated to 1,500h
and efforts are being focused on increasing that
endurance. Centurion is aware of examples in
the USA and Australasia that have achieved
well above 2,000h but, more modestly, it hopes
the 2.0s life can be offcially extended to
1,800h within the next two years.
The Centurion 2.0 is ftted as original
equipment in the Diamond Aircraft DA40, as
There are more players than ever
working on new-generation heavy
fuel motors, but the market for
these engines remains uncertain
The drive
for diesel
Centurion is looking for an investor to fund
development of its 2.0 diesel piston product line
well as the Robin Ecofyer and Remo.
In late February, Austrias Austro Engines
received an European Aviation Safety Agency
times between overhaul (TBO) extension to
1,500h for its AE300 four-cylinder, 170hp tur-
bocharged Jet-A1 and diesel motor.
Austro is working on an increased output
option of 180hp, says head of marketing and
sales Peter Lietz.
aUSTRIaN aDVaNCeS
Austro is an offshoot of Diamond Aircraft
and the engine is primarily ftted to members
of the Diamond family. It is also working on
six- and eight-cylinder models, and Lietz ex-
pects to be able to provide more information
at Aero.
Fellow Austrian manufacturer Steyr Mo-
tors was bought by Chinas Phoenix Tree HSC
FIN_230413_028-036 28 18/4/13 12:57:04
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Flight International
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29 fightglobal.com
general aviation
special report
Investment (Wuhan) in September 2012. The
new owners are supportive of Steyrs arrange-
ment to supply Diamond Aircraft which
manufactures aircraft in China and see con-
siderable potential when the country elimi-
nates current restrictions on GA fights.
There are a lot of entrepreneurs who
would like to make medium-distance trips
around 1,000-1,500km [540-810nm] in their
own aircraft, says Steyr chief executive Ru-
dolf Mandorfer.
Steyr is continuing its collaboration with
Austro to develop and reduce the weight of its
M14 and M16 models, based on Steyrs M1
monoblock marine powerplant, with an M14
four-cylinder test installation fying in a
Diamond DA50. Mandorfer sees the engines
being used both as OEM equipment and
in retrofts.
Switzerlands Mistral Engines is also
searching for funding to complete certifcation
of its G-300 Wankel-based rotary engine. Pres-
ident Claude Geles says about Swfr 7 million
($7.5 million) is required. The G-300 runs on
car fuel or avgas, but a diesel-powered version
remains in development.
Frances SMA, a Snecma subsidiary, has
had the beneft of Cessna choosing its

SR305-230E 227hp four-cylinder diesel for its
Turbo Skylane NXT, a decision SMA chair-
man and chief executive Thierry Hurtes de-
scribes as a crucial point.
SMA will produce about 150 SR305-230Es
in 2013, with more expected in 2014. Cessna is
handling certifcation, which should be grant-
ed in the frst half of this year, says Hurtes.
He sees the higher end of the GA market,
such as the Cessna 206 and Beech Baron, as
possible future homes for the SMA engine.
Wisconsin-based DeltaHawk is continuing
to work towards US Federal Aviation Admin-
istration certifcation of its DH-180A4 two-
stroke 180hp diesel on LoPresti Aviation En-
gineerings Cirrus SR20 engine upgrade
programme. We hope to see something [on
certifcation] this year, says DeltaHawk presi-
dent and chief executive Dennis Webb.
The company is also working on DH-160A4
and DH-200A4 versions. The 160 and 180
use the same engine block, says Webb.
There are different components but they are
primarily the same engine. A major plus
point of the DeltaHawk design, says Webb, is
its compactness and small frontal area.
Webb adds that several OEMs are develop-
ing products that will use its powerplant, with
announcements likely to be made as soon as
certifcation is achieved. Non-disclosure
agreements prevent him from giving details.
DeltaHawk also has a Chinese connection,
with manufacturing enterprise Hunan Sun-
ward becoming a joint-venture partner as the
company attempts to capitalise on Chinas
predicted boom in private fying.
Another small US manufacturer, Wisconsin-
TURBOFANS MURDO MORRISON LONDON
PRICE INDUCTION PUTS FAITH IN PERSONAL JETS
NOw might not seem to be
the best time to develop an
engine for very-light or person-
al business jets. During the
past few years, a string of high-
profle programmes have hit
the skids from the Eclipse
500 to the Piper Altaire,
Diamond D-Jet and Adam
A700. what had been, in
2007, the next big thing in avi-
ation is now seen as a niche at
best in 2013.
So why does French start-
up Price induction believe it
can fnd a market for its DgEN
380, a two-spool, 560lb-thrust
(2.5kN), high bypass ratio tur-
bofan pitched at the higher
end of general aviation in
other words, types with a max-
imum take-off weight of be-
tween 1,400kg (3,090lb) and
2,150kg? Quite simply be-
cause other engines are not
designed specifcally for the
personal jet segment, says
deputy chief executive Olivier
Cheret. we had a vision of an
engine optimised for gA that
was easy to fy and not too
fast for pilots with a private
licence, bringing them all the
benefts of a turbofan. Our
engine would unlock this mar-
ket, he adds.
Price induction, based in
Anglet in the French Basque
region, was set up 15 years
ago by French entrepreneur
Bernard Etcheparre with fund-
ing from the French states
Aerofund for small aerospace
businesses. Engine giant
Snecma has given technical
support. Although the engine
has yet to have any applica-
tions, Cheret says the com-
pany is in talks with
manufacturers. he adds that
the ideal scenario would be
for an airframer to develop a
new jet around the engine, but
Price induction is also pre-
pared to discuss retro or alter-
native fts.
After 1,200h of static tests,
the development stage is
ending and the engine is now
mature enough to enter the
certifcation stage, he says.
Another three years and we
will be on the market. the
DgEN 390, a 730lb-thrust ver-
sion with a bypass ratio of 7.6,
is also being developed.
C
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Expectations are falling in line
with reality. Diesels certainly
have their place but theyre
not a universal replacement
MIKE KRAFT
Senior vice-president and general manager, Lycoming
The Centurion 2.0 is available for Piper PA28s
FIN_230413_028-036 29 18/4/13 12:57:12
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general aviation
special report
REGULATIONS
Lagging
behind USA
Europes convoluted light sport
aircraft rule is leading airframers
to circumvent it by certifcating
within the FAAs category instead
DAvE GRAhAm Dublin & DAllAs
I
n the almost two years since the European
Aviation Safety Agency fnalised CS-LSA, its
light sport aircraft (LSA) rule, three aircraft
have been qualifed through the system. Con-
trast that with the 48 new aircraft qualifed in
the frst two years of the US Federal Aviation
Administrations light sport rule.
Accounting for world economics, there is a
huge difference between regimes 60% of the
2,359 FAA-registered LSAs are produced in
Europe by 52 European manufacturers. What
accounts for this difference, and why has Ces- Engineered Propulsion Systems fat-vee engine
E
n
g
in
e
e
r
d

P
r
o
p
u
ls
io
n

s
y
s
t
e
m
s
based Engineered Propulsion Systems,
fred up its proof-of-concept fat-vee diesel for
the frst time in November and is working on a
second, pre-production status example. Co-
founder and vice-president Steve Weinzierl
believes it to be two-and-a-half to three years
from certifcation, although this heavily de-
pends on gaining suffcient funding.
FUEL AGNOSTIC
Continental Motors, which is also the subject
of a Chinese acquisition by AVIC Interna-
tional Holding Corporation says it is fuel-
agnostic and will continue with avgas and
heavy fuel models. Director of sales and mar-
keting Mike Gifford, however, says: We def-
nitely believe diesels are going to be the en-
gine of choice. At Novembers Airshow
China in Zhuhai, Continental Motors an-
nounced a range of three diesel piston en-
gines: the 150-180hp TD220, 200-250hp
TD300 and 300-350hp TD450. The TD300
should have received certifcation by the time
of Aero. A launch customer is ready and sev-
eral more are very close, says Gifford. We
were already involved in diesels prior to the
Chinese coming on board but they are very
interested in the expansion of diesel technol-
ogy. The TD450 and TD220 will be scaled-up
and scaled-down versions respectively of
the TD300.
Two years ago Lycoming, the USAs other
major GA engine manufacturer, frmly set its
face against oil-burners, describing many
powerplant companies as suffering from what
senior vice-president and general manager
Mike Kraft described as diesel fever. That
fever has now broken, for several reasons, he
says. Much of the previous impetus behind
diesels had been driven by a fear and expec-
tation by some diesel manufacturers that
100LL fuel would become increasingly rare,
or even disappear.
However, the FAA has established a rule-
making committee that recommended how to
migrate the North American GA feet still
overwhelmingly powered by 100LL from
leaded to unleaded avgas. Moreover, US Con-
gress has provided funding for this transition,
while in Europe, Total has started to produce
unleaded UL91 fuel.
Lycoming has previously developed its
own diesels but has never brought them to
market, says Kraft, because it could not see a
return on its investment.
Interestingly, it has recently agreed a serv-
ice and support contract with SMA for its
SR305-230E. In this case, explains Kraft,
were dealing with an engine thats already
been brought to market and utilising our exist-
ing supply and support network. So its a logi-
cal business investment for us.
On balance, Kraft remains wary of diesels
but thinks there is a new realism in the air: I
would say that expectations are falling in line
with reality. Diesels certainly have their place.
They will certainly be viable on certain types
of aircraft for certain types of market. But
theyre not a universal replacement.
We defnitely believe
diesels are going to be
the engine of choice
mIkE GIFFORD
Director of sales and marketing, Continental Motors

