September 14, 2017 - No. 072 In This Issue GAMA Continues To Expand Horizons with New Members Geneva International Airport to incorporate biojet fuel next year Eastman Aviation Solutions Announces 400-Million Hour Milestone For ETO 2197 Air Force Awards Design Contract for New Presidential Aircraft 3D Metal Printing Enables Hypersonic Propulsion Breakthrough AFI KLM E&M Launches Predictive Maintenance For APUs PIA Opening New $1.3 Million Tech Training Facility Check Out SpaceX's New Spacesuit: Elon Musk Shares on Instagram Duncan Adding Major Maintenance, Paint Facilities in Provo GAMA Continues To Expand Horizons with New Members The General Aviation Manufacturers Association (GAMA) is further expanding with three new members that reflect evolving technology in the industry. Its newest members-Unitech Aerospace, Empirical Systems Aerospace and Piasecki Aircraft-push the number of GAMA members to nearly 100 and the number of associate members to more than a dozen. They also continue broadening horizons of technologies that GAMAmembers are engaged in, with specialists in advanced materials, hybrid and electric technologies. Unitech provides complex composite and metallic structures to the aerospace, marine, medical, defense, nuclear and rail industries. Its expertise includes composite manufacturing, metal fabrication, tooling design and production and design engineering. Unitech CEO Wayne Exton is rejoining the GAMA board. He had participated in the board as group vice president of B/E Aerospace, where he was responsible for business jet activities. Empirical (ESAero) and Piasecki are joining GAMA's associate membership, a category that was created in 2015 in part to represent hybrid and electric technologies. GAMA president and CEO Pete Bunce noted that "this rapidly growing sector of general aviation...will benefit tremendously from the implementation of small airplane design rewrites that took effect last month in the U.S. and Europe." ESAero has been engaged in aerospace engineering design since 2003, working on military and commercial conceptual air vehicle designs, electric and hybrid propulsion system development, aircraft modifications, sub-scale technology demonstrators, rapid system prototyping, design for manufacturing, low-rate initial production, manufacturing and niche engineering support. It is the prime contractor and integrator of the NASA X-57 "Maxwell" all-electric airplane. Piasecki, founded in 1955, specializes in rapid prototyping and flight demonstration of advanced rotorcraft and unmanned platforms and technologies for both the U.S. military and civil markets, including advanced compound helicopters, adaptive and autonomous flight control, modular and reconfigurable VTOL UAS and electric/eVTOL platforms. https://www.ainonline.com/aviation-news/business-aviation/2017-09-13/gama-continues-expand- horizons-new-members Back to Top Geneva International Airport to incorporate biojet fuel next year Neste and Geneva Airport are pioneering together to make flying more sustainable by starting to decarbonize aviation towards fossil neutral growth. Geneva Airport is planning the introduction of renewable jet fuel for aircraft operations from Geneva International Airport; the target shall be at least 1 percent of the annual jet fuel consumption at Geneva Airport shall be composed of renewable jet fuel starting late 2018. This is an excellent example of a state, an airport and a renewable solutions provider collaborating to decrease CO2 emissions in aviation. "Geneva Airport is exemplary in sustainability with its ambitious goals to reduce its greenhouse gas emissions," said Kaisa Hietala, executive vice president in the renewable product business area in Neste. "We are very excited to collaborate with Geneva Airport and their airline partners to show the way to the aviation sector. We both share the common view that decreasing CO2 emissions in aviation is crucial in combating climate change. This is an important step for Neste in implementing our growth strategy for renewables in applications outside road traffic fuels. Neste MY Renewable Jet Fuel is Neste's sustainable solution for reducing CO2 emissions in aviation." "As aviation is growing, airports have a crucial role in taking initiatives which aim at reducing environmental impact," said André Schneider, CEO of Geneva Airport. "Geneva Airport is particularly pleased to work in this very ambitious project together with Neste, the Swiss authorities, airlines operating from Geneva, and locally established fuel companies." Aviation is the fastest growing means of transport and thus emissions will grow substantially. The International Civil Aviation Organization has set a target that from 2020 onwards the growth in aviation is