Business & Commercial Aviation June 2019

Business & Commercial Aviation William Garvey-william.garvey@informa.com Jessica A. Salerno-jessica.salerno@informa.com Fred George-fred.george@informa.com Richard N. Aarons - bcasafety@gmail.com David Esler-david.esler@comcast.net Molly McMillin - molly.mcmillin@informa.com Lisa Caputo - Icaputo@aviationweek.com Scott Marshall-scott.marshall@aviationweek.com Colin Throm-colin.throm@aviationweek.com Associate Producer Theresa Petruso― theresa.petruso@aviationweek.com Contributors James Albright-james@code7700.com Mal Gormley-malgormley@gmail.com Kent S. Jackson-kjackson@jetlaw.com Ross Detwiler-rossdetwiler.com Patrick Veillette, Ph.D. - jumprsaway@aol.com Ringston Media - info@ringstonmedia.com Editorial Offices 520 Folly Rd., Ste. 238, Charleston, S.C. 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Viewpoint Data Collection William Garvey Editor-in-Chief william.garvey@informa.com About racks, money stacks and changing tacks of a new generation WE MEMBERS OF THE BUSINESS AVIATION COMMUNITY LOVE TO gather and flock together heartily throughout the year. But it seems to me that these usually annual reunions are front- loaded. To my point: I've already checked off the Living Legends of Aviation gala; the National Aeronautic Association luncheon featuring Teal Group Richard Aboulafia's yearly assessment of civil and military avia- tion programs; the General Aviation Manufacturers Association's State of the Industry report; the NBAA's International Operations Conference in San Francisco; the Asian Business Aviation Confer- ence and Exhibition in Shanghai; Aviation Week's Laureate Awards dinner; the He- licopter Association International's Heli- Expo; the MRO Americas conference and inaugural Urban Air Mobility meeting, also by Aviation Week; Dassault Falcon Jet's 22nd Aviation Professionals Confer- ence; and the European Business Aviation Convention and Exhibition in Geneva. And that's just a partial list, and only through May. Whew. flight, he grandly presented Dassault Falcon President and CEO John Rosanvallon with a meaty sampling. Early this year, Rosanvallon was presented a Lifetime Achievement Award at the Living Legends event in Tinsletown, which was hosted by a chrome-domed Travolta. An image of the two together brought cheers when it was also announced that the Urban Cowboy had recently bought a Falcon, his second. A presentation by Michael Cohn, a vice president with UBS- BlueSky Advisory Group, gave me pause. His bank had teamed with PricewaterhouseCoopers to conduct a kind of census of the world's billionaires in 2017. Their Chinese with new-found wealth have decided to eschew business jets as ownership draws unwelcome attention from a government concerned about corruption. This month I'm attending Jetnet's always informative iQ Summit on the eve of the NBAA Regional Forum at the nearby Westchester County, New York, Airport (HPN). Upon returning home from that, I think I'll cannonball into the pool and just soak there until the July 4th fireworks light up summer sky. To be honest (inspired by Washington's current embrace of transparency), I didn't attend all those aforemen- tioned events, just most of them. And while gatherings such as these vary in focus, size, length and delivery, I usually find them enlightening. some in surprising ways. the For example, at the recent Dassault event, I learned that it takes approximately 4 hr. and 28 min. to properly roast a rack of lamb; that even shockingly bald, John Travolta's image can draw applause; that two billionaires were hatched over the course of our meeting and quite likely one was fluent in Manda- rin; and that Wall Street's excitement over Uber's initial public offering doesn't necessarily bode well for our special segment of aviation. Allow me to explain. Days prior to the meeting at the Dupont Hotel, a century-old grand dame in downtown Wilmington, Delaware, and close by Dassault's expansive service center, the jet maker poked Santa Monica's anti-airport pols in their collective eye by launching an 8X from the shortened runway and flying nonstop to Teter- boro in a record 4 hr., 38 min., and did so despite a negligible tailwind. Don Bass, Avpro's managing partner, learned from the hotel's kitchen that timespan was the same required to pre- pare a rack of lamb banquet. So, to commemorate the record www.bcadigital.com findings: In that year, , 332 people became billionaires, 199 of whom were entrepre- neurs and of those, 89 were Chinese, a rapidly growing demographic. It was an especially good year for the mega-rich