For our take on the general aviation
diesel engine market from 2011, go to
fightglobal.com/diesel
FIN_230413_028-036 30 18/4/13 12:57:19
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31 fightglobal.com
with JAR-VLA and the proliferation of sepa-
rate classes of UL aircraft, the FAA was keen
not to repeat the same mistake. The new cate-
gory had to entice UL producers, pilots and
maintenance providers as a way to revitalise
the lower end of the market. The system had
to incorporate aircraft, gliders, gyrocopters
and powered parachutes. LSAs are simple,
single or two-seat aircraft, with fxed gear and
piston engine, weighing no more than 600kg
650kg for a seaplane or amphibian.
Instead of the FAA writing the standard
planes had to be designed to, it chose ASTM
International, formerly the American Society
for Testing and Materials, as the forum to de-
velop those standards. Similar to UK Stand-
ards, DIN Standards or Euro Norms, ASTM is
an organisation that publishes standards on
everything from fuel to electrical bulbs, quali-
ty systems and material classifcations.
ASTMs aircraft design standard was essen-
tially an improvement of JAR-VLA.
The FAA applied the same logic to manu-
facturers quality systems and continued air-
worthiness programmes. Quality system re-
quirements are specifed by a separate
standard instead of Airworthiness Direc-
tives being issued by the FAA, manufacturers
are responsible for issuing service bulletins to
each aircraft owner and operator. Responsibil-
ity for conformance validation lies with the
manufacturer. Random conformance audits
by the FAA on manufacturers keeps the sys-
tem honest.
As well as introducing a new classifcation
of aircraft in 2005, the FAA also introduced a
new category of pilot. An FAA sport pilot can
learn to fy in 20h but is limited to visual fight
rules conditions. The FAA also eliminated the
need for sport pilots to pass a medical as long
as they have a valid drivers licence. It is the
same self-declaration of ftness to fy that had
been operating in the glider world for several
decades. Experience gained by a sport pilot
carries through to more advanced licences
and ratings.
Recognising the simpler nature of LSAs, the
FAA also introduced a new category of air-
craft maintenance technician. Upon comple-
tion of a 120h course, these light sport repair-
men are qualifed to carry out maintenance
on any factory-produced LSA. Again, experi-
ence gained repairing LSAs carries over to li-
cences to work on more advanced aircraft.
With the layer of FAA conformance
By contrast, UL regulations imposed none
of these restrictions. Uncertifcated parts
could be used and design changes and avion-
ics upgrades limited only by customers im-
aginations and producers willingness to ac-
commodate them. It is this fexibility that
drives the innovation seen in the halls of
Friedrichshafen each year. It is a thriving
business UL registrations in the Czech Re-
public and Germany alone were more than
the entire new registrations for LSAs in the
USA during 2012.
LIGHT SPORT RULE
The term light sport aircraft was introduced
to the world by the FAA as a way to bring the
USAs UL community under its infuence and
authority. Prior to the light sport rule, two-seat
UL aircraft could only be used for fight train-
ing, with the consequence that every fight
became a training fight. Not being registered,
the scale of UL fying was unknown. No
standardised pilot training existed, and there
was no maintenance or continued airworthi-
ness standard.
Having studied what happened in Europe

Approximately 60% of the
2,359 FAA-registered LSAs
are produced in Europe by
52 European manufacturers
sna, the worlds largest general aviation pro-
ducer, decided to circumvent EASAs rule and
certifcate its LSA offering C162 Skycatcher
in the FAAs primary category.
CERTIFICATION SIMPLIFIED
In the early 1990s, EASAs predecessor the
Joint Aviation Authorities set out to make
aircraft certifcation easier. The result was
JAR-VLA (very light aircraft). It was sup-
posed to simplify and reduce the cost of get-
ting an aircraft to market, but JAR-VLA could
hardly be labelled a success. Fewer than 10
producers considered VLA worthwhile, with
fewer than 100 VLA aircraft produced world-
wide per year.
vWhy did European UL producers choose
to live with the regulation mess and custom-
ise their aircraft to the differing regulations in
each country? In a word, fexibility.
VLA requires a DOA (design organisation
approval) and POA (production organisation
approval). All components used on aircraft
had to be certifcated, increasing cost. Each
new design change or equipment variation
had to be approved.
Cessna, the worlds largest GA
producer, certifcated its C162
Skycatcher in the USA
general aviation
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Cessna announced it was applying for FAA
primary category certifcation for its LSA of-
fering, the C162 Skycatcher.
Aircraft eligible for primary category certif-
cation must weigh less than 1,225kg, be sin-
gle-engined and seat a maximum of four.
Tracy Leopold, Cessnas business leader for
propeller aircraft, says the airframer is work-
ing with the FAA on Skycatcher primary cat-
egory designation, which includes type cer-
tifcate and production certifcate.
The joint Cessna/FAA team included re-
quirements from CS-LSA into the pro-
gramme, which will allow the Skycatcher to
be accepted into Europe through a simpler
validation effort, following FAA approval.
Cessna migrated to FAA primary category in
order to be able to export the aircraft to Eu-
rope, she adds.
CUSTOMER REFUNDS
Cessna refunded European customer deposits
in early 2012 while it was working on a solu-
tion to the certifcation issue. It expects to
complete the process and re-enter the market
this year.
Randy Lervold, of fellow US-based manu-
facturer Cubcrafters, thinks CS-LSA was de-
signed deliberately to keep foreign producers
out of the European market, by making it cost
prohibitive. Cubcrafters has one of its Carbon
Cubs fying in Europe on a Permit To Fly but
this option is being phased out, says Lervold,
and is not a suitable way to build a long-term
business. We have a very close dialogue
with Cessna, and await the results of its pri-
mary category certifcation effort, he adds.
Cubcrafters is currently reviewing FAA pri-
mary category certifcation. With an active
European dealer, it conservatively estimates
the European market for its top-of-the-line
Cub at 10-12 aircraft per year.
Ivo Boscarol, chief executive of Slovenian
light aircraft manufacturer Pipistrel, says: Be-
cause of the sheer fact that EASA insists these
are type certifed aircraft, requiring the
producer to have a POA and DOA, there will
be fewer manufacturers offering their prod-
ucts in this category. The portfolio of products
will be smaller and the aircraft will carry a
higher price tag. In effect, the category is not
much different from VLA, apart from the pos-
sibility of using non-certifed engines/propel-
lers and avionics.
When asked about the major differences
DiFFERENCE bETwEEN US AND EUROPEAN LSA REGULATiONS
FAA LSA EASA CS-LSA
Max speed 120kt No limit
Max weight (land) 600kg 600kg
Max weight (sea) 650kg 650kg
Stall speed 45kt (no faps) 45kt (use of faps allowed)
Undercarriage Fixed only Fixed or retractable
Propeller Fixed or ground adjustable Fixed, ground adjustable
or constant speed
Seats Max 2 Max 2
Flight rules Day/night VFR; IFR in VMC Day VFR only
Design standard ASTM 2245 ASTM 2245
Certifcation standard Manufacturer declaration
of confrmance
EASA Restricted Type Certifcate
(Requires DOA and POA)vw
SOURCE: FAA and EASA
checking removed and without the com-
plex, time-consuming oversight traditional
aircraft manufacturing is subject to, LSA sales
in the USA took off.
DESiGN STANDARD
With the explosion of LSA in the USA and the
success of European aircraft manufacturers
serving that market, EASA faced a demand to
introduce a similar system. It sensibly adopt-
ed the ASTM aircraft design standard. How-
ever, there are some nuances: CS-LSA allows
retractable gear, constant speed propellers and
does not limit the aircrafts top speed.
This is where the similarity between regimes
ends. Instead of adopting the quality, conform-
ance validation, continued airworthiness and
materials traceability standards written by
ASTM, CS-LSA requires manufacturers to ob-
tain a full type certifcate (restricted).
Instead of being a declarative system such
as the USAs, CS-LSA is a fully audited type
certifcate system. Prior to making an applica-
tion for an LSA restricted type certifcate, can-
didate organisations must frst obtain DOA.
Tests and conformance validation must be
witnessed by EASA personnel at every stage.
Then, a POA must be obtained before the air-
craft can be sold in volume.
Starting with an FAA compliant aircraft,
CS-LSA certifcation costs about 500,000
($654,500) for a European-based manufactur-
er. The cost almost doubles for a manufacturer
based outside Europe. Maintaining certifca-
tion also costs money.
In all, CS-LSA is expensive. Under UL rules,
the next-generation glass panel can be installed
in the next aircraft going down the production
line. Under CS-LSA, EASA will have to ap-
prove the installation, after a lengthy applica-
tion, test and certifcation process. This will
keep the pool of CS-LSA-certifcated aircraft
small and more expensive than comparable UL
aircraft coming from the same factory. The only
upside to the rule is that the aircraft are certif-
cated and therefore eligible for registration
worldwide under reciprocal arrangements be-
tween aviation authorities.
Cessna took a full year to review CS-LSA
after its publication and, at Oshkosh 2012,
The US system allows us to
react much faster with aircraft
changes and upgrades
MATThiAS bETSCh
Chief executive, Flight Design