carbon-neutral. Currently, the only viable alternative to fossil liquid fuels for powering commercial aircraft is sustainable renewable jet fuel, which is one the most efficient means of decreasing greenhouse gas emissions. It can be adopted immediately without the need for additional investments in new fuel distribution infrastructure. For Neste, the development of Neste MY Renewable Jet Fuel has been a long journey taking several years: from building proof of concept to ensuring the quality and performance that fully meet the aviation industry's expectations. Neste's renewable jet fuel technology and quality is proven in thousands of commercial flights and is now ready for commercialization. With 16.5 million passengers in 2016, of whom a significant number are business travelers, Geneva Airport has a special place in European air traffic. It has a strong network of 142 direct destinations, of which 23 are intercontinental. Sustainability is one the strategic goals in the development of the airport's actions. http://www.biodieselmagazine.com/articles/2516141/geneva-international-airport-to-incorporate- biojet-fuel-next-year Back to Top Eastman Aviation Solutions Announces 400-Million Hour Milestone For ETO 2197 Kingsport, TN, September 12, 2017 - Eastman Turbo Oil 2197™ has achieved more than 400 million engine/accessory hours of successful operation as of August 2017. The 400-million hour milestone demonstrates the product's proven performance and trusted reliability throughout the aviation industry. ETO 2197 was designed to exceed the demands of current and future turbine engines, and is the oil of choice for any aircraft that operates on High- Performance Capable (HPC) oils. Eastman Turbo Oil 2197™ was the first oil approved to the AS5780 specification providing performance levels that exceeded thermal stability and cleanliness requirements of HPC class within that specification. Approved by leading engine manufacturers for all narrow and wide body commercial aircraft, Eastman Turbo Oil 2197™ is also qualified to MIL-PRF-23699 High Thermal Stability (HTS) class. Eastman Turbo Oil 2197 was developed in response to an emerging issue associated with oilrelated carbon deposits [referred to as "coking"], which results in restriction or blockage of oil flowing through the bearing chambers, contributing to engine failures and shutdowns. Such occurrences are modeled in the laboratory by expert scientists using proprietary technology including the Aviation Lubrication Advanced Deposition Simulator (ALADS) - a unique specialized testing rig that verified the innovative ideas applied during ETO 2197 development and testing. ALADS testing confirms ETO 2197 performance remains 'best in class' among all the latest generation HPC oils in resisting thermal degradation and the formation of harmful coke deposits. The ALADS is an environmentally controlled rig configured to accurately simulate harsh engine operating conditions from taxi to take-off and landing, thereby allowing Eastman's expert aviation scientists to study the coking phenomenon and the impact of specific oil formulations. Being able to simulate such conditions off-wing is a very powerful tool, especially during the innovation phase of new oil development. "The growth from 300-million hours to 400-million hours has been a significant achievement for Eastman Aviation Solutions in a little over two years. This progression of success further authenticates ETO 2197's continued success as the "industry flagship" for HPC lubricants," said Andrew Markson, Aviation Fluids Technology Director. "This milestone validates that ETO 2197 is the surest and cleanest oil for today's higher operating temperature engines," Dr. Markson continued. About Eastman Aviation Solutions Eastman Aviation Solutions, a dedicated team within Eastman Chemical Company, is an aviation fluids supplier that focuses on providing industry-leading products, technical resources, dedicated support and improved service to the commercial and regional airline, corporate aviation, and helicopter industries. As a leading turbine oil and hydraulic fluid provider, Eastman Aviation Solutions combines their industry recognized brands Skydrol™ aviation hydraulic fluids and SkyKleen™ aviation solvents with Eastman turbo oils, merging over a century of experience in aviation fluids, and offering them to customers under one unique brand. Eastman delivers innovative products and solutions while maintaining a commitment of safety and sustainability to their global customer base. Serving approximately 100 countries, Eastman Aviation Solutions products are available throughout the world via approved distributors and direct sale opportunities. To learn more visit www.EastmanAviationSolutions.com. About Eastman Chemical Company