· Eastern $4.86 $4.95 Southern $4.60 $4.87 Central $4.20 $4.58 Western Pacific $4.68 $5.11 Analysts from Bank of America Merrill Lynch are concerned over the increase in “white

INTELLIGENCE INSIDE:

AIRFRAMERS/SUPPLIERS

n Gulfstream Reports Rebound In Sales (p.̨ 2)

SAFETY/TRAINING

n FAA Asks Operators To Control Pilot ‘Distractions,’ Enforce Sterile Cockpit (p.̨ 2)

REGULATORY / LEGISLATIVE

n Darby Appeals FAA’s Suspension Order, Accuses Agency Of Vendetta (p.̨ 4)

n GA Groups Air Concerns On Raising Airline Copilot Requirements (p.̨ 5)

n Harrison Ford Raises Concerns Of GA Industry Before Congress (p.̨ 6)

OPERATIONS

n Eclipse Operator Linear Air Restarts Air Taxi Service (p.̨ 3)

PROGRAMS

n Embraer Cuts Metal For Legacy 450, 500 Jets, Progresses On 650 (p.̨ 5)

SERVICES / FBO

n Dulles Jet Center In Limbo (p.̨ 3)

MORE

n Briefs (pp 7̨-8)

n ADs, Marketplace, Appointments, and Calendar (pp 9̨-10)

FORECAST / INDUSTRY DATA

n Used Business Jet Sales and Used Business Turboprop Sales (p.̨ 11-12)

www.aviationweek.com/awin

Reporting on the Business of Business Aviation since 1965

Monday, May 3, 2010

GlobalAir.Com/Max-TraxFuel Averages

AvgasRegion Jet A 100LL

Eastern $4.86 $4.95Southern $4.60 $4.87Central $4.20 $4.58Western Pacific $4.68 $5.11

Analysts from Bank of America Merrill Lynch are concerned over the increase in “white tails” (aircraft produced but not sold) that Cessna Aircraft parent Textron reported in the first quarter release. While not providing specifics, Textron officials conceded production and delivery rates were not in line and inventories increased for the first time in a year (BA, April 26/2). “In our view, this ‘build it and they will come’ strategy is very risky, especially when combined with a dwindling backlog,” say the Bank of America Merrill Lynch analysts. “Let’s be clear, building white tails is never a good idea. His-torically, other aircraft manufacturers who have taken this approach have lived to regret it.”

Textron President and CEO Scott Donnelly, while offering analysts some optimism that sales of Cessna light and mid-size models are starting to pick up, is less confident about the potential for renewed orders from fractional air-craft ownership providers – which had been a staple in the business jet back-logs. Cessna affiliate and fractional ownership provider CitationAir has seen “a little bit of uptick” as far as customers returning, he says. “But we have to recognize that there’s a lot of capacity out there,” Donnelly adds. “Over the next couple of years, I discount any fractional sales down to virtual zero.”

Actor Harrison Ford is relieved that Congress and the Obama Administra-tion “were able to resist the impulse of user fees.” Ford, who believes that a diminishing number of new pilots is one of the biggest issues facing industry, says the decision to avoid user fees “makes a huge difference for the pilot population.” He stresses the importance of keeping costs down for flying. Ford, who has taken a significant role in general aviation advocacy, last week met with House and Senate GA Caucus members. See article on Page 6.

Original Equipment Manufacturers received some good news with the latest traffic reports. March takeoff and landing data released by FAA shows accelerating business jet traffic, with the fourth consecutive year-over-year positive month up 23.3%, reports Morgan Stanley Research. The Cessna fleet posted a significant jump in its March traffic, with takeoffs and land-ings up 19.1%, while Bombardier business jet operations jumped 23.3%. Gulfstream aircraft operations, meanwhile, were up for the fifth consecutive month in March.

Two More Months: Aviation officials are encouraged that House and Sen-ate staff members appear to be laying the groundwork for a conference on a longer-term FAA reauthorization bill. The House and Senate, unable to reach a conference agreement before FAA’s authorization was set to expire April 30, last week adopted another short-term extension of FAA’s authorization. The latest short-term measure extends the authorization until July 3. While work is underway on many of the details, House and Senate leaders still ap-pear far apart on the FedEx labor provision in the House bill.

COPYRIGHT © 2010 BY THE MCGRAW-HILL COMPANIES, INC

May 3, 2010 • PaGE 2MARKET BRIEFING

TOP NEWS

FAA Asks Operators To Control Pilot ‘Distractions,’ Enforce Sterile Cockpit

SAFETY/TRAINING The FAA, aiming to mitigate flight haz-ards, is advising operators to establish policies and guidance to control cockpit “distractions” – including the use of per-sonal electronic devices – during flight operations.

The agency’s April 26 Information for Operators (InFO 10003) advisory stresses that the use of devices for activi-ties unrelated to flight duties constitutes a safety risk. The FAA pointed out that recent incidents and accidents indicated crew use of PEDs, including laptop computers and mobile telephones, for personal use. For example, in October 2009 Northwest Flight 188 pilots used laptop computers to explore new crew scheduling software and lost situational awareness,

bypassing their Minneapolis-St. Paul airport destination by 150 miles.

The FAA asks safety and flight operations directors to re-view and reinforce policies and training to ensure that the use of PEDs does not interfere with cockpit duties.

The FAA’s advisory precedes the NTSB’s May 18-20 safety forum in Washington that will focus on improving profes-sionalism among pilots and air traffic controllers. The NTSB scheduled the forum following its investigation of several 2009 events – Northwest Flight 188 among them – that dem-onstrated the risks that are created when pilots or controllers deviate from standard operating procedures.

The NTSB also cited the February 2009 crash of Colgan Air Flight 3407 near Buffalo, N.Y., and the August 2009 midair collision over the Hudson River.

– Frances Fiorino ([email protected])

Gulfstream Reports Rebound In Sales

AIRFRAMERS/SUPPLIERS While defaults continued to chip away at Gulfstream Aerospace’s backlog, parent company General Dynamics (GD) provided hope that the business jet market is reviving, announcing that Gulfstream’s first quarter yielded the largest number of new orders since mid-2008. “The Aerospace group is off to a very good start in 2010,” Jay Johnson, GD’s president and chief executive, told analysts last week in reporting the first-quarter results.