US manufacturer Cubcrafters has
one of its Carbon Cubs operating
in Europe on a Permit To Fly
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between CS-LSA and the FAAs system,
Boscarol adds: Under the FAA regime, the air-
craft is accepted on base-of-consensus stand-
ards with compliance declared by the manu-
facturer for each aircraft produced/delivered.
This gives fexibility to the manufacturers
to produce different variants of the same air-
craft choice of avionics, optional equipment
where the EASA way is to have a type-de-
fned product where all of the produced feet
is approximately the same. CS-LSA is really
just for aircraft, whereas FAA recognises LSA
aircraft, LSA gliders, LSA gyrocopters. Pipis-
trel is actively working on the certifcation of
its Virus SW.
CTLS was the frst CS-LSA certifcated air-
craft for Germany-headquartered Flight Design,
and chief executive Matthias Betsch says the
company enjoys a close working relationship
with EASA, but the problem is the scope of
the regulation, which limits possibilities.
The standards themselves are reasonable,
adds Betsch. Its the internal organisation
that has to exist for POA and DOA that makes
it diffcult. For a company starting without a
POA and DOA, it will be very expensive.
Flight Design has delivered 100 aircraft
under CS-LSA and the interim Permit to Fly
scheme that existed before CS-LSA was fnal-
ised. Comparing CS-LSA and the FAA system,
Betsch says the major difference is fexibility:
The US system allows us to react much faster
with aircraft changes and upgrades, and this
gives a huge advantage in time to market.
Betsch is actively involved with the FAAs
ARC 23 committee, which is forming a rule-
making framework similar to LSA for FAR
23-certifcated aircraft.
ConClusion
CS-LSA is effectively a reintroduction of
JAR-VLA, with a 600kg airframe limit and
the option to use non-certifcated compo-
nents. CS-LSA aircraft must be maintained to
EASA Part M standards, further increasing
costs and, with it, an amazing opportunity to
reinvigorate European aircraft production
has been lost.
EASA clearly failed to adopt FAAs com-
plete change of approach from direct over-
sight (certifcation) to manufacturers declara-
tion of conformance to standards.
As a result, fewer aircraft will be produced
for the European LSA market, with less op-
tions and higher purchase prices. CS-LSA
complicates life for manufacturers.
Boscarol puts it best: We are waiting for
the day to come where LSA standards will be
unifed around the world, so we can focus on
aircraft development and not their tailoring
for each authority separately.

ouTlooK
Rearguard
action
Falling numbers of new pilots,
new regulations, pressure on
aerodromes: is there an upside
for general aviation in Europe?
KATE sARsFiElD LONDON
T
hese are tough times for Europes general
aviation community. From airframers and
parts suppliers to maintenance providers and
training schools, the industry is reeling under
more than four years of economic austerity
which has led its traditional base of aircraft
owners, buyers and operators to shrink to cat-
astrophic levels. The situation is dire, says
Martin Robinson, senior vice-president of the
International Aircraft Owners and Pilots Asso-
ciation (IAOPA). There is simply no confdence
in an economic recovery any time soon and the
knock-on effect is being felt across the market.
About 155,000 people in Europe depend on
general aviation for their livelihoods, with an
estimated GDP value of activity of 20-30 billion
($26-39 billion), says IAOPA, which represents
the interests of more than 23,000 members at
regulatory bodies which include the European
Commission, EASA and Eurocontrol. The pic-
ture is looking pretty bleak, adds Robinson,
who is also AOPA UK chief executive.
Fewer people are taking up fying as the
cost has become so prohibitive. This low take-
up is having a knock-on effect on aircraft
For more information on the light sport aircraft
market, including the main players, go to
fightglobal.com/lsa
manufacturers who are seeing their order
numbers plummet as well as training schools,
support companies, airfelds and aerodromes
across Europe. To illustrate his point, Robin-
son points to the declining number of new pri-
vate pilots licences issued in the UK: In 2002,
the Civil Aviation Authority issued about 4,200
PPLs. That number had fallen [in 2012] to
2,500 and only 40% of pilots are choosing to
renew their licences.
Many prospective pilots are opting for mi-
crolights and motorgliders which are not sub-
ject to the same stringent regulations as their
certifcated counterparts regular mainte-
nance checks of avionics, airframe, engines
and propellers, for example and are far
cheaper to purchase and operate. Traditional
aircraft such as a Piper Cheroke will cost
around 300 ($460) per hour to hire. Compare
this to 100 for a microlight and 65 for a self-
launching motorglider and you can see why
many traditional manufacturers and training
schools are struggling, says Robinson.
sCHool RulEs
The situation for training providers is set to
worsen from April 2014, when EASA will re-
quire European training schools to switch from
being registered facilities to Aviation Training
Organisations (ATOs). Under proposals, ATOs
will have to perform costly, bureaucratic risk
assessments every two years, write safety man-
agement manuals, and identify a compliance
offcer responsible for co-ordinating the safety
management system. This is simple overzeal-
ous enforcement, says Robinson. For clubs
with two or three people and one or two air-
craft, this is so badly over-engineered that it
risks putting them out of business.
A local authority is seeking to build 700 homes on Panshanger aerodrome, near London
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general aviation
special report
The GA sector has been plagued by ex-
amples of expensive and unnecessary EU
regulations with no safety aim, Robinson
says. Maintenance requirements such as Part
M and the continuing airworthiness manage-
ment organisation system have not made the
industry safer or more effcient, but have con-
tributed to the decline in the number of hours
fown because administration is soaking up so
much of the available cash, he says. He adds
that EASA continues to talk about accounta-
ble management and safety management sys-
tems, all leading to new levels of expense for
the companies involved.
IAOPA is holding discussions with EASA to
create a simplifed version of the ATO regula-
tions. If we do not get some alleviation we are
going to lose a number of aero clubs and fight
training organisations. EASA is amenable to a
four-year audit cycle, but amending other pro-
visions is proving sticky, IAOPA admits.
AIRFIELDS THREAT
The closure of fight training schools will im-
pact heavily on the continents aerodromes and
threaten their long-term survival. Sites across
Europe are constantly under threat, be it from
international airports that have largely driven
out GA traffc because of low fnancial return;
regional airports which increase landing fees to
make them no longer viable for small aircraft;
or from housing developers and environmental
initiatives such as wind farms.
In the UK which has about 140 licensed
and 500 unlicensed airports, airfelds and air-
strips and a feet of around 8,500 GA aircraft,
including business jets the pressure to build
homes and wind farms is threatening the live-
lihood of GA airports. For example, a local
authority is seeking to build 700 homes on
Panshanger aerodrome, about 40km (21nm)
north of London. Airfeld owners see this as
a cash cow, says Stephen Slater, manager of
UK pressure group the General Aviation
Awareness Council. Government policy is
biased in favour of the developer.
About 12 UK airfelds are under threat from
the increasing number of planning applica-
tions for wind turbines. The intended siting of
some wind farms [such as Popham in the south
of England, where there is a proposal to erect a
turbine at each end of the runway] could be a
safety hazard for aircraft, says Slater.
In Germany, which has 11,000 aircraft and
500 airports and airfelds, GA is being priced
out of major airports including the capitals
Berlin Brandenburg International (formerly
Schnefeld) and Tegel. A lack of local support
was blamed for the 2008 closure of downtown
Tempelhof, where the majority of GA opera-
tions for the Berlin area took place.
In Belgium, Spa-la Sauvenire airfeld in
the east of the country has been closed on the
orders of a Belgian Green Party environment
minister. IAOPA says the closure is probably
illegal and will eventually be overturned by
the courts. However, it will take time and
there is a serious risk that the aero club and
the maintenance shop will go bankrupt in the
meantime, it adds.
Charleroi airport is to ban aircraft weighing
less than 6t during peak holiday periods fol-
lowing the crash of a Cessna 210 in February
which closed the airfeld for several hours
during the Belgian school holidays. IAOPA
argues that GA pays substantial amounts of
fuel tax and hangarage charges at Charleroi
and should not be forced out in favour of holi-
day jets which, it says, receive huge taxpayer
subsidies to use the airport.
The decision is unfair, unbalanced and
discriminating, says AOPA Belgium presi-
dent Ron Wullaert. We will make the case
against these restrictions with the regional
politicians involved. I cannot imagine anyone
deciding to close the ringway around Brussels
for non-commercial traffc because a private
car had a road accident.
EASA is attempting to harmonise many avia-