ring, which totals some 2,500 members, as their combined fortunes increased from $1.4 trillion to $8.9 trillion. Histori- cally, this group has been prime for busi- ness aviation's purveyors. Notably, however, Cohn went on to say, "sustainability is not a buzzword" among the younger super rich. And that, among other things, could pose problems for those making, marketing and manag- ing business aircraft. Among present- ers and attendees there was commentary about members of the rising generation having different values, that they don't want to be constrained by possessions — be they McMansions, automobiles... or airplanes. They want the option to use such things as needed and quickly, but then walk away. And they're concerned about the environmental impact of their activities. Too, that Chinese with new-found wealth have decided to es- chew business jets as ownership draws unwelcome attention from a government concerned about corruption. _ We'll see. Money in abundance can alter one's perspective. Tesla/SpaceX's Elon Musk, 47; Amazon's Jeff Bezos, 55; Google- men Larry Page, 46, and Sergey Brin, 45; and Paul Allen, the now departed cofounder of Microsoft, among many disrupt- ers, all came to embrace business aviation in a big way. As Brad Hayden notes in this issue's Fast Five, unmanned aircraft sys- tems are flourishing and they, including future electric air Ubers and eVTOLers, are likely to become a huge segment of aviation thanks to the tech-oriented, shared-service-loving digital genera- tion-one promulgated by rich Chinese technologists. But for moving key people between cities, countries or con- tinents quickly, safely, securely and in comfort, I'll stake my money (albeit something pitifully south of a billion) on business aviation. BCA Business & Commercial Aviation | June 2019 7 Г Readers' Feedback Thanks for Great Articles Congratulations on another great issue. I especially want to commend James Albright for his thoughtful "Staying On Glidepath." Failing glidepath management is an all-too-common error in corporate operations, where the luxury of two-mile long runways is not the norm. His thorough review of the Global accident, the most in-depth I've seen in the press, was enlightening. As usual, James' ability to blend storytelling with engineering analysis gives us food for thought, as well as the prescription for the cure. I read each issue cover-to-cover, and always look forward to the next one! Bob Lenox Palo Alto, California Paris Jet, Brief History In "Tracing the Single-Engine Turboprop" (May 2019), the aircraft pictured on page 58 is incorrectly identified as the five-seat Morane-Saulnier MS.760C Paris Jet III. In fact, the photo shows the four-seat MS.760B Paris Jet II, an aircraft I had the pleasure of flying for several years. That model, along with its two-seat predecessor, the MS.755 Fleuret, both greatly influenced military and corporate aviation in the United States. As for the Paris Jet III, only one was manufactured, and it was operated by the fascinating aerospace entrepreneur, former French fighter pilot and airline CEO, Alec Couvelaire, rightly given credit in the article for spurring devel- opment of single-engine turboprops. In 1950, Morane-Saulnier entered its MS.755 design concept for the French Air Force trainer competition; one that lost to Fouga's CM.170 Magister. Powered by two Turbomeca Marbore II 880-lb./thrust turbojets, the company continued to build a prototype of the Fleuret ("foil") which made its first flight on January 29, 1953. Morane- Saulnier conducted successful flight demonstrations of the Fleuret to the U.S. Air Force and Navy, hoping to present the aircraft as one of the 15 entrants for the 1952 USAF "Trainer Experimental (TX)" solicitation. In 1954 Cessna Aircraft evaluated the Fleuret for possible production under license, as U.S.-manufacture was an 366 RUTH AS/WIKIMEDIA COMMONS Air Force program requirement. Instead of building the Fleuret, Cessna decided to propose their first jet-powered aircraft, the Model 318, for the competition. USAF/ARDC awarded Cessna a contract to build Marbore VIC. While 150+ MS.760s were built in France, another 66 military aircraft were built in-country for Argentine and Brazilian Air Forces, the last of which ended service in 2007. Perhaps a few dozen aircraft remain on the FAA registry. The "cabin class” Paris Jet III (MS.760C) was built largely as the result of Alec Couvelaire's urging. The 760B's sliding canopy was replaced by an entrance door, and a 5th seat was added. (See Aviation Week & Space Technology, Nov. 8, 1965). The