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ARE IPADS THE Gulf nation becomes first EADS boffins develop
NEW ELECTRONIC non-NATO customer for LIDAR system to allow
FLIGHT BAGS? unmanned Predator airliners to automatically
FEATURE P26 reconnaissance aircraft 18 adjust for turbulence 23


5-11 MARCH 2013



When go-arounds go wrong


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VOLUME 182 NUMBER 5380 5-11 MARCH 2013


AirSpace user mrmagoo_uk shared this
image of Hindustan Aeronautics Dhruv
helicopters dancing in the skies at Aero
India. The display was conducted by India’s
Sarang aerobatics team, or Peacocks. Open
a gallery in flightglobal.com’s AirSpace
community for a chance to feature here

Nigerian Accident Investigation Bureau, General Atomics Aeronautical Systems

mymagoo_uk gallery on flightglobal.com/AirSpace
This shot was sourced from
AirTeamImages; our cover
story is an analysis of the
go-around technique – and
how getting it wrong has
brought disaster – by our
operations and safety
Inquiry criticises captain for failing to take control before
editor David Learmount.
flightglobal.com/imageoftheday trijet landed fast and long on wet runway P10. United Arab
See Cover Story P30
Emirates approves seal for unarmed Predator XPs P18


16 USAF’s budget warning shot 30 Dodging disaster The go-around
17 New X-plane must combine speed with manoeuvre offers an escape from
6 Beechcraft loses LAS tender again vertical lift. unstable approaches, but all too often
7 US Air Force pours scorn on F-35 Saudi Arabia puts first A330 tanker into its mishandling has led to an accident.
contractors. service Could eye-scanning technology present
Boeing briefs 787 customers on interim a solution?
18 Rivals power up for AETD engine
battery fix
programme bid
8 No decision on second line to support FEATURES
Diamond seeks saviour for iced D-Jet 19 Airframe challenges stall Learjet 85. With crews having access to devices
9 EADS defence strategy in the balance Bell pressure prompts FAA rule-change query such as the iPad during all phases of
21 First Challenger 890 moves to fit-out. flight, airlines are targeting fresh
AIR TRANSPORT Finnish firm gains single-engine functionalities from a new breed of
10 Unstable approach led 727 to overrun. breakthrough electronic flight bags
Cuba’s flag carrier continues Russian
love affair TECHNOLOGY
11 Pitch illusion and control ambiguity led to 23 Laser vision may end turbulent times
A330 crash.
Cockpit audio to warn pilots of Dash 8 BUSINESS
overspeed 24 Wall Street 787 fears ease
Jean-Pierre Matanowski

12 Performance boost for MS-21 turbofan

13 Re-engined fleets ‘do not threaten’ REGULARS
single-aisle value 5 Comment
34 Straight & Level
14 KC-30A achieves crucial milestone. 36 Classified
As it approaches 25 years in service, we
Australian debut for duo 38 Jobs look back at the past and ahead to the
15 Bidders eye OneSky tender. 43 Working Week future of the best-selling narrowbody
Northrop Grumman pitches Triton for 40 JOB OF THE WEEK Air traffic controller, which broke Boeing’s dominance
Canberra’s need as first flight nears Alderney Airport



flightglobal.com 5-11 March 2013 | Flight International | 3


Companies listed
Aer Lingus...................................................... 6
Aeronamic ...................................................25
Afriqiyah Airways ..........................................11
It was a week of dynamic duos flightglobal.com
as business editor Dan Thisdell
AgustaWestland ...........................................19
Airbus ............................................8, 9, 13, 23 and air transport editor David On The DEW Line, Craig Hoyle noted the 50th anniversary
Airbus Military..............................................17 Kaminski-Morrow decamped to of the Transall’s first flight. “The phrase ‘venerable’
Air Charter Service .......................................25 probably doesn’t do justice to the European-designed
Air France ....................................................31 Berlin for EADS’s results briefing,
Alenia Aermacchi ...................................16, 25 while Greg Waldron and Emma transport, which remains in
American Airlines .........................................26
AMR ............................................................27
Kelly were in Geelong, Australia use with the air forces of
Antonov .......................................................12 for the Avalon air show (P14), France, Germany and
Arinc ............................................................27 where aircraft on display includ-
Armavia .......................................................32 Turkey, and which is most
Astrium ....................................................9, 24 ed GippsAero’s GA8 Airvan. prominently supporting
Aviadvigatel .................................................12
Avionics & Systems Integration Group ..........29 France’s Operation Serval
Avolon .........................................................13 campaign in Mali,” wrote
BAE Systems .........................................16, 25
Beechcraft ..................................................... 6 Hoyle in a post that carried
Bell Helicopter .............................................19 an image from French
Boeing ...................6, 7, 10, 13, 16, 17, 24, 25
Bombardier .....................................11, 19, 21 military Flickr feed Theatrum Belli (above). “Its duties there
Bristow Helicopters ......................................19 have included transporting personnel and equipment,
British Airways ................................................6
Cassidian ................................................9, 24 airdropping paratroops and supplies, and also making
Cathay Pacific ..............................................29 tactical landings on dirt strips.” In a separate DEW Line post,
China Airlines...............................................32
Continental Airlines ......................................27 Dave Majumdar asked: “Was there ever a YF-24?” The US
Cubana........................................................10 Air Force says no, but such an aircraft is listed in a bio of
DHL Aviation ................................................10
Diamond Aircraft ............................................8 former test pilot Col Joseph Lanni – who commanded a
EADS .......................................8, 9, 13, 23, 25
Embraer..................................................... 6, 8
classified flight-test unit from July 1995 to June 1997.
Eurocopter ...............................................9, 19
Eurofighter ...................................................17
Finmeccanica ................................................6 Find all these items at flightglobal.com/wotw
Flying Colours ..............................................21
General Atomics Aeronautical Systems ........18
General Dynamics........................................16
General Electric .................................7, 17, 18
GKN Aerospace............................................25 Last week, we asked: Did Boeing take electrical evolution too
Gulf Air.........................................................32 far with 787?: You said:
Hendell Aviation ...........................................21
Hindustan Aeronautics ...................................6 No, Dreamliner is Yes, Boeing Too early to say

45 43 12
genuine game-changer paying price
Iberia ............................................................. 6
Ilyushin ........................................................10
International Airlines Group ............................6 For a full list of reader services, editorial % % %
Irkut .............................................................12 and advertising contacts see P35
Jeppesen Aviation ........................................26 EDITORIAL
Kaman.........................................................25 +44 20 8652 3842
Korea Aerospace Industries..........................16 flight.international@flightglobal.com
Lockheed Martin ..........................7, 16, 17, 18 DISPLAY ADVERTISING Total votes: 6,649
Lufthansa Systems ......................................27
Moon Express ..............................................25
+44 20 8652 3315 This week, we ask: Which will be in the air by Paris? RA350 only
Navtech .......................................................27 CLASSIFIED ADVERTISING
R787 only RBoth RNeither
Northrop Grumman......................................16
+44 20 8652 4897 Vote at flightglobal.com/poll
Piaggio Aero...................................................6
Pratt & Whitney ..................................7, 18, 19
QantasLink ..................................................11 +44 20 8652 4900 HIGH FLIERS
Qatar Airways ...............................................24
recruitment.services@rbi.co.uk The top five stories for the week just gone:
webmaster@flightglobal.com 1 Picture: First flying A350 moves to next stage of ground tests
Rolls-Royce.................................................... 7
Ryanair .......................................................... 6 SUBSCRIPTIONS 2 JetBlue unveils first A320 with sharklets
Sierra Nevada ................................................6 +44 1444 445 454 3 Picture: Bombardier reveals engine-equipped CSeries
Southwest Airlines........................................27 flightinternational.subs@qss-uk.com
Thales ..........................................................25 REPRINTS
4 Details emerge about Lockheed’s Cuda missile
Thomson Airways .........................................31 +44 20 8652 8612 5 USAF may not be able to afford T-X jet trainer project
Tupolev ........................................................10 reprints@rbi.co.uk Flightglobal reaches up to 1.3 million visitors from 220
United Aircraft ..............................................12 FLIGHT DAILY NEWS
United Airlines .............................................27 +44 20 8652 3096 countries viewing 7.1 million pages each month
Urban Aeronautics .......................................17 flightdailynews@flightglobal.com

Download the Military Simulator

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High-fidelity maritime patrol aircraft simulators and training systems.

4 | Flight International | 5-11 March 2013 flightglobal.com


Wrong assumptions
A decision by an airline several years ago to test empirically how pilots use flight instruments
to monitor aircraft performance provided information that was unwelcome – and unexpected

I f a pilot gets away with using an incorrect flying tech-

nique for long enough without a mishap, his training
department assumes, wrongly, he must be using the
correct technique. If that incorrect technique is then ap-
plied in a highly dynamic – but rare – manoeuvre such
as a go-around, it is only a matter of time before that pi-
lot’s luck runs out catastrophically.
There has long been an assumption in the industry
that a go-around is a simple manoeuvre. So embedded
was this view that several catastrophes resulting from
botched go-arounds were ignored as aberrations, and it

Rex Features
was not until a near-catastrophic go-around occurred in
southern England that the airline concerned decided to
test its assumptions about how pilots monitored their A lot to take in
instruments. They set up pilot eye-tracking tests in
their training simulators, and discovered many pilots wrong, and accidents were waiting to happen. Since
did not exercise a skill that – it was assumed – was fun- that time, the all-engines go-around manoeuvre itself
damental to the skillset of any pilot who had earned an has been dissected.
It can be very demanding because change happens
so fast as a result of the high power/weight ratio of
A lurking question is whether modern aircraft, and because many airports have tight
loss of disciplined instrument limitations in their missed approach procedure owing
to terrain or conflicting traffic patterns.
scan is a result of automation But the industry is simultaneously trying to reduce
the occurrence of the most common of all aviation ac-
cidents: the runway excursion. Runway excursions
instrument rating. Many pilots were found to employ a frequently follow unstabilised approaches, and going
haphazard instrument scan that ignored critical pri- around from an unstabilised approach is one of the
mary flight information for dangerously long intervals. most effective ways of reducing overruns.
But because the measurement of a pilot’s instrument Behind the discovery made by Thomson Airways with
flying skill was previously based on whether the air- its eye-tracking technique lurks the question of whether
craft’s trajectory and performance remained within cer- the loss of a disciplined instrument scan is a result of
tain parameters, if that was achieved by luck rather modern automated flying. Whatever the cause, the solu-
than judgement, the deficiency remained undiscov- tion is a disciplined scan by the pilot flying, and a trained
ered. It needed an empirical approach such as eye- monitoring procedure for the pilot monitoring. O
tracking to discover that assumptions about skills were See Cover Story P30

Results mean EADS needn’t be defensive

E ADS chief executive Tom Enders can be excused
for showing no job-security anxiety about the fact
that one of his first acts as chief executive was to unveil
As Airbus division results show, all indications
point to rapid and durable demand growth for civil air-
liners. With budget austerity likely to last a generation
an audacious merger proposal that failed spectacularly. on both sides of the Atlantic, military aerospace opera-
By joining with weapons systems giant BAE Systems, tions are starting to look like a drag on growth.
he was going to resolve EADS’s big headache – that its Anyway, military spending increasingly goes to elec-
defence business lacks global scale – but 2012 finan- tronic systems that make the difference in asymmetric
cials show EADS to be in rude health, even without conflicts. The aircraft platforms existing today are, ar-
growth in the military business. Enders says that, with guably, good enough – so even another war might not
budgets being axed on both sides of the Atlantic, maybe boost traditional defence aerospace.
it’s not bad thing, as a business, to have relatively low There is much talk of defence industry consolida-
David Learmount comments on
airline operational and safety exposure to defence spending. tion. Don’t be surprised if the result in aerospace is a
issues via his eponymous blog He makes a point that begs a question: can the aero- separation into civil and military specialists. O
at flightglobal.com/learmount space industry get along alright without defence? See This Week P9

flightglobal.com 5-11 March 2013 | Flight International | 5

For a round-up of our latest online news,
feature and multimedia content visit

AIRPORTS Heathrow Airport Holdings has completed its sale of
London’s Stansted airport to Manchester Airports Group for £1.5
billion ($2.3 billion). The company, formerly BAA, now owns London
Heathrow as well as Aberdeen, Glasgow and Southampton airports.


ROTORCRAFT Hindustan Aeronautics has received a contract worth
RS4.18 billion ($77 million) to produce 20 Cheetal multirole helicop-
ters for the Indian army. The company will deliver the aircraft, associ-
ated equipment and personnel training over four years.

SHAKE-UP CONTINUES AT TROUBLED FINMECCANICA The 20 turboprops will be assembled in Jacksonville, Florida
GOVERNANCE On 21 February, Finmeccanica continued its manage-

Beechcraft loses
ment shake-up in the wake of the arrests by Italian police of two top
executives in a corruption probe. Daniele Romiti has been nominated
as AgustaWestland chief executive to replace Bruno Spagnolini, who

LAS tender again

was placed under house arrest as part of the bribery investigation.
Luigi Pasquali and Alessandro Franzoni become chief executives of
space business Telespazio and defence systems operation WASS
respectively. Giuseppe Orsi, also arrested by Italian police, was re-
moved as the company’s chief executive earlier in February. Embraer and Sierra Nevada win long-running battle to supply
Afghan air force with light attack aircraft worth $427 million
MODIFICATION Boeing’s hydrogen-powered Phantom Eye testbed
made a “picture-perfect landing” at the end of its second flight, the
company says. The long-endurance unmanned air vehicle reached
T he US Air Force has awarded
Sierra Nevada and partner
Embraer a $427 million firm
government over that selection,
and forced the USAF to retender.
“We are disappointed that our
an altitude of 8,000ft (2,440m) in a 1h sortie on 25 February, having fixed-price contract to supply the proposal was not chosen. We will
suffered a landing-gear mishap during its debut in June 2012. Afghan air force with 20 of the meet with the USAF for a full de-
latter’s A-29 Super Tucano light brief of the award and determine
LOSSES AT IBERIA DRAG ON IAG’S PERFORMANCE attack aircraft by 2015. Its deci- our next steps forward at that
AIRLINES Loss-making Iberia “must adapt to survive” if it is to have sion brings to a close a long-run- time,” Beechcraft says.
any future, parent company International Airlines Group has warned ning battle between the bidders The repeat loss comes at a criti-
as full-year operating losses at the carrier hit €351 million ($459 and Beechcraft to secure the Light cal time for Wichita-based Beech-
million). IAG is proceeding with a 15% capacity cut and will slash Air Support (LAS) tender. craft, which emerged from bank-
3,807 posts at Iberia as it has been unable to reach agreement with “The A-29 Super Tucano with ruptcy protection on 19 February,
unions. The Spanish flag carrier’s performance was in stark contrast its proven track record is exactly and cited winning the LAS deal
to that of its sister airline British Airways, which turned in an operat- what’s needed for the LAS pro- as a critical near-term goal.
ing profit – including operating losses of €98 million from BMI – of gramme, where the mission is The Super Tucanos will be
€347 million. Overall, IAG recorded an operating loss for the period critical and time is short,” says built at Embraer’s facility at Jack-
to 31 December of €23 million before exceptional items, compared Taco Gilbert, vice-president of in- sonville airport in Florida, which
with an operating profit of €485 million in 2011. tegrated tactical solutions for Si- is already being readied to host
erra Nevada’s ISR business. the aircraft’s assembly line.
EC REJECTS LATEST AER LINGUS TAKEOVER BID Luiz Carlos Aguiar, president “The LAS contract will sup-
MERGER The European Commission has rejected Ryanair’s third of Embraer Defense and Security, port more than 1,400 American
attempted takeover of Irish flag carrier Aer Lingus, insisting that the whose company has long been jobs, reflecting the large US sup-
low-cost carrier’s remedy packages failed to fully address its compe- trying to secure a foothold in the plier base,” the winners say.
tition concerns. An earlier “statement of objections” by the lucrative US defence aerospace Under the terms of the contract,
Commission had outlined a series of problems with the proposed market, pledges to increase the the partners will supply the light
merger. Its doubts centred on 46 crossover routes for which a com- company’s presence in the USA. attack aircraft, training systems,
bined Aer Lingus-Ryanair would command monopolies or near-mo- Beechcraft, which bid an AT-6 planning and debrief stations,
nopolies. Ryanair’s remedies were “simply inadequate” to allay the attack version of its Texan II tur- long-lead spare parts, flight certifi-
EU’s concerns, it says. boprop trainer, expressed its dis- cation to USAF military type certi-
appointment at the loss, and has fication standards and data rights.
HAMMERHEAD PAYLOAD REVISED not ruled out the possibility of The US Department of Defense
CLARIFICATION Following our 26 February-4 March 2013 article once again protesting the award. values the deal as having a maxi-
about the unmanned Piaggio Aero/Selex ES P.1HH HammerHead, The company, which also lost out mum contract value of $950 mil-
Piaggio says the P180 Avanti II derivative has an expected maximum to Embraer during the original lion, with the air force wanting
mission payload of 909kg (2,000lb), and not 1,810kg as reported. LAS contract award at the end of the 20 turboprop aircraft deliv-
2011, had previously sued the US ered by April 2015. O