We have invited some [EU
Parliament members] to come
to Aero Friedrichshafen and
have offered to fy them there
LUTz DommEL
IAOPA lobbyist at European Parliament
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35 fightglobal.com
general aviation
special report

E
uropes general aviation community will
converge on the southern German town of
Friedrichshafen from 24 to 27 April for the in-
dustrys largest dedicated show outside North
America Aero.
Historical Friedrichshafen the birthplace
of the Zeppelin and Dornier Flugzeugwerke
is situated on the banks of Lake Constance
near the borders with Switzerland and Aus-
tria. The town has provided the backdrop for
a small sector of the GA market since 1978.
Gliders and other recreational aircraft
shared the forum with cars and motorbikes
until 1993 when the organisers decided to
sever its automotive ties in favour of a dedi-
cated biennial GA event.
Our focus was on the German market frst
but by 1997 the show had taken on an interna-
tional favour, says Aero Friedrichshafen
SHOW PREVIEW
Aero keeps
fying high
The GA industrys great and good
will gather in Friedrichshafen,
Germany for its largest show
outside North America
KATE SARSFIELD LONDON
Changes to EASA
regulations will affect
training schools from
April 2014
tion regulations and create a level playing feld
for GA across all member states. However,
IAOPA says this initiative is fraught with prob-
lems, not least because much of the aviation
regulation has been developed with commercial
air transport in mind. For commercial operators,
it argues, there are clear benefts to harmonising
national differences to stimulate competition.
However, for GA, where businesses and opera-
tions are in most cases still national, the effects
are rather negative, it adds.
IMC RATING
In the UK, for example, training for the popu-
lar instrument meteorological conditions
(IMC) rating is likely to be stopped as national
ratings are not recognised by EASA. About
26,000 people have achieved their IMC rating
since it was introduced in 1967 to teach low-
time pilots how to cope with instrument me-
teorological conditions and get their aircraft
safely back on the ground.
Flightcrew licensing harmonisation is
being felt elsewhere on the continent. In Ger-
many, pilots aged 60 or above who are permit-
ted to fy in single-pilot cockpits commercial-
ly but restricted to German airspace fear for
their jobs because of the introduction of
EASAs FCL.065 regulations. Likewise, Ger-
man aero clubs will no longer be allowed to
offer occasional sightseeing fights for reim-
bursement.
All these problems create a mood of disap-
proval with EASA regulations and the agen-
cys competence is being questioned by Eu-
ropes GA community, says Robinson. We
want the agency to be a risk-based regulator,
that is to say only regulate where there is a
need to.
IAOPA believes there is a lack of under-
standing within Europes governing bodies of
the GA industry. Rulemaking, Robinson ar-
gues, is based more on anecdotes, rumours
and stories rather than on facts or meaningful
statistics. This view is echoed by IAOPA
Brussels lobbyist Lutz Dommel. When AOPA
members think of aviation they think free-
dom, speed, reliability, high-tech jobs and in-
novation, he says. When politicians think of
aviation they think noise, security, protecting
national carriers, strong lobby groups and big
hub airports.
Dommel is determined to change this per-
ception by inviting European Members of Par-
liament (MEPs) to GA aerodromes for fy-
outs in a Diamond DA40 piston single. Most
of them had never been near a light aircraft or
a hangar, says Dommel. We have also invit-
ed some MEPs to come to Aero Friedrichshaf-
en and we have offered to fy them there. The
most infuential ones are coming from Hano-
ver, Germany. There are no direct fights, so
they can see how valuable GA is.
Read a 2010 special report from sister maga-
zine Airline Business on untapped potential for
airports at fightglobal.com/airports
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FIN_230413_028-036 35 18/4/13 12:57:35
fightglobal.com 36
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23-29 April 2013
general aviation
special report
To keep up to date with all the latest news
from the general aviation sector, go to
fightglobal.com/ga
troduction of environmentally-led technolo-
gies, such as electric-powered aircraft, more
effcient engines and alternative fuels.
Manufacturers from across the aviation
gamut will be also represented at the four-day
event. Fixed-wing and rotorcraft show regu-
lars Cessna, Cirrus, Daher-Socata, Diamond,
Embraer, Eurocopter, Pilatus and Piper will
be out in force to woo customers and bolster
their dwindling order books with their array
of eye catching, high-tech business jet and
propeller-driven aircraft designs.
Italian light aircraft manufacturer Tecnam
will mark its 65th anniversary with the un-
veiling of its latest LSA design the Astore.
Fellow LSA developer Evektor will debut
its SportStar EPOS (electric-powered small
aircraft) prototype less than a month after the
two-seat aircraft made its maiden fight at the
Czech airframers Prague headquarters.
Slovenian company Pipistrel will display
its Panthera piston single prototype hot on the
heels of its frst engine and ground runs in Aj-
dovscina late last month.

project manager Roland Bosch. Increas-
ingly, manufacturers and suppliers viewed
Aero as the showcase for Europes large general
aviation market, and the key attraction for their
target audience the owner-pilot community,
he adds. However, the largest step in the devel-
opment of the show, Bosch concedes, was the
move six years later to a new exhibition site ad-
jacent to Friedrichshafen airport, which it co-
owns with the town council.
The revamped show has consistently
drawn high numbers of exhibitors. Even the
crippling economic crisis has failed to damp-
en exhibitor enthusiasm for this regional
event. In fact, Bosch believes the fnancial
malaise that has gripped Europes GA com-
munity since 2008 has been a key factor in
boosting Aeros popularity. It has forced
many cash-strapped companies to slash their
participation in traditional European avia-
tion trade shows such as ILA Berlin, Farn-
borough and Paris, he says, in favour of
smaller dedicated events.
These international shows are just too ex-
pensive for many vendors, Bosch says. As
the organiser and co-owner of the Messe exhi-
bition centre, we have been able to keep our
prices low and still remain an attractive venue
for exhibitors.
Aeros decision in 2010 to remove the fy-
ing display from the shows line-up has also
boosted the shows appeal for exhibitors and
visitors alike, Bosch admits.
The display attracted large numbers of
people, but these were aviation enthusiasts
rather than serious buyers. Our exhibitors are
looking at the quality of the visitors not the
quantity, says Bosch.
This tactic has paid off for the organisers.
Since 2010 when the show become an an-
nual fxture exhibitor numbers have re-
mained consistently buoyant. Some sectors
the glider industry for example only ex-
hibit every other year, Bosch says. So our
turn-out in 2011 and 2013 is around 620 ex-
hibitors from across the GA spectrum. During
the even years, our exhibitor numbers are a
respectable 580.
Leading fgures from across the industry
and trade associations will once again use the
show as a platform to discuss issues affecting
the community: GA infrastructure and air-
felds, light sport aircraft (LSA) regulation,
methods of revitalising fight training and in-
A 2010 decision to remove the
flying display from the shows
line-up has boosted its appeal
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FIN_230413_028-036 36 18/4/13 12:57:39
FIN_230413_037 37 18/4/13 08:51:44
fightglobal.com
PILOT HEALTH
38
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Flight International
|
23-29 April 2013
david learmount london
Regular reports of heated oil fumes in cockpits and
cabins has led one European government to press for
common standards to deal with associated health risks
ClearinG
tHe air
T
here have been regular crew reports
of airborne incidents in which cock-
pit and cabin air has been contami-
nated with engine oil fumes. This is
particularly true in Germany, which has a re-
spected system of compulsory safety report-
ing, but it is a universal issue with reports
being fled by pilots in UK and US airlines,
among others.
Because jet engine oil contains organophos-
phates that can be harmful to human health,
the German government is pressing the Euro-
pean Commission to set common standards
for dealing with the risk heated oil fumes pose
by entering the cabin when engine oil seals
leak. The fumes are introduced to the cockpit
and cabin because air is continually drawn
from the engine compressors for air-condi-
tioning and pressurisation.
A higher level of sustained interest in cabin
fume events by German news media com-
pared with press elsewhere in Europe has
contributed to a higher incidence of crew
awareness there, hence increased levels of re-
porting. Nevertheless, Germanys aviation au-
thority has voiced concerns that incidents of
this type are still under-reported. Consistent
German media interest is also likely to be a
factor in the relatively high level of political
involvement in the subject, up to German
transport minister Peter Ramsauer, who has
called for combined European action to elimi-
nate or reduce the risk.
neurotoXinS
No section of the industry or the authorities
deny fume events occur, nor do they deny
they involve organophosphate neurotoxins. Al-
though the issues existence is recognised, it has
such serious implications for the air transport
and aerospace industries that when the subject
arises, there is a great deal of uncomfortable
shuffing of feet by government ministers and
civil service bureaucrats, not to mention the air-
frame and engine manufacturers.
Government or agency statements issued
on the subject of oil fumes in aircraft cabins
generally avoid addressing it directly, using a
package of dissembling techniques, the main
one of which is to allege insuffcient knowl-
edge of the problem and to claim that more
time is needed to study it. Although the chem-
icals involved are known neurotoxins and
carcinogens, the UK Department for Transport
(DfT) to take just one regulator into account
sidesteps this charge by claiming, without
pretending to provide any evidence, that all
fume events are occasional and brief and,
crucially, by claiming the concentrations are
so low as to be harmless.
In the same breath, however, the DfT ad-
mits there is no established level for what con-
centration of these chemicals or how much
exposure to them is medically acceptable, or
beyond which they become harmful. This
lack of existing standards allows the DfT to
invoke the argument that there is a need for
more study before conclusions can be drawn.
Meanwhile, when fume events are report-
ed, the authorities keep the issue at bay by
using the legal principle known as burden of
proof, which requires the party who alleges
that there is a case to answer to prove it in law,
while the party who denies there is a case to
answer does not have to prove anything. So if
there is a fume event following which crew
and/or passengers report damage to their
health, the burden of proof as to the cause of
the medical symptoms lies with the victims.
The DfT explains its argument on its web-
site: Some pilots who have experienced
these events report a variety of short or long-
term symptoms or ill health. But it is not cer-
tain that these symptoms are work-related.
The DfT can allege that pilot neurological
problems following a fume event might have
been caused by some other circumstance in the
pilots life, not the fume event itself and, unless
the pilot can disprove the DfTs proposition,
the departments argument stands by default.
For the crew and passengers, proving this nega-
tive fact that their symptoms were not caused
by something else is notoriously diffcult.
It is not only the authorities who dissemble.
Here is an extract from Airbuss in-house tech-
nical journal, talking about a specifc airborne
FIN_230413_038-040 38 18/4/13 11:14:43
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39 fightglobal.com
PILOT HEALTH
Air Berlins A330 feet suffered three harmful fume incidents in 2011 which made crew sick
Cockpit fumes are
a universal issue