one prototype is now "The FPA mode needs constant monitoring and some adjustment during the approach, because as you very well wrote, this function does not care where the runway is." three prototypes in the spring of 1954. The XT-37 made its first flight on Oct. 12, 1954, powered by two YJ-69 turbojet engines rated at 920-lb./thrust, which Continental built under license from Turbomeca. As for the MS.760, the Paris Jet I influenced the market development of American corporate business aviation this time on the other side of Wichita at Beech Aircraft. Beech marketed the CAA (FAA) Standard-Utility Airworthiness, single- pilot Paris Jet I through a 1955 joint venture with Morane-Saulnier. The 7,650 lb. MTOGW aircraft was to be offered by Beechcraft as U.S.-built with increased thrust Continental J69s. The price of $210,000 included pilot training and spares making it corporate avia- tion's first business jet (See the cover photo of Flying January, 1956 for the Paris Jet sporting Franco-American flags and the Beechcraft logo). A 500-hr. flight demonstration tour resulted in few sales, (which included one to Louise Timken of roller-bearing fame). Beech dropped the marketing agreement in 1961. In 1961 Morane-Saulnier began production of the MS.760B Paris Jet II with the 1,060 lb./thrust Turbomeca 8 Business & Commercial Aviation | June 2019 Hugo Villanustre, Santiago, Chile parked at Paris-Le Bourget Airport. Following Morane-Saulnier's 1961 bankruptcy, the venerable aircraft manufacturer Potez acquired the company. The Paris Jet III made its first flight on Feb. 24, 1964, (under-) powered by the same Turbomecas used on the Paris Jet II. With a MTOGW of 8,820 lb. (nearly 1,200-lb. heavier than the 760B) the III sported an anemic thrust- to-weight ratio of 1:4, giving it an all- engine rate of climb under 2,400 ft./min. By way of comparison, Bill Lear's Swiss American Aviation Corporation 1963 Learjet Model 23, at 12,499 lb. MTOGW, had a thrust-to-weight ratio which was nearly double that of the Paris III, thanks to a pair of 2,850 lb./thrust GE CJ610s. The Paris III was displayed at the June 1967 Paris Air Show and was operated as a corporate aircraft by Aerospatiale into the early 1970s. Randall Greene Safe Flight Instrument Corp. White Plains, New York A Must Read Article I just finished your lengthy and detailed account of Ameristar Charter Flight 9363 (Cause & Circumstance, May 2019). It was both riveting and informative, www.bcadigital.com Cause & Circumstance Incapable of Flight All safeguards failed aside from being very well written. Our Hawker 900XP is no comparison to the MD-83 but I immediately called our pilots to determine what they do for prolonged stays on runways where wind conditions could adversely affect the elevators. Thanks for a great article. Full of Surprises Paul Nietzel Operations Manager Everest Group Omaha, Nebraska I always enjoy very much reading James Albright's articles. I find them both pragmatic and technically thorough. I was conceptually surprised, like he was, to read in "Staying on Glidepath" (May 2019) that the Air Canada crew corrected their flight path angle during the approach for cold temperature conditions, as per their FOM. I understand the cold temperature correction to the approach altitudes, just to keep you on the same and safe vertical spot in space according to the approach design, maintaining the obstacle sepa- ration criteria, but you are not actually higher referenced to terrain than the standard designed approach. You are correcting your altimeter reading for the cold temperature condition. That is the general concept. Given this, I find no reason to fly a steeper flight path angle on the approach other than some unknown limitation on the FPA function, which is not stated in Airbus manuals. I think that flying a 3.5 degree FPA on a 4.6 nm segment was a contributory factor in this accident, although it was not considered in the accident report. Reading that report, one can see that the procedure of correcting the FPA according to cold temperature conditions was designed by Air Canada www.bcadigital.com and approved by Transport Canada, but not published on Airbus manuals. Another fact that surprised me was that Air Canada did not have a procedure in their SOPs to check altitudes and distances from the navaid once the FPA was established. The FPA mode needs constant moni- toring and some adjustment during the approach, because as you very well wrote, this function does not care where the runway is. In my opinion, this would be a much robust and safe procedure than correcting