Radius to Fix (RF) legs are the future for precise, repeatable flight-tracks, whether those tracks are departures, emergency OEI procedures, en route tracks, STARS, or especially, instrument approach procedures. Fly-by (FB) and fly-over (FO) waypoints for course changes are the ``NDBs'' of LNAV operations. Some day, hopefully sooner than later, all LNAV procedures will consist only of track-to-fix (TF) legs for straight segments, and RF legs for turning (or curved) segments.
Another operator will offer long-haul, all-business-class comfort for corporate flyers. Italy's Eurofly, a Milan-based airline, will launch flights to New York next summer. Eurofly intends to acquire an A319LR, configured for 48 seats, to start the service in June 2005. The airline aims to operate its A319LR service six days a week, from Monday to Saturdays. That equals an annual utilization of some 4,000 flight hours.
Even though the GAMA and NBAA boards have been meeting over the past month to discuss ways the associations can improve cooperation and coordination, the two groups have no plans to merge. Rockwell Collins and GAMA Chairman Clay Jones said at the NBAA Convention, ``The only thing we have decided is to continue working together.'' He noted that the associations have a long history of cooperation, and that both have benefited from their informal relationship -- particularly in lobbying efforts.
Fred McIntosh, who served for nearly 20 years in the NBAA's Operations Department, died in October. Instrumental in procuring the Small Aircraft Exemption for NBAA members operating aircraft weighing less than 12,500 pounds, McIntosh received the NBAA Staff Lifetime Achievement Award in 2003. A pioneer in noise abatement for the business aviation community, he also was the first recipient of the Flight Safety Foundation's Business Aviation Meritorious Award in 1975.
A palpable atmosphere of optimism permeated the 2004 NBAA Annual Meeting and Convention in Las Vegas, Oct. 12-14, which drew over 31,000 registrants and a record 1,000-plus exhibitors. Industry veterans and newbies alike charged the million-square-foot display halls with energy and went forth to slay the dragons of despond. The rumored divestiture of Learjet by Bombardier was contemptuously dismissed by Bombardier executives as they presented yet another new model Lear.
Honeywell Aerospace's 13th annual Business Aviation Outlook projects continuing demand for new business aircraft, with customers expecting to purchase more than 8,300 jets valued at more than $131 billion for the period 2004-2014. The outlook projects sustained near-term sales for traditional business aircraft, which it defines as those with a gross takeoff weight under 100,000 pounds. The survey indicates continued recovery in delivery levels over the next 12 to 18 months, based on the current U.S.
The forecasts hold good news for more than OEMs. The Rolls-Royce forecast noted that although 38 percent of the current fleet is more than 20 years old, while nearly 23,000 aircraft will be delivered over the next 20 years, only about 4,000 will be retired over the same period -- good news for fuel, services and maintenance providers.
London City Airport's corporate traffic has grown so fast that plans to expand LCY's Executive Jet Center have been moved up by three years. ``Executive Jet Center business is now 10 percent of LCY's annual business. Three years ago it was 1 percent, and in the next three years we expect it to grow to 20 percent. Aircraft movements will exceed 7,000 this year, three years ahead of our own business plan,'' said LCY Managing Director Richard Gooding.
On Oct. 15 the FAA awarded Cessna full type certification for the Model 525B Citation CJ3. Cessna President Jack Pelton said, ``We know this airplane will amaze customers.'' The CJ3 incorporates improvements made to the Citation CJ2, plus it has a longer cabin, new Williams International FJ44-3A engines and an advanced fully integrated Collins avionics system. Certified for single-pilot operation, the aircraft has a maximum cruise speed of 417 knots at 33,000 feet.
Avidyne received TSO approval for the XM WX Satellite Weather and Heads Up Technologies XM receiver interface for its FlightMax Entegra display systems. The addition of XM Satellite Weather gives FlightMax customers access to high-speed updates of high-resolution NEXRAD, graphical and plain English METARs, AIRMETs, SIGMETs and TFRs. In addition, the service provides lightning data from the National Lightning Detection Network while operating over the continental United States.
Value in a business airplane is based primarily upon range, speed and cabin divided by price. Guess which light jet out scores most others in value? Israel Aircraft Industries' Westwind 1124 series aircraft, manufactured between 1976 and 1985, can be purchased for $1 million to $2 million, depending upon age, hours and condition.
In ``Hot-and-High Required Climb Performance'' (B/CA, July, page 66), Fred George noted that FAA instrument departure procedures in no way account for engine inoperative takeoff and climb performance. To take that point further, FAA instrument departure procedures provide a constant climb gradient, but there's no requirement for the pilot to meet it. There are two general types of FAA instrument departure procedures: the Standard Instrument Departure (SID) and Obstacle Departure Procedures (ODP), known for many years as IFR Departure Procedures.
WHILE THE REST OF THE NATION was focused on the Nov. 2 elections, aviation insiders were anticipating a three-day meeting near Dulles International Airport that will go a long way toward setting the operating rules for commercial aviation for years to come.