A group of medical scientists led by Profes-
sor Clement Furlong at the University of
Washington, Seattle, is not inclined to dissem-
ble. This is an extract from a recent research
paper they published describing the search
for the biomarkers that will prove the connec-
tion between aircraft fume events and human
health: On most jet turbine aircraft, unfl-
tered engine bleed air is fed into the cabin,
providing oxygen for those aboard. Exposure
of passengers and crew to some level of triaryl
phosphates [TAPs] occurs in approximately
23% of monitored fights, whereas higher lev-
els of exposure can occur when engine oil
seals wear or fail.
Symptoms of aerotoxic syndrome resulting
from such exposures can include extreme
mental impairment, an acute fight safety issue
when crew exposure to contaminated air is sig-
nifcant. Material safety data sheets for synthet-
ic jet lubricants list TAP contents of 1-10%.
Just one example of these fume events con-
cerned a Germania Boeing 737-700 fight from
Milan Malpensa to Dusseldorf on 18 Novem-
ber 2011. German accident investigator BFU
investigated it and reported that the co-pilot
became physically sick and had to leave the
fightdeck, then had to go on oxygen when he
returned. After the fight, the co-pilots blood
tested positive for tri-ortho-cresyl phosphate,
a known neurotoxin and a constituent of aero-
engine oil. It is universally harmful to health,
but individual reactions to single events can
vary markedly, as in this case.
The same year, Air Berlins Airbus A330
feet suffered three harmful fume incidents
which made the crew sick and, following one
of the incidents, the airline made an unusual-
ly complete statement containing its version
of what happened: An odour was briefy gen-
erated both in the cockpit and the cabin of the
Airbus A330-200 during the ascent and de-
scent. The odour was also perceived by the
cockpit and cabin crews before it rapidly dis-
persed. A report was submitted to the BFU.
In this particular case, however, added
Air Berlin, there was no serious incident
within the meaning of EU regulation 996/10,
so Air Berlin, by sending this supplementary
report to the BFU, is primarily signalling that
the fnal assessment of the incident should
rest with a government authority.
The latter sentence is an appeal for the au-
thorities to provide clarity on this issue, be-
cause the airframe and engine suppliers are
not denying fume events happen, they just
deny they have any harmful results to passen-
ger and crew health, so it is the airlines which
are left facing the consequences.
The consequences include many pilots and
cabin crew who are no longer ft to fy, and al-
though, of course, they could not prove their
illness was not caused by some aspect of their
off-duty life, airlines have made settlements
with pilots and cabin crew whose fying ca-
reers have ended because of aerotoxic syn-
drome not a piece of terminology the air-
lines accept, but which Professor Furlongs
team has validated.
Speaking for the German pilots union
Vereinigung Cockpit, Jrg Handwerg says the
problem is much more common than anyone
admits, estimating that on average there are
about 10 fume events each week across the
entire German airline feet.
Getting down to where the problem origi-
nates jet engines and their oil the UK Air
Accident Investigation Branch (AAIB) had
this to say about a fume event in 2006 on a
Boeing 757 with Rolls-Royce RB211-535E4-37
engines: The engine lubrication system sup-
plies pressurised oil to the main shaft bear-
ings. Various methods are used to ensure that
the air pressure external to the bearing cham-
bers exceeds the local oil pressure, to prevent
the oil escaping and contaminating the com-
pressor air fow.
If this should occur, oil mist can enter the
bleed air system causing odour, fumes or
smoke to enter the cabin by the air-condition-
ing system. That is what happened in this
case, according to the AAIB bulletin describ-
ing the event, and the crew elected to carry
out a diversion and emergency evacuation.
ANTI-WEAR PROPERTIES
French aeroengine oil company Nyco has
been working for some time to develop an oil
with the same anti-wear properties as the one
currently available, but containing chemicals
that are less toxic when they do enter the
R
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incident involving a Germanwings A319
fume event in December 2010, quoting its
own expert Dr Andreas Bezold: [It was] very
serious. For obviously the pilots were, on their
own statements, almost unable to act, as this
interim report by the Federal Accident In-
vestigation [BFU] shows.
This so-called incapacitation is of great-
est concern in terms of fight safety. That some
passengers, fight attendants and pilots are
now feeling potentially insecure is under-
standable. The fact is, currently, no-one
knows the exact causes that led to this situa-
tion. In the Germanwings incident, both pi-
lots suffered incapacitation and had trouble
landing the aircraft safely.
In a 2010 Germanwings A319
fume event, both pilots
suffered incapacitation and
had trouble landing the aircraft
FIN_230413_038-040 39 18/4/13 11:14:50
fightglobal.com
PILOT HEALTH
40
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Flight International
|
23-29 April 2013