Eastman is a global advanced materials and specialty additives company that produces a broad range of products found in items people use every day. With a portfolio of specialty businesses, Eastman works with customers to deliver innovative products and solutions while maintaining a commitment to safety and sustainability. Its market-driven approaches take advantage of world- class technology platforms and leading positions in attractive end-markets such as transportation, building and construction and consumables. Eastman focuses on creating consistent, superior value for all stakeholders. As a globally diverse company, Eastman serves customers in more than 100 countries and had 2016 revenues of approximately $9.0 billion. The company is headquartered in Kingsport, Tennessee, USA and employs approximately 14,000 people around the world. For more information, visit www.eastman.com. ### Media Contact: Melanie Thorne / 636-530-00 http://www.aviationpros.com/press_release/12367283/eastman-aviation-solutions-announces-400- million-hour-milestone-for-eto-2197 Back to Top Air Force Awards Design Contract for New Presidential Aircraft The U.S. Air Force said it awarded Boeing a $600 million contract modification on September 12 to design a new Air Force One configuration on two commercial Boeing 747-8s. The contract follows an award the service made last month to purchase the 747s, which had been ordered but never delivered to bankrupt Russian carrier Transaero. The contract modification calls for Boeing to complete preliminary design work to incorporate a mission communication system, electrical power upgrades, a medical facility, an executive interior, a self-defense system and autonomous ground operations capabilities, the Air Force announced on September 13. "Following the award of the contract to purchase two commercial 747-8 aircraft, this contract award is the next major step forward toward ensuring an overall affordable program," said Maj. Gen. Duke Richardson, the service's Presidential Airlift Recapitalization (PAR) program executive officer. The Air Force said it is working with Boeing on a follow-on contract modification for the engineering and manufacturing development (EMD) phase, which will continue the program through detailed design, aircraft modification, test and delivery of two mission-ready presidential aircraft. These will replace the two current VC-25A (Boeing 747-200) presidential support aircraft. Plans call for awarding the EMD contract modification next summer, the Air Force said. Previously, the service has said that modifications will begin in 2019, with initial operational capability of the new Air Force One scheduled for 2024. In 2015, the Air Force said it would contract with Boeing to deliver up to three new mission- modified 747-8s to replace the VC-25As. But as president-elect in December, Donald Trump called for cancelling the PAR program, saying in a tweet that its cost was "out of control." The Air Force and the White House then negotiated ways to reduce the cost of the program, which included eliminating the capability of new Air Force Ones to refuel in flight, Defense One has reported. https://www.ainonline.com/aviation-news/defense/2017-09-13/air-force-awards-design-contract- new-presidential-aircraft Back to Top 3D Metal Printing Enables Hypersonic Propulsion Breakthrough It was going to be fast. Very, very fast: "We are going forward with research on a new Orient Express that could, by the end of the next decade, take off from Dulles Airport, accelerate up to 25 times the speed of sound; attaining low Earth orbit or flying to Tokyo within two hours." On February 4th, 1986, then President Ronald Reagan used the state of the union address to predict a revolution in aviation: hypersonic flight. In 2017, the technical challenges still aren't solved, but new technology promises to overcome the issues that have dogged hypersonic aircraft for half a century. Flying at very high speeds has always been a challenge. By the 1950s, the problem was understood. Aerodynamic drag roughly scales with the square of airspeed; double the speed, and the drag goes up four times. Streamlined shapes have partly overcome this problem, but the solution then, as it is now, is more thrust. Rocket engines can deliver the necessary thrust, but expend their fuel in mere minutes. They must also carry their own oxidizer along with the fuel, adding cost and weight. Jet engines are the obvious answer, since they take their oxidizer directly from the air. However, compressing that air, adding fuel and igniting it becomes more challenging at higher speeds. Supersonic shockwaves must be managed with complex mechanical systems, and combustion instability must be addressed, also with complex systems. The