the FPA for cold temperature conditions, which I consider, if applicable, a finesse. Congratulations for your excellent magazine! Capt. Hugo Villanustre B787/767/A320Fam/A340/Be1900 ATP, CFI, TRI Santiago, Chile Glidepath Clarification "Staying on Glidepath" (May 2019) makes reference to Fox Harbour Airport (CFH4) in Ontario. It's not. It's in Nova Scotia. (And it's really pronounced 'Fox Harb'r.) Operations Staying on Glidepath The dangers of the duck-under W The resort and golf course was developed and owned by Ron Joyce, also known as the brains behind Tim Hortons donut shops, now numbering in the thousands in Canada and the U.S. and making him a billionaire. He died this past January; he was 88. James R.O. McIntyre Montreal, Quebec Different Point of View "Promising Alternatives" (Viewpoint, March 2019) was very well written as usual. However, I have a slightly different point of view. I applaud decreased fuel specifics (fuel consumption/thrust) since those make for longer range, lower cost, etc., etc. And of course there are also other emissions that we should strive to reduce. We all remember the noise and smoky takeoffs of early generation airplanes. Notable examples include the GII (an aircraft dear to my heart, but some - including me — say the smoke is HALF the fun!!), B-707 etc. But I like CO2. Without CO2 all life would cease. Our food supply depends on CO2. Historical data shows good times in the past when temperatures were higher, thus freeing up more CO2 to be in the atmosphere. The global warming bunch don't care about the environment, they see it as a mechanism to further their anti-freedom agenda. I applaud actual environmental protection measures. They have the drive/driven me- chanism backwards. Rising temper- atures cause increased levels of CO2. I'm glad we are getting some cost relief in the training segment. But the coal/natural gas-powered trainers, while lowering fuel costs, don't neces- sarily have zero emissions. An article on electric cars, I would imagine that the logic would be similar for airplanes. The impact is dependent on the source of the electricity. Most of the power (63.5%) comes from burning fossil fuel: https://www.eia.gov/tools/faqs/faq. php?id=427&t=3 Another consideration is the impact of manufacturing, and then disposing of the vehicle after it is no longer viable for its intended purpose. There would be several battery replacements during the lifetime, too, which would also have to be manufactured and dispose of. Dave Peddicord Continental Flight Systems Houston, Texas www.c-f-s.net If you would like to submit a comment on an article in BCA, or voice your opinion on an aviation related topic, send an email to jessica.salerno@informa.com or william.garvey@informa.com Business & Commercial Aviation | June 2019 9 R66 TURBINE YOUR HELICOPTER, YOUR WAY SAS/AUTOPILOT GARMIN AVIONICS AUX FUEL TANK AIR CONDITIONING HEATED SEATS CARGO HOOK POP-OUT FLOATS WIRE STRIKE KIT ROBINSON® HELICOPTER COMPANY www.robinsonheli.com © 2019 Robinson Helicopter Company. R66 is a registered trademark of Robinson Helicopter Company. All other trademarks are property of their respective companies. Equipment listed above is optional. 10 INTELLIGENCE NEWS/ ANALYSIS / TRENDS / ISSUES ACCORDING TO RON DRAPER, Textron Aviation's new president and CEO, the company hired 1,000 employees in 2018 and plans to hire another 1,000 again this year. "We're staffing up," he said. Draper told 400 customers and 200 suppliers attending its Textron Aviation's recent Customer Conference in Wichita, Kansas, that "2018 was a better year for us." In fact, he said, it was the company's strongest year since the economic collapse in 2008. "It felt good to have a little bit of eco- nomic tailwind," he said, adding that 2019 was off "to a pretty good start."Draper took over as president and CEO last October following the departure of Scott Er- nest, who left to lead the company's Textron Systems division. Draper has kept a low profile with the media since the change. An Idaho farm boy, Draper graduated from the U.S. Military Academy and flew Huey H-1 and Black Hawk helicopters. Upon leading the Army, he joined Cessna Aircraft. He then had stints at Textron subsidiaries Bell and EZ Go before coming back to Wichita to rejoin Cessna in 2011, where he led its operations and supply chain. “I fell in love with this company," Draper said. Some of the employees hired last year replaced those who retired or left. But most of the hiring was to keep up with growth, Draper said. The company currently employs about 9,500 in Wichita. The