6 | Flight International | 5-11 March 2013 flightglobal.com

No decision yet on THIS WEEK
second production
line for A350


USAF pours scorn on F-35 contractors

Service’s programme chief decries relationship with Lockheed Martin and Pratt & Whitney over lack of long-term thinking

T he Lockheed Martin F-35

Lightning II programme’s key
contractors need to take a longer
the relationship between the par-
ties was at the lowest level he had
ever seen it. “Are [Lockheed and
view on the Joint Strike Fighter ef- P&W] getting better? A little bit,”
fort, the US military’s programme he says. “Are they getting better
head, US Air Force Maj Gen Chris- at a rate I want to see them get bet-
topher Bogdan, says in a new criti- ter? No, not yet.”
cism of the relationship between Bogdan notes it took the JPO
industry and its customer. and P&W six months to negotiate
“What I see Lockheed and Pratt the engine maker’s fee for the
& Whitney doing today is behav- F135s that will power the 35 air-

Lockheed Martin
ing as if they are getting ready to craft within the programme’s lot-
sell me the very last F-35 and very five contract for low-rate initial
last engine, and are trying to production, which was finalised
squeeze every nickel out of that The air force could acquire over 1,700 Joint Strike Fighters in November 2012.
last engine and airplane,” says “The fundamental cause of the
Bogdan. “The behaviour I want to Bogdan made the critical com- relationship between Lockheed six-month delay was the fee they
see is that they are knowledgeable ments during a media roundtable and the F-35’s joint programme would earn,” says Bogdan. “You
about selling me 3,000 airplanes at the Avalon air show near Mel- office (JPO). In September 2012, would think a company such as
and 4,000 engines. I want them to bourne, Australia, on 27 Febru- the official created a stir in de- Pratt & Whitney that had just re-
take the long view.” ary, after being asked about the fence aerospace circles by saying ceived the greatest Christmas gift
you could ever get would act a lit-
tle differently.” This comment
Fresh grounding for Lightning II over cracked turbine blade sion to stop funding an alterna-
tive F-35 powerplant, the F136,
The discovery of a cracked blade during a boroscope inspection. “It is pressure turbine blades resulted in being jointly developed by Gen-
deep inside a Pratt & Whitney F135 too early to know the fleet-wide im- F-35 groundings in 2007 and 2008. eral Electric and Rolls-Royce.
engine on 19 February led to a tem- pact of this finding,” the F-35 Joint Both occurred in the F-35B vertical Despite his renewed criticism,
porary grounding of the entire fleet Program Office says. take-off and landing variant, and Bogdan says progress is being
of Lockheed Martin F-35s, as an The F135’s turbine module was were traced to high-cycle fatigue. made to redress several problems
investigation into the root cause of shipped to P&W’s Connecticut test P&W expects to test an upgraded that have plagued the programme,
the incident was launched. facility for closer inspection. The version of the afterburning F135 including software development
A cracked third-stage low-pres- engine involved had been run for turbofan in 2013, says Bennett and the pilots’ helmet.
sure turbine blade was located in a about 700h, including 409 flying Croswell, president of its military Lockheed did not respond to
conventional take-off and landing hours, the company says. Two previ- engines division, which “could pro- Flight International’s request
F-35A at Edwards AFB in California ous incidents with third-stage low- vide another 5% thrust”. O for comment. O


Boeing briefs 787 customers on interim battery fix

T he immediate future of Boe-
ing’s grounded Dreamliners
was set to become a little clearer
clarification on what comes next
for the aircraft,” says an executive
from a Dreamliner customer, who
as Flight International went to did not want to be identified.
press with the airframer due to The meeting comes after Boe-
hold a briefing with customers on ing presented an interim solution
a proposed interim fix for the to US Federal Aviation Adminis-
still-undiagnosed battery issue. tration head Michael Huerta and
This will give operators a more deputy transportation secretary
comprehensive indication of when John Porcari on 22 February.
they will be able to resume flights, Their plan, to which the FAA is
say industry sources. “All of the expected to respond on 4 March,

787 operators will be in Seattle. could see the 787 resume service
They will get a better idea of what by late March. O
led to the problems and get some See Business P24 Operators including ANA have faced disruption since January

flightglobal.com 5-11 March 2013 | Flight International | 7

For a round-up of our latest online news,
feature and multimedia content visit


Russia reveals
future Embraer
wing designs
A picture released by a Russian
aeronautical research centre
shows Embraer has completed
testing of a high-aspect ratio wing
for an undisclosed, turbofan-
powered project.
The TSaGI Central Aerohydro-
dynamics Institute says data from

windtunnel tests on the new wing
in December and January is being MSN001 – the first flying prototype – will shortly embark on the next stage of ground tests
analysed by a joint team of Russian
The announcement offers new
insight into the status of Embraer’s
long-term product development
No decision on second line
strategy. In a public presentation
last August, an Embraer official
listed a high-aspect ratio as among
to support A350 assembly
the technologies being considered EADS chief believes twinjet will be a “success” but additional capacity is not yet needed
for a next-generation airliner to
emerge after 2025 to succeed the re-
winged E-Jet scheduled for 2018.
TSaGI says the high-aspect
E ADS has not embarked on
any decision for a possible
second production line for the
speaking during the EADS annual
conference in Berlin on 27 Febru-
ary. The A350 backlog at the end of
stone, Airbus has moved the first
flying prototype of the twinjet –
MSN001 – from the Roger Béteille
ratio wing entered testing in Rus- Airbus A350, but acknowledges January 2013 stood at 592 aircraft. final assembly line in Toulouse to
sia early in the fourth quarter of that success for the type might re- Boeing has established a sec- the next stage of ground testing.
2012 and concluded in January, quire more capacity. ond assembly line for the 787, Photographs released by the
with a special focus on analysing Chief executive Tom Enders located in Charleston. But End- airframer show the “structurally
stiffness and flutter characteris- says Airbus chief operating offic- ers says that if there is a business complete” aircraft with complet-
tics. The wingtips were not visi- er for customers John Leahy is case for a second A350 line, it ed wings, following the recent ad-
ble in the TSaGI picture but the “very bullish” over the prospects will be evaluated. dition of its curved winglets,
windtunnel model used was de- for the twinjet family. However, Enders warns that the A350 is belly fairing panels and main
signed to allow Embraer techni- Enders plays down suggestions of entering a crucial phase and the landing gear doors.
cians to study several different a second line, stressing that there aircraft programme is “inherently Upcoming ground tests will in-
wingtip designs, the Russian is “no decision” regarding a com- risky”. But he says he is “looking clude fuel tank trials, pressure
agency says. High-aspect ratios, plement to the final assembly line forward” to seeing the first proto- testing of the fuselage and radio
once associated exclusively with in Toulouse. type perform its maiden flight “in equipment evaluations. O
high-altitude surveillance air- “This aircraft promises to be a the summer”. Additional reporting by Dominic
craft, are now being widely pur- success,” says Enders, who was Ahead of that crucial mile- Perry in London
sued for civil airliners. O


Diamond seeks saviour for iced D-Jet

D iamond Aircraft is confident
a financial saviour can be
found for the D-Jet after the Cana-
line set-up, to bring the D-Jet to
certification and production.
Chief executive Peter Maurer
been built, but a fourth produc-
tion-conforming example would
be required to achive certifica-
dian company was forced to put says $188 million has already tion, says Maurer.
the programme on hold and lay been sunk into D-Jet’s develop- Diamond announced it was
off 150 engineers and assembly ment since its genesis in 2005, halting the programme after it
workers on 25 February. and that it is “70%” ready, with became clear that investment
The London, Ontario-based production facilities in place. from Middle Eastern group Me-
airframer – a separate entity from “The programme is in really good drar – announced at the Dubai
its sister business in Austria and shape,” he says. “Customers are air show in late 2011 – was not
which owns the design rights to excited and the orderbook is going to materialise.
the all-composite, single-engined solid. The thing that’s missing is Instead, Diamond is preserving

personal jet – needs $65 million, the cash to finish it.” its cash to allow the legacy busi-
Windtunnel testing is complete plus $12 million for assembly Three prototype aircraft have ness to continue, says Maurer. O

8 | Flight International | 5-11 March 2013 flightglobal.com

Unstable THIS WEEK
approach led
727 to overrun


EADS defence strategy in the balance

Aerospace giant remains sanguine as chances fade of achieving Vision 2020 target to reduce reliance on Airbus revenue

F or several years, EADS’s cor-

porate strategy has been guid-
ed by a vision – of reducing reli-
review. By then, EADS will have a
new board of directors and be oper-
ating under a new governance
ance on its dominant Airbus charter, agreed in December and set
commercial airliners division by for a shareholder vote on 27 March,
building up its Eurocopter, Astri- which ends the days of French and
um space and Cassidian defence German government involvement
businesses. Noting that in 2008 in group management.
commercial aircraft accounted for That “dislinking” of sharehold-
63% of group sales, its Vision ing from governance is a huge
2020 plan calls for a 50/50 balance achievement, says Enders. It will
between Airbus and other group clearly give management new
activities, “especially defence and freedom to adjust to a changing
institutional business”. business environment. In the

But as EADS’s 2012 accounts meantime the focus will be on
highlight, the numbers are going cost control and, particularly in
the wrong way. Revenue growth Sales of the Tiger attack helicopter have been sluggish the defence business, profit. In
of 15% took the group top line to short, the bottom line at EADS is
€56.5 billion ($74 billion), with rather than more, a fair point but it mergers or acquisitions in 2013, the bottom line. O
Airbus commercial revenue gain- is hard to brush aside the Vision Enders is only saying that any To subscribe to the iPad edition
ing 19% to nearly €37 billion – or 2020 assessment of commercial jet- plans will wait for the conclusion, of Flight International, visit
65% of the total. Record deliver- liners as “an extremely capital-in- probably this summer, of a strategic flightglobal.com/ipad
ies of 588 Airbus airliners in a tensive and cyclical business”.
booming civil aviation market tell As a former Airbus chief, End-
much of the EADS story. Airbus ers knows this better than anyone
is so successful it swamps excel- but, he stresses, the defence busi-
lent growth at Astrium (up 17%) ness is “not insignificant” – just
and Eurocopter (up 16%). shy of €12 billion – and despite
Cassidian seeing profit fall 57% to
The focus will be €142 million owing to fourth-quar-
ter charges, is leaner and, at root,
on cost control
and, particularly
more profitable than a year ago. Its
core product range is strong and
in the defence the orderbook is up without count-
ing a December 2012 Omani order
business, profit for 12 Eurofighter Typhoons. AT CITY UNIVERSITY LONDON
But if there is no obvious urgen-
cy to fix the defence business,
The defence business as a what, exactly, is EADS’s strategy? At City University London our part-time
whole, however, rings alarm Last September, the answer was mid-career programmes are the established
bells. Cassidian’s sales fell 1% to clear: Enders and his opposite route for developing careers in aviation, air
transport and related industries.
€5.7 billion. Adding in the de- number at BAE Systems, Ian King,
fence divisions of Astrium and unveiled a bold merger plan to Air Transport Management MSc
Eurocopter, plus Airbus Military, form the world’s biggest aerospace Air Safety Management MSc
total defence sales were flat at and defence group, which would Aircraft Maintenance Management MSc
€11.6 billion, barely 20% of have tied EADS defence units to The three-day modules which are taught by
group revenue. That is about half one of a major player in military industry experts run in the Dubai International
Financial Centre (DIFC), Bahrain as well
the level enjoyed by Boeing, hardware and services. as London.
which shares EADS’s “problems” But that plan was knocked flat
Frequent modules allow students flexibility in
of having a runaway success in by a German government that their study programme, which is ideal for those For further information
civil airliners and defence spend- feared the emergence of a too- with tight rosters and changing work plans.
ing austerity in its home market. strong UK-French axis. Now, End-
These courses are accredited by the Royal T: +9174 401 9318
Chief executive Tom Enders, ers – who in some views was lucky Aeronautical Society and supported by the Guild
speaking in Berlin on 27 February to survive as chief executive after of Air Pilots and Air Navigators (GAPAN).
to detail EADS’s 2012 financial per- championing the failure – is keep- E: dubaicentre@city.ac.uk
Free Qualifying Module gives applicants the
formance, said that in times of mili- ing his cards close to his chest. opportunity to assess the value of the course to
tary spending cuts it may be better Other than assuring stock market them before committing and paying fees. www.city.ac.uk/airtransport
to have less exposure to defence analysts there will be no major

flightglobal.com 5-11 March 2013 | Flight International | 9

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aircraft profiles for the latest news, images
and information on civil and military
programmes at flightglobal.com/profiles


Cuba’s flag carrier continues Russian love affair

C uba’s national carrier Cubana
has added passenger Ilyushin
Il-96-400s and Tupolev Tu-204SMs
The lessor has yet to disclose
the source of the aircraft but they
could potentially be converted
the completion of type certifica-
tion tests by the summer.
The two sides have also signed
ceremony in Havana. Industry
minister Denis Manturov esti-
mates the value of the deal at
to its future commitment for Rus- from three freighters which were a follow-up agreement, under $650 million and says it will be
sian-built aircraft. supplied to the cargo division of which Cubana is to receive three funded through a commercial
Under a preliminary agree- Russian carrier Polet in 2009. out of six previously ordered An- line of credit from Russian banks
ment, concluded with leasing In addition, Cubana has tonov An-158s in March, June under sovereign guarantees. O
company Ilyushin Finance, Cu- placed an order for two and August this year. For in-depth coverage of carriers
bana intends to acquire three Tu-204SMs. Both aircraft are ex- Russian prime minister Dmitry throughout the world, go to
converted Il-96-400s. pected to be available following Medvedev attended the signing flightglobal.com/airlines


Unstable approach led 727 to overrun

Nigerian inquiry criticises captain for failing to take control and abort before DHL trijet landed fast and long on wet runway

P ilots of a Boeing 727-200

freighter continued with a
high-speed, unstable landing in
travelling for 400m before coming
to a halt. The 727 (ZS-DPF) also
sustained damage to its main
poor weather at Lagos, resulting landing gear and the leading edge
in the trijet being badly damaged of its left wing.
when it overran the wet runway. During the instrument landing
Nigerian investigators criti- system approach, the crew did

Nigerian Accident Investigation Bureau

cised the captain – who had not adhere to the checklist, nor
logged more than 7,800h on type did the pilots make standard
– for allowing the first officer to call-outs.
fly the taxing approach, in a Investigators also highlight in-
squall with 600m (1,970ft) visi- stability in the flightpath, citing
bility, rather than taking control the momentary arrest of the de-
and aborting. As the freighter crossed rough ground its nose wheels sheared off scent at 550ft and again at 200ft.
“The decision by the captain to It says this indicates control prob-
go ahead and land under the se- says the captain ordered a late crew and lack of total knowledge lems arising from “probable ex-
vere weather conditions was un- go-around after the landing. of what to do”. cessive weight” as well as the
professional,” says the Nigerian Seventeen seconds after Continuous reverse thrust, weather conditions.
Accident Investigation Bureau, in touchdown the reversers were however, would not have averted “Operating at the maximum
its belatedly published report stowed, but redeployed 5s later. the overrun. The aircraft collided operating limit and with the pre-
into the overrun. The inquiry says this indicated with the localiser antenna as it vailing weather, the captain
Operated by DHL Aviation, poor co-ordination as well as exited the runway, its nose wheel should have exercised his com-
the South African-registered 727 “evidence of pressure on the sheared off and it continued mand responsibility to take over
was verging on its maximum much earlier than the last minute
landing weight, and had still attempt to go-around,” the in-
been travelling at 186kt SAFETY quiry states.
(345km/h) while only 45ft above Multiple roles for crew risked fatigue Cockpit-voice recordings also
the ground. It touched down at revealed the captain had replied
167kt, at least 30kt above its ap- Investigators examining the DHL the workload” on the crew by carry- to the tower controller using an
proach reference speed. overrun at Lagos queried the car- ing appropriate personnel or station- “offensive word”, it adds, suggest-
The jet landed some 1,426m rier’s policy at the time of not carry- ing them at points on its network. ing the crew was under pressure.
beyond the threshold of runway ing a loadmaster and ground DHL agreed, although the division None of the occupants was in-
18L, meaning it was halfway engineer, instead relying on the crew involved subsequently ended serv- jured in the 7 September 2006
along the 2,745m runway before to perform these roles. ice with the 727s – which used two accident, involving flight DV110
it made contact – contradicting The Nigerian inquiry highlighted pilots and a flight engineer – and from Accra. The final report is
the captain’s statement which the “stressful nature” of freighter reduced its fleet to a handful of one of a batch newly released by
said touchdown was in the operations, and the risk of fatigue if smaller types, with differing person- Nigerian investigators. O
normal zone. crews were carrying out additional nel requirements. However, the op- See Cover Story P30
Flight-recorder data shows the tasks during times which should be erator assured it would use David Learmount comments on
thrust-reversers were immediate- used for rest. loadmasters on board if it returned operational and safety issues at
ly deployed, but the inquiry also It advised the carrier to “remove to flying large freighters. O flightglobal.com/learmount