biggest problem is simple: heat. From the mid-1950s on, aircraft capable of Mach 2 speeds and faster were frequently limited not by available thrust or drag, but by the heat buildup caused by atmospheric friction. The same is true inside turbojet and ramjet engines: at hypersonic speeds of Mach 5 and higher, existing aerospace alloys simply burn up. Paradoxically, very high combustion temperatures are key to high thrust, which is essential for high speed flight. It's a double-edged heat problem. Jeff Engel, chief operating officer of Golden, CO-based Reaction Systems, Inc., has a novel solution to the heat transfer issue that may open the door to practical hypersonic aircraft propulsion. According to Engel, "we are developing an endothermic fuel system. In hypersonic flight, as you fly faster and faster, the heat load on the air frame, engine and specifically in the combustor gets so high that materials can't survive in that environment; you have to continually cool the combustor sections. We're developing a fuel system to absorb that heat load from the combustor specifically, so that the final speed of the vehicle is faster." Why use an endothermic system involving fuel when you could just hang a radiator in the airstream? At hypersonic speeds, it would burn off the airframe in a fraction of a second, meaning conventional heat transfer processes are out. That's why Reaction Systems' endothermic fuel system works: heat isn't rejected to ambient; instead, the fuel is the working fluid, but not in the conventional sense. As Engel describes it, "Through the heat exchanger, we would cool the combustor and fuel would be running through it. In historically slower speed flights, the fuel would be used to absorb that heat and it might undergo some chemical reactions to absorb a little bit more heat, but there's a limit to that. You can't get a fuel too hot because you'll end up coking fuel paths, and if you coke the fuel path with the heat exchanger then you lose fuel and the flight is over. What we're doing is developing a new fuel and catalyst system that we will put inside the heat exchanger to actually absorb more heat than a traditional fuel." Reaction Systems' heat absorbing fuel is a key enabling technology, but transferring the heat to the working fluid, while providing a maximum surface area for catalysis inside the heat exchanger, is essentially impossible to achieve with conventional heat exchanger fabrication technologies. Enter additive manufacturing. Arvada, Colorado-based Faustson Tool Corporation, located near Reaction Systems' laboratory, isn't just another machine shop. Faustson has built successful parts for NASA and several major aerospace OEMs, including parts for the F-35 program, and has extensive experience in 5-axis machining and multi-axis EDM. The firm recently added metal additive capability in the form of a M2 cusing Multilaser machine from Concept Laser, a GE Additive company. With a 250 x 250 x 280mm build envelope, dual lasers, 20-80micron layer thickness and, critically, the ability to process aerospace "hot-section" superalloys, the Faustson-Concept Laser relationship was the right process in the right place at the right time. According to Engel, "I believe for us it is. We need a certain amount of catalyst inside the heat exchanger channels to undergo the chemical reaction. And to get the amount of catalyst that we need at typical fuel flow rates that will fuel these engines, we need a lot more surface area than what you can do through a straight serpentine path in a heat exchanger. With additive manufacturing, we're able to create more surface area, which creates more contact with the fuel." Faustsons's M2 cusing Multilaser can build with a variety of high-performance alloys, including cobalt-chromium grades, Ti6Al4V, pure titanium and the material for Reaction Systems' heat exchanger, Inconel 718. The overall plan was simple in concept, according to Engel. "We had a Phase Two project with the Air Force that was coming to an end. We approached the Air Force and said that we wanted to take this technology to the next level with a demonstration test in a more relevant environment. And so, we suggested that we manufacture a cooling panel to replace one of the side walls of their ground- based scramjet engine at Wright Patterson Air Force base. They liked that idea, but they wanted the panel to be additively manufactured. Faustson printed it, and then we were able to get CT scans and X-rays of a mock-up panel section showing the internal geometry that we had designed. It was a really key part of what gave the Air Force the confidence that we could do what we said we were going to do with these panels," said Engel. Building a part with the Concept Laser M2 cusing Multilaser, however, is