David Learmount comments on operational
and safety issues at his eponymous blog:
fightglobal.com/learmount
air-conditioning system. Nyco chief ex-
ecutive Eric Piveteau says an oil under devel-
opment at his company will be less volatile
than existing products, reducing the risk of
harm to passenger and crew health when
fume events occur. He also hopes for im-
proved elastomer compatibility in the oil,
which would make engine oil seals last longer
than they do at present, lowering oil con-
sumption and cutting the risk of fume events.
KNOWLEDGE GAP
The UK DfT claims on its website it has been
actively monitoring the consequences of fume
events: To fll the knowledge gap, the DfT put
four research studies in hand. All have been
completed and the departments programme
in this area has now stopped. The argument
would appear to be that the DfTs studies have
assembled the knowledge necessary to allow
it to dismiss its concerns. Actually, this is not
so, according to the same DfT website: Both
the Committee on Toxicity (CoT) and the
House of Lords Committee on Science & Tech-
nology identifed a gap in the worlds knowl-
edge. The independent [CoT] completed a sub-
stantial review of evidence in September 2007
and concluded that the evidence available did
not establish a link between cabin air and pilot
ill health, but nor did it rule one out.
So there is still a knowledge gap, the DfT
admits but, despite this, it has stated its inten-
tion not to examine the subject further. In fact,
the only DfT attempt to investigate the issue
directly came when it commissioned Cran-
feld University to carry out a total of 100
fights with two different jets carrying equip-
ment to capture any fumes. Cranfeld reported
that during the trial there were no fume
events, yet the DfT has included the results of
the trial in its claimed four research studies
as if it had actually proven something.
Meanwhile, the UK Health Protection Agen-
cys comment on the situation also invokes the
argument that there is insuffcient information:
The currently available information suggests
that aircrew and passengers are not at addi-
tional risk due to chemical exposures in air-
craft cabin air, at least for the compounds for
which data are available. The CoT will recon-
sider this issue when a full set of measurement
data are available and the Health Protection
Agency will also provide advice as appropri-
ate. However, the DfT says it is not going to
do any more work on the issue. To quote an
old English proverb: Where ignorance is bliss,
it is folly to be wise.
Dr Susan Michaelis, a former airline pilot
who lost her aircrew medical category follow-
ing fume events fying BAe 146-series aircraft
in Australia, has carried out a study to PhD
level at the University of New South Wales,
dedicating more than 10 years to the assembly
of established scientifc data on the subject of
cabin air contamination and its relationship
to health with her data going back to the
1950s. She said the CoT has consistently re-
fused to accept her research for consideration,
and it did the same for case studies submitted
by the Global Cabin Air Quality Executive, a
body set up in 2006. The CoT also did not ac-
cept data from the Aerotoxic Association,
which assembles data on individual human
health issues following exposure.
Meanwhile, there is no admission by the
UK government of its obligation to ensure a
safe working environment for the aircrew, or a
safe cabin environment for the passengers,
which it is required to do at ground-based
workplaces and in other forms of public trans-
port. The UK civil aviation authority distances
itself from the politics of the situation by argu-
ing that health and safety is not its remit, only
fight safety is, and its argument is that fight
safety in a fume incident is assured provided
that the pilots get their oxygen masks on
quickly enough.
The German government takes a different at-
titude and Ramsauer has written to the Euro-
pean Commission demanding action at EU
level. Germany wants action but it does not
want to act alone, because if German airlines
were required to tackle the problem and their
European competitors were not, the costs of
German carriers would go up compared with
those of its competitors.
SEEKING INFORMATION
The US authorities are clearly concerned,
hence it issued this 17 July 2012 Request for
Information: The Federal Aviation Adminis-
tration [FAA] seeks information from industry
developers, manufacturers, and the public re-
lated to effective air cleaning technology and
sensor technology for the engine and auxiliary
power unit bleed air supplied to the passenger
cabin and fightdeck of a pressurised aircraft.
The information obtained will inform the
agency of potential research and development
plans. Specifcally, the FAA seeks informa-
tion about bleed air cleaning, and contami-
nant detection and cleaning technologies,
which are capable of removing oil-based con-
taminants from the bleed air supplied to the
passenger cabin and fightdeck, and detecting
and recording oil-based contaminants in the
total air supplied to the cabin and fightdeck
from bleed air.
Michaelis draws attention to the FAAs de-
parture from its own precepts in this area,
which the FAA is clearly aware of and is look-
ing for a fx. The FAAs rules require a warning
to pilots of any unsafe condition, but there is
no requirement for a device to detect and warn
the crew of the presence of pyrolysed oil fumes
in the cockpit or cabin of any aircraft. In 2002,
an FAA report acknowledged this: No present
airplane design fulfls the intent of FAR 25.831
because no airplane design incorporates an air
contaminant monitoring system to ensure that
the air provided to the occupants is free of haz-
ardous contaminants.
So, like the Europeans and the rest of the
world, the USA acknowledges the problem
but appears to be in no hurry to do anything
about it. Meanwhile, airline crew and passen-
gers continue to be regularly exposed to pyro-
lysed oil fumes in fight, and some of them,
according to the experience of documented
cases being examined by Professor Furlongs
team, will suffer harm. Only Boeing 787 pas-
sengers do not have to worry, because it does
not use engine bleed air for its pressurisation
and air-conditioning.
There is still a knowledge gap
but the UKs DfT has stated its
intention not to examine the
subject further
Dr Susan Michaelis has gathered data on cabin
air contamination dating back to the 1950s
German transport minister Peter Ramsauer
calls for European action to reduce fume risk
R
e
x

F
e
a
t
u
r
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s
FIN_230413_038-040 40 18/4/13 11:14:53
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each week.
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STRAIGHT&LEVEL
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Flight International
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41
R
e
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F
e
a
t
u
r
e
s
carried by gods
Very shortly HMS Actaeon will
be replaced as mother ship of
the naval wing of
the Royal Flying
Corps by the light
cruiser Hermes,
which, if names count for
anything, is surely more
appropriate. When Hermes is
commissioned for her new
duties the offcers and men of
the Naval Air Service, at present
home on the Actaeon, will be
transferred to the Hermes.
arming canada
The Canadian government is
attempting to create a
national
armaments
industry, with
particular
emphasis on the manu-
facture of aircraft and small
arms, by the establishment of
branch factories of American
aeroplane frms, or by the
acquisition of licences.
costly insurance
Further evidence that
underwriters are pricing away
business comes
with the news that
BOAC are to save
about 1.5m a
year by carrying all but
passenger and third-party risks
on their Comet 4 and Boeing
707 feets themselves.
hijack head count
The Kuwait Airways hijacking
has several signifcant
differences from
previous air piracy
events, but
probably the
single most signifcant is the
large number of men in the
hijacking team. According to
released hostages the team
numbers more than ten men.
The fnal roar: G-BOAG departs JFK for the last time in 2003
It nose where its going
Why Ba must
revive concorde
With the 10th anniversary of the
last Concorde service fast
approaching (British Airways
G-BOAG from JFK, together
with two other Concordes on
ceremonial fnal fights, landed
at Heathrow on 24 October
2003), campaigners have not
given up trying to get the old girl
back in the sky.
The Save Concorde Group are
banking their hopes on a BA
statement in 2003 that the
airline was considering
retaining one of its feet in a
suitable condition for non-
commercial fying.
That never happened, of
course, and pledges by Virgins
Sir Richard Branson and other
luminaries to set up a heritage
trust to keep it airworthy proved
little more than talk.
The groups chairman, Ben
Lord, says: We simply ask for
BA to do the right thing by
Concorde and the British people
by looking seriously into
Concorde fying in a heritage
capacity. He adds that there is
fundamentally no technical
reason whatsoever why
Concorde cannot fy again, and
questions claims by BA and Air
France that restoring the type to
fying condition would not be
fnancially viable.
BA, suggests Lord, has
become just the same as any
other airline because it no
longer has the fagship that
Concorde brought to it. If it is
not willing to entertain fying
Concorde again, it should hand
over the rights to an organisation
that would be, he says.
BAs hubris is highlighted, he
says, by the fact the airline
continues to make good use of
Tegel good look
On the subject of Concorde,
James Wilkins sends in this
picture of markings at gate 1 of
Berlin Tegel (TXL), still there
from when an Air France type
made occasional visits to the
then West German enclave in
the late 1970s and 1980s.
Just wondering if these stop-
lines will be moving to BER
[the new Berlin Brandenburg]?
he asks.
He adds: Gate 1 is the only
gate that was marked for
Concorde, and is the show
gate (closest to terminal, and
easy to photograph from
outside) in TXL. Funny thing is,
it seems to have been repainted
every time the other markings
were redone. Its still sitting
there, maybe waiting for the
happy day to come.
Concorde in its marketing, on
its website and TV commercials.
These, he suggests rather
amazingly, even today prompt
calls to BAs reservations
hotline, where customers still
want to book fights on
Concorde.
Burying the
hatchet
Unfortunate email news alert
headline juxtaposition of the
week: Mrs Thatcher dies;
Airbus breaks ground for new
assembly line
Spark of genius
Unfortunate headline of the
week, spotted by Ian Goold:
Boeing 787 Dreamliner Blazes
Through the Testing of its New
Battery System.
Goold adds: I thought the
idea was not to.
raising the woof
Carefully look at the registration
number to the left and try to
fght the temptation to shout:
let the dogs out? A tail number worth wagging
J
a
m
e
s