10 | Flight International | 5-11 March 2013 flightglobal.com

boost for
MS-21 turbofan


Pitch illusion and

control ambiguity
led to A330 crash
Sensory confusion played role in poorly-executed go-around
before Afriqiyah twinjet came down short of Tripoli runway

L ibyan investigators have deter-

mined that poor co-ordination
Immediately the autopilot was
disengaged. The first officer ini-

Rex Features
between the pilots of an Afriqiyah tially made a nose-up input, and
Airways Airbus A330-200, spurred the thrust levers were set to go-
by sensory illusion, preceded the around power. Just one person among the 104 on board survived the accident
fatal go-around crash at Tripoli. “The go-around was initiated
While the first officer was the without undue haste,” says the in- nose-down response. Pitch-down first officer],” says the inquiry.
flying pilot, the inquiry found quiry. But while the pilots initially inputs were applied for 21s, caus- But it says this distracted the cap-
that the captain began making in- appeared co-ordinated, it says, the ing the A330’s pitch attitude to re- tain and led to “ambiguity” as to
puts to his sidestick control as the captain was probably “destabi- duce to 3.5˚ nose-down. The in- who was controlling the aircraft.
aircraft aborted its non-precision lised” by the terrain warning. quiry suggests the co-pilot was As the aircraft lost height the
approach to runway 09. Some of the go-around call-outs, focused on the aircraft’s speed, terrain-awareness system issued
The aircraft climbed to only such as “positive climb”, were not rather than its attitude, following a succession of sink and ground-
450ft (137m) during the go-around made and the inquiry says the first an incident 14 days earlier when proximity warnings. But the cap-
before it descended and crashed officer “questioned” the captain on an overspeed warning activated tain responded with a “sharp”
short of the runway threshold – several occasions, indicating a during a go-around. nose-down input, says the in-
striking the ground at 260kt need for “more active participa- “At no time was the go-around quiry, adding that he might have
(480km/h) with a descent rate of tion” from the non-flying pilot. pitch attitude controlled, nor did been subject to somatogravic illu-
4,400ft/min (22m/s) – killing all The aircraft pitched to 12.3˚ the [first officer] follow the in- sion or was similarly focused on
but one of the 104 occupants. nose-up, and the crew retracted structions from the flight direc- the A330’s speed.
Libya’s Civil Aviation Authority, the landing-gear and flaps. How- tor,” it states, adding that fatigue He then took control of the air-
in its final report into the 12 May ever, the co-pilot started making could have played a role in the craft, without warning, via the
2010 crash of flight 8U771, says the nose-down inputs 4s after the au- crash by causing him to focus sidestick priority button and
pilots had opted to continue de- topilot disconnection. solely on the airspeed. maintained the nose-down input,
scending through the minimum “These inputs are consistent Analysis found the captain was while the first officer was simul-
descent altitude of 620ft. with the high pitch attitude he also applying inputs to his sides- taneously – and in vain – pulling
But the inquiry determined that could have perceived, typical of a tick, matching the first officer’s, back on his own sidestick.
the crew had not acquired visual somatogravic perceptual illu- although insufficient to trigger a Only 2s before impact, at a
ground references before proceed- sion,” says the inquiry. dual-input warning. height of 180ft, the captain also
ing with the final approach. Somatogravic illusion is the “This action appears to be in- pulled his sidestick fully back,
The aircraft descended to 280ft false perception of excessive pitch tended to provide assistance, suggesting both pilots were aware
above ground before a terrain- – caused by sensory misinterpre- without the captain intending to of the aircraft’s impending colli-
awareness warning sounded, and tation in the absence of visual cues fly the aircraft by himself, with- sion with the ground, but were
the captain ordered a go-around. – which can prompt an instinctive out showing a lack of trust in [the unable to arrest the descent. O


Cockpit audio to warn pilots of Dash 8 overspeed

A ustralian investigators are ad-
vising Bombardier Dash 8 pi-
lots to familiarise themselves
into the “beta range” below flight-
idle. Flight-recorder data shows
the propeller speed increased un-
tralian Transport Safety Bureau has
released a section of the cockpit-
voice recording on its website, con-
developed to avoid overspeed.
While quick action averted damage
to the QantasLink aircraft, the
with the signs of propeller over- controllably – the left to 1,253rpm taining the audible propeller-speed ATSB says the captain initially
speed, following a serious Qan- and the right to 1,067rpm – ex- increase and a warning horn. thought the horn was signalling the
tasLink incident. ceeding the 900rpm setting for 3s. It found that all 57 Australian- autopilot disengaging. Similar seri-
When the Dash 8-300 hit tur- The aircraft (VH-SBV) had been registered Dash 8-100s, -200s and ous incidents have resulted in ef-
bulence, the first officer inadvert- descending through 11,300ft -300s were fitted with warning forts to mandate preventative mod-
ently lifted one or both of the (3,500m) to Weipa, Queensland horns, but 48 of them had neither ifications. The ATSB says release of
gates designed to prevent pilots on 6 December 2011. of two modifications – a beta lock- the recording is an interim measure
accidentally moving the throttles To aid familiarisation, the Aus- out system and an adapted gate – to “increase awareness”. O

flightglobal.com 5-11 March 2013 | Flight International | 11

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aircraft profiles for the latest news, images
and information on civil and military
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Performance boost for MS-21 turbofan

Aviadvigatel makes major changes to configuration of powerplant including the relocation of engine’s accessory drive gearbox

R ussian engine specialist Avi-

advigatel has made substan-
tial changes in the configuration
of its prospective PD-14 turbofan
to enhance performance and vari-
ability as part of the development
project aimed at creating a family
of engines to power Irkut’s medi-
um-range MS-21 twinjet.
While retaining the core en-
gine’s two-shaft, two-bypass ar-
chitecture, Aviadvigatel has de-
cided to revise the location of
particular engine modules.

“The key move involved the ac-
cessory drive gearbox,” says Aviad- The Russian engine manufacturer is aiming its PD-14 engine at Irkut’s new twinjet family
vigatel PD-14 chief designer Igor
Maksimov. “We opted to put it novations to enhance service life tested at Aviadvigatel’s laboratory the prototype proves a better solu-
under the nacelle cowl rather than and cut down core engine com- and the other at the Central Aero- tion, Maksimov does not rule out
under the gas generator. This en- ponents. “To reduce weight, engine Institute in Moscow. that Ivchenko-Progress’s affiliated
sures a steadier thermal regime and we’ve thoroughly redesigned the Aviadvigatel and the institute manufacturer Motor-Sich could
reduces temperature-related risks low-pressure turbine,” says Mak- have completed tests of the com- supply PD-14 combustors.
for oil lines and cooling systems.” simov. “It has become smaller bustor prototype. Maksimov says Test runs of the technology dem-
Maksimov adds that there is and lighter. We’ve also worked in these checks, which were also onstrator engine are scheduled to
now more room inside the nacelle improvements stemming from conducted at a high-altitude test begin in the third quarter of 2013.
for rejigging other modules, mak- the latest aerodynamic research. facility, validated all pre-test pre- Maksimov says the MS-21 project
ing it easier to modify the baseline As a result, we’ve bumped up the dictions in terms of emissions and envisages, for the first time in Rus-
engine configuration and “meet turbine’s efficiency.” performance. The partners plan to sia, the engine developer taking
thrust requirements of stretched Assembly has started on two start testing the prototype this year charge of the nacelle. “Under our
and shortened MS-21 variants”. low-pressure turbines for the – initially on a testbed and then agreement with Irkut we bear an
Aviadvigatel has introduced in- PD-14 prototype. One will be within a demonstrator engine. If overall responsibility, from design-
ing the engine to customer specifi-
cations and selecting suppliers to
DEVELOPMENT certifying and providing after-sales
Russia begins two-year test of strength on jet’s fuselage support,” says Maksimov. “We’ve
already defined nacelle configura-
Russia’s United Aircraft says devel- Irkut president Oleg Demchenko could take up to two years to com- tion. It features sliding panels rath-
opment of the medium-range Irkut says the project has entered the plete. In addition to static tests, the er than hinged cowl doors.”
MS-21 twinjet remains on track as “stage of manufacturing airframe programme will include more than Composites will make up some
structural tests begin on a key fuse- elements and their full-scale testing”. 100,000 events to simulate flight. 60% of the nacelle weight. Com-
lage section. He indicates Irkut has introduced a Demchenko says Irkut will build ponents such as intakes and cowl
On 25 February, a specially char- number of advanced technologies into four MS-21 pre-production examples panels will be made of carbonfi-
tered Antonov An-124-100 freighter the test mid-section of the fuselage, – one for static trials and three for bre-reinforced plastic. Full-scale
transported the aircraft’s centre fu- which TsAGI will subject to a series of flight tests. United Aircraft chief engine nacelle tests are scheduled
selage barrel from Irkut’s manufac- static trials to determine the structural Mikhail Pogosyan says assembly of to begin in early 2014. O
turing facility in Irkutsk to the TsAGI fatigue and residual strength. the prototype aircraft in Irkutsk will Track the progress of develop-
Central Aerohydrodynamics Institute Boris Alyoshin, TsAGI director, begin this year, following the transfer ment programmes at
at Zhukovsky, near Moscow. says the centre fuselage evaluations of blueprints to the airframer. O flightglobal.com/aircraft

Look out for in-depth online coverage of the March 2013 Airline Business cover
interview with Masaru Onishi, Chairman of Japan Airlines
Available now at www.flightglobal.com/interviews

12 | Flight International | 5-11 March 2013 flightglobal.com

KC-30A achieves
crucial milestone


Re-engined fleets
‘do not threaten’
single-aisle value
Lessor’s assessment suggests A320neo and 737 Max will
have no impact on predecessors’ worth before mid-2020s

A nalysis by lessor Avolon sug- ly,” says Avolon chief technical

gests the impact on Airbus officer Lucas Mollan, co-author
A320s and Boeing 737s from the of the report Transitioning to Both new types will need eight years to reach 35% market share
transition to re-engined versions Neo and Max.
will be diluted by the much-larg- The installed base provides When the 737-300s to -500s start of current-generation fleet op-
er installed fleet, compared with “more than double the cushion” entered service, some 1,100 older erations,” says Avolon.
earlier aircraft shifts. of the previous major fleet switch 737-100s and -200s had been or- It says the 737-300s to -500s
In a newly-published market and offers “natural protection dered, of which 1,000 had been took five years to achieve a 35%
assessment, Avolon says the sta- from mass premature retire- delivered. But when the 737NG share of the 737 market – the point
ble transition to the A320neo and ments”, says the lessor, adding entered service, 13 years later, or- at which previous-generation val-
737 Max will not have an imme- that the change will be “smooth- ders for the prior model stood at ues start being hit – and seven
diate effect on current-generation er” than earlier cases. 2,000 with 1,800 delivered. years for 737NGs to do the same.
aircraft values. “We believe that it will take The lessor forecasts more than Avolon expects the A320neo
“Our analysis confirms that eight years from entry into service 6,000 737NGs will have been de- will reach this threshold around
the [A320neo] and [737 Max] do for the [new jets] to build a 35% livered when the Max enters the 2023 and the 737 Max in 2025.
not pose a disruptive threat to share of their respective family market, and some 6,000 baseline There are more than 3,000 single-
the long-standing competitive fleets,” says Avolon head of strat- A320-family jets will be in service aisle aircraft that will be more
balance between the two aircraft egy Dick Forsberg. There is still out of a likely orderbook of 6,700. than 22 years old by 2016, it says,
families and that the transition strong demand for the current “These levels are three times larg- and therefore at the “forefront of
to the new aircraft will be order- types, he adds. er than the installed base at the the replacement process”. This
number will exceed 4,000 by the
beginning of the next decade.
Airbus resists slashing prices of remaining A320 slots are delivered in greater numbers,
more than 60% will be required
Airbus will resist engaging in a price on 27 February. He says the com- Wilhelm adds that Airbus to meet market growth require-
war to sell the final slots for the reg- pany has been “satisfied” with pric- achieved “healthy” pricing on the ments. The pool of eligible retire-
ular A320 before production switch- ing levels and that the number of A320neo in 2012, with customers ment candidates will stay “deep
es to the re-engined A320neo. remaining A320 slots is a “pretty paying a premium for the aircraft. enough” to absorb the remaining
The airframer’s parent, EADS, remote number”. EADS chief executive Tom 30-40% of new deliveries.
says the number of outstanding Wilhelm acknowledges that, from Enders similarly dismisses any As more A320s and 737NGs
slots for the type is less than 300. behaviour seen in the market, hold- suggestions of a price war, stating begin to reach 25 years of age, in
“We want to sell [these] at a rea- ing out completely would not neces- that Boeing’s rival 737 Max is the first half of the next decade,
sonable price and margin,” said sarily be “rational”. “desperately trying to catch up” Avolon says the pipeline of “suit-
EADS chief financial officer Harald However, he says: “We definitely with the A320neo. ably-aged feedstock” will be fur-
Wilhelm, speaking during the com- won’t move into what some might “It creates some tension in the ther replenished, avoiding “can-
pany’s annual conference in Berlin call a price war.” market,” he says. O nibalisation” of younger fleets. O

Passenger Convenience Quicker Aircraft Turns



737NG Stowage Bin  

flightglobal.com 5-11 March 2013 | Flight International | 13

SHOW For a round-up of our latest online news,

REPORT feature and multi-media content visit


Rain, a lack of major competitions and an election later
this year made for a much-subdued 2013 Avalon air
show held near Melbourne in southern Australia.
Nonetheless, Avalon marked an important milestone

Airbus Military
for the Royal Australian Air Force, with its Airbus Military
A330 multirole tanker transport finally gaining initial
operational capability. Business jets were also out in Australia’s air force has received five of the tanker transports
force, with two Gulfstream types making their Avalon DEFENCE

KC-30A achieves
debut, as manufacturers target the burgeoning Asia-
Pacific market. Greg Waldron and Emma Kelly report

crucial milestone
Initial operational capability attained by A330-based aircraft
but service awaits modifications to boom refuelling system

A ustralia’s Airbus Military A330

multirole tanker transport
(MRTT) aircraft have achieved ini-
passenger cabin is identical to that
of Qantas Airways’ commercial
A330s, although the military air-
tial operational capability (IOC), craft lack an in-flight entertain-
with the type demonstrating an air- ment system.
to-air refuelling mission on the One of Australia’s MRTTs is
sidelines of Avalon. with Airbus Military in Getafe,
The aircraft, designated the Spain, for remedial work to re-
KC-30A in Royal Australian Air solve issues with the aircraft’s aer-
Commonwealth of Australia

Force service, refuelled a pair of ial boom refuelling system. The

Boeing F/A-18A Hornets from its service is likely to begin working
wing-mounted hose and drogue with the boom at the end of 2013.
refuelling pods. The event was The boom will be required for
witnessed by journalists travel- the air-to-air refuelling of types
ling in the tanker’s cabin. such as the Boeing 737-based
Australia’s air force has taken Wedgetail airborne early warning

Australian debut for duo delivery of all five of its A330

MRTTs. The IOC milestone in-
cludes the ability to refuel F/A-18s
and control system aircraft, and
Australia’s Boeing C-17 strategic
transports. In addition, the boom