Gulfstream’s order intake was particularly strong for large-cabin aircraft, “with international orders dominating the or-derbook,” Johnson said, adding, “Orders were representative of every major international region.”

The returns drew a positive reaction from industry ana-lysts, with Credit Suisse noting that the Aerospace Group stood out during a mixed quarter for GD. JP Morgan adds that Aerospace posted solid earnings, and improving eco-nomic conditions are driving some margin traction.

Even so, revenues for GD’s Aerospace Group – compris-ing Gulfstream, GD Aviation Services and Jet Aviation – slid 6.7% to $1.4 billion in the first quarter, when compared with first quarter 2009. The results reflected a lower production rate and reduced completions activity. Gulfstream delivered 28 aircraft in the first quarter, including 20 large-cabin air-craft. In first quarter 2009, Gulfstream had delivered three more green aircraft and 17 additional completions. Of the 17 additional completions, 15 involved mid-sized cabin aircraft, Johnson noted. “We reduced Gulfstream production in 2009 as a result of the change in market conditions. The most sig-nificant production cut was in the mid-cabin aircraft.”

Also, default activity raised some concern from industry analysts. Gulfstream’s backlog declined by about $800 mil-lion to $18.5 billion. “Default activity in this quarter … was greater than it was in the quarter before,” Johnson said, but

added this was not a surprise. A number of factors played into this, Johnson told analysts. One of the biggest involved the first flight of the G650 at the end of 2009. At first flight, Gulfstream collects a progress payment from deposit hold-ers. There were five defaults reported in the first quarter as a result. But Johnson added, “They were instantly backfilled, and we’re still taking orders. Backlog is still just south of 200 aircraft.” “We estimate that defaults have averaged $800-$900 million over the past five quarters,” notes JP Morgan. “The Q1 number makes the improvement in Q4 seem less like the beginning of an improving trend.”

Orders still outpaced defaults in the first quarter, Johnson says. “With continued economic recovery, I expect orders to increasingly outpace defaults as the year progresses.” He ex-pressed confidence that the company will make its production estimates of about 77 large cabin and 14 mid-sized aircraft.

“I’m very bullish with what I see on the large cabin. It really is going to be paced by what the mid-cabin market brings to us,” he says, adding that there is room to inch up production should mid-cabin sales pick up significantly. Those numbers, however, also include a planned two-week factory furlough at Gulfstream’s headquarters in Savannah, Ga.

Johnson also was encouraged by the low level of used air-craft inventory. Gulfstream sold three used aircraft and took none in trade during the first quarter. That leaves just one aircraft remaining in inventory. For the year, Gulfstream has only four more trade-in commitments.

The services side of GD’s Aerospace Group also held its own in the first quarter, Johnson said, adding that the Jet Aviation’s global fixed-base operations, aircraft management and charter businesses were particularly strong. Jet Avia-tion is beginning to provide the returns anticipated when GD purchased the group, Johnson says. “We’ve had some op-erational issues on the frond end, mostly to do with match-ing volume and productivity,” he says. “We have that well in hand. They are operating very well right now.”

By Kerry Lynch ([email protected])



Dulles Jet Center In Limbo

SERVICES / FBOs All work on the collapsed Dulles Jet Center (DJC) is on hold due to insurance disputes, but the structural engineer overseeing the building’s deconstruction and salvage of the aircraft trapped within says the effort might restart within the next two weeks.

Allyn Kilsheimer, of KCE Structural Engineers in Washing-ton, D.C., says that the dismantling at the Dulles Interna-tional Airport facility halted March 19, shortly after four jets owned by General Dynamics were safely removed from the hangar in which they were trapped. About a dozen other air-craft remain in the other three failed hangars, pinned there by collapsed roofs, he said.

At issue is payment for work already completed, he said, with several insurers arguing about their respective liability. But he says that there seems to be progress on those dis-

cussions, and a resolution is possible soon. When that oc-curs, workers will return to the site.

The expansive, four-year-old DJC collapsed under the weight of a heavy snowfall in February. Landow Aviation, the owners, brought in Kilsheimer’s firm to assess the damage and oversee repair. He determined that the building would have to be deconstructed and then rebuilt.

A critical part of the process is removing the structure without further damaging the jets still inside, a scene that Kilsheimer described as “an upside down trapezoid.”

The process, he said, is atypical. “Anyone can knock down a building with a ball,” he said, but “trying to save the air-craft inside for their value, that’s the hard part. That’s never been done before.”

Once work resumes, he estimated it would take 90 days to dismantle the metal building. With the debris and aircraft removed, he estimated it would take less than a year to complete construction of a new facility.

- William Garvey ([email protected])

Eclipse Operator Linear Air Restarts Air Taxi Service

OPERATIONS Concord, Mass.-based air taxi pro-vider Linear Air has relaunched its point-to-point service from the New York City region, President and CEO William Herp tells BA.

“I’m glad to be back on the growth path after all our his-tory with Eclipse Aviation,” says Herp. Linear Air began op-erating in 2004 with Cessna Grand Caravans and added four Eclipse EA500 very light jets by 2008, he says.

After Eclipse Aviation shut down in 2008, the fleet was frozen at four, Herp says. “But we now expect to bring more aircraft into our fleet by putting aircraft on our certificate from owners and help them offset their costs,” he says. “It’s a modified lease deal, where we lease the aircraft and man-age them as well.” Eclipse Aviation produced 260 aircraft, and many of the owners did not get what they signed up for, Herp says. “Owners are looking for alternatives for their aircraft. Warranty support is improving, but an upgrade is a large investment in the aircraft.”

Linear Air has been flying Caravans, and during Eclipse’s bankruptcy, one was kept as a hedge, Herp says. “Last fall, when new owners bought Eclipse, they started doing up-grades, and one of our aircraft has been upgraded,” he says. “We’ve put 100 hours on it already and have been pleased with how it operates.”

The $2.1 million cost of the new “Total Eclipse” refurbish-ment and completion program may drive Eclipse Aerospace EA500 owners to instead look at the manufacturer’s upgrade program, says Herp. Under Total Eclipse, “Eclipse will take your existing EA500 in trade for between $1 million and $1.5 million and give you an upgraded jet from the Dayjet fleet,” he says. “I don’t know too many owners who will do that when they can spend a couple of hundred thousand dollars

for an upgrade.” Herp says he has been happy with the support from the

new Eclipse Aerospace owners. “I feel more confident that they will support the Eclipse fleet and am confident of Linear Air having a year-round business model,” he says. “We felt the time was right to get into the New York market.”

