Cessna’s John Newton has reason to be optimistic. “In the past 90 to 120 days we have seen an uptick in activity,” he declared in late October. Year to date, Cessna’s used aircraft sales division had sold approximately 20 percent more previously owned aircraft than it did in all of 2008. With several more deals expected to close before the end of the year, he is seeing “a significant increase in activity.”
The NBAA and AOPA considered the first Light Business Aircraft Conference held in conjunction with October’s NBAA Convention in Orlando so successful that, even before the event ended, they signed a Memorandum of Understanding to co-host and collaborate on future LBA Conferences beginning next year in conjunction with each of the two organizations’ major annual events. The first LBA Conference offered education sessions, a “Concept Buyers Program” and a “Single-Pilot Safety Standdown” — all specifically designed for owners and operators of light business airplanes.
FAA Administrator Randy Babbitt agrees that the aviation excise tax system has worked well in the past (see above), but questions whether it can sustain the agency in the long run. “We need a revenue stream that’s sustainable,” he said during the AOPA’s Aviation Summit in November in Tampa, Fla. “I don’t have the answer. But we’re going to have to look at a lot of things.” He acknowledged that the collection of the aviation excises taxes — the fuel tax, passenger ticket tax and cargo tax — has been efficient.
To say that Clay Jones is a business aviation man is to unfairly minimize the breadth of his interests and contributions, like identifying Dwight Eisenhower as an interstate highway champion, Steve Martin as a fair banjo player and Arnold Palmer as an iced tea concoctionist. All of those are true statements, but distort their subjects by gross omission.
FAA Administrator Randall Babbitt has been pleased with the results of the procedures put in place in the Hudson River flight corridor in the wake of the Aug. 8 midair collision there. Babbitt told an audience at the AOPA Aviation Summit in Tampa, Fla., that after the accident, “The last thing we wanted was a knee-jerk reaction.” Instead, FAA relied on collaboration between air traffic controllers, FAA regulators and the general aviation community.
If anyone had taken notice, which is most unlikely, they would have seen a slight, clean-cut young man, an economics undergrad, enter the university library and with a casualness that comes with familiarity, make his way to a remote, uncrowded section and stop. There, some of the shelves were laden with blue-jacketed, 8.5-by-11-inch stapled government reports. He selected several, slid down to the floor, and began to read. He did it many times over the course of his years at the University of South Carolina.
CAE’s first Simfinity-equipped classroom for maintenance training has gone operational at the Honeywell Aerospace Academy in Phoenix, one year after CAE and Honeywell announced their alliance to combine CAE training technology and Honeywell product expertise.
In this, the 15th anniversary of the General Aviation Revitalization Act (GARA) of 1994, the traditional aluminum airframe is still outlasting anything we can stuff into it. But before President Clinton signed that law, durability was considered a problem: It created an interminable liability tail for manufacturers. GARA capped that period at 18 years.
The Citation Mustang isn’t the biggest, fastest or most fuel-efficient very light jet to be introduced, but it’s a solid market success, and it, along with Embraer’s Phenom 100, has matured into full-scale production programs. The smallest and least-expensive Citation, the Mustang was designed from the onset to be the easiest handling member of a family noted for docility. As such, the Mustang was intended to be an easy step up for operators upgrading from piston-engine and turboprop aircraft.
While airline passengers have grown accustomed to snaking their way through TSA lines at hub airports, general aviation operators based at Hyde Field, Potomac Airport and College Park Airport, a trio of small airfields near Washington, D.C., have struggled to cope with the restrictions imposed on them since the Sept. 11 attacks more than eight years ago. Perhaps the most notable of the affected facilities is College Park (CGS), which earlier this year became the world’s first centennial airfield, having been in continuous operation for 100 years.
Edward W. Stimpson is one of America’s civic heroes. His long service in furthering the cause of aviation safety was capped by his most recent post as chairman of the Flight Safety Foundation in Washington, D.C., where he worked to improve airline operations even beyond the near-perfect record they’ve compiled.
Berkshire Hathaway disclosed that its NetJets subsidiary suffered a 42 percent or $1.5-billion decline in revenues during the first nine months of 2009 compared to the same period a year earlier, according to the latest form 10-Q filed with the U.S. Securities and Exchange Commission. This, mainly due to a 79 percent decline in fractional ownership sales and 24 percent lower flight operations. With further downsizing and more aircraft sold off, Berkshire Hathaway now believes that NetJets is “likely to operate at a modest profit in 2010,” but that assumes the U.S.