G ulfstream’s super-midsized
G280 and ultra-large-cabin,
ultra-long-range G650 made their
to Pago Pago in 5h 12min at an
average speed of M0.83.
The flight from Pago Pago to
via the hose and drogue method at
day or night, as well as carrying a
full load of passengers. The type’s
will be required for the air force’s
future fleet of Lockheed Martin
F-35A Joint Strike Fighters. O
debuts in Australia, appearing on Melbourne, a distance of 2,846nm,
the static line at the Avalon show. took 7h 16min at an average speed
The two aircraft set a series of of M0.80. The G280 has set 22 PROCUREMENT
claimed city-pair records en route
to the event, with the G650 regis-
city-pair records since it entered
service in 2012. The aircraft’s ap- Grob covets RAAF trainer deal
tering a world record between pearance at Avalon 2013 is part of
Honolulu and Auckland, flying
3,868nm (7,160km) in 7h 57min.
The G280, meanwhile, set
a world demonstration tour.
Gulfstream has 208 business
jets in service in the Asia-Pacific
G rob Aircraft made a major
push for its G120TP basic
trainer at Avalon, with its stand in-
designated AIR 5428, calls for a
complete training solution in-
cluding simulators. Grob envis-
three to-be-verified records on its region – a fleet that has tripled in cluding a simulator for the type, as ages the RAAF using the G120TP
journey to Avalon. It took off at size in recent years, according to it eyes an upcoming requirement in conjunction with a more ad-
maximum weight from Carlsbad, the airframer. The G450, G550 to replace the Royal Australian Air vanced basic trainer type.
California, where it demonstrated and G650 are of particular inter- Force’s 63 Pilatus PC-9/9As. Hiebeler says only 45% of pi-
its take-off capabilities from the est to customers in the region due Andre Hiebeler, Grob Aircraft lots trained by the Australian mili-
short 1,492m (4,900ft) runway. to their large cabins and range, it chief executive, says the G120TP tary end up in the air force, with
It then flew six people – three says. Gulfstream claims a 46% can “eat into” up to 60-70% of the only a small portion transitioning
passengers and three crew – share of the region’s large-cabin syllabus provided by higher-end to fighters. The majority become
2,322nm to Honolulu in 5h aircraft market. O tandem-seat turboprops such as transport aircraft or helicopter pi-
31min at an average speed of See our Gulfstream G280 flight the Pilatus PC-21, which is also lots, making the G120TP, with its
Mach 0.83. The aircraft then cov- test and cutaway drawing at likely to compete for the Austral- side-by-side configuration, a suit-
ered the 2,292nm from Honolulu flightglobal.com/g280 ian deal. Canberra’s requirement, able training platform. O

14 | Flight International | 5-11 March 2013 flightglobal.com

USAF’s budget AVALON 2013
warning shot SHOW REPORT


Bidders eye OneSky tender

Contract award for first ever combined civil-military ATM system possible by end of year

A irservices Australia and the

country’s Department of De-
fence are expected to release their
The RFI was “an early indica-
tion of how the project would
come together”, says Airservices.
last December, when preliminary
documentation was circulated.
As a result, Airservices, which is

long-awaited request for tender Since then, a dedicated pro- leading the programme, believes
for OneSky – a new combined gramme office comprising Airserv- that industry is “well-primed” The GA10 first flew in May 2012
civil-military air traffic manage- and the tender requirements will
ment system – in the middle of Thales, BAE Systems, contain few surprises.
this year, with contract award
possible by the fourth quarter.
Lockheed Martin and Airservices is aiming to com-
plete the process within six
If it proceeds as planned, Aus- Boeing were among months, it says. It hopes to have delay approval
tralia will become the first coun- the respondents to the system up and running in the
for new GA10
try to commission a joint civil- 2018-2020 timeframe, although
military ATM system. Canberra’s 2011 RFI industry sources suggest the latter
A request for information for
the project, believed to be valued
at A$300-A$500 million ($306- ices and Department of Defence
end of that period is more achiev-
able. The combined ATM system
is expected to have a service life
M ahindra Aerospace-owned
airframer GippsAero is
aiming for certification of its new
$510 million), was issued in 2011 personnel has been established in of 15-20 years. 10-seat, multi-role turboprop,
which resulted in considerable Canberra, putting together the full Australia’s present civil ATM the GA10, in the first quarter of
industry input, says Airservices, information for the tender. system, The Australian Advanced 2014 following a delay to the
with Thales, BAE Systems, Lock- As a prelude to its release, Air Traffic System (TAAATS), programme.
heed Martin and Boeing among some 80 industry participants at- which was supplied by Thales, Although it performed its maid-
the respondents. tended a briefing on the project entered service in 2000. O en sortie last May, targeting certifi-
cation in 2013, the manufacturer
has since changed the baseline air-
UNMANNED SYSTEMS craft, says Elizabeth Allenbaugh,
GippsAero marketing and com-
Northrop Grumman pitches Triton for munications manager.
The GA10 will now have addi-

Canberra’s need as first flight nears tional atributes, including instru-

ment flight rules capabilities from
launch, necessitating a slight

N orthrop Grumman hopes to

conduct the maiden flight of
the first MQ-4C Triton unmanned
(Broad Area Maritime Surveil-
lance), the MQ-4C is tasked with
partial replacement of the US
system. It has displayed a full
scale mock-up of the Triton at
both the 2011 and 2013 Avalon
delay in the certification effort,
says Allenbaugh. The changes are
due to input from prospective
air vehicle in the coming months. Navy’s Lockheed P-3 Orion mari- air shows. customers, she adds.
Speaking to Flight Internation- time patrol aircraft, and will oper- Both Triton test aircraft, SDD-1 GippsAero has yet to open a de-
al at the Avalon air show, Greg ate alongside the service’s fleet of and SDD-2, are in the “final stages posit programme for the 10-seater,
Miller, Triton UAS business de- Boeing P-8A Poseidons. of testing,” says Miller. They have but there is considerable interest
velopment manager, says the first Northrop sees the MQ-4C as completed taxi and ground tests, in the Rolls-Royce M250-powered
aircraft, SDD-1, could fly as soon suitable for Phase 1B of Austral- he adds. type, particularly from existing
as April. ia’s AIR 7000 requirement for a “We’re very close to the first operators of the smaller GA8 Air-
Formerly known as BAMS multimission unmanned aerial flight [of SDD-1],” says Miller. O van, says Allenbaugh.
Once the GA10 is certificated,
The MQ-4C will be initially GippsAero plans to finalise plans
operated by the US Navy for the GA18 programme – for-
merly the Nomad -– which has
now slipped from a previous en-
try-into-service date of 2014. Al-
though declining to reveal a time-
frame, it remains committed to the
programme, says Allenbaugh.
The company will also attempt
to increase in the North American
market via an “aggressive” adver-
tising campaign. O
Northrop Grumman

Read our special report on

Australia’s aviation sector

flightglobal.com 5-11 March 2013 | Flight International | 15

For free access to Flightglobal’s Defence
e-newsletter visit flightglobal.com/


USAF’s budget warning shot

Decade-long cuts programme would reduce flying hours, threaten exercises and hurt major procurements, officials say

T he US Air Force may have to

take drastic actions which will
severely impact the readiness of
its combat forces for years to come
if the threatened Congressional se-
questration comes into effect, sen-
ior officials from the service
warned in the final days leading
up to a 1 March deadline.
Draconian measures would in-
clude cancelling major large force
exercises such as Red Flag and
Northern Edge, Air Force Secre-
tary Michael Donley told the Air
Force Association’s (AFA) Air

US Air Force
Warfare Symposium in Orlando,
Florida on 22 February.
With the sequestration act also Any threat to cancel the F-35 programme would prompt the Air Combat Command to seek additional Raptors
to fall late in the current fiscal
year, the majority of the USAF’s of Defense’s spending plans. Cur- tage Northrop T-38 Talons. Poten- F-35s grows, using the F-16 to
fighter and bomber wings not on rent and planned major procure- tial candidates for a contest include train their pilots will become im-
combat deployment will also run ments would also be affected, ac- an Alenia Aermacchi/General Dy- practical. “I can’t produce enough
out of money to keep flying by as cording to other officials also namics T-100 version of the F-16 pilots today for the air
early as mid-May, Donley says. speaking at the AFA convention. former’s M-346, the BAE Systems/ force,” Rice says. “I can’t afford to
The issue could lead to the loss of For example, the USAF could Northrop Grumman Hawk and the get into a situation where I’ve got
200,000 flying hours, including potentially be forced to change its Korea Aerospace Industries/Lock- to use F-16s in large numbers to
cancelling some advanced train- fixed-price development deal with heed Martin T-50, plus a potential train into the F-35.”
ing and weapons instructor Boeing for the 767-based KC-46 new design from Boeing. In testimony to the Senate
courses, but the service is trying tanker, says Gen Paul Selva, com- Armed Services Committee on 12
to preserve its undergraduate mander of its Air Mobility Com- OBSOLESCENCE February, US Air Force chief of
pilot training course. mand. “As currently structured, “That’s been our challenge for staff Gen Mark Welsh warned that
Such training stand-downs there is no danger in that con- some time now,” says Gen Edward the entire F-35 programme may
could take six months to a year to tract,” he says, as any cost over- Rice, commander of the USAF’s have to be restructured if the Pen-
recover, but then only to “sub- runs must be borne by Boeing. “If Air Education and Training Com- tagon budget undergoes the full
optimal levels,” Donley warns. there is no flexibility in the se- mand. “I think we’ve been open 10-year effects of sequestration.
Sequestration will automatical- quester, it is possible we will have and clear about our challenges in Speaking to the AFA’s Air
ly cut defence funding by 10% per to reopen the contract,” he says, as finding the money to pay for it, Force Magazine, Air Combat
annum for 10 years, on top of the the air force would “literally have given all the other recapitalisation Command chief Gen Mike Hos-
$487 billion that has already been run out of money in the procure- needs of the air force.” Asked if he tage detailed a possible conse-
removed from the US Department ment lines”. still expects the T-X to achieve quence were the F-35 programme
Doing so would not only place initial operational capability in to be in any danger of being can-
the USAF at risk of having to bear 2020, Rice says: “That’s not some- celled outright.
the price of any cost overruns, but thing I’m thinking about.” “I would have to refurbish the
may also delay the delivery of the While the USAF can live with [Boeing] F-15 and [Lockheed]
first four test aircraft, and “could the T-38 for the time being, Rice F-16 fleets, and the legacy hard-
threaten the developmental test says as time goes by, it becomes ware I have today. I also have a
and evaluation part of the con- less effective at preparing new pi- very small fleet of tremendously
tract”, Selva says. A critical design lots to fly advanced fighters like the capable airplanes in the F-22s,”
review for the KC-46 should to be Lockheed F-22 and F-35 Joint he says. “I would push to buy
completed later this year, he adds. Strike Fighter. more of those,” Hostage adds,
Due to its many competing The USAF is already training noting that the USAF would need
budgetary priorities, the air force prospective F-22 pilots on the 225 more Raptors. O
US Air Force

also may not have the funds to pro- T-38, with an additional eight- For commentary on the latest
cure its prospective T-X jet trainer; flight “bridge course” in the Lock- global defence news, go to
Donley: Draconian measures a planned replacement for its vin- heed F-16. But as the number of flightglobal.com/dewline

16 | Flight International | 5-11 March 2013 flightglobal.com

UAE approves DEFENCE
deal for unarmed
Predator XPs


New X-plane must

combine speed
with vertical lift
Experimental aircraft requires maximum airspeed capability
above 300kt with hover efficiency greater than any rotorcraft

Airbus Military
T he US Defense Advanced Re-
search Projects Agency
(DARPA) is releasing a requirement
looking for brute force,” he adds.
The programme, budgeted at
$150 million, will have three dis-
The MRTT is one of three already contractually delivered to Riyadh
for a new experimental aircraft, tinct phases: a first will involve
combining the best of vertical take-
off and landing (VTOL) technology
maturing necessary technologies,
while phases two and three will Saudi Arabia puts first
with conventional design.
To be formally designated as an
X-plane, the new aircraft is meant
include hardware proving and
flight testing. While multiple con-
cepts will be selected, only one
A330 tanker into service
to both hover and fly at high speeds
with efficiency equal to dedicated
platforms. Specifications call for a
will be chosen for flight.
DARPA hopes for first flight
three and a half years after pro-
S audi Arabia has placed its first
Airbus Military A330 multi-
role tanker transport (MRTT) into
tric CF6-80E engines, Saudi Ara-
bia’s new aircraft is equipped
with an aerial refuelling boom
design capable of more than 300kt gramme launch. operational use, with the aircraft system and under-wing hose and
(555km/h) maximum airspeed; “I think we have to be a little having been inducted into Royal drogue refuelling pods, which
higher than conventional helicop- bit careful about just going back Saudi Air Force service in Riyadh enable it to support the air force’s
ters can achieve, and the ability to and revisiting what’s been tried on 25 February. Boeing F-15, Eurofighter Ty-
hover with greater efficiency than before,” says Bagai. “There is a lot Airbus Military says aircraft phoon and Panavia Tornado
current rotorcraft. of technology now available to 2402 is one of three MRTTs combat aircraft. It can also carry
So far, aircraft that have both directly address shortcomings” of “that have already been contrac- up to 266 passengers, in a two-
flown at high speed and operated previous designs, he notes. tually delivered” to its Saudi class configuration.
vertically cannot operate well in Further details, including customer. Three more being The Royal Saudi Air Force al-
either flight profile. whether the aircraft will be produced under a follow-on ready operates seven Boeing
“What we’re trying to do here manned or unmanned, have pur- contract will be handed over 707-derived KE-3A tankers deliv-
is achieve radical and transfor- posely been left vague, which from late 2014, it adds. ered in 1987, says Flightglobal’s
mational” technologies, says Bagai says is to allow bidders the Powered by two General Elec- MiliCAS database. O
Ashish Bagai, DARPA pro- most creative freedom in design-
gramme manager. “We’re looking ing solutions.
to develop vastly improved tech- Several companies have previ- DEVELOPMENT ARIE EGOZI TEL AVIV
nologies usable by the commu-
nity, particularly by [the Depart-
ously shown concepts for similar
equipment, including Lockheed
Urban gives AirMule extra kick
ment of Defense].
“We’re looking at doing this in
an elegant fashion, we’re not
Martin’s VTOL advanced recon-
naissance insertion organic un-
manned system, or VARIOUS. O
I srael’s Urban Aeronautics is
evaluating a high-speed version
of its AirMule ducted fan vertical
windtunnel testing shows the de-
sign is capable of exceeding
250kt, he says. Yoeli says the new
take-off and landing aircraft that variant’s performance is accom-
could be used to perform tactical plished mainly through the use of
resupply missions. a “stagger” built into the air vehi-
Work began in 2009, with ini- cle’s centre fuselage between its
tial windtunnel tests of a 250kt forward and rear fans, along with
(465km/h)-capable cargo variant. a horizontal stabiliser mounted at
To use a 1,600shp (1,190kW)- the rear of the aircraft.
class turbine engine, the model is The fans are kept horizontal on
20% larger and 50% heavier than the ground and in the hover,
the standard AirMule, which is using a vane control system and
being designed for applications other patented aerodynamic and
including medical evacuation. flight control provisions. To tran-
Urban Aeronautics president sition to cruise flight, the vehicle
Rafi Yoeli says the higher-speed tilts forward and its lift fans act
Lockheed Martin

version is designed to meet oper- partly as thrusters. O

ational requirements for a ducted Keep up to date with all the
fan unmanned cargo delivery ca- defence news from Israel at
Lockheed has previously shown an unmanned VARIOUS concept pability. Data gathered during flightglobal.com/ariel-view

flightglobal.com 5-11 March 2013 | Flight International | 17

For free access to Flightglobal’s Defence
e-newsletter visit flightglobal.com/


Rivals power up
for AETD engine
programme bid
General Electric finishes core testing on its new ADVENT
demonstrator, while Pratt & Whitney reveals adaptive fan

T wo rivals for the US Air Force

Research Laboratory’s (AFRL)
adaptive engine technology devel-
bullish” on the latter than some of
its competitors, and is more fo-
cused on advanced nickel alloys.