In anticipation of the next major re-equipment deadline for business jets, Cessna Aircraft Co. has released Class A Terrain Awareness and Warning System (TAWS) service bulletins (SBs) for many Citation models. In addition, the airframe manufacturer planned to issue Class B solutions in October for all Model 500s. Class A SBs have been issued for the CitationJet Mark V and Mark VIII, Bravo Mark VII and VIII, Ultra Mark VII and VIII, and Citation II Mark VIII.
August 30 -- Shortly after lifting off a mountain landing area near Los Angeles, the pilot of a public-use Sikorsky S-70A helicopter heard a loud bang, followed by a slight yaw, and then saw that the number-two engine instrumentation was indicating a loss of power. He immediately diverted to the Whiteman Airport, and performed an uneventful run-on landing.
There was a time when conscientious aviators carried a chamois to strain fuel while filling their aircraft's tanks. The most common contaminants then were water, rust and anything else that managed to get into the fuel can. As technology advanced, we came to rely on filtration systems in the tanker trucks and aboard the aircraft to defend against unwelcome and unseen things in the fuel. Periodic sampling of the fuel truck and fuel bunkers added to the comfort level. But perhaps we have become too comfortable with that arrangement.
P&WC's new premium overhaul and repair warranty for operators of its popular PT6A and JT15D series is available for engines operated in business and general aviation markets, and overhauled or repaired by the P&WC Service Center Network. It provides 100-percent coverage, including engine-mounted accessories for the full manufacturer's recommended TBO, or 10 years, whichever occurs first. The warranty also provides for the use of a rental engine at the customer's operating cost during the overhaul or repair of a covered engine.
FlightSafety International demonstrated at the NBAA Convention an ingenious program for pilots to identify their own hypoxia symptoms. Developed in conjunction with the Mayo Clinic, FSI's Hypoxia Awareness Training demonstration employed a portable unit that replaces oxygen with an increasing proportion of nitrogen. Breathed through a face mask to simulate an ascent to 22,500 feet, the resulting symptoms of hypoxia become apparent over time. Sluggishness, apathy and lethargy are all common, often coupled with a deceptive sense of well-being.
Midcoast Aviation has a new program to assist Hawker operators affected by Raytheon Aircraft's Communique #05-12 that accelerates landing gear overhaul requirements. Midcoast has made several purchases of landing gear components, increasing its inventory to more than $1.5 million. Gear repair and overhaul can be performed at Midcoast in conjunction with other airframe work or gear can be shipped to Midcoast to be worked as a stand-alone project. Midcoast has four landing gear sets for exchange, a service provided within five days.
Texas-based Meggitt/S-TEC has received an STC for installation in Cessna 425 turboprops of the Magic electronic flight instrument system (EFIS) and engine instrument display system (EIDS) combined with a Magic 2100 digital flight control system (DFCS). This STC represents a continuation of the avionics maker's strategy of providing glass-cockpit retrofits for twin turboprops.
The biggest problem in inspecting fuel tanks is access. Aircraft with access covers are easier to get in, but harder to inspect. Aircraft with plank type panels take longer to access and are easier to inspect but take longer to re-install. Once you gain access, you need to know what to look for, like discolored or porous sealant, tiny pinholes that could indicate more damage below the surface. If you find a problem, you need to be able to repair it quickly and effectively. This type of expertise has given rise to specialist fuel tank service companies.
THE TEXAS WEATHER WAS just about perfect for the day's training mission in the Beaumont area. Visibility was 7 miles, the wind easterly at 9 knots, the skies cloudless below 12,000 feet and the temperature 27C. It was Saturday, Sept. 20, 2003, and the Hawker Siddeley HS-125-700A maneuvering overhead was crewed by two Starflite Aviation line pilots and an instructor. The line pilots were preparing for FAR Part 135 competency and proficiency checks scheduled for the following week.
With the FAA TAWS deadline of March 29, 2005, looming, Sandel Avionics is expanding its production capacity to meet increased demand for its popular ST3400 TAWS unit. Installed on more than 30 turbine aircraft models, the ST3400 recently received STCs for use on the Challenger 600/601/604. Certifications are in progress for other turbine aircraft, including the Gulfstream I, II and III, Beechjet/Hawker 400, Jetstream 31 and 32, Embraer 120, Airbus A300 and Boeing 727.
Cessna reports that more than 900 Citation jet owners within the United States have not yet taken steps to comply with the imminent RVSM requirements. This, despite the fact that the manufacturer has STCs available for every Citation model barring Citation I's up to s.n. 275, and even those aircraft have a kit available from Honeywell. Cessna has pledged to hold the price of RVSM upgrade kits if they are ordered before Dec. 31 with a firm installation schedule. After that, the company says, the price will increase.
In 1997, a United Airlines Boeing 747 en route from Tokyo to Honolulu was cruising at FL 330 some two plus hours after departure when it started to encounter clear air turbulence (CAT), not unusual for this part of the globe. But suddenly the CAT became a tiger, tossing passengers out of their seats, flinging flight attendants about the galleys and overturning food service carts. Overhead luggage bins flew open, bags were flung out and anything not bolted or belted became an unguided missile.