W
ilk
in
s
FIN_230413_041 41 18/4/13 13:26:22
letters
fightglobal.com
fight.international@fightglobal.com
We welcome your letters on
any aspect of the aerospace
industry.
Please write to: The Editor,
Flight International, Quadrant
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FLIGHT
INTERNATIONAL
We welcome your letters on
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FLIGHT
INTERNATIONAL
42
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Flight International
|
23-29 April 2013
tems and install the engines.
And, of course, they are respon-
sible for the design, testing and
certifcation. Theres a whole lot
more to it than just bolting an air-
frame together.
The logical companion of an
airframer would be an engineer
one who makes engines and I
hope you will not propose that.
Applying a spell-check to the
above message, the frst word it
snagged was airframer.
John Burnett
Walton-on-Thames, UK
Right rewards
for research
It is good that the UK is invest-
ing in aerospace research with
the creation of the Aerospace
Technical Institute (ATI), and I
wish them luck. However, I
think there are two issues that
must be resolved if the institute
is to be successful.
Firstly, aerospace is no longer a
sexy technology and does not
attract creative talent. Secondly,
the research system itself is stulti-
fed. In the current system, re-
search is proposed, applications
reviewed and the outcome as-
sessed by the same research com-
munity. This is a recipe for un-
originality; how many more times
do we need to know that laminar
fow can be attained by boundary
layer suction?
I suggest a signifcant portion
of the ATI funds be set aside as a
form of X-Prize(s) for basic re-
search. A researcher or organisa-
tion would perform the research
using their own funds. If the re-
search results in a defnite appli-
cation or an innovative path to a
future application, then they can
be awarded a payment of twice
the typical grant for similar activ-
ity the factor is to allow for the
inevitable failures.
Such a scheme would encour-
age risk-taking and could excite
young, creative, researchers
enough that they might consider
aerospace as a suitable place for
their talents.
David Nixon
Los Altos, California
Contribute to the debate on
Flightglobals AirSpace forum:
fightglobal.com/airspace
Callsign prefx
cuts confusion
In reference to the article Incur-
sion crew missed orders to abort
(Flight International, 26 March-
1 April), were those actual con-
versations quoted between the
controller and pilots of the Air
Canada Embraer 190? If so, why
was the callsign prefx Air Can-
ada not used?
In my days, and even today
when I listen to air traffc con-
trol in the UK, it is standard to
always use a prefx before the
fight number United, Air
France, Speedbird, for exam-
ple never just the fight
number. Apart from the practice
being mandatory, I thought, the
use of a prefx is aimed at pre-
venting possible confusion
when separate airlines with the
same fight number are on the
same frequency.
If the controller at Toronto was
communicating using the fight
number alone, surely this was
wrong and a violation of air traf-
fc rules?
And the excuse given by the
pilot that we thought it was
someone else is a rather lame
excuse. If you think, or hear, an-
other fight on the same frequen-
cy with the same fight number,
it is common sense and air-
manship to check with the con-
troller. Everyone would then be
aware of the possibility of confu-
sion and would include the air-
lines prefx identifer.
Graham Dinsdale
Sawtry, UK
Preserve icons
of British history
We are now at the end of a gold-
en age of British aviation and
must act promptly to ensure its
achievements are not lost forever.
By that I mean preserving at least
one fying example of the iconic
aircraft military and civilian
that have been withdrawn from
airline/air force service in recent
years. The opportunity will not
present itself again.
There are a number of muse-
um collections of static aircraft
scattered around the country but
very few aircraft of the jet-age in
airworthy condition. How would
you ever know what a lion was
like if you had only seen a
stuffed one in a static display?
But as planes have become more
sophisticated, the task of main-
taining them has become increas-
ingly diffcult and expensive.
We now have the opportunity
for history not to repeat itself fol-
lowing the recent retirement by
the RAF of the Nimrod, direct
descendant of the worlds frst jet
airliner, the Comet; the VC10,
Britains iconic 1960s jet airliner;
and the Harrier, the worlds frst
VTOL aircraft and last of a long
line of all-British jet fghters.
With prompt action, one or
more of each of these important
pieces of British aviation history
could be kept fying while
spares are available from other
aircraft and fying and technical
expertise and tooling still exist.
Clifford Hunter
Hampton, UK
More to industry
than airframes
Would you please stop using the
term airframer in Flight Inter-
national? If you mean aircraft
manufacturer, which I think
you do, then please say so.
Im not sure there is any com-
pany which only makes air-
frames. Boeing, Airbus and the
like build complete aeroplanes.
Yes, they make the airframe but
they also build into it all the sys-
AEROMEDICS
Do not dismiss air contamination
In a letter you published last
year (Flight International,
23-29 October 2012), Profes-
sor Michael Bagshaw said:
The Germanwings incident
[Flight International, 9 Octo-
ber 2012] describes in accu-
rate detail the classic symp-
toms of hyperventilation.
While I would agree with him that many of the reported
symptoms are seen in patients suffering from hyperventilation,
he seems to have ignored several other recorded complaints
which are not seen in this condition, including intense nausea,
contraction of the feld of vision and what is almost certainly a
cognitive defect the frst offcer could not handle all the in-
formation, the captain reached the limit of his performance.
After landing, the pilots were reported to have blood oxy-
gen contents signifcantly lower than 80% normal breathing
air should be 96-98%. Given that hyperventilation leads to an
increase in blood oxygen content, I fnd it curious that Prof Bag-
shaw, an aeromedical advisor to Airbus, can be so certain the
Germanwings incident can be completely explained by hyper-
ventilation. In my view, the reported symptoms and fnding of
signifcant hypoxaemia makes illness caused by inhalation of
pyrolysed engine oil almost certain, not hyperventilation. Con-
taminated air events should not be so easily dismissed.
Jonathan Burdon
Consultant respiratory physician
East Melbourne, Australia
Not so classic symptoms?
M
a
r
t
in

N
e
e
d
h
a
m

g
a
lle
r
y

o
n

A
ir
S
p
a
c
e
FIN_230413_042 42 18/4/13 13:08:26
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& Microgrids Symposium
Washington DC
hoodk@ttcus.com
6-8 May
CANSO Asia-Pacifc Conference
Jakarta, Indonesia
gill.thompson@canso.org
6-9 May
RAA 38th Annual Convention
Montreal, Canada
Staci Morgan
morgan@raa.org
7-8 May
Safety in Aviation Asia
Singapore
hannah.bonnett@rbi.co.uk
fightglobalevents.com/safety2013
8-9 May
Unmanned Aircraft Systems
Symposium
Washington DC
hoodk@ttcus.com
21-23 May
European Business Aviation
Convention & Exhibition
Palexpo, Geneva, Switzerland
abaptista@ebaa.org
ebace.aero
27-29 May
African Business Aviation Conference
& Exhibition
Nairobi, Kenya
africanaviation.com
30-31 May
2Gether 4Safety seminar & expo
Lusaka, Zambia
aviassist.org
17-23 June
Paris Air Show
Le Bourget exhibition centre, France
paris-air-show.com
10-11 July
Aviation 2020 Finance Forum
London, UK
events.registration@rbi.co.uk
ascendconferences.com/
ascendffondon2013
12-15 August
Unmanned Systems 2013
Washington DC
auvsi.org
27 August to 1 September
MAKS International Aviation and
Space Salon
Zhukovsky, Russia
maks@aviasalon.com
22-24 October
NBAA Business Aviation Convention &
Exhibition
Las Vegas, Nevada
nbaa.org
17-21 November
Dubai Airshow
Dubai World Central
dubaiairshow.aero
FIN_230413_044 44 18/4/13 17:11:36
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CLASSIFIED
TEL +44 (0) 20 8652 4897 FAX +44 (0) 20 8652 3779 EMAIL classified.services@rbi.co.uk
Calls may be monitored for training purposes
Dauphin AS.365
Parts Specialists
www. al pi ne. aer o
Tel: +41 52 345 3605
www.skyworld.co.uk
Skyworld Aviation is marketing
a number of ATR 42 and 72
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following models are available:-
ATR 42-300/500
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Tel. + 44 1753 832088 info@skyworld.co.uk
ATR 42s and ATR 72s
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For more information visit our
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or contact Juliet Hewitt at
juliet@skyworld.co.uk
Tel. + 44 1753 832088
Aircraft spares
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FIN_230413_044-046_Layout 1 17/04/2013 15:32 Page 45
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46 | Flight International | 23-29 April 2013 ightglobal.com
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EMAIL recruitment.services@rbi.co.uk CALL +44 (20) 8652 4900 FAX +44 (20) 8652 4877
Getting careers off the ground
flightglobal.com 23-29 April 2013 | Flight International | 47
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48 | Flight International | 23-29 April 2013 flightglobal.com
Vacancies exist for the following staff, based
at STANSTED UK
CHIEF TRAINING CAPTAIN
Global Supply Systems invites applications for the
position of Chief Training Captain. Applicants must
be current B747-400 or B747-8 TRI/TREs.
Previous management experience would be an
advantage. The position is based at Stansted airport.
Global Supply Systems is a cargo operator flying to
worldwide destinations with scheduled services to the
Far East, India, the Middle East, Europe and the USA.
Please send your CV to Kim Jeffery,
Global Supply Systems, Room 13 Stansted House,
Stansted Airport, Essex, CM24 1AE, UK.
Please see our website
www.gssair.co.uk
Applicants not meeting the above
minimum qualifications are
unlikely to receive a reply.