General Atomics Aeronautical Systems

opment (AETD) programme have Reduced-temperature air ex-
detailed their activities in pursuit tracted from the compressor
of a future variable-cycle power- using a third stream will be used
plant for use in combat aircraft. to cool the back of the compressor
“Our AETD configuration fea- and parts of the turbine, making
tures an adaptive fan,” Pratt & for a more efficient cycle,
Whitney military engines presi- Croswell says. “We have some in- General Atomics’ MQ-1 derivative can reach a 25,000ft altitude
dent Bennett Croswell said at the novative approaches as to how
Air Force Association convention we use that third stream to pro-
in Orlando, Florida in late Febru-
ary. “It’s a three-stream fan and
vide a heat-sink,” he adds, while
it will also cool the engine’s F135- UAE approves deal for
our initial test of that piece is
coming up in about a month.”
The adaptive fan rig will be
derived afterburner nozzle at full
test in 2016.
General Electric, meanwhile,
unarmed Predator XPs
tested at P&W’s compressor re-
search facility in Dayton, Ohio,
with the technology to eventual-
says it finished core testing for the
AFRL’s Adaptive Versatile Engine
Technology (ADVENT) demon-
T he United Arab Emirates has
approved a $197 million deal
to purchase the international ver-
of carrying weapons, the intelli-
gence, surveillance and recon-
naissance-roled XP offers a flight
ly be mated to an advanced core strator on 6 February, and also sion of General Atomics Aero- endurance of up to 35h, and can
design which the company is completed the initial design re- nautical Systems’ Predator A un- reach a maximum altitude of
working on, for test in 2015. A view for its candidate for the fol- manned air system. 25,000ft (7,620m), according to
full engine test will be performed low-on AETD programme two Announced during the IDEX its manufacturer.
in 2016. days later. exhibition in Abu Dhabi, the sale “This is the first sale of Preda-
The company says it has al- is being made via the Internation- tor XP, and the first time a non-
“We will integrate ready demonstrated the “highest al Golden Group (IGG), which NATO country is able to buy our
combination of compressor and had previously selected the ex- technology,” it notes.
these proven ADVENT turbine temperatures ever record- port-standard Predator XP on be- General Atomics has not dis-
technologies into ed in aviation history” during the half of the UAE’s armed forces. closed how many UAS are in-
our AETD engine, prototype ADVENT effort, which “Following the expected near- volved in the export sale, but has
will conclude later this year with term completion of negotiations provided details of the air vehi-
along with advanced a full engine test. between IGG and General Atom- cle’s configuration for the UAE.
controls and exhaust “We will integrate these proven ics, and between General Atom- To carry a high-definition elec-
ADVENT technologies into our ics and the Abu Dhabi-based Ta- tro-optical/infrared sensor pay-
system designs” AETD engine, along with advanced wazun Economic Council to load and the company’s own
DAN MCCORMICK controls and exhaust system de- establish a joint venture for long- Lynx synthetic aperture radar
Programmes manager, General Electric
signs,” says Dan McCormick, GE’s term service and support of Pred- with a maritime wide area sur-
general manager for both pro- ator XP in the UAE, the procure- veillance mode, the type will also
P&W’s AETD core is roughly grammes. A preliminary design re- ment will be complete,” the US be equipped with automatic iden-
the same configuration as that view is scheduled for the latter ef- manufacturer says. tification system equipment to
used in its F135 engine for the fort during November 2014. The airframer says the selection monitor surface ships.
Lockheed Martin F-35 Joint Strike GE says the use of advanced will “provide affordable, reliable The UAE also is acquiring
Fighter, but has more stages and lightweight, heat-resistant ceramic and cost-effective multi-mission its aircraft with an automatic
will use a very high pressure ratio matrix composite materials and an capabilities to the UAE armed take-off and landing system ca-
with very high thermal efficiency, adaptive low-pressure spool results forces for years to come”, and adds pability, winglets and “a more
Croswell says. The company will in a 25% improvement in fuel effi- that the type will “strengthen its efficient propulsion system”, the
need to use advanced metallurgy ciency, a 30% increase in operating national security and protect criti- company says. O
and ceramic matrix composites to range and a 5-10% improvement cal infrastructure”. For more about unmanned
achieve some of the sought-for in thrust, compared with existing Derived from the US military’s air vehicle operations, visit
performance, but he says it is “less fixed-cycle engines. O MQ-1 Predator A and not capable flightglobal.com/uav

18 | Flight International | 5-11 March 2013 flightglobal.com

First Challenger 890
set for outfitting


Bell pressure prompts

FAA rule-change query
O n the eve of the 2013 Heli-
Expo convention, the US
Federal Aviation Administration
worthiness agencies, including
the original 429 certification au-
thority Transport Canada.
will ask manufacturers whether However, other manufactur-
the basis for the airworthiness ers, including AgustaWestland,
standards for part 27 and part 29 have objected to Bell’s request
helicopters should be rewritten. for a special exemption to exist-
The FAA issued the request ing part 27 standards, arguing
for comments on 22 February that it designed its rival line-up
because it has received “some to products assuming they

rotorcraft community interest” would be required to meet the
for increasing the 3,180kg existing weight threshold.
(7,000lb) threshold that defines The FAA, however, has long Oil and gas transport specialist Bristow has yet to order the type
the part 27 and the more rigorous been considering a change to
part 29 standards. weight-based aircraft regulations. ROTORCRAFT
Bell Helicopter has been the In recent years, the FAA has pro- EC175 shows colours ahead of US tour
most outspoken critic of the posed changes to the part 23 gen-
current policy after missing eral aviation standards to abolish Eurocopter has revealed the first three months ago, the EC175 was
its weight target on its 429 divisions by weight, arguing new EC175 in the livery of potential displayed in the white, red and blue
light twin. technologies, such as fly-by-wire launch customer Bristow livery of USA-headquartered Bristow.
In August 2012, the FAA controls, make them irrelevant. Helicopters, as part of the ro- The aircraft will be displayed at
rejected Bell’s request for a 227kg The weight standards for part torcraft’s US demonstration tour Eurocopter’s exhibit booth at the
exemption to the part 27 rule 27 and part 29 helicopters have and debut appearance at the Heli- Heli-Expo convention from 5-7 March
to allow the 429 to carry a full not been changed in 18 years. Expo convention. in Las Vegas.
payload and all the required “More recently we have recog- The super-medium twin-engined Eurocopter continued plans for
safety equipment. nised that the evolution of the helicopter was pictured in flight at the demonstration tour after delay-
Bell filed an appeal to the part 27 and part 29 rules has not American Eurocopter’s headquarters ing certification of the EC175 six
FAA’s ruling in December, noting kept pace with technology and in Grand Prairie, Texas. months to mid-2013. Entry-into-
its exemption request was ap- the capability of newer ro- Compared with the primer-coated service for the 7t type is scheduled
proved by more than a dozen air- torcraft,” the FAA says. O EC175 that completed first flight for September 2013. O


Airframe challenges stall Learjet 85

Unspecified manufacturing issues push back entry-into-service date of Bombardier composite jet until third quarter of 2015

P roblems affecting manufac-

ture of the all-composite air-
frame of the Learjet 85 have
The Learjet 85’s all-composite
fuselage structure is a first for
Bombardier in several ways – in
programme had shipped the fu-
selage for FTV-1 from Querétaro
to Wichita, but the wings were
Acs, Learjet vice-president and
general manager.
The scheduling delay for entry
prompted Bombardier to delay addition to the usage of the mate- not scheduled to ship to Wichita into service has not changed
entry into service to the third rial itself, it is also the first time until November. Bombardier’s outlook for the mid-
quarter of 2014. Bombardier has assembled com- According to a Bombardier size business jet, which will face
The airframer’s top executives plete airframe structures in video posted online on 22 Febru- competition in two years from the
are unwilling to say unspecified Querétaro, Mexico. ary, the wings and landing gear shorter-range but larger-cabin
problems have been completely A new workforce has been have been installed on FTV-1, but Embraer Legacy 450.
overcome, even as the first flight- hired and trained at the facility on the Pratt & Whitney Canada Meanwhile, the company
test vehicle advances in final as- Mexico’s high central plateau, PW307B turbofan engines have plans to introduce the Learjet
sembly in Wichita, Kansas. “I don’t where the roughly 6,000ft yet to be mated to the aircraft, nor 70/75 into service in the first half
want to say the challenges are (1,830m) elevation requires Bom- has Bombardier installed the of 2013, hoping to boost sales for
completely behind us,” says Pierre bardier to use special techniques doors and windows. the struggling light jet sector as
Beaudoin, Bombardier president in the curing process for the com- FTV-1 has now moved into the Learjet 40/45 production is
and chief executive. “There will be posite material. second assembly positions, where phased out. O
additional challenges, but I think However, progress continues Bombardier is installing the first For news from the business and
we understand very well the work on preparing FTV-1 for first flight systems. FTV-1 has reached the general aviation sectors, go to
that needs to be done.” later this year. In September, the “power on” milestone, says Ralph flightglobal.com/bizav

flightglobal.com 5-11 March 2013 | Flight International | 19

The destination for
the aircraft interiors
Aircraft Interiors Expo 2013
9-11 April 2013, Hamburg Messe, Germany

Aircraft Interiors Expo is the unrivalled launch

pad for tomorrow’s designs in cabin interiors,
in-flight entertainment, connectivity and
passenger services.
Register your interest to attend at

Co-located with: Organised by: In association with:

World Travel Catering
& Onboard Services
9 – 11 April 2013
Hamburg Messe , Germany
Laser vision may
end turbulent times


First Challenger 890 moves to fit-out

Canada’s Flying Colours begins work on unnamed customer’s Bombardier corporate jet and eyes expansion into China

C anadian completions house

Flying Colours is preparing to
outfit the first Bombardier Chal-
lenger 890 – a corporate version of
a green CRJ900 regional jet. The
airframer has adopted the market-
ing name – together with the Chal-
lenger 870 for future variants of
the smaller CRJ700 – to sit along-

Flying Colours
side the Challenger 850, its VIP
version of the CRJ200.
The aircraft – to be outfitted for The completions centre has still to gain certification for modifications to the type’s fuel system
an unnamed US customer – has ar-
rived at Flying Colours’ facility in On the Execliner, it installs sup- main focus but the firm also carries and it plans to open a completions
Peterborough, Ontario from the as- plementary fuel tanks between the out refurbishment and mainte- facility in the country by the end
sembly line in Montreal. The work rear lavatory and the cargo hold to nance on other business jet types. of the year. “We value this market
is expected to take 24 months, says increase the range of the regional Flying Colours still has to get as it is where our principal growth
Flying Colours executive vice-pres- jet. On the Challenger 850 these the fuel system for the Challenger has come from over the last three
ident Eric Gillespie. are factory-fitted, but – other than 890 certificated, and is in discus- years,” says Gillespie.
While the out-of-production in age of airframe – the Execliner sions with the owner about the The business is also expanding
CRJ200 has proved popular as a and Challenger 850 have the same configuration, says Gillespie. its footprint and capabilities at Pe-
business aircraft, neither of its specifications. The family-run However, he hopes the contract terborough airport, with a fifth
larger siblings – the CRJ700 and company, which also has a facility will open the door to further VIP hangar due to open later this year
CRJ900 – have been transformed in St Louis, Missouri has deliv- completions of new and used big enough to handle two Boeing
into executive jets. Flying Colours ered 12 Execliners, with seven CRJ900s and CRJ700s. Interna- Business Jets.
has established a niche in convert- more completions under way. tional expansion is also on the The municipality-owned airport
ing used CRJ200s into what it calls Since 2008 it has outfitted 10 cards. With 15 Challenger 850s has just extended its runway to
its Execliner VIP configuration, Challenger 850s for Bombardier, and Execliners delivered into the handle Boeing 737-sized aircraft,
and completing new Challenger with work on five others ongoing. country, China has become a and Flying Colours is keen to move
850s on behalf of Bombardier. Bombardier remains by far its major market for Flying Colours into this market. O


Finnish firm gains single-engine breakthrough

A Helsinki-Vantaa-based Pila-
tus PC-12 operator has been
granted the first licence in the EU
about operational limitations
turning more on the professional
skills of an SE-IMC-trained two-
to operate the single-engined type pilot crew than the capabilities of
on commercial flights under in- the airframe and engine combina-
strument meteorological condi- tion: “If it’s done well with a
tions (SE-IMC). properly trained two-pilot crew
Hendell Aviation gained per- drilled in well-tried procedures
mission for the operations from for single-engined aircraft, we
Hendell Aviation

the Finnish Civil Aviation Au- could be looking at a new era.”

thority. SE-IMC is a commercial With the pressurised PC-12
transport mode recognised by the The PC-12s have been confined to non-commercial flights able to fly at flight levels close to
ICAO but not by all EU states. 30,000ft (9,150m), he points out,
Hendell chief executive Matti SE-IMC operations, and Auterinen vintage twin-piston-engined air- the drift-down capabilities give a
Auterinen says the licence ena- admits these may eventually affect craft such as Piper Navajos are per- crew a huge choice of landing op-
bles the company to fly its PC-12s his carrier – positively or negative- mitted, under grandfather rights, to tions, and using the UK Royal Air
in most parts of Russia, Belarus ly. But he is optimistic, reasoning fly the same trips commercially at Force high-key/low-key glide ap-
and Europe as a one- or two-pilot that arguing a case for departing flight levels that confine them to proach technique combined with
operation depending on whether from ICAO’s rules, which have de- the worst icing conditions, he says. a battery system that permits the
the task is pure cargo or passen- fined successful SE-IMC operations As such, Auterinen believes autopilot to remain engaged, SE-
ger/air ambulance duties. in North America, is difficult. this certification is significant in IMC looks a different prospect
EASA is framing rules on Far less reliable operations by Europe. He sees the argument than it did some years ago. O

flightglobal.com 5-11 March 2013 | Flight International | 21









Wall Street
787 fears ease


Laser vision may end turbulent times

In-flight validation of air pocket detection LIDAR could lead to automated flight control adjustment – and smoother flying

A irliners of the 2020s may be

equipped to automatically
adjust to turbulence, gusts and
data used to determine separa-
tion distances has not been based
on real-time measurement of
air pockets, thanks to laser detec- wake vortices. UV LIDAR aboard
tion technology under investiga- in-service airliners could, in con-
tion at EADS. junction with commercially
The Airbus parent’s Innova- available ground-based IR sys-
tion Works research department tems, help air traffic managers
has successfully tested on an understand actual conditions
A340 a LIDAR system – light de- near runways.
tection and ranging – capable of Schmitt would certainly like to
analysing motion in air mole- see airliners carrying UV detec-
cules up to 200m ahead of the tion systems; whether or not a
aircraft, and the research team is miniaturised IR system for long-

NASA Langley Research Centre

envisaging connecting that data range detection would also be
to the aircraft’s flight control suitable for general use depends
computer so it can adjust wing on the economics of adding the
control surfaces before the air- mass needed to accommodate
craft meets rough air. both systems.
Nikolaus Schmitt, of Innova- In 1990, NASA used coloured smoke to show this wake vortex However, Schmitt adds, there
tion Works, says: “What our is some research being carried out
LIDAR sees is at most a second Having validated the accuracy warning, for example of the wake at EU level into long-range detec-
ahead. That’s long enough for a of the measurement, the EADS turbulence behind other aircraft tion by UV LIDAR, so it remains
machine, but not for the human team will now work on integrat- approaching landing. Indeed, as to be seen whether or not both ob-
brain. But our measurement of the ing LIDAR with the flight control larger aircraft create greater dis- jectives could be achieved with a
airflow at that distance in front of system; after that, much minia- turbance, Airbus and Boeing have single system. In any case, he
the aircraft is extremely accurate, turisation of laboratory-scale both used IR LIDAR to build data says, there is another short-range
so the aircraft really will be able to equipment will be needed, but on wake vortices during develop- application for a UV system of the
automatically react to a vertical or Schmitt reckons a system could ment of their ultra-large A380 and type EADS is developing.
horizontal draft on the basis of our be ready for series production in On-board LIDAR would be an
advance information.” about 10 years. EADS notes that “What our LIDAR ideal way to measure data such as
airframers on both sides of the At- air speed, temperature or pres-
EARLY WARNING lantic are interested in this tech-
sees is at most a sure during flight. A LIDAR sys-
Schmitt’s team has used a LIDAR nology – though it concedes it is a second ahead. That’s tem could back up the mechani-
sensor that radiates ultraviolet “matter of conjecture” as to who long enough for a cal air data systems used today,
light at rates of about 60 pulses per will deploy it first. providing an extra, and totally in-
second, from four sources on the UV light is critical in this ap- machine, but not dependent, layer of safety.
aircraft; the UV light is scattered plication; unlike infrared LIDAR for the human brain” Airlines would also be keen to
by the nitrogen and oxygen mole- systems such as Lockheed Mar- NIKOLAUS SCHMITT take advantage of LIDAR’s ability
cules that make up most of the air tin’s WindTracer, which is used Innovation Works to identify particles in the air, if
we breathe or fly through, and to monitor wind shear at a those particles happen to be vol-
computer analysis of the reflected number of airports with close- canic ash.
light can identify moving air. spaced parallel runways, most 747-8 aircraft, at low altitude and On-board LIDAR might prove
With direct control of wing recently including San Francisco sometimes with the aid of smoke capable of determining whether
surfaces, Schmitt believes it will and Newark Liberty, UV LIDAR generators in preceding aircraft. it is safe to operate following a
be possible to avoid the sudden does not need aerosols in the air Airbus and Boeing would ob- volcanic explosion such as the
loss of altitude experienced in to detect movement. Aerosols – viously like that data to persuade April 2010 eruption of Iceland’s
so-called clear air turbulence, or such as water droplets and dust, airworthiness authorities not to Eyjafjallajökull, which grounded
air pockets. soot or particles from vehicle demand unnecessarily large sep- more than 100,000 European
With such a system, in-flight emissions – are abundant in air- arations on approach and take- flights and cost airlines $1.7 bil-
meals may be less stressful port approach paths but relatively off, as large separations in part lion over six days – a form of
events. However, the motivation rare in clear air at altitude. undermine the marketing argu- commercial turbulence which is
to develop a practical turbulence UV is also ideally suited to the ment for large aircraft, which can arguably as disturbing as the sort
early warning system goes be- close-range detection needed to increase an airport’s capacity that brings on the “fasten seat
yond passenger comfort. Such a feed a flight control computer even without increasing the belts” signs. O
system would also reduce me- with useful data, while an IR sys- number of movements. To subscribe to the iPad app
chanical stress on an aircraft’s tem would be best-suited to pro- Authorities understandably of Flight International, visit
wings and fuselage. viding a pilot with longer-range remain cautious, but so far the flightglobal.com/ipad

flightglobal.com 5-11 March 2013 | Flight International | 23

Aircraft finance is among the sectors covered
by our premium news and data service
Flightglobal Pro: flightglobal.com/pro