The plan is to expand the fleet, says Herp, who declined to share the numbers. “But I anticipate significant growth in our fleet, because we are the last man standing in the [very light jet] air taxi business. Dayjet is gone, and Pogo returned its money to its investors, so there are no other competitors,” he says. “The EA500 does have a compelling value story, with operators saying the trip profiles offer excellent value.”

The EA500 is 40% less expensive to operate than its competition in the next-smallest jet, Herp says. “The av-erage business traveler can justify an air taxi with one to two passengers to a secondary market not served by the airlines,” he says, adding that the value “makes me bullish on VLJ air taxi service.”

The Eclipse bankruptcy and faltering economy has changed the playing field, Herp says. “I don’t think anyone would make the investments we’ve made in the EA500. We’ve got, in a perverse way, the best opportunity we’ve had because of cur-rent circumstances,” he says. Herp says he expects Eclipse to be back in production in the next three to four years. “And that will allow Linear Air to grow and expand geographically, eventually letting us get back to our original plan to have 300 aircraft operating in 15 markets,” he says. “We can’t do that in the three to four-year time frame, but the VLJ air taxi model will have hundreds of aircraft operating.”

Despite the problems surrounding the fallout of the Eclipse bankruptcy, Herp still strongly believes in the aircraft. “It’s in a class by itself,” he says. “Proposed FAA rules could change certification for VLJs. If that comes true, any new aircraft will be harder to get certified. So we’re bullish on Eclipse.”

— Benet J. Wilson ([email protected])



Darby Appeals FAA’s Suspension Order, Accuses Agency Of Vendetta

REGULATORY/LEGISLATIVE Darby Aviation is appealing the FAA’s emergency order suspending the Muscle Shoals, Ala., air carrier’s certificate, and company legal represen-tatives are vowing to “appeal any other frivolous and un-founded orders entered by the Administrator or the FAA.” Darby has waived the emergency portion of the suspen-sion so it can fully delve into all the issues surrounding the case, Darby legal counsel Deanna Weidner, of Anderson & Weidner, told BA. The National Transportation Safety Board will review the case.

FAA last month issued the emergency order, citing problems with the carrier’s operations manual, training program and qualifications of the chief pilot and direc-tor of operations (BA, April 26/2). “The FAA will not let a carrier continue to operate if it doesn’t meet strict quali-fications,” FAA Administrator Randy Babbitt says. “All carriers, no matter what size, must have approved pilot training programs.”

But in a strongly worded five-page statement, Darby Aviation legal representatives charged that the suspen-sion was the latest in a number of actions the agency’s Birmingham, Ala., Flight Standards District Office (FSDO) has taken as part of a “clear vendetta/conspiracy” against the carrier. In fact, the emergency suspension was or-dered despite the fact that Darby has not been permitted to fly since September 2008 because of a prior enforce-ment action.

2005 Challenger Crash Fall out

The law firm Anderson & Weidner claims the actions are retribution for the fallout of the 2005 Challenger overrun at Teterboro Airport in New Jersey. The Challenger, op-erated by Fort Lauderdale, Fla.-based Platinum Jet Man-agement, failed to lift off from Teterboro Airport, ran off the end of the runway, crossed a highway and rammed into a building. The FAA determined that Platinum Jet had wrongly “piggybacked” on Darby’s Part 135 certificate. As a result, the FAA said no one was responsible for ensur-ing the pilots were properly licensed and trained and that approved procedures were followed, and the Teterboro FSDO suspended Darby’s certificate.

Darby’s certificate was restored when the NTSB deter-mined that Platinum failed to obtain proper authorization from Darby before conducting the flight. Platinum subse-quently lost its certificate and several of its principals went to jail. But the NTSB also found, according to Anderson & Weidner, that the Birmingham FSDO and Darby Aviation were equally culpable in not preventing Platinum from committing fraud and conducting unapproved flights. As a result, the Birmingham FSDO got a letter of reprimand, and, Anderson & Weidner says, “This apparently embar-rassed the Birmingham FSDO, and it has been on a mis-sion to put Darby aviation out of business ever since.”

In response to the Darby allegations, Kathleen Bergen, FAA spokeswoman for the Southern Region, told BA Fri-day, “Clearly we disagree with the claims.” While unable to speak to the specifics of the case since it is under ap-peal, Bergen says, “The FAA continuously strives to im-prove working relationships between the agency’s field of-fice and certificate holders. Our goal is always to improve aviation safety. When issues arise, we look into them thoroughly, and we address any concerns that would im-pact the flying public.” She adds that anytime a proposed action is taken, it is reviewed by the regional office and then sent to Washington for approval. “Many eyes see the cases from a flight safety and legal perspective before they are issued,” Bergen notes.

Anderson & Weidner, however, says the Birmingham FSDO “began launching numerous frivolous attacks upon Darby Aviation, its pilots, mechanics and director of op-erations, apparently in an attempt to run Darby Aviation out of business.”

The law firm cites several examples, including the for-mal grounding of a Learjet that Darby had voluntarily grounded for maintenance and inspection. That action subsequently was dismissed. The agency took emergen-cy actions against the chief pilot and director of opera-tions for alleged log book violations, but later voluntarily dismissed those actions, the law firm says.

Legal Disputes

The agency assessed a civil penalty, claiming a pilot check ride was invalid because the check airman was not current. Darby fought this civil penalty and prevailed at the initial hearing, but FAA followed with its own appeal to the FAA Administrator. “The Administrator has withheld its appellate ruling for nearly a year without providing any justification for the delay,” Anderson & Weidner says.

FAA also revoked all check airman authority from Dar-by as a result of the civil penalty action, and subsequently revoked approval of Darby’s operations manual and train-ing program. FAA followed these actions, the law firm says, with a claim that “due to the revocation, Darby does not have enough business to justify check airmen.”

Darby has requested permission to hire additional em-ployees to assure future compliance, but the Birmingham FSDO denied this request, the law firm states, saying the FSDO claims Darby does not have sufficient activity to warrant additional employees. The law firm also says that FSDO officials allegedly have warned the carrier that there is a “target on Darby’s back.”