an entirely different process from machining or EDM, the basis of Faustson's aerospace business. Making the move to additive was customer-driven, said Faustson vice-president Heidi Hostetter. "We listened to the voices of customers like Woodward, Ball Aerospace, Lockheed Martin and a whole menagerie of others, small, medium and large. Hands down, everyone said they would like somebody in this area to really learn the nuances of additive manufacturing." Hostetter chose manufacturing manager Mike Mussel to spearhead the Concept Laser project. Mussel explained how the thin metal powder layers are fused into parts. "Our Concept Laser M2 cusing Multilaser is a dual laser powder bed machine. It uses a powder chamber and a build chamber, which goes down into the powder chamber. It then retracts, and a wiper comes across and disperses the powder. Then the laser fuses it in the build chamber. The machine that we have, the M2 cusing Multilaser, is able to do reactive materials so we can do titaniums, aluminums and other alloys. It's possible to change out powders in an inert environment if that's needed." One way in which DMLM part making differs from machining is work holding. There's no Kurt vise or mechanical gripper in an additive process. Mussel agreed. "Yes, the thing about additive is that it's both a heat problem and a geometry problem, so creating support structures that are going to work with the part are very important. If you mess up your support structure, it can cause the part to not build, or to overbuild. Then you have to stop and start over. But as far as set up goes, it's simple because you're just putting it on a build plate and printing it. I'd say more of the challenges are in figuring out how to orient and support the part, rather than the actual setup of the part." For Reaction Systems' heat exchanger, the M2 cusing Multilaser worked well, he added. "With their part, it was the right part size; it's something you can hold in your hand. So, for the 'ten by ten' build chamber that we have on the Concept Laser dual laser machine, it fit very nicely in the chamber. Beyond that we had support structures on the bottom of the part. We can put it in one of our CNC machines to machine the part off the support itself." Mussel notes that dual lasers are the key to productivity in what is traditionally a slow process. "On this particular part, if we did just a single laser the run time would be about five and a half hours. With a dual laser, we get that down to three hours and forty minutes. So, you can have both lasers working on the same part at the same time, increasing speed, which for productivity is very nice." When asked whether other shops should hesitate in moving to additive processes, Mussel notes that the experience with the M2 cusing Multilaser caused few issues. "Just go for it," he said simply. "You have to get your feet wet at some point, so I think the more people we get involved with it, the better off we'll be." Half a century after rocket-propelled X-15 test flights brought us into manned hypersonics, it may soon be possible to create air-breathing scramjet engines that will allow us to travel from America to Asia in two hours or less. That would be as radical a change in aviation as the introduction of turbojet airliners in the late 1950's; however, from a manufacturing standpoint the significance may be even greater. Additive technology, as proven by Faustson's Concept Laser 3D metal printer, now allows small and medium-sized shops to team with small research teams to create new aerospace technologies previously limited to big air framers such as Lockheed Martin, Boeing, Northrop Grumman and powerplant heavyweights like General Electric and Pratt and Whitney. The potential for small entrepreneurs to innovate and speed technological progress in aviation is obvious, perhaps bringing the industry full circle to two brothers in a Dayton bicycle shop, with a high-tech twist. Reaction Systems, Faustson Tool and Concept Laser allow a small Golden, CO research firm to create game-changing technology. As additive technology spreads, the future of aviation may come from small garages instead of huge factories. To learn more, visit the Concept Laser website. http://www.engineering.com/AdvancedManufacturing/ArticleID/15606/3D-Metal-Printing-Enables- Hypersonic-Propulsion-Breakthrough.aspx Back to Top AFI KLM E&M Launches Predictive Maintenance For APUs aris, Amstelveen, 13 September 2017 - Hard on the heels of PROGNOS for Engines and PROGNOS for Aircraft, the AFI KLM E&M network now has a new addition to its range of predictive maintenance solutions, in the shape of PROGNOS for APU. Designed, built and marketed by EPCOR, the Group subsidiary specializing in MRO services for Auxiliary Power