Good week
Wall Street 787 fears ease
Alarm gives way to optimism that battery trouble will not cause Boeing shares to tumble
division posted 17% rev-
enue growth to €5.82
billion ($7.62 billion),
M arket analysts are growing
more confident that the
Boeing 787’s six-week-old battery
second only to the 19% crisis will not have a major im-
growth racked up by pact on the company’s bottom
Airbus’s commercial air- line. Within days of the first 787
craft operation. Seven battery fire on 7 January, analysts
Ariane 5 rocket launches who cover Boeing business regu-
and nine satellite deliver- larly appeared surprised but not
ies combined with an seriously concerned about the
uptick in the order take, prospect of major losses.
to €3.8 billion, to make However, the mood became

Rex Features
for a stellar year, capped more fretful as a battery overheat-
off by November’s agree- ed on another 787 on 15 January
ment by European Union and the fleet was grounded a day Qatar Airways has all five of its Dreamliners grounded
ministers on a robust later, halting deliveries of new
five-year budget for key jets while production continued. ment is driven partly by Boeing’s Boeing to propose an interim fix to
customer, the European More than six weeks later, in- recent move to propose a potential the battery problem until the root
Space Agency. vestigators have narrowed the fix to the US Federal Aviation Ad- cause had been determined, the
problem down to the 787’s ministration. Boeing briefed the company has actually offered a
unique lithium-ion power sourc- FAA on the package of design more advanced redesign. It aims
es, but are still trying to identify changes intended to prevent an- to mitigate any failures which
the root cause of a short-circuit other battery fire, even though the could ignite a fire and smoke on
Rex Features

in one of eight cells that triggered root cause remains unknown. three levels, whether inside the
a thermal runaway throughout FAA administrator Michael cell, the battery box or the electri-
the battery. Huerta told lawmakers on 27 Feb- cal equipment bays. “The plan
ruary that he expects to receive a that Boeing has presented is a
andyxh558 gallery on AirSpace

TIMING AND COST report on Boeing’s proposal from comprehensive plan that address-
Questions abound about the tim- the agency’s Seattle-based Trans- es all of those areas,” Huerta says.
ing and cost of returning the 787 port Directorate next week. Despite his overall optimism,
to flight, but some market ana- von Rumohr still thinks Boeing
lysts have seized on recent signs Another concern is the could be forced ultimately to re-
which indicate a potentially be- place the lithium-ion batteries al-
CASSIDIAN EADS’s de- nign course.
impact of the battery together with a safer alternative.
fence unit again trailed On 26 February, Cai von Ru- crisis on the launch Moreover, the 787 battery crisis
its fast-growing sisters, mohr, senior aerospace analyst of the 787-10 double is not the only problem weighing
with revenue trickling for New York-headquartered in- on investors. The ramp-up of the
downward by €43 million vestment bank Cowen and Com- stretch, presumed to larger 787-9 variant this year will
($56 million) to €5.74 pany, sent a research note to in- be targeted for the slow the pace of Boeing’s produc-
vestors with the headline “787 tion system, allowing only 55 to
billion. At €142 million,
profit was overshadowed battery issue resolution looks
Paris air show 60 787 deliveries on a line with a
by one-off charges of close at hand”. capacity to deliver 75 of the
€198 million and, in any Wall Street seems encouraged smaller 787-8 variants.
case, was lower than that Boeing can weather the crisis While offering no timeline for Another concern is the impact
expected, even though without hurting the stock price, making a decision, Huerta says of the battery crisis on the launch
R&D costs were down on which closed on 27 February at the recertification process could of the 787-10 double-stretch,
2011. At €5 billion the $77.36 a share, only 33 cents prove lengthy. “Once we approve which is widely presumed to be
order intake was up by below its peak on the last trading the plan then we have to go targeted for the Paris air show in
nearly a quarter, though, day before the battery crisis began. through the process of actually June. The battery crisis could
and management is Von Rumohr has discounted Co- implementing the plan, which delay airlines from placing or-
promising a new focus wen’s target by 5 cents for Boeing’s will involve a great deal of test- ders, slowing how fast Boeing can
on the bottom line, so earnings per share target in 2013 ing, a great deal of further analy- induct what is expected to be the
2013 may bode well. because of the battery issue alone. sis and a great deal of re-engi- most profitable of the three vari-

Bad week
However, Cowen’s projected price neering before we put them back ants into the production system,
of $5.50 still exceeds Boeing’s own in the air,” he says. von Rumohr says. O
earnings guidance for the full year However, the FAA seems im- See our timeline showing the
by 30 to 40 cents. pressed by the scope of Boeing’s Dreamliner’s nightmare:
Cowen’s more optimistic assess- proposal. While some expected flightglobal.com/787woes

24 | Flight International | 5-11 March 2013 flightglobal.com

Airlines eye the new BUSINESS
breed of electronic


Aeronamic, Alenia Aermacchi, Moon Express, Qinetiq
chief information officer, DEFENCE BAE Systems’ 2012 financial results underscored the
followed by 13 years with austerity-era challenges facing arms makers, as sales dipped 7% to
Science Applications £17.8 billion ($27.2 billion) and pre-tax profits slipped nearly 6% to
International Corporation. At £1.41 billion. Bright spots in last year’s performance and the outlook
Dutch aircraft subsystem for 2013 sit mostly outside of BAE’s core UK and US markets, with
designer and manufacturer much expectation being placed on a 2013 resumption of Eurofighter
Aeronamic, chief executive Dick Typhoon deliveries to Saudi Arabia. Even in its cyber and intelligence
Alta has retired and been segment, sales were essentially flat in 2012 and are expected to fall
replaced by VP operations this year. However, the company is clearly evolving from an equip-
Steffen de Vries. At Moon ment supply-centred model to one that “now embraces a services
Express, a privately funded culture”; in 2012, half of sales were “generated in services across a
Air Charter

lunar transportation and data wide range of activities and geographies”.

services company based at the
Bowman: Charter service NASA Ames Research Park in VOLVO AERO BUY LIFTS GKN
Silicon Valley, Tim Pickens is TIER ONE GKN Aerospace posted 20% sales growth in 2012 to
Air Charter Service has now chief propulsion engineer. £1.78 billion ($2.69 billion), including a fourth-quarter contribution of
promoted Justin Bowman from Pickens had been propulsion £191 million from Volvo Aero, acquired on 1 October. Segment profit
commercial director to deputy designer for Burt Rutan’s X prize- was up 4% to £170 million. Highlights of the year included establish-
managing director. On the winning SpaceShipOne. ment of a composite aerostructures manufacturing facility in Mexico,
departure of Alan Calegari for a new contract for the design, development and production of trans-
other activities, Benjamin Stone parencies, winglets and ailerons for the Bombardier Global 7000
has taken over as chief executive and Global 8000 business jets, and further work packages for the
of Alenia Aermacchi North Boeing 787 relating to floor sections, wing ribs and seat tracks.
America. At Qinetiq North
over as chief executive on the COMPONENTS Revenue growth of 50% in commercial aircraft sec-
retirement of Duane Andrews on tor sales drove Senior group aerospace division sales up 23% to
31 March. Crouch is currently £470 million ($713 million) in 2012, with operating profit gaining
president of Qinetiq North 21% to £72.1 million. The structures, components and fluid control
America’s Technology Solutions systems maker gets more than half of its aerospace revenue from
Alenia Aermacchi

Group. Andrews joined as chief Airbus and Boeing sales, and during 2012 won additional work on
executive in June 2006, the A350 and 787 programmes.
following a US Air Force career
that included a stint as Pentagon Stone: Alenia North America BOEING SECURES SECURITY CHIP MAKER
ELECTRONICS Boeing has acquired specialist microprocessor maker
Acalis from CPU Technology for an undisclosed sum. Acalis, based in
QUOTE OF THE WEEK Pleasanton, California and employing 40 people, makes high-security

“There is no
chips suitable for use in mission-critical onboard systems, to protect
military personnel from information-assurance attacks. The business
will be brought into Boeing Military Aircraft’s Global Strike division.


MANUFACTURING At Kaman – the components and structures

defence” maker whose business lines include support for its legacy K-MAX
and SH-2G Super Seasprite helicopters, and which is developing
an unmanned version of K-MAX with Lockheed Martin – aerospace
segment full-year sales for 2012 were up 6.1% to almost $581
million, lifting operating profit 10.8% to $89.1 million. For 2013,
Kaman expects segment sales to rise between 6.7% and 9.3% to
$620-635 million.


EADS chief executive TOM M ENDERS DEFENCE Thales has completed its acquisition of the Visionix hel-
says that the failure of his 2012 bid met-mounted display and InterSense motion tracking businesses
to merge with BAE Systems ms taught formerly owned by Gentex. The new company, Thales Visionix, com-
him that national interestss still plements Thales’ portfolio of helmet-mounted sight and display sys-
Flightglobal/Dan Thisdell

prevail – and that Europe’ss tems for rotary and fixed-wing platforms and is maintaining both of
defence industry needs its existing locations, in Aurora, Illinois and Billerica, Massachusetts.
further consolidation The current management team remains in place.

flightglobal.com 5-11 March 2013 | Flight International | 25


With crews having access to devices such as the iPad
during all phases of flight, airlines are targeting fresh
functionalities from a new breed of electronic flight bags

KRISTIN MAJCHER WASHINGTON DC additional features such as maintenance logs

and extra situational awareness on the ground.
oon after Apple’s iPad was released Aerospace-built class 2 and class 3 EFBs have
in 2010, aeronautical chart manufac- traditionally provided this type of information,
turers and operators recognised the but these functions are now being integrated
advantages of using lightweight, into class 1 portable consumer devices as well.
portable tablets to replace paper manuals in
the cockpit. However, it was not until June EVOLVING REGULATIONS
2012 that the US Federal Aviation Adminis- The June revisions to the use of EFBs (FAA
tration gave airlines the green light to start Advisory Circular 120-76B) introduced the
using tablets during all critical phases of flight idea of “viewable stowage”. Under a previous
as “class 1” devices, rather than having to advisory circular released in 2003, class 1
stow them during take-off and landing. EFBs were treated in a similar way to the per-
The new rules allow tablets to be mounted sonal electronic devices passengers bring on
in the cockpit, accessible to the pilot through- board, having to be stowed during take-off
out all phases of flight without the need for a and landing. Now, under the viewable stow-
special supplemental type certificate (STC) age provision, class 1 EFBs must be tested for
for the mount or the device itself. Airlines are rapid decompression, non-interference and
looking at future functionality of tablet-based inspections related to lithium-ion batteries.
electronic flight bags (EFBs) such as the iPad. Class 1 EFBs do not connect to aircraft
Several plan to use the devices not only to store power or systems and are not considered a per-
aeronautical charts and manuals but to provide manent installation but, following the viewable
stowage definition, the tablet can be mounted
for the duration of the flight, yet at the same to use iPad EFBs on its Boeing 737 and MD-80
time is considered a portable device. fleets in addition to the 777s, says Capt David
The viewable stowage concept blurs the Clark, manager, flight operations efficiency and
lines between the defining characteristics of quality assurance. American is also in the mid-
EFB classes, says Rick Ellerbrock, chief strate- dle of a line test process to approve iPad use on
gist at Boeing subsidiary Jeppesen Aviation, its 106 Boeing 757-200s, 15 767-200ERs and 58
which creates electronic aeronautical charts for 767-300ERs, says Clark. He says the goal is for
commercial airlines under the name Jeppesen American’s fleet to be a paperless operation by
Mobile FliteDeck Pro. This distinction allows 1 April.
airlines to use the iPad as an EFB cheaper than For aircraft types added after the 777s,
other classes of EFBs, which require further in- Clark says the airline can typically start a 30-
tegration with the aircraft. “The whole viewa- day line test of the technology a day or two
ble stowage concept was really a game changer, after submitting formal approval to the FAA.
helping to lead the current explosion in tablet If that test goes well, the airline can receive
EFB growth,” says Ellerbrock. formal “op spec” approval to operate the
American Airlines is one operator harness- iPads within three to four days.
ing the shift to viewable stowage. The carrier American has equipped more than 70% of
made its first test flight with the iPad in 2011 its fleet with iPads across the three aircraft
on the 777, and it is introducing the devices types. The 757 and 767 approvals are the last
throughout the fleet as a class 1 portable EFB. aircraft types in the fleet to be equipped with
Lufthansa Systems

The carrier says it expects to save $1.2 million the tablets. Flightglobal’s Ascend Online data-
per year in fuel by eliminating the weight of base shows that the airline’s fleet includes 200
onboard paper manuals. Boeing 737-800s, 186 MD-80s, 47 777-200s
Lufthansa: developing iPad airport moving map The FAA has extended American’s approval and four 777-300ERs.

26 | Flight International | 5-11 March 2013 flightglobal.com


US chair of the Airlines Electronic Engineer-

ing Committee/IATA users forum.
Ware says such a function would allow pi-
lots to see weather beyond the range of its air-
borne radar, while noting that airlines would
not use the feature for navigational purposes.
Lufthansa Systems, which also produces
aeronautical charts, says it is adding function-
ality to its Lido/iRouteManual Pro apps for the
iPad. “We are currently developing an airport
moving map for the iPad,” says Stefan Auer-
bach, senior vice-president airline solutions at
Lufthansa Systems, which is looking to intro-
duce the feature in the next few months.

Electronic charts made by companies such as
Jeppesen, Lufthansa Systems and Canada’s
Navtech have been the primary documents
used by pilots on tablet-based EFBs. However,
some operators have long-term goals to find
more ways to utilise the tablets in flight, such
as using them to interact with aircraft systems
or cabin and maintenance crews.
Southwest is in the first of five phases to
gain approval to use iPads as EFBs, which re-
quires submitting a letter of intent. It hopes to
gain interim authorisation to start testing an
initial deployment in the second quarter of
2013. Southwest has been using an onboard
performance computer since 1997, which
functions as a class 1 EFB, but is looking to
save weight by using an iPad rather than
heavy documents and manuals.
The airline is creating a business case to de-
United Continental Holdings

ploy iPads to replace its airside bag system,

United and Continental
which includes navigation charts as well as
pilots were issued with
company manuals and weather applications.
iPads in 2011
Unlike the onboard performance computer,
which stores take-off and landing data and does
All of American’s pilots have been issued 17.2kg (38lb) of paper from the traditional not have any manuals, the tablet would allow
with an iPad, says Clark. The airline co-ordi- manuals. The carrier has estimated it will save the airline to eliminate paper and the need to
nates with its parent AMR’s certificate man- 1.23 million litres (326,000gal) of fuel per year send paper revisions to thousands of pilots.
agement office in Fort Worth, Texas to gain and 16 million sheets of paper from transi- Ware says a long-term desire would be to
approval to use the devices on each aircraft tioning to the iPad EFBs. use the iPad to integrate data between airline
type. American saw the ability to integrate the Now that class 1 EFBs can be within the departments. For example, cabin crew send-
iPad without an STC as an important part of view of pilots throughout an entire flight, new ing electronic logs to the maintenance depart-
opportunities have arisen to enhance the ment in the event of an onboard issue.
“The next thing the industry functionality of class 1 EFBs on the ground. Southwest expects an early second-quarter
The most recent update to FAA regulations deployment of iPads for at least 150 pilots, ris-
is craving is own-ship addresses additional functionality for class 1 ing by increments of 150 until all its roughly
position en route” EFBs. In a proposed update entitled “change 7,000 pilots are all using the device by the sec-
WILL WARE 1”, the FAA outlined guidance for using class ond quarter of 2014, creating a paperless envi-
EFB team leader, Southwest Airlines 1 and class 2 EFBs to support own-ship posi- ronment throughout its fleet.
tion at airports. This feature acts as an addi- The Dallas-based low-cost carrier plans to
tional situational awareness tool for pilots, as adopt a strategy where each pilot furnishes
the rationale for choosing the device. “We it allows them to see their aircraft taxi along their own iPad, accessing secure corporate
specifically avoided the STC process for time ground routes on a map display. However, the content in addition to other applications for
and cost,” says Clark. proposed rule change does not permit opera- day-to-day use. Southwest has chosen the
United Airlines also deployed the iPad tors to use own-ship position at speeds of 40kt iPad for the first deployment of tablets during
with savings in mind. In August 2011, the (74km/h) or faster. the first few years of the programme, but it is
Chicago-based airline began distributing “The next thing the industry is craving is open to evaluating other types in the future
11,000 iPads to Continental and United pilots. own-ship position en route,” says Will Ware, when the technology needs refreshing.
Weighing less than 0.7kg (1.5lb), each saves EFB team leader at Southwest Airlines and American Airlines is also interested in gg

flightglobal.com 5-11 March 2013 | Flight International | 27


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gg using iPad EFBs in other sectors of the

company. Clark says the “next phase of pur-
suit” after going paperless would be to con-
nect the EFBs via a satellite link. “We are very
close to some solutions with regard to connec-
tivity,” Clark says. Some of that information
would include real-time weather data, con-
necting information, gate information and
schedule changes, he adds.