Citation Longitude is "a little bit late" in getting to market, he noted. The aircraft received provisional certification in December and now the company is "wrestling with all the paperwork" and with some of the FAA's new design assurances processes that have been put in place on the aircraft, he said. The goal is to complete the work in the second quarter. In the meantime, about 200 engineers are working on the Sky Courier twin turboprop utility aircraft and the Denali, a single-engine turboprop. More engineers will move to the programs once Longitude deliveries begin. Going forward, Tex- tron will continue with product development, but it is going to be "a little more balanced" as it invests in current products, with software updates and other enhancements, Draper said. Textron Aviation delivered 44 business jets during the first three months of 2019, up from 36 a year earlier, and 44 commercial turboprops, up from 29 last year. I-PTFC ITALIAN AIRCRAFT MAKER TECNAM reports taking orders for 51 aircraft during the recent Aero Friedrichshafen show in Germany; the company did not break down the orders by model. During the show the company showcased its line of certified CS23 FAR23 aircraft, includ- ing the twin-engine P2006T in the civilian and special mission versions; the P2010 single-engine, four-seat aircraft and the new P2002JF two-seat IFR aircraft. It also premiered the P2002JF, which features the new Garmin G500 Txi. During the show, a number of flight schools, including three launch customers - F-Air from the Czech Repub- lic, Bartolini Air from Poland and EAS Barcelona Europe from Spain - selected the P2002JF MKII as trainers, Tecnam said. It also reported positive reaction to the newest version of the P92 Echo Mkll, shown for the first time. And airlines and operators showed interest in Tecnam's 11-seat P2012 Traveller, which was certified in Decem- ber. The Type Certificate was presented during the show to Tecnam CEO Paolo Pascale by European ΠΑΠΑ Aviation Safety Agency (EASA) representatives. Tecnam also announced that it will research a mar- ketable solution for a parallel hybrid aircraft based on the Tecnam four-seat P2010. First flight tests are scheduled for 2021. "We are so delighted to feel that we are so much in line with our customers, anticipating their needs and fulfilling their taste, providing safe aircraft with pleasant flying quali- ties, affordable in the acquisition and operating costs and with a pure Italian style," Pascale said. www.bcadigital.com EDITED BY WILLIAM GARVEY, JESSICA A. SALERNO AND MOLLY MCMILLIN william.garvey@informa.com jessica.salerno@informa.com molly.mcmillin@informa.com Jet-A and Avgas Per Gallon Fuel Prices Central May 2019 Jet-A Region Eastern High Low Average $8.91 $4.60 $6.35 New England $7.84 $3.90 $5.25 Great Lakes $8.43 $3.46 $5.60 $7.81 $3.37 $5.02 Southern $8.38 $4.35 $6.10 Southwest $6.94 $3.40 $5.35 $7.96 $3.60 $5.41 Western Pacific $8.52 $3.80 $6.13 $8.10 $3.81 $5.65 NW Mountain Nationwide Region Eastern Avgas High Low Average $9.14 $5.15 $6.69 New England $7.45 $4.96 $5.93 Great Lakes $8.59 $4.59 $6.09 $7.59 $4.51 $5.51 $8.50 $4.30 $6.34 $7.19 $4.00 $5.67 Central Southern Southwest NW Mountain $8.46 $4.75 $5.84 Western Pacific $8.52 $4.15 $6.47 Nationwide $8.18 $4.68 $6.07 The tables above show results of a fuel price survey of U.S. fuel suppliers performed in May 2019. This survey was conducted by Aviation Research Group/U.S. and reflects prices reported from over 200 FBOs located within the 48 contiguous United States. Prices are full retail and include all taxes and fees. For additional information, contact Aviation Research/U.S. Inc. at (513) 852-5110 or on the Internet at www.aviationresearch.com For the latest news and information, go to www.bcadigital.com Business & Commercial Aviation | June 2019 11 INTELLIGENCE Forbes: FSI and Garmin Among Best Employers FlightSafety International and Garmin have been singled out by Forbes Me- dia as among the best U.S. Employers. FlightSafety was named one of the country's best midsize employers, the second consecutive year for such recognition. Meanwhile, Garmin was ranked No. 5 among America's Best Employers with more than 5,000 workers. Forbes America's Best Employers are chosen based on an indepen- dent, anonymous survey of more than 50,000 employees. The survey evaluation identifies companies that employees like to work for and would recommend to others based on questions about work-related topics including working conditions, salary, potential for development and com- pany image. Airlines Collect $5 Billion in