Piaggio Aero is proceeding largely unscathed while other aircraft manufacturers are struggling mightily to weather the recession and credit crisis. Speaking at the NBAA Convention, CEO Alberto Galassi said, “Despite the Honeywell forecast that 2010 will be worse than 2009, we plan to build 27 to 30 aircraft next year, the same as this year.” And, he added, “We have no white tails [new, unsold airplanes]. Not a single one.” That’s not to say the P-180 Avanti builder has been unaffected by the recession.
The 9,020-pounds-thrust A2 variant is an evolution of the A1E offering 10 percent more reserve thrust on a standard day and six- to 12-percent better hot-and-high takeoff and climb thrust. It is equipped with a revamped 38.5-inch diameter, wide-chord fan with compound swept blades that boost air flow and revised FADEC software. The fan has 22 blades versus 24 for older models of AE3007 and it was designed using computer tools that weren’t available when the original engine was created.
Interest in diet and nutrition seems to run in cycles, and because airmen are acutely sensitive to health issues — their livelihood depends on good health — they tend to be more aware of current trends than the average person.
Throttle System, for retrofit on the Challenger 604 at a reduced rate through the end of this year. Operators can have the system installed at any of Bombardier’s five Business Aircraft Service Centers.
Cessna Aircraft has qualified its Citation Sovereign for an exemption from FAA Extended Operations (ETOPS) requirements when flown between Los Angeles and Hawaii under FAR Part 135. To qualify for the ETOPS exemption, Cessna demonstrated the aircraft could remain within 180 minutes of a suitable airport when flying with an engine out. Cessna conducted an analysis to determine that the Sovereign was able to travel 1,022 nm within 180 minutes after an engine failure. That distance is just more than halfway between Los Angeles and Hawaii.
At the recent NBAA Convention, Stevens Aviation displayed the first example of its Learjet 60 Business Liner, a 1997 model of the Bombardier midsize jet that had undergone an extensive makeover.
The FAA rejected an application of the Burbank-Glendale-Pasadena Airport Authority (BGPAA) to impose a nighttime ban on nearly all flights at Bob Hope Airport (BUR) in California. The agency deemed the application unreasonable because the BGPAA failed to prove that other alternatives would be less cost-effective or infeasible. The agency also determined that the BGPAA failed to provide substantial evidence to back its contention that the restriction would not create an undue burden on interstate or foreign commerce.
Sikorsky Global Helicopters announced Nov. 4 that it delivered a new VIP S-76C++ helicopter in September to the Royal Travel Office for use by the Royal Household of the United Kingdom. Sikorsky has provided helicopters to support the Royal Family since the early 1950s, including the R4, S-51, S-55, S-58, S-58T, S-76B and S-76C+.
In the waning months of the Cold War, after decades of suspicion, distrust and secrecy between the Union of Soviet Socialist Republics and the West, watershed events in aviation history unfolded at European-hosted international air shows.
Arranging permits for flights into Russia is straightforward, although it is important for operators unfamiliar with the process to understand that among the residue of the Soviet period is a monolithic bureaucracy and rigid adherence to procedure. “This isn’t about efficiency — it’s all about control,” Parke said, by way of explaining the inflexibility. “And they control everything down to the minutiae, from obtaining the entry permit to all things associated with operating.”
Also, if traffic is heavy at the destination airport and there are delays, don’t expect to be stacked into holding, Parke emphasized. “Russian controllers do not use holding patterns and vector everyone around if there are delays. This increases their workload considerably and contributes to the delays. During this maneuvering, it behooves you to keep your head up, as most of their aircraft are not equipped with TCAS for separation. They also maintain larger separation intervals than we do, which helps to string things out and adds to the delays.”
NBAA and GAMA are offering a new online resource to help businesses of all types and sizes calculate and explain the value a business aircraft brings to support a company’s business objectives. Presented as part of the associations’ joint No Plane No Gain advocacy campaign, the new Business Aircraft E-Valuation Toolkit identifies five basic resources every company in business aviation should have for measuring an aircraft’s value — regardless of the size or type of the business involved. The toolkit is at the No Plane No Gain Web site: www.noplanenogain.org.