“We’re finding that traditional

EFBs, or derivatives, are still
our best fit for the cockpit”
Senior director, international division, Arinc

As the number of connected aircraft in-

creases, so will the ability for airlines to trans-
fer more data, Auerbach says. “Once the satel-
lite and also the earth-to-ground to aircraft
communication infrastructure is being estab-
lished, you’ll see a lot more exchange of infor-
mation from ground to cockpit,” he says.
Avionics & Systems Integration Group
(ASIG) is one provider already
integrating real-time flight data
into iPads, expanding the use
of the EFB beyond a tool sim-
ply for storing manuals and
documents. For airlines inter-
ested in adding more data, the
flyTab class 2 EFB provides

United Continental Holdings, Jeppesen

more functionality than a tradi-
tional class I device because it
is certificated to connect to air-
flightplans can
craft systems.
reduce pilot
When connected to the aircraft,
flyTab can load streamed infor- allow more functionality are using the tablets for tech logs and real-time
mation from aircraft systems but is limited by current in-flight credit card authorisation. Along with
and sensors. Data that can be streamed to apps regulations, says Ribich. “We hope to see the charts from Navtech, the enabled system in-
on the EFB include that from ARINC 429, regulatory environment relax at some point in cludes a feature called GateFusion, which
RS-232, RS-422 and RS-485 buses. Discrete the future,” he adds. transfers large documents and manuals while
data is also supported. Additional flyTab applications could in- the aircraft is parked at the gate.
Managing director Luke Ribich says ASIG clude other real-time data such as own-ship The airline has also integrated its commu-
is on track to achieve an STC for the Boeing position and GPS data such as position, alti- nications systems. “If you look at technology
767 and Bombardier’s CRJ and Dash 8 by the tude, ground speed and destination tailored to for the cockpit, we’re finding that traditional
end of the first quarter of 2013. each operator. ASIG says installing the EFB EFBs, or derivatives of them, are still our best
The flyTab system is designed to provide system on each aircraft can cost $5,000 to fit for the cockpit,” says Dan Pendergast, sen-
operators with a customised platform of fea- $20,000, depending on selected features. ior director of Arinc’s international division.
tures, says Ribich. For example, flyTab could Beyond saving paper, airlines could also He explains that because of the EFB’s connec-
allow an operator to send systems and sensor find improvements via operational initiatives tivity with aircraft systems, Arinc has found
data from a bus to flight operations quality as- such as reducing pilot workloads through that aerospace-built EFBs provide a way to
surance or flight data monitoring managers electronically sending flightplans and analys- more easily integrate applications “without
easily via an interface module that provides ing safety data to reduce hard landings and having to go through consumer channels”.
the data for the iOS apps on the iPad. unstable approaches. However, Pendergast adds, that “doesn’t
The flyTab product includes the certifica- While the uptake of iPads is strong, some air- mean a tablet at some point in the near future
tion, mounts, software developer kit and data lines are still going down the route of non-tablet won’t be a really good fit”. O
in one package. It is powered by a condition- EFBs in the cockpit. Cathay Pacific is using tab- To subscribe to the iPad edition of Flight
ing module, with data streamed through an lets as part of Arinc’s “e-enabled” cabin solu- International, which features added content
interface module. Wi-fi in the cabin would tion, but not in the cockpit. Instead, cabin crew and video, visit flightglobal.com/ipad

flightglobal.com 5-11 March 2013 | Flight International | 29


Rex Features
High approach speed was cited after a Gulf Air A320 crashed off Bahrain on a flight from Cairo in 2000, killing all 143 on board

as simple as that. First of all, crews in the simu-
lator actually anticipate a late go-around be-
cause it is a statutory exercise, whereas in the
real event the need for a late go-around will be

a surprise or, at best, a late decision. The ulti-
mate in late go-arounds is carried out just above
the runway, or can even follow a bounced
landing. Such late go-around decisions, Flight-
global’s Ascend Online accident/incident data-
base reveals, have resulted in multiple severe
The go-around manoeuvre offers an escape from unstable tail-scrapes in the past few years.
Besides which, an all-engines go-around
approaches, but all too often its mishandling has led to a generates its own problems, such as the sud-
den high rate of climb and forward accelera-
crash. Could eye-scanning technology present a solution? tion combined with a powerful nose-up
pitch moment generated by the below-wing
thrust line, and – especially at night or in in-
DAVID LEARMOUNT LONDON that, if crews took note of the advice regarding strument meteorological conditions – that

unstable approaches, one of the potential ef- giddying sensation known as a somatogravic
o-arounds are supposed to be the safe fects would be more go-arounds. European illusion, which can lead to disorientation
route out of an approach that is not airport statistics show that one or two go- and loss of control.
going as smoothly as it should. Acci- arounds occur for every 1,000 approaches, There are many examples of the failure of
dent statistics, however, reveal this which works out at about one go-around per crews to cope with go-arounds (see box). Some
ostensibly simple manoeuvre has often gone year for short-haul pilots and one every five to of these were catastrophic, while others came
catastrophically wrong, whereas an unstable 10 years for long-range crews. close to catastrophe but the crews recovered
approach continued to landing frequently Until recently, it had always been assumed control in time to save the aircraft. One of the
causes damage to the aircraft, but no fatalities. that go-arounds were easy, and since a regular common factors in all go-arounds, especially
When – some five years ago – the Flight recurrent training exercise in the simulator has those following a decision made on short final
Safety Foundation initiated an industry cam- always been – and still is – an approach with a approach, is the lack of height – and therefore
paign to reduce the causes of runway excur- single-engine failure followed by a late deci- time – in which to recognise a destabilising
sions and overruns, one of the facts estab- sion to go around, it was also assumed that mistake and correct it.
lished was that they frequently followed an such a practice manoeuvre should ensure indi- There is a dichotomy here: runway excur-
unstable approach – usually too high or too vidual pilot competency in the event of a go- sions and overruns are aviation’s most com-
fast, or both. An inescapable conclusion was around. However, the evidence shows it is not mon accident type by far, but most are not

30 | Flight International | 5-11 March 2013 flightglobal.com


fatal; whereas the risk associated with a go- professional pilots was a shock, raising the
around may be relatively low but mishan- question as to how widespread this failure is
dling could lead to catastrophe. A recently in the industry as a whole.
published report by Dutch research agency As a result, since 2009 Thomson has added
NLR confirms that, despite all recent efforts eye-scanning technology to its training reper-
to increase awareness of the risk, global num- toire, as Capt Colin Budenberg, manager of
bers of runway excursions are not reducing, training standards, explains: “We expect it to
and that close to 90% of them are associated be used for the retraining of pilots who have
with landing. been identified with performance issues.”
As Capt Bertrand de Courville, of Air It will also be useful in pilot selection and
France’s corporate safety department, ob- recruitment, he hints, adding: “I expect the
serves, a successful campaign to encourage most significant outcome will be to develop
go-arounds from imperfect approaches tanta- the skills of the pilot not flying – the pilot
lisingly promises a potential reduction of monitoring [PM]. Currently, we only know
about 25% in overrun/excursion landing ac- when someone isn’t good at this [the PM role]

Rex Features
cidents. “No other single defence could have when the pilot flying makes mistakes that are
that impact,” he says. But, on the other hand, not spotted.”
a badly executed go-around could lead to a Nearly 200 died in this 1998 crash in Taiwan Airbus, NASA, the UK Civil Aviation Author-
catastrophe. So what does an airline tell its ity, French accident investigator BEA and Air
crews to do? an approach to Bournemouth airport on Eng- France have also, in the past two years, been
De Courville describes this shifting of risk land’s south coast (see box). using eye-tracking to assess PM activity and pro-
from one manoeuvre to an alternative as being The aircraft was on an autopilot/autothrot- duce a best-practice guide for the PM role.
a systemic issue, whereas crews operate in the tle-linked instrument landing system ap- De Courville has presented on the subject
immediate operational environment. proach, when the autothrottle silently disen- of go-around risks and flying technique at nu-
He explains: “We are not giving guidance gaged and the airspeed started to drop until merous aviation safety seminars in the past
to our pilots on the basis of go-around-related the stall warning sounded.
risks. Go-around decision-making is already By that time the autopilot had trimmed the “We expect [eye-scanning
difficult. We should keep it as simple as pos- horizontal stabiliser to a nose-high setting
sible and be very cautious before adding commensurate with the low airspeed, so
technology] to be used for
more complexity.” when the crew applied full power to go retraining pilots identified
“The best strategy at this stage is to encour- around, the aircraft pitched up dramatically with performance issues”
age and train – in real time – a TEM [threat to a dangerously nose-high attitude. Control
and error management] approach to the go- was ultimately regained and the crew re- Manager of training standards, Thomson Airways
around. We still have good potential to make turned to land safely.
the go-around more robust by doing this.” Following an investigation, Thomson ar-
But what training is appropriate? What ranged for pilot eye-tracking to be carried out few years. He maintains a disciplined primary
skills does a go-around manoeuvre demand to in its training simulators and discovered that flight display (PFD) instrument scan is crucial
ensure it can be accurately and safely flown many pilots had a disorganised instrument to establishing a safe go-around trajectory –
under all circumstances? One way to find out scan which frequently left out vital displays – particularly in instrument meteorological
is to examine the strategy adopted by such as the airspeed indicator – for critically conditions (IMC) or at night.
Thomson Airways – then Thomsonfly – after long periods. Such a fundamental failure in On a modern, single-screen PFD the tech-
one of its crews almost lost control of a Boeing the exercise of a skill which, it has always nique for an effective instrument scan entails
737-300 while attempting a go-around from been assumed, was basic to all licensed using the same traditional “T-shaped” eye-
movement pattern associated with classic
rizon (AH) at the intersection of the T-shaped
1 ! pattern. For go-around, the pilot flying’s eye
2 "% !""""""# !"! ATC altitude restriction
"%!" #"! scan pattern centres on the AH where they
3  # initially select the go-around attitude, then ra-
4 !#!" GA trajectory 10 diates outward in turn to the air speed indica-
6  #!"!! & 9
tor, back to the AH, then right to the altimeter,
7   back to the AH, then down to the compass
8 !"
9 ""#"# $#" 8 strip for heading, and so on repetitively, with
  %!! ! an occasional glance at the power setting to
ensure it is what the pilot flying intended.
Approach 5 The pilot flying’s scan must contain some
path 4 of the same, but naturally has to range a little
1 2 more widely to take in system performance,
#%&   "'& flightpath monitoring and any necessary in-
 ""  tercepts of height or heading dictated by the
missed approach procedure. There is a lot to
*Applies whether manually flown or on autopilot/autothrottle take in, and if ATC has set a low level-out
Tim Bicheno-Brown/Flightglobal height, things happen quickly. This is the
same whether the pilot is flying the aircraft gg

flightglobal.com 5-11 March 2013 | Flight International | 31


gg manually or monitoring what the autopi- mindset for a go-around, we became con- ment scanning leaves an open door to somato-
lot/autothrottle is delivering, with the addi- fused. And then, with the unbelievable nose- gravic illusion and spatial disorientation. The
tional complication in the latter case of a down pitch attitude, we became even more effect of somatogravic illusion should not be
possible need to alter the flight-management confused.” Fortunately, they recognised the considered the initial cause of this type of
system mode or its preset parameters. situation in time. The second event he cites LOC [loss of control] incident/accident, but
On a night or IMC approach just before the the robustness of the pilot eye-scan pattern in
go-around decision, if the pilot flying was be- “The robustness of the pilot a dynamic phase is where the safety efforts
ginning to divide his attention between instru- should be placed.”
ments and emerging external visual cues, once
eye-scan pattern in a dynamic He quotes two other training captains who
go-around has begun there has to be a transfer phase is where the safety have studied the causes of disorientation and
of attention completely to the instruments, be- efforts should be placed” loss of situational awareness: “Considering
cause when the nose rises to a go-around atti- how critical an effective scan is, it is surprising
tude, any surface lighting that was becoming Corporate safety department, Air France that the development of a good set of scan pat-
visible just before go-around can suddenly be- terns is not given high priority during training;
come partially or completely obscured, robbing especially since one of the most commonly
the crew of external visual cues or leaving them involved an Airbus A330 in 2007. After initiat- cited forms of visual problems associated with
with only a few fatally misleading ones. ing a go around at night over the sea, the alti- mishaps is the breakdown in cockpit scan.”
De Courville cites two unidentified – but tude capture mode activated, the pilot flying The US Federal Aviation Administration
non-fatal – events as examples of what can pitched down to level off. The IAS increased has this observation to make about the impor-
happen. The first involved a Boeing 757 crew towards VFE (flap exceedance speed) with the tance of the PM role in dynamic situations
in 2002. After initiating a go around in IMC, red strip becoming visible on the speed tape. such as go-around: “Studies of crew perform-
the pilot flying, when reaching the 2,500ft Instead of maintaining a level flightpath at alti- ance, accident data, and pilots’ own experi-
(760m) altitude intercept, applied and held a tude capture, the pilot flying again maintained ences all point to the vital role of the non-fly-
prolonged pitch-down input, resulting in a a prolonged pitch down input. Pitch attitude ing pilot as a monitor. Hence, the term ‘pilot
dive until the aircraft was in an extreme nega- reached minus 9˚, vertical speed 4000ft/min monitoring’ is now widely viewed as a better
tive attitude (minus 40˚) from which recovery (20m/s). The GPWS activated and the climb term to describe that pilot.” O
was made. The pilot reported: “When we sud- was resumed. The minimum altitude was 600ft David Learmount comments on operational
denly got the altitude capture commands from over the sea, the total duration about 15s. and safety issues via his eponymous blog at
our flight director, when both of us were in the De Courville comments: “Degraded instru- flightglobal.com/learmount

O23 September 2007: a aircraft was too fast and too high.
Thomsonfly Boeing 737-300 was ATC cleared the aircraft to climb to
on a night instrument landing sys- 2,500ft (760m) and turn left on to a
tem approach to runway 26 at downwind heading of 300˚ to reposi-
Bournemouth airport, with a crew of tion for approach. During the intend-
five and 132 passengers on board. ed climbing turn the captain, the pilot
Autopilot/autothrottle was engaged flying, made nose-down inputs on
but the autothrottle silently tripped the sidestick and the aircraft hit the
out with the power set at idle. There sea with a nose-down attitude of
is no audible warning in the 6.5˚ and an airspeed of 280kt. All
737-300 for autothrottle discon- eight crew and 135 passengers
nect and the crew did not notice the were killed. The report’s verdict was
disconnect warning light. The air- that there were multiple causes
Rex Features

speed started to drop until the cap- starting with incomplete training and
tain, who was pilot monitoring, a poorly executed approach, but that
noticed it passing 125kt Somatogravic illusion was a factor in the Gulf Air crash in 2000 somatogravic illusion was the reason
(230km/h) and took control. By for the pilot’s nose-down stick inputs.
that time, the autopilot had O3 May 2006: an Armavia Airbus the aircraft hit the sea. The report O16 February 1998: a China
trimmed the horizontal stabiliser to A320 was approaching runway 06 at does not mention the possibility of Airlines Airbus A300-600 was on
a nose-high setting commensurate Sochi, Russia at about 02:00 local somatogravic illusion but does cite approach to runway 05L at Taipei,
with the low airspeed, so when the time over the sea in limited visibility. the time of night, possible fatigue Taiwan, when the crew abandoned
captain applied full power to go Deteriorating weather caused ap- and poor monitoring by the co-pilot, the approach because the aircraft
around, the aircraft pitched up dra- proach control to instruct the crew to as factors. All eight crew and 105 was too high. The crew applied go-
matically to a 44˚ nose-high atti- abandon the approach with about passengers were killed. around power but for a long time
tude despite full nose-down 3.5nm (6.5km) to go, which entailed O23 August 2000: a Gulf Air Airbus failed to counteract the nose-up
elevator input by the captain, and carrying out a climbing turn to the A320 was carrying out effectively a pitch moment generated by the in-
the airspeed bottomed at 82kt. right to avoid terrain. During the turn, non-standard night-visual approach crease in power. Pitch-up reached
Control was ultimately regained and the captain made nose-down inputs to runway 12 at Bahrain when the 35˚ nose high. The aircraft stalled
the crew returned to land safely on the sidestick when nose-up captain made the decision to aban- and did not recover. All 14 crew and
with no injuries. would have been appropriate, and don the approach because the 182 passengers were killed. O