Units (APUs), the new offering was officially launched at the beginning of September. Like its predecessors, PROGNOS for APU uses Big Data technologies to monitor the performance of APUs and predict faults, ultimately helping to rationalize maintenance work and avoid shop visits and excess costs for client airlines, a major competitive advantage. Operating within the global AFI KLM E&M network, EPCOR has built up its peerless expertise in the constraint and operational requirements of APUs and has developed a portfolio of tailored support services designed to maximize the availability of these vital systems, so called EPCOR Trend Monitoring. Based on this expertise, and after upgrading its databases and IT platforms, EPCOR has now developed PROGNOS for APU, a real-time APU performance monitoring and analysis solution that can identify weak signals and predict potential failures. As a result, EPCOR will be able to schedule maintenance work around airlines' operational requirements in order to forestall possible breakdowns, which can mean a grounded aircraft. It will also help it to better advice and support its clients' engineering teams during the contract period. Dennis Wetjens, EPCOR Managing Director, explains: "The innovation capabilities implemented in the AFI KLM E&M network, including at EPCOR, are based on our profile as an airline MRO, so that we can adapt as closely as possible to the real needs of our clients. With PROGNOS for APU, EPCOR is pitching a competitively differentiating, high value-added solution to the APU maintenance market, to help airlines maintain maximum control over their APU assets and keep them operating for as long as possible for minimum effort. This is expected to deliver significant gains in terms of fleet availability and MRO cost optimization." About EPCOR EPCOR is a wholly owned subsidiary of KLM Engineering & Maintenance, part of the AIR FRANCE KLM group, holding EASA, CAAC, CAAV and FAR 145 certification. For more information visit www.epcor.nl http://www.aviationpros.com/press_release/12367452/afi-klm-em-launches-predictive- maintenance-for-apus Back to Top PIA Opening New $1.3 Million Tech Training Facility The Pittsburgh Institute of Aeronautics (PIA) is holding a ribbon cutting on September 20 for an expansion of its Youngstown-Warren (Ohio) branch that will provide room for an array of aviation technical courses. PIA, which has been training aviation maintenance technicians at the Youngstown branch since 2006, last year invested $1.3 million to purchase the site and build the new facility. The two-story teaching facility at PIA's Hangar 3 site will house electrical and welding classrooms, an aeronautics lab, a conference facility, administrative offices and a student resource center with a computer lab. An adjacent hangar will add shop areas for aircraft propulsion systems, electricity, sheet metal, hydraulics, instruments and controls, composite materials, non-destructive testing, welding and painting. "Our expansion is a continued expression of the Youngstown region's strong history in aviation," said PIApresident and CEO Suzanne Markle. "Our investment in our facilities and our students is in response to strong career demand." PIA cited the 2016 Boeing Pilot and Technical Outlook that predicts a need for 679,000 maintenance technicians through 2035. https://www.ainonline.com/aviation-news/business-aviation/2017-09-12/pia-opening-new-13- million-tech-training-facility Back to Top Check Out SpaceX's New Spacesuit: Elon Musk Shares on Instagram Now we know what SpaceX's new spacesuit looks like from head to toe. On Friday (Sept. 8), SpaceX founder and CEO Elon Musk posted a photo on Instagram of a spacesuit-clad person standing next to the Dragon capsule. The company is developing that spacecraft to fly people to and from the International Space Station (ISS), among other destinations. (SpaceX aims to launch paying customers on a trip around the moon in the near future, for example.) "Astronaut spacesuit next to Crew Dragon," Musk wrote in the post. In an Instagram post late last month, Musk gave the world its first glimpse of the sleek, black-and- white SpaceX spacesuit. But that photo was a waist-up view of an astronaut strapped inside a Crew Dragon. SpaceX holds a NASA contract to ferry astronauts to and from the ISS. (The company already makes resupply runs to the orbiting lab for NASA, using the robotic, cargo version of Dragon.) The first crewed test flights are scheduled to begin next summer. Boeing also won a NASA ISS crew contract; the first crewed test flights of the aerospace giant's CST-100 Dreamliner capsule could begin by August 2018, NASA officials have said. Boeing's spacesuits are more colorful than those of SpaceX; the "Boeing Blue" suits were