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FIN_230413_047-049_Flight Rec Template Q& 18/04/2013 10:10 Page 48
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flightglobal.com 23-29 April 2013 | Flight International | 49
NATS HOLDINGS LTD
Three Non Executive Directors
NATS is a world leader in the provision of air navigation services,
minimising air trafc delays while maintaining safety as our top
priority. Last year was one of the best on record for NATS, both
operationally and nancially. The company provides air trafc
services for aircraft ying in UK airspace and over the eastern
part of the North Atlantic and at most of the UKs major airports.
We also operate overseas in more than 30 countries.
NATS became a Public Private Partnership in 2001 when the
Airline Group - a group of seven leading airlines - acquired a
controlling interest. The Government retains a 49% stake, with
Heathrow Airport Holdings Ltd and an employee trust holding
minority interests.
The Government appoints three non executive directors to
the Board, known as Partnership Directors. New terms of
appointment will commence from July 2013 and individuals are
needed with the ability to operate effectively at Board level, and
with skills and experience in at least one of the following areas:
safety sound experience of operating at a senior level in
a safety critical environment. The ability to scrutinise the
companys technology plans is also desirable;
employee relations - including human resources and/or trade
union experience; and
commercial strong nancial acumen and a proven commercial
track record. Experience of a regulated industry would be benecial.
Ideally, one of the Partnership Directors should have experience in
engaging with the European Commission and/ or an understanding of
the Single European Sky framework.
The contract will be for a renewable three year term. The expected
time commitment is about two days per month and the remuneration
is 36,000 per annum.
The Department for Transport is committed to providing equal
opportunities for all. Candidates cannot be appointed as Partnership
Directors if they are, or become, employees of the Crown, the CAA, or
of a material customer or competitor of NATS.
Further information and the application form are available at www.
nats.co.uk/careers/vacancies or from Tanya Norris, Assistant
Company Secretary, at tanya.norris@nats.co.uk
The closing date for completed applications is
5pm on Monday, 13th May 2013.
FIN_230413_047-049_Flight Rec Template Q& 18/04/2013 10:20 Page 49
50 | Flight International | 23-29 April 2013 ightglobal.com
www.aircra-commerce.com
+44 (0)1403 240 183
Recruitment Support
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T: +44(0)1483 332000
recruitment@zenon.aero
aviation recruitment
www.ctcaviation.com/ctcflexicrew
CTC FlexiCrew
High flyers, on demand
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FIND THE RIGHT MATCH
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Email: recruitment@sigmaaviationservices.com
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Tel: +353 1 669 8224
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Email: recruitment@sigmaaviationservices.com
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Flight crew, maintenance staff and
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Contract and Permanent recruitment
for the Aviation industry
David Rowe, Alastair Millar,
Jodie Green, Ian Chapman
Tel: +44 (0)1737 821011
Email: aero@cbsbutler.com
www.cbsbutler.com
RECRUITMENT FOR AVIATION
EASA E-LEARNING COURSES
Tel: +44 (0) 1284 700676
Email: info@e-techs.co
www.e-techs.co
F
Looking for on contract basis consultants with
working experience gained from aircra
manufacturers customer services business,
incl. maintenance & engineering, supply
chain management, aircra parts service,
technical publicaons, training, operaon
support and supplier contract management.
Email: yongq@3oac.com Tel: +44 20 8643 3981
www.3oac.com
Three Oaks Aviaon Consultancy Ltd.
Global Aviation Recruitment Solutions
Rebecca Anderson, Kelly Biggart, Holly
Sawkins, Billy McDougall, Lee Walker
Tel: +44(0)141 270 5007
E-mail:
aviation@firstpeoplesolutions.co.uk
www.firstpeoplesolutions.co.uk
GCT Group
Worldwide specialist for
Aerospace Engineering,
Certification & Management
Services
e: yourcv@garner.de
t: +49 (0) 8153 93130
w: www.garner.de
Recruiting Stress, Design and Fatigue & DT
engineers for our ofces in:
Amsterdam
Bangalore
Bristol
Glasgow

Hamburg
Seattle
aerospace.info@atkinsglobal.com
Global Aerospace contract
personnel and work packages
e: progers@strongfieldtech.com
t: +44(0)20 8799 8916
w: www.strongfield.com
The preferred company for Stress (Fatigue & DT), GFEM,
Composites), Aeronautical Research. Business units:
Contract staff, Workpackages, Innovation and New
Concepts, Aeronautical Research. www.bishop-gmbh.com
Contact bishop.peter@bishop-gmbh.com
Tel 0049-(0)40-866-258-10 Fax 0049-(0)40-866-258-20
FIN_090413 10/04/2013 16:33 Page 1
working week
23-29 April 2013
|
Flight International
|
51 fightglobal.com
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If you would like to feature in
Working Week, or you know
someone who does, email your
pitch to murdo.morrison@
fightglobal.com
For more employee work
experiences, pay a visit to
fightglobal.com/workingweek
Pulling levers of policy for Boeing
Mikes Nunes is head of aviation policy at Boeing Commercial Airplanes, where he manages a team which
deals with industry trade objectives such as the airframers efforts to commercialise sustainable biofuels
WORK EXPERIENCE mIKE NuNEs
Nunes: participated in negotiations at the World Trade Organisation
Where were you educated?
After graduating from the Uni-
versity of North Texas I lived in
Costa Rica for a year before mov-
ing to California to study interna-
tional trade policy at the
Monterey Institute of Interna-
tional Studies.
How did your career start?
I began as a policy analyst in the
Offce of Industry at the US Inter-
national Trade Commission in
Washington DC, analysing trade
issues that impacted the US tele-
communications services indus-
try. My responsibilities broad-
ened to include transportation
and air cargo carriage. Essential-
ly, the group responded to re-
quests from Congress or the Ad-
ministration to analyse the
impact of trade policies on US
industries. We were also called
upon to participate in negotia-
tions at the World Trade Organi-
sation (WTO) in Geneva, and on
free-trade agreements. After fve
years, I went to work for one of
the Commissioners on anti-
dumping and countervailing
duty cases, defending US indus-
tries from unfair foreign imports.
When my Commissioners term
expired in 2006, I was hired as
international affairs director for
the Telecommunications Indus-
try Association, where I led a
team that worked on market ac-
cess on behalf of the associations
500 member companies. Ive
Mikes Nunes is leader of aviation policy
at Boeing Commercial Airplanes
always been fascinated with avi-
ation, but had an uncommon
entry path into the industry.
You joined Boeing in 2008?
My frst job in aviation was work-
ing on trade policy in the global
marketing and strategy organisa-
tion at Boeing Commercial Air-
planes. I worked closely with its
Washington DC team to ensure a
competitive trade environment
for aircraft sales and production.
I spent a good portion of time
working on the WTO trade case
and on trade fnance issues, but
also on a variety of other issues,
including export control, free-
trade agreements, bilateral
aviation agreements such as
Open Skies, and supply-chain
policy issues. I manage a team of
aviation policy professionals
who help shape global policy
and regulatory environments to
support business objectives. The
team works on a range of policy
issues that impact our industry
including trade policy, aviation
safety and security, environmen-
tal policy and operational eff-
ciency. I get to manage a team of
high-performing self-starters
who are passionate about the
work they do. The team gets to
work on exciting issues, helping
to move the needle on issues crit-
ical for our industrys future.
What is your favourite part of
the job?
The challenge. I came into the job
with a relatively high level of
comfort on trade issues but am
enjoying learning the ins and outs
of other issues our team works on.
For example, we are at the fore-
front of industry efforts to com-
mercialise sustainable biofuels.
Public policy engagement is an
important part of our biofuels
strategy. Likewise, the work we
do on operational effciency en-
sures the industry wont face in-
frastructure and effciency con-
straints in the future. In a
relatively short time, Ive seen the
entry into service of the 787 and
747-8. Watching them lift into the
air for the frst time was amazing.
Im excited to work for a company
where dreams literally take fight.
Least favourite?
I struggle with the sheer depth
and breadth of the organisation.
A big part of the challenge is
knowing where to go for answers
or help on projects. Im getting
there, though. n
EADS XP Campaign
If any problems arise concerning this document, please contact
Dawson Walker Communications on +44 (0)20 7323 2713.
Publication: Flight Int Working Week
Insert Date: 23/04/13
Copy Date: 16/04/13
Ad Size: 38x196mm
Booking Ref: EADS
Job Number: DW3073/3881
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Last Updated: 15/04/13
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Opportunities for Integrated Logistics Support (ILS) Managers
www.jobs.eads.com
FIN_230413_303 51 18/4/13 09:31:53
Engineering
the future
The Boeing Engineering Student of the Year Award
recognizes the outstanding talent of tomorrow
both at graduate and undergraduate level.

Presented at the Flightglobal Achievement Awards
at the Paris Air Show in June and now in its eighth
year, the Boeing Engineering Student of the
Year Award is the worlds leading competition to
recognize students whose work shows the greatest
promise, aptitude and dedication in the feld of
aeronautical or space technology.

As well as the overall award, a special prize will
be given to the best undergraduate submission,
giving global recognition to those working on their
frst degree.

The competition is open to any engineering student
currently enrolled in a programme leading to a
recognized academic degree.
The submission deadline is April 19 2013. Dont miss
your chance to engineer the future.

For more information or to enter now go to:
www.fightglobal.com/student
ENGINEERING STUDENTS.
YOU COULD BE THIS YEARS
BOEING ENGINEERING
STUDENT OF THE YEAR
Submission
deadline extended
to May 3 2013
FIN_230413_304 304 18/4/13 08:50:30

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