FAA suspended the chief pilot’s certificate and brought a civil penalty for failing to complete an oral or written test within 12 months of a particular flight. Darby produced the written tests that were approved by the FSDO. FAA apparently then argued that the tests were insufficient because in addition to two competency check subparts required for each type of aircraft flown, the general sub-

Continued, P. 6



Embraer Cuts Metal For Legacy 450, 500 Jets, Progresses On 650

PROGRAMS Embraer, nearing certification for its Legacy 650 jet this year, took a step forward on two other development programs with the recent cut of first metal for its “midlight” Legacy 450 and Legacy 500 business jets.

The initial manufactured part (a section of the forward fuselage) belongs to the first Legacy 500 prototype, which is scheduled to make its initial flight in the second half of 2011.

The main structure of the nine-passenger Legacy 450 and 12-passenger Legacy 500 will be built from aluminum alloy, with “a substantial content” of composite materials. Embraer says the production process will involve “a con-siderable increase” in the use of robots, and the company plans to use TWI friction stir welding technology for the first time on one of its production aircraft.

Embraer will use a multisite industrial strategy for the production of parts and major structures for the Legacy 450 and 500. Sonaca, Alestis, Ducommun and SLCA are key structural suppliers.

Final assembly, as well as completion and painting, will be done at Embraer’s São José dos Campos plant in Brazil. Today, more than 650 Embraer employees are engaged in

the development of these two new jets.Meanwhile, Embraer has made a commitment to certify

the larger Legacy 650 aircraft by the second half of this year, says Claudio Camalier, vice president of market intel-ligence for Embraer Executive Jets.

“We’re working toward that goal as much as possible,” Camalier says.

“We’re OK on the schedule,” added Mauricio Almeida, vice president programs, executive jets. “We’ve finalized all tests related to the new engines and new fuel system.”

Rolls-Royce is developing a 9,020-lb.-thrust variant of the AE3007 for Legacy 650, the highest-thrust version of the AE3007 turbofan engine family. Legacy 650 also is be-ing fitted with a 20,728-lb.-capacity fuel system, the high-est of any member of the ERJ-145 series of aircraft.

Almeida said that flight tests of the new Honeywell Pri-mus Elite avionics system have just started, a package that includes flat-panel displays and provisions for required nav-igation performance, automatic dependent surveillance-broadcast and controller pilot data link communications.

The $29.5-million aircraft will be able to fly eight pas-sengers 3,800 nm and land with 200-nm NBAA IFR re-serves. A new acoustical insulation package will reduce interior sound levels by three dB compared with earlier Legacy aircraft.– Fred George ([email protected]) and staff reports

GA Groups Air Concerns On Raising Airline Copilot Requirements

REGULATORY/LEGISLATIVE Industry organizations are rais-ing concerns about a new FAA advanced notice of proposed rulemaking (ANPRM) on improving commercial pilot perfor-mance, an issue raised by the Colgan Air DHC-8 accident on Feb. 12, 2009, near Buffalo, N.Y. Changing the requirements for the core commercial license could have a significant im-pact on the entire industry, from aerial applications to char-ter operations.

The 60-day comment period is open on the ANPRM, which contains questions related to whether a commercially rated copilot in Part 121 operations has received adequate training.

“Specifically, does a copilot’s training include enough hours of training in various weather conditions to be able to recognize a potentially dangerous situation and respond in a safe and timely manner,” the notice says. FAA emphasizes, “This ANPRM is seeking comments on issues relating to ba-sic Part 61 pilot certification, not air carrier hiring or training requirements.”

The General Aviation Manufacturers Association (GAMA) believes that a requirement that all pilots engaged in Part 121 air carrier operations hold an ATP certificate could po-tentially have the reverse effect on safety, saying, “It is im-portant to note that in most situations, quality of training and experience is more valuable than quantity. If a minimum

limit were imposed, pilots would no longer focus on getting the best training to prepare them for 121 operations, but rather the cheapest and easiest. It is also important to note that both pilots involved in the Colgan Flight 3407 accident possessed well over the minimum of 1,500 hours required for an ATP certificate.”

Another response came from the Aircraft Owners and Pilots Association (AOPA), which is concerned that overly stringent requirements for entry-level pilots in airline cock-pits could squelch the aviation ambitions of potential student pilots. That, in turn, would cause significant collateral injury to general aviation.

Since the 1970s, the industry, including GAMA, has ac-cepted the assumption that its health and growth are closely correlated with student pilot starts and private pilot completions.

“While several of the proposals – including requiring an air transport pilot certificate or additional flight hours, among others – could have a negative impact on the GA industry by deterring new pilots from beginning training, the concept of offering airline-specific endorsements would target specific skill sets needed for FAR Part 121 operations without nega-tively impacting GA,” AOPA said in its formal comments.

Rob Hackman, AOPA vice president of regulatory and cer-tification affairs, cautioned that if pilot hiring minimums or training requirements are changed without weighing their economic impact, “there could be consequences that would affect the health of the aviation community as a whole.”

– James E. Swickard ([email protected])



Harrison Ford Raises Concerns Of GA Industry Before Congress

REGULATORY/LEGISLATIVE Actor Harrison Ford, who has be-come a leading industry advocate and the face of the Aircraft Owners and Pilots Association’s GA Serves America campaign, spoke of the importance of general aviation and the need to bolster the pilot population before the House and Senate Gen-eral Aviation Caucuses last week.

“America has a great legacy of aviation as a developer of in-novative technology,” Ford told lawmakers, adding, “I feel very strongly we need to support it in every way.” He expressed concern that the “public doesn’t understand what general avia-tion is” and about attempts to close down public-use airports.

Ford also said he is particularly concerned about the shrink-ing pilot population. “We’ve been losing our pilot base,” he said, estimating it has dropped from more than 700,000 to around 500,000. The emergence of light-sport aircraft will help, he said, because they make flying more affordable. “We have to

continue to build people’s interest,” he said. Ford also asked lawmakers to take steps to preserve the general aviation man-ufacturing industry, noting that it creates many jobs.

Ford, who owns a range of aircraft and jokes he is doing his part to support the industry, agreed to take a leadership role with GA Serves America as he steps down as honorary chair-man of the Experimental Aircraft Association’s Young Eagles program.