Baggage Fees According to the American Associa- tion of Airport Executives, U.S. airlines collected nearly $5 billion in baggage fees in 2018 along with $2.7 billion in reservation change and cancellation fees, which works out to more than $20 million daily. The association noted that although airlines have increased their bag fees and collect record amounts from their customers, they continue to oppose adjusting the federal cap on local passenger facility charges (PFC), a user fee that must be justified locally, imposed locally and used locally on FAA-approved projects that enhance local airport facilities. The federal cap on the local PFCs has not been ad- justed since 2000. THE AUSTRALIAN GOVERNMENT has taken delivery of the first of three Falcon 7X trijets from Dassault Aviation. The Royal Australian Air Force (RAAF) will operate the aircraft for govern- ment VIP service. Delivery of the other two Falcon 7Xs is expected in the coming months. The defense department cites the 7X's 6,800 nm range and short landing distance as advantages; the Falcons will replace the smaller Bombardier Challenger 604. Australia is fitting the aircraft with seats for 14 pas- sengers. There will be three crewmembers, including a cabin attendant. RAAF's 34 Squadron, the home of Australia's VIP aircraft, also has two Boeing 737 BBJs, but their future is unclear. An Airbus A330 MRTT tanker, also on order, will be delivered with a cabin for transporting ministers and large groups accompanying them. Northrop Grumman has maintained the Challenger 604s and will also maintain the Falcon 7Xs, the department said. THE JAPANESE GOVERNMENT IS PROMOTING BUSINESS AVIATION access to the country's secondary airports, setting aside funds to help pay for new facilities. To that end, the transport ministry is seeking proposals from airport authorities for establishing the facilities, said Ryota Nagao, deputy director of the ministry's policy planning and research office. Sepa- rately, the ministry is working on accommodating an anticipated surge in demand for access by private aircraft during the summer Olympic Games, due to be held in Tokyo in July and August 2020. The push for improving access to secondary airports is part of a wider government ef- fort at promoting tourism and business visits to Japan, noting the especially high value of anyone who arrives in a personal aircraft. International business jet arrivals in Japan have been growing strongly, anyway. at an annual average of 13.1% during the five years to 2018, according to the Japan Civil Aviation Bureau. Tokyo's two airports - Tokyo International at Haneda and Narita International ― have maintained a steady 60-65% share. Apart from those two, only two other Japanese airports have dedicated facilities for such travelers: Chubu Centrair International and Kansai International. At all four, a public terminal has space for users of private aircraft. The ministry expects that special channels, not separate buildings, could also be set up in public terminals elsewhere; the fund is to pay for modifications. The airport authority at Chitose on the northern island of Hokkaido, a popular skiing destination, sees potential in setting up such facilities, said Kazuyuki Tamura, vice chairman of the Japan Business Aviation Association. MARIA DELLA POSTA WAS TO ASSUME THE PRESIDENCY of Pratt & Whitney Canada, effective June 1. A veteran executive with the engine maker, she succeeds John Saabas, who is retiring. Della Posta will report to Pratt & Whitney President Bob Leduc. "Pratt & Whitney Canada has a leadership position in all of its markets, with a portfolio of more than 64,000 engines in service and 13,000 customers worldwide," said Leduc. "Maria has been instrumental in building Pratt & Whitney Can- ada's portfolio throughout her career. Maria brings extensive experience and a deep understanding of our customers and the markets in which we oper- ate. As leader of Pratt & Whitney Canada's global business, I am confident that Maria will continue to drive sustainable growth and deliver exceptional customer service while maximizing operational performance worldwide. I wish to thank John for his outstanding contribution to Pratt & Whitney." Della Posta joined Pratt & Whitney in 1985, and progressed through roles of increasing leadership in supply chain, finance and customer service. She was named vice president, Customer Support in 2001; senior vice president, Sales and Mar- keting in 2010; and senior vice president, Pratt & Whitney Canada in 2012. 12 Business & Commercial Aviation | June 2019 www.bcadigital.com