32 | Flight International | 5-11 March 2013 flightglobal.com


Peter Clignett
A stint as chief engineer for the Fokker 100 deepened his expertise as an aerodynamicist,
leading him to a pivotal role at Bombardier and, later, service as a consultant to Embraer

O nce the world’s largest aircraft manufacturer, Fokker

was five decades past its prime in 1987 and the
Fokker 100 was sinking rapidly in red ink when 48-year-
old aerodynamicist Peter Clignett decided it was time to
leave. It turned out to be a great career move: Fokker
ceased aircraft production permanently 10 years later,
while Clignett moved on to help former rivals in Canada
and Brazil succeed where his first employer had failed.
As chief engineer for the Fokker 100 starting in 1984,
Clignett undoubtedly objected when the aircraft was
sometimes paid the backhanded compliment of being
slightly ahead of its time. In fact, the 100-seat twinjet ini-
tially sold well but the airframer was simply unable to sell
the aircraft for more than it cost to build, yielding lessons
Clignett would apply at his next job in Montreal. Clignett’s
idiosyncratic style left lasting impressions on colleagues
– he just saw things a bit differently to everybody else. “He

“He always had something to say

that you may not agree with, but
you liked to listen to”
Former colleague and chief engineer, Fokker NG

had his idiosyncrasies, let’s put it that way,” says Rudi

den Hertog, a former colleague and now chief engineer of
start-up Fokker NG. “In retrospect, that’s why I liked him
a lot. He always had something to say that you may not
agree with, but you liked to listen to.”
One example is the Fokker 100’s cabin noise signa-
ture. Clignett slipped a lower decibel level into the Clignett: helped steer design of the Global Express
Fokker 100’s application for type specification.
“It stayed in and everybody forgot to take it out,” Her- mises, and Clignett was a master. Kevin Hoffman, chief
tog says. Suddenly, Clignett’s personal decibel prefer- executive of Aerospace Concepts, worked with Clignett
ence became part of the Fokker 100’s type certification, at Bombardier in the mid-1990s. He remembers a debate
and something Fokker had to guarantee to customers. over the tail cone of the Global Express. Clignett, ever the
In 1987, a headhunter asked Clignett if he was inter- aerodynamicist, sided with the aesthetics argument.
ested in a job with Bombardier. It was an easy choice, In 2002, Clignett retired but the industry would not
despite him being the son of a Fokker administrator. leave him alone. He received offers from Boeing, Dornier
Clignett, born in Indonesia, moved several times within and, finally, Embraer, leading to a job in Brazil for four
the Netherlands and was never fixed in a specific loca- years. He worked as a consultant for then-chief engineer
tion. “He was used to travelling all across the world,” Satoshi Yokota, while the airframer was in advanced de-
says his son Maurice. sign of several new aircraft, including the E-170 and E-190
At Bombardier, Clignett was tasked with the advanced regional jets, the Phenom light business jets and the Legacy
design of the 50-seat CRJ200. He also played a leading midsize business jets. He retired permanently in 2006,
role in the design of one of Bombardier’s most successful shortly after the 94-seat E-190’s entry into service.
and enduring products – the Global Express. It was a piv- The CRJ and E-Jet families triumphed where the
otal period for the Canadian manufacturer as it was shift- Fokker 100 failed, partly thanks to Clignett’s influence.
ing to 3D digital design tools and adopting a risk-sharing “He was always proud of the technical [achievements]
model with a complex, global network of suppliers. he made with his team,” Maurice recalls. “It was a pure
Read a 1989 Flight
International feature in The Dutchman – nicknamed “Cliggers” by his new hobby. He would say, ‘They want to pay me a salary,
which Clignett is quoted at colleagues at Bombardier – seemed to be the right man at but it’s not necessary. I like the job anyway.’” O
flightglobal.com/50seatjets the right time. Aerodynamics is about balancing compro- Peter Clignett, born 15 June 1937, died 15 January 2013

flightglobal.com 5-11 March 2013 | Flight International | 33



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38 | Flight International | 5-11 March 2013 flightglobal.com

Air Accidents Investigation Branch

Join a specialist team to

advance aviation safety
Starting Salary £68,666
Aircraft Accident Investigation, especially of complex modern aircraft, places increasing demands on investigation teams as
the public and industry seek to understand the deeper underlying causes of aircraft accidents.
Part of the Department for Transport (DfT), the Air Accidents Investigation Branch (AAIB) is committed to improving
aviation safety. The AAIB now wishes to appoint two highly professional inspectors to strengthen a dedicated team engaged
in the investigation of aircraft accidents occurring in UK airspace and those with a UK interest overseas.

Inspector of Air Accidents (Engineering)

This is an important role, at the leading edge of aviation safety, where you will be responsible for the engineering aspects of
an investigation from the examination of wreckage to the investigation of the engineering human factors. Your brief is broad
and encompasses the interviewing of technical personnel, reviewing design and maintenance criteria, detailed report writing,
drafting safety recommendations and giving expert evidence in court.
You will hold a degree in engineering and/or be a Chartered Engineer and have considerable post qualification aviation
engineering experience. Without question your technical and analytical capability will be highly developed. You will need to be
a proven team player with outstanding oral and written skills and demonstrate sound judgement in an often pressurised environment.

Inspector of Air Accidents (Operations)

This post is offered as a 2 year fixed term appointment with the possibility of permanence or extension.
Using your experience as a pilot, your brief is to investigate the operational aspects of aircraft accidents. A proven team
player, you will be responsible for interviewing crew members and witnesses, examining flight deck and air traffic control procedures,
meteorological factors and flight path reconstructions. Investigating the human aspects of accidents and giving evidence in
court form an important aspect of the job.
You will require a current ATPL together with command experience on civil fixed wing aircraft or helicopters. This is a role

HUNDREDS OF JOBS @ flightglobal.com/jobs

where your determination, drive and sound judgement will be challenged and stretched.
A broad based knowledge of aviation, combined with first-class report writing ability, is an essential requirement. This is quite
often a pressurised post requiring considerable tenacity and drive. You will be provided with the opportunity to maintain your
ATPL so that your aviation knowledge is kept up-to-date.

Both of these important positions represent an exceptional intellectual challenge to individuals who have a genuine interest in
improving aviation safety on an international scale.
The roles may involve work in physically demanding environmental conditions for which you will be required to undertake
Health & Safety training.
A valid UK driving licence is required. These positions are open to UK nationals only.
To apply online, please visit www.civilservice.gov.uk/jobs and find this vacancy under ‘Department for Transport’.
Please ensure you refer to supporting guidance before completing your application.
If you have any further queries please contact our Shared Service Centre on 0844 892 0343 or email
Please note we do not accept CVs in lieu of a fully completed application form.
Closing date: 18th March 2013.

The Department for Transport is an equal opportunities employer.

We value diversity and want our workforce to reflect the communities that we serve.

flightglobal.com 5-11 March 2013 | Flight International | 39



is the leading designer and
manufacturer of light and
turboprops and single engine




Helicopter Pilot Instructor The Public Services Department of the States of Guernsey is
HUNDREDS OF JOBS @ flightglobal.com/jobs

Join FlightSafety’s team of more than 4,000 dedicated aviation seeking a suitably qualified Air Traffic Controller to provide an
professionals. We offer a competitive salary and benefits package. Aerodrome Control Service (ADI) at Alderney Airport.

The applicant will hold a valid UK CAA ATCO Licence with an ADI
Requirements: FlightSafety European Rating and a valid ULE in ADI, a valid EASA Class Three medical
s ATP or Commercial/ Helicopter Learning Centers certificate (and be capable of maintaining it), and ICAO Level 6
Instrument Helicopter s London Farnborough, UK English language endorsement. A Certificate in Aeronautical
s 2,000 hours or more s Stavanger, Norway Meteorological Observing would also be an advantage
total helicopter pilot time
for S-92 candidates For more information ATCOs in Alderney provide an ADI service to aircraft flying into
s 500 hours or more or to review current and out of Alderney Airport, which is open between 0740 and
total helicopter pilot time opportunities, please 1830 and served by one commercial operator. Considerable
for EC135 candidates visit our Careers section instrument training is conducted by aircraft using both the NDB
s Candidates with existing type at flightsafety.com ‘ALD’ and RNAV approaches. The Airport is a popular General
ratings, TRI/TRE qualified and enter the key Aviation destination. Approach services are provided from
preferred – EC135 only word “helicopter.” Guernsey Airport. ATC has a commitment to respond to calls for
out of hours SAR and ambulance flights.
s Current medical is not
a requirement. Or call +44 1252 554500.
The successful candidate will attract a salary in the range of
£38,412 - £47,284, including a competitive pension scheme,
flightsafety.com Equal opportunity employer/M/F/D/V competitive annual leave allowance, and relocation package.
Contact: Mr Frank McMeiken, Manager, Air Traffic Control,
Guernsey Airport on 01481 234950 or
email frank.mcmeiken@gov.gg for further details.

Closing date 15 March 2013

40 | Flight International | 5-11 March 2013 flightglobal.com

Great opportunities for pilots, flight ops, engineers, safety, ground ops/security
and finance staff
Avincis is the world’s leading provider of airborne mission critical operations, with
370 aircraft, operating in 10 countries and nearly 3,000 staff. Every day, we fly
missions that save lives, protect the environment and take people offshore to work
and back home again, safely.
We’re seeing exciting new growth opportunities across our global Offshore Energy
and Search & Rescue helicopter businesses, particularly in the UK and Northern
Europe through the Bond and Norsk Helikopterservice companies. And we’re
responding with massive investment; in fleet, in world-class safety systems and in
The first of our 16 new S-92 helicopters, the biggest ever single order Sikorsky has

HUNDREDS OF JOBS @ flightglobal.com/jobs

received, is already here. We also have numerous AugustaWestland aircraft coming,
including the AW139, AW169 and AW189, as well as maintaining a significant
Eurocopter operation. This growth presents exciting prospects for ambitious people.
We’re looking for skilled and experienced people who share our passion for safety
and excellence. We need pilots, including training captains, engineers, security,
maintenance planning and ramp personnel. We also need high-quality managers,
including Post Holders in flight operations, engineering, safety & quality, finance
and ground operations.
We offer excellent working conditions and a commitment to your future. So
if you want to join an exciting, dynamic, growing business that peoples’ lives
and livelihoods depend upon, we want to hear from you. For current
opportunities and how to get in touch with us please see our website

flightglobal.com 5-11 March 2013 | Flight International | 41

Contract and Permanent recruitment GCT Group
www.aircraft-commerce.com for the Aviation industry Worldwide specialist for
Aerospace Engineering,
David Rowe, Alastair Millar, Certification & Management
Jodie Green, Ian Chapman Services
Tel: +44 (0)1737 821011 e: yourcv@garner.de
www.ryanaviation.net +44 (0)1403 240 183 Email: aero@cbsbutler.com t: +49 (0) 8153 93130
w: www.garner.de

Recruitment Support
to the Aviation Industry
Recruiting Stress, Design and Fatigue & DT
engineers for our offices in:

aviation recruitment
Amsterdam Bristol Hamburg
Bangalore Glasgow Seattle

T: +44 (0)1483 332000 aerospace.info@atkinsglobal.com


CTC FlexiCrew
High flyers, on demand
Seeks Type Rated Pilots
Locations UK & Worldwide
Flexible & Permanent Positions
Tel: +44 (0) 1284 700676
Email: info@e-techs.co
www.ctcaviation.com/ctcflexicrew www.e-techs.co

Three Oaks Aviaon Consultancy Ltd.

Looking for on contract basis consultants with

working experience gained from aircra
manufacturers’ customer services business, Global Aerospace contract
incl. maintenance & engineering, supply personnel and work packages
chain management, aircra parts service,
technical publicaons, training, operaon e: progers@strongfieldtech.com
support and supplier contract management.
t: +44(0)20 8799 8916
Email: yongq@3oac.com Tel: +44 20 8643 3981
www.3oac.com w: www.strongfield.com

Global Aviation Recruitment Solutions

Rebecca Anderson, Kelly Biggart, Holly
Sawkins, Billy McDougall, Lee Walker
Tel: +44(0)141 270 5007 The preferred company for Stress (Fatigue & DT), GFEM,
E-mail: Composites), Aeronautical Research. Business units:
Contract staff, Workpackages, Innovation and New
aviation@firstpeoplesolutions.co.uk Concepts, Aeronautical Research. www.bishop-gmbh.com
Contact bishop.peter@bishop-gmbh.com
www.firstpeoplesolutions.co.uk Tel 0049-(0)40-866-258-10 Fax 0049-(0)40-866-258-20

Tel: +353 1 669 8224 FIND THE RIGHT MATCH

Email: recruitment@sigmaaviationservices.com WWW.JET-PROFESSIONALS.COM
www.sigmaaviationservices.com Tel: 0041 58 158 8877


Flight International
www.parcaviation.aero To advertise in this
Employment Services Index
call +44 (0) 20 8652 4900
wynnwith Ǧ 
fax +44 (0) 20 8261 8434
T: +44 (0)1483 748252 email recruitment.services@rbi.co.uk
Ǧ      Please note that calls may
E: aviation@wynnwith.com
W: www.wynnwith.com be monitored for training purposes

42 | Flight International | 5-11 March 2013 flightglobal.com



Building a way to success at RSS

Irakli Litanishvili is chief executive of UK-based RSS Enterprises, which acquired the fixed-base operations
of Ocean Sky Jet Centre. Among his priorities is finishing the company’s terminal at London Luton airport

How did you get started? has seven employees but one day
My plan was to go into invest- I would like to open a company
ment banking but I changed my with at least 20 aircraft under
mind. In 2007, a headhunter management. Most clients will
made me an offer to lead the probably be Russians or from
charter brokerage department for former Soviet Union countries. I
the Russian and CIS market for a am originally from Georgia and
small company, Avolus in Lon- the time I spent in Moscow, be-
don. In 2008, I attended my first tween 2008 and 2012, was really
EBACE in Geneva and a couple interesting and challenging. I
of operators asked me to join built a big network of high-net-
them and set up their offices in worth individuals and aircraft
Moscow. Ocean Sky then asked owners. That is where I would
me to become commercial direc- like to go, maybe later this year.
tor but 2008 was not an easy year What is your least favourite
because of the recession and I part of the job?
started working between Mos- When you face a problem col-
cow and London. We grew the lecting funds. You don’t want to

RSS Enterprises
fleet from one aircraft up to 20 in lose the client but you have re-
two years. At that time I had a sponsibilities to the group. This
team of 15 in the Moscow office. Litanishvili: also runs his own sales and acquisition and charter brokerage is what takes a lot of time. It is
What changed? linked to the owners of the air-
In June 2012, Ocean Sky’s check on sales activities. I also Europe. Our new FBO should craft. When the aircraft is with
owner and investor put the com- check on construction, meet open at the end of March. RSS the operator, the operator, of
pany into voluntary liquidation. with people who might be inter- has invested £7 million ($11 mil- course, pays the owner. But
At the time I was managing di- ested in partnerships and co-op- lion) in this project. Ocean Sky when they don’t pay it becomes
rector for the Russia and CIS op- eration, and spend a good deal had a small area for aircraft park- a bit of a conference job. To con-
eration. RSS Enterprises took of time with the finance team to ing and with this construction trol costs is not so difficult, but
over all Ocean Sky’s fixed-base manage our business in the right we should triple that capacity, to achieve collection of the
operations (FBOs) in Europe, way. Right now, RSS employs increasing our market share in funds, you need to balance
and asked me to be the chief ex- 130 staff. On a monthly basis, I the airport. I can directly ap- things somehow. O
ecutive of this group. We oper- prepare reports for the share- proach aircraft owners and offer For more employee work
ate the Bombardier maintenance holders and investors, trying to them our services. We hope to be experiences, pay a visit to
centre in Manchester, with an- find new opportunities to ex- gaining clients from our competi- flightglobal.com/workingweek
other UK-focused FBO in Prest- pand the business. tors within the first year after
wick, Scotland. We closed some What is your biggest project? construction is completed. If you would like to feature in
FBOs in Spain because business The main target right now is to You have another job? Working Week, or you know
was so seasonal. finish construction of the termi- My own business is LL Jets, offer- someone who does, email your
What is your day like? nal at Luton airport, 40min from ing sales and acquisition and pitch to murdo.morrison@
My day starts at Luton airport or London. It is the second-largest charter brokerage. It mainly pro- flightglobal.com
one of our offices in London. I airport operating private jets in vides services in Russia. LL Jets

Opportunities in Quality Assurance


flightglobal.com 5-11 March 2013 | Flight International | 43


Multifunction titanium chronograph

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Water-resistant to 100 m / 330 ft