AOPA President Craig Fuller said they wanted a well-recog-nizable pilot to help promote GA through the GA Serves Amer-ica educational and public relations campaign. “Early last year, we came to the conclusion that we needed to do a better job explaining what general aviation is all about,” Fuller said.

That campaign, along with the General Aviation Manufactur-ers Association’s and National Business Aviation Association’s No Plane/No Gain effort, worked with key lawmakers on the creation of the caucuses. The House caucus has grown to 116 members, and the Senate version now has 29 members.

– Kerry Lynch ([email protected])

Head-up Guidance Could Have Prevented Accidents, FSF Says

SAFETY/TRAINING Head-up guidance systems could have prevented or positively influenced 38% of all commercial, business and corporate aircraft accidents that occurred over a recent 13-year period, according to a study conducted by the Flight Safety Foundation (FSF).

“Head-up Guidance Technology – A Clear Path to Increas-ing Flight Safety,” an independent third-party study com-missioned by Rockwell Collins, involved an FSF review of in-formation about 983 accidents between 1995 and 2007.

The findings indicated that the benefits of head-up guid-ance technology increased in mishaps where the pilot was directly involved, such as during takeoff and landing and

loss-of-control accidents. In takeoff and landing, the likeli-hood of accident prevention is 69% when a plane is equipped with head-up guidance technology. During loss-of-control accidents, the likelihood of accident prevention is 57%, the study said.

“Head-up guidance systems technology is a great safety tool for the prevention of runway excursions, loss of control, and approach and landing accidents,” says Bob Vandel, the FSF foundation fellow who co-authored the study with Earl Weener, Ph.D., another foundation fellow.

An earlier FSF report on the subject, “Head-up Guidance Technology – A Powerful Tool for Accident Prevention,” was published in 1990. Rockwell Collins, a maker of head-up guidance technology, asked FSF to update the study to re-flect new glass cockpit technology that most aircraft fly with today.

parts must be completed on each type of aircraft. This re-quirement “would not make sense and would be contrary to regularly accepted rules,” Anderson & Weidner claims.

FAA suspended Darby Aviation’s director of mainte-nance certificates claiming its Learjet and Gulfstream II were unairworthy and the director of maintenance failed to record maintenance performed. Darby fought those allegations, and FAA dismissed the allegations regarding the Learjet.

A court dismissed the unairworthy claims regarding the Gulfstream. An administrative law judge, however, did find that the mechanic should have recorded in the logbook that he did not repair what did not need to be repaired per the Gulfstream manual. FAA has not yet rescinded the letters of investigation issued in this case.

In the most recent suspension, Anderson & Weidner says, the “action revolves around a manual that the FAA has claimed is insufficient; however, it is the same manual that has been approved since 1992 and incorporates all changes required and approved by six prior FAA inspec-tors.” Weidner told BA that FSDO officials had presented a list of their more recent complaints about the manual, and Darby had made appropriate changes. But then the FSDO came up with a new list, and that became a con-tinuing pattern. “It was a rolling target that you could not catch until finally they just revoked [the certificate],” she says.

—By Kerry Lynch ([email protected]) and James Swickard ([email protected])

DARBy APPEAL, FROM P. 4



BUSINESS AVIATION BRIEFS

Quest Aircraft has received FAA approval for an increase in the maximum gross weight of its Kodiak utility aircraft. The single-engine airplane is now approved to operate at up to 7,255 lbs., up from 6,750 lbs. Also, useful load has increased to 3,535 lbs. The increases are part of a continuous improvement program that has been ongoing since Quest first received certification for the Kodiak in 2007. Customers have requested the weight changes to increase payload capacity, the company says. “The Kodiak was designed with and for mission and humanitarian avia-tion organizations to perform under extremely rigorous conditions in the most remote regions of the world,” says Quest Aircraft President and CEO Paul Schaller. “The gross weight increase will enable them to carry more cargo and/or passengers so they can execute their operations even more effectively.” The Sandpoint, Idaho, company has delivered more than 30 of the aircraft to date, including 10 to mission and humanitarian organizations.

London Oxford Airport business aircraft traffic grew 25% during the first quarter. Jet fuel sales have risen 47% at the facility during the past year, and the airport is now handling an average of 20 business aircraft movements a day. A new 4,440-square-meter (47,774-square-ft.) three-bay hangar is slated to be built there this year, and the airport is investing £750,000 ($1.14 million) to upgrade its airfield communications equipment as a precursor to establishing enhanced radar coverage.

Eurocopter is stepping up its restructuring effort as the civil helicopter business remains sluggish. Eurocopter plans to cut €200 million (US$264.9 million) in costs, including the elimi-nation of 400 positions in France and Germany. But Eurocop-ter maintains that its “Shape” program, launched last year, is more than cost cutting. The helicopter maker is investing another €1.3 billion (US$1.7 billion) in research and devel-opment to support new helicopter development and expand infrastructure. The company believes those efforts could yield 400 new positions. The program also entails industrial changes, including moving its rotor blade factory from La Courneuve to Le Bourget near Paris. Also, a new engineering center is slated to open in 2012 in Donauwoerth, Germany.

John Bahrenburg, a maintenance technician at the Merid-ian Jet Center at Teterboro, N.J., has won this year’s FAA Charles Taylor Master Mechanic Award for having spent more than 50 years in the aircraft maintenance profession. Bahrenburg began his aviation career with the U.S. Air Force and earned his A&P license while with Red Bank Air Taxi in Red Bank, N.J. He then worked for Matco at New Jersey’s Linden Airport, joined the American Cyanamid flight depart-ment at Teterboro and eventually became director of main-tenance for Million Air, which now operates as Meridian.

Wayfarer Aviation has added a Gulfstream V to its char-ter fleet. Based in the Northeast, the long-range business jet seats 14 passengers and will be available for charter early this month.

Sierra Industries has signed a long-term contract with an undisclosed original equipment manufacturer to jointly develop new aerospace technologies. The Uvalde, Texas-based company, which specializes in Cessna Citation mod-ifications, will conduct the work under a newly created division, SkyWay Aerospace Technologies.

FlairJet, the U.K. charter company based at England’s London Oxford Airport, plans to add its first Embraer Phe-nom 300 to its managed fleet this July. The light jet re-portedly will be the first of its type on the U.K. registry. FlairJet also has agreed to take a third Phenom 100 un-der management. The aircraft is to be accepted later this month.

AgustaWestland recently delivered three new helicop-ters to customers in Japan, including the first AW119 Ke to be shipped to the Asian nation. The eight-place, single-engine helicopter was ordered in April 2009 by a private customer and is now in service as a VIP transport based in Kitakyushu.

The Presidential Flight of Abu Dhabi recently added a second BAE Systems Avro Business Jet to its fleet. The late-model Avro RJ100 joins an existing RJ70 in the opera-tor’s inventory. The RJ100 was converted into a VIP trans-port by Inflite Engineering Limited at London-Stansted Airport. BAE Systems says there are now 25 Avro Busi-ness Jets either in VIP service or in the process of being converted for such use.

Piper is offering enhanced vision systems (EVS) as option-al equipment on new Malibu, Matrix and Mirage airplanes. The Forward Vision Systems’ EVS-100 and EVS-600 also will be available for retrofit on those airplanes. Piper plans to offer an optional EVS on new Piper Meridians, as well as an STC-approved system for Meridians already in service, once an EVS is certified to address the Meridian’s higher performance envelope.

Hartzell Propeller has received an FAA supplemental type certificate for the installation of new three-blade pro-pellers on the Cessna P210N (1978-84 models) and T210F-N (1966-84 models). Installation of the 82-inch-diameter Scimitar prop on these aircraft typically results in a 1- to 3-kt. increase in cruise speed and a 4% decrease in time to climb to 23,000 ft., when compared with the originally installed McCauley prop.



BUSINESS AVIATION BRIEFS

Hawker Beechcraft Services (HBS) recently held a grand-opening ceremony for its expanded aircraft main-tenance facility at Phoenix-Mesa Gateway Airport in Mesa, Ariz. HBS completed the final phase of a $14 million proj-ect that included an additional 26,000-square-foot hangar and expanded customer facilities and administrative of-fices. The expansion is expected to generate up to 110 new jobs over five years, HBS says.

Jet Aviation Dubai has received General Civil Aviation Authority of the United Arab Emirates base maintenance approval for the Embraer Legacy. The new approval, to-gether with the recently issued European Aviation Safety Agency and FAA Legacy approvals, enables Jet Aviation to support Legacy customers worldwide, the company says. The company’s maintenance and fixed-base opera-tion was established in May 2005 and has 45,192 square ft. of hangar space, 10,760 square ft. of workshop space and a two-story, 11,300-square-ft. FBO building. Jet Avia-tion Dubai is authorized to provide maintenance and war-ranty support for the Boeing Business Jet, the Gulfstream GIV and GV, the Dassault Falcon 900 and 2000, and the Hawker Beechcraft Hawker 800.

Bombardier expanded its presence in China with recent deliveries of the first Learjet 60 XR and Challenger 850 to a customer based in the country. “China is among a number of countries identified as emerging markets for business aviation,” says Ray Jones, vice president, interna-tional sales, Bombardier Business Aircraft. “Globalization, increased travel requirements by business people and a general positive trend toward the acceptance of business aircraft use are among the contributors to increased ac-tivity in the region.” Bombardier delivered its first Global 5000 jet for use in mainland China in July 2009. The Ca-nadian plane maker also recently handed over the first Learjet 60 XR to a customer based in Mexico.

Elite Aviation has added a Raytheon Premier 1A to its fleet. The aircraft will be based at Van Nuys, Calif. Elite Aviation is a full-service aviation company providing air-craft management, charter sales, a Part 145 maintenance facility and catering. The operator’s current fleet includes Gulfstream, Challenger, Falcon, Hawker, Learjet, Raythe-on and Citation aircraft.

Business Jet Access (BJA) has been awarded a Part 145 repair station certificate. The certificate will enable BJA to expand on-site maintenance services to include rou-tine inspections, repair, troubleshooting and line replace-able units, the company says. It includes limited airframe ratings for Falcon 900 series, Hawker 800 series, Hawker 850XP and Citation 650 aircraft. Also covered are limited powerplant ratings for various TFE731 engine derivatives.

Stratos Jet Charters Inc. has joined the Air Charter As-sociation of North America (ACANA). ACANA was created in 2007 by several air charter companies to set a bench-mark for professionalism and excellence in the business aviation industry. Stratos Jets was required to meet strin-gent membership criteria and demonstrate its financial stability, longevity, industry presence, ethical business practices and compliance with Department of Transpor-tation and FAA regulations. In addition, the air charter agency was required to meet with the approval of exist-ing members of ACANA and obtain sponsorship from an established member.

Duncan Aviation has increased its network of satellite avionics facilities with the addition of a shop in Bridge-port, Conn. The shop is based at the new Volo Aviation facility and managed by Bill Gunter. Duncan, which now has more than 20 satellite avionics facilities, will main-tain its presence at Westchester County Airport in White Plains, N.Y.

Canada’s government of Manitoba is upgrading its amphibious fleet with the recently announced purchase of four Bombardier 415 amphibious aircraft. Deliveries of the aircraft will begin during the fourth quarter of 2010 and will continue until 2012. Manitoba currently oper-ates seven CL-215 aircraft, and the 415 will replace four of them. Since the first Bombardier 415 amphibious air-craft was delivered in 1994, four 415MP and 71 415 air-craft have been delivered to governments and firefighting agencies in Croatia, France, Greece, Italy, Malaysia, On-tario, Québec and Spain.

Phillips 66 Aviation has launched a $1-per-gallon rebate program for pilots flying missions organized and approved by Angel Flight Northeast and Mercy Medical Airlift. Re-bates will be given for fuel purchased using the Phillips 66 Aviation credit card at Phillips 66 Aviation-branded fixed-base operations. Some 1,600 pilots fly missions for Angel Flight Northeast and Mercy Medical Airlift. Angel Flight Northeast has flown more than 53,000 patients to medi-cal care.

Flight Assurance, an aviation consultant based in Upper Jay, N.Y., is beginning to offer IS-BAO (International Stan-dards for Business Aviation Operations) external auditing and implementation services. The consultant recently completed the Aviation Lead Auditor Training through AR-GUS Pros. Flight Assurance offers a range of business avi-ation services, but noted IS-BAO is particularly important because clients face a Nov. 18 implementation deadline for an approved safety management system in order to operate in the European Union. IS-BAO contains an SMS component.




MARKET BRIEFING

018, Rev. 3 (dated July 11, 2006). This new proposal, which would supersede an existing directive (AD 2002-16-26), would add the 912 S series to the list of affected engines, add a test procedure to determine the engine suitability for a special flight permit, and change the applicability from engine serial number to crankcase serial number. Installing a newly designed crank-case would terminate the inspection requirements. This pro-posed AD is intended to prevent oil loss caused by cracks in the engine crankcase, which could lead to inflight failure of an engine and a forced landing. FAA estimates that this proposed AD would affect 250 engines on aircraft on the U.S. Registry and cost U.S. operators $68,100. Comments on this proposal, which are due June 7, should be sent to the DOT Docket website: http://dms.dot.gov; faxed to (202) 493-2251; or mailed to U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Ave. S.E., Washington, D.C. 20590. Specify docket number.

EUROCOPTER SA-365N1, AS-365N2, AS 365 N3, EC 155B and EC155B1 helicopters [Docket No. FAA-2010-0426; Directorate Identifier 2009-SW-34-AD] – This proposal would require op-erators to inspect each blade of the fenestron tail rotor to de-termine whether there has been any outward slippage (toward the shroud) of the stainless steel ring that is around the sleeve of each blade where the blade enters the fenestron hub. If the ring has slipped outward, operators would need to replace the blade with an airworthy blade before further flight, per the in-structions of Eurocopter Alert Service Bulletin No. 05A011 (for EC 155B and B1 helicopters) or No. 05.00.49 (for SA-365N1, AS-365N2 and AS 365 N3 helicopters), both dated March 1, 2006. This proposed AD, which resulted from an MCAI issued by the European Aviation Safety Agency, was issued to prevent the separation and loss of stainless steel rings from tail-rotor blade sleeves, which could result in severe, high-frequency vibrations and lead to damage to the fenestron blades, loss of yaw control and subsequent loss of control of the helicopter. FAA estimates that this proposed AD would affect 33 helicopters on the U.S. Registry and cost U.S. operators $660 to perform the inspection. Comments on this proposed AD, which are due May 24, should be sent to the DOT Docket website: http://dms.dot.gov; faxed to (202) 493-2251; or mailed to U.S. Department of Transpor-tation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Ave. S.E., Washington, D.C. 20590. Specify docket number.

GENERAL ELECTRIC CJ610 and CF700 engines [Docket No. FAA-2009-0502; Directorate Identifier 2009-NE-02-AD; Amendment 39-16273; AD 2010-09-08] – Remove certain AFT Technologies combustion liners from service. This AD was prompted by a re-port that an engine released a large section of its inner combus-tion liner and six other reports of combustion liners with pre-mature cracks. This directive is designed to prevent premature cracks in the combustion liner, which could release pieces of the inner combustion liner and cause an uncontained failure of the

AGUSTA A109E helicopters [Docket No. FAA-2010-0449; Director-ate Identifier 2009-SW-38-AD] – This proposed AD would re-quire operators to install a battery bus (BATT BUS) circuit break-er modification kit, which involves replacing the 35-amp circuit breaker with a 50-amp circuit breaker and replacing the wires with oversized ones, per the instructions of Agusta Bollettino Tec-nico No. 109EP-98 (dated June 22, 2009). This proposal, which resulted from an MCAI issued by the European Aviation Safety Agency, was prompted by the discovery that the 35-amp circuit breaker BATT BUS that was not within design requirements, a condition that could result in an electrical failure, loss of electri-cal power and subsequent loss of control of the helicopter. FAA estimates that this proposed AD will affect 73 helicopters on the U.S. Registry and cost U.S. operators up to $82,125, assuming the entire fleet is modified. Comments on this proposal, which are due May 27, should be sent to the DOT Docket website: http://dms.dot.gov; faxed to (202) 493-2251; or mailed to U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Ave. S.E., Washington, D.C. 20590. Specify docket number.

AIRCRAFT INDUSTRIES L 23 Super Blanik gliders [Docket No. FAA-2010-0357; Directorate Identifier 2010-CE-017-AD; Amendment 39-16256; AD 2010-08-01] – Before further flight, inspect the elevator inner hinges on the stabilizer in accordance with Aircraft Industries Mandatory Bulletin No. L23/052a (dated March 2, 2010). If any elevator inner hinge is cracked or dam-aged, replace it before further flight. This emergency AD, which resulted from an MCAI issued by the European Aviation Safety Agency, was issued after seven sailplanes were found to have cracks on their stabilizer elevator inner hinges. This condition, if not corrected, could result in jamming of the elevator con-trol system and subsequent loss of elevator control. This AD became effective April 26. For more information, contact Greg Davison, Aerospace Engineer, FAA, Small Airplane Directorate, 901 Locust, Room 301, Kansas City, Mo. 64106; phone: (816) 329-4130; fax: (816) 329-4090.

BOMBARDIER DHC-8-200 and -300 airplanes [Docket No. FAA-2010-0432; Directorate Identifier 2010-NM-001-AD] – This pro-posed AD would require operators to conduct a one-time detailed inspection of each of the six flapper valves in the fuel system’s collector tank, removing the valve spring (if installed) and ap-plying an identification mark on each inspected valve, per the instructions of Bombardier Service Bulletin 8-28-54 (dated April 22, 2009). This proposal, which resulted from an MCAI originat-ed by Transport Canada, is intended to prevent an installed valve spring from holding the flapper valve closed, preventing grav-ity feed of fuel. In the event of a scavenge system failure, this condition could prevent the collector tank fuel level from being maintained, potentially leading to an inflight engine shutdown. FAA estimates that this proposed AD will affect four aircraft on the U.S. Registry and cost U.S. operators a total of $10,200, or $2,550 per airplane. Comments on this proposed AD, which are due June 10, should be sent to the DOT Docket Web site: http://dms.dot.gov; faxed to (202) 493-2251; or mailed to U.S. Department of Transportation, Docket Operations, M-30, West Building Ground Floor, Room W12-140, 1200 New Jersey Ave. S.E., Washington, D.C. 20590. Specify docket number.

BOMBARDIER-ROTAX 912 F, 912 S and 914 F engines [Docket No. FAA-2010-0342; Directorate Identifier 2002-NE-08-AD] – This proposed AD would require operators to conduct initial and repetitive visual inspections of the engine crankcase for cracks. If any cracks were found, the engine would need to be replaced, per the instructions of Rotax Aircraft Engines Mandatory Service Bulletin SB-912-029, Rev. 3 (dated July 11, 2006) and SB-914-

AIRWORTHINESS DIRECTIVES

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May 4-6 – 10th Annual European Business Aviation Convention & Exhibition, Geneva, (202) 783-9000 or visit www.nbaa.org

May 11-13 – Flight Safety Foundation Corporate Aviation Safety Seminar, Hilton El Con-quistador, Tucson, Ariz., www.flightsafety.org

May 16-19 – AAAE/Annual Conference & Exposition, Dallas, Texas, www.aaae.org

May 19-20 – NATA Line Service Supervisor Training, Windsor Locks, Conn., (800) 808-6282, www.nata.aero

May 24 – Greater Washington Aviation Open, Lansdowne Golf Resort, Lansdowne, Va., www.gwao.org

May 24-27 – Regional Airline Association Annual Convention, Midwest Airlines Convention Center, (414) 908-6001, Milwaukee, Wis.

CALENDAR


TOM HENDRICKS is joining the Air Transport Association of America as vice presi-dent of operations and safety, effective June 1. Hendricks will manage the association’s operations, safety, engineering and air traffic issues. He currently is director of line operations for Delta Air Lines in Atlanta.

ANTHONy NEWCOMB was appointed district sales manager for Avfuel Corporation. Newcomb will be responsible for fuel sales operations in the western U.S. He has 12 years of aviation industry experience, both as a pilot and aircraft sales professional.

JOE SAMBIASE was named manager of airworthiness and maintenance for the General Aviation Manufacturers Association. Sambiase is responsible for GAMA’s airworthi-ness, production and maintenance regulatory activities. Sambiase has more than 10 years of aviation technical experience, most recently with Compass Airlines. There, he participated in the company’s Part 121 air carrier certification process and held a lead position for new aircraft deliveries. He also has served with US Airways, Independence Air and Jet Aircraft Maintenance.

MARK THIBAULT was named regional director, product support programs for Gulfstream Aerospace. Based in Hong Kong, Thibault is responsible for overseeing all product support efforts for Gulfstream aircraft fleet operators in Asia. He will coordinate aircraft maintenance and support requirements for Gulfstream operators in Asia, as well as oversee the growth of the Gulfstream support network. Thibault previously spent more than three years as the director of maintenance, director of flight operations and chief operating officer for Metrojet Limited in Hong Kong. He also has served with The Air Group, Ameriflight, Saudi Aramco Oil and Thibault Aviation Service Inc.

SUSAN TONNER has joined the Aerospace Industries Association as assistant vice president for acquisition policy. Previously, she was the senior director for federal public policy at TechAmerica, and before that she was senior manager of compliance and ethics for SAP America. Tonner has more than 30 years of experience in government acquisition policy and is the founder of the multi-association Acquisition Reform Working Group.

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APPOINTMENTS

CALENDAR


engine turbine and damage to the airplane. FAA estimates that this AD will affect 13 engines installed on Learjet 24/25, Dassault Falcon 20, and Sabreliner 70/80 airplanes on the U.S. Registry and cost U.S. operators a total of $190,840. This directive becomes effective May 28. For more information, contact Norman Perenson, Aerospace Engineer, New York Aircraft Certification Office, FAA, Engine & Propeller Directorate, 1600 Stew-art Ave., Suite 410, Westbury, N.Y. 11590; e-mail: [email protected]; phone (516) 228-7337; fax (516) 794-5531.

AIRWORTHINESS DIRECTIVES (Cont.)



INDUSTRY DATA

Used Business Jet SalesNorth America and Outside North America

Source: AvData, Inc., a JETNET Company, Utica, N.Y.

Business Jets Sales - North America

80 78

372932 35

3025

20

35

15

24

0

10

20

30

40

50

60

70

80

90

Feb 2007 Feb 2008 Feb 2009 Feb 2010

Month

Nu

mb

er o

f a

irc

ra

ft

Light Medium Heavy

Business Jets Sales - Outside North America

24

20

810

8

14

9

6

16

10

46

0

5

10

15

20

25

30

Feb 2007 Feb 2008 Feb 2009 Feb 2010

Month

Nu

mb

er o

f a

irc

ra

ft

Light Medium Heavy

LIGHT (0-20,000 pounds) MEDIUM (20,001-35,000 pounds) HEAVY (35,001 pounds and higher)Citation IIBeechjet 400ALearjet 35AFalcon 10Citation UltraSabreliner 40

Learjet 60Hawker 800XPCitation VIIFalcon 20CGulfstream G-100Dornier 328JET EnvoySaberliner 60

Challenger 604Citation XEmbraer Legacy 600Gulfstream G-550Boeing BBJFalcon 900Global Express XRS

Representative Models, Not All Inclusive



INDUSTRY DATA

Used Business Turboprop SalesNorth America and Outside North America

Business Turboprops Sales - North America

45

32

222019

28

15 16

2931

7

12

0

5

10

15

20

25

30

35

40

45

50

Feb 2007 Feb 2008 Feb 2009 Feb 2010

Month

Nu

mb

er

of

air

cra

ft

Light Medium Heavy

Business Turboprops Sales - Outside North America

10

13

15

9

4

6

8

3

9

16

4 4

0

2

4

6

8

10

12

14

16

18

Feb 2007 Feb 2008 Feb 2009 Feb 2010

Month

Nu

mb

er

of

air

cra

ft

Light Medium Heavy

LIGHT (0-10,000 pounds) MEDIUM (10,001-12,000 pounds) HEAVY (12,001 pounds and higher)Caravan 208BConquest IIPilatus PC-12Malibu MeridianSocata TBM-700AMitsubishi MU-2FMerlin IIB

King Air C90A/C90B/E90King Air B100Mitsubishi MarquiseTurbo Commander 1000Cheyenne IIIAvanti P180

King Air 200Merlin IV-CCheyenne 400King Air 300LWMerlin IIICJetstream 32

Representative Models, Not All Inclusive

Source: AvData, Inc., a JETNET Company, Utica, N.Y.

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· Eastern $4.86 $4.95 Southern $4.60 $4.87 Central $4.20 $4.58 Western Pacific $4.68 $5.11 Analysts from Bank of America Merrill Lynch are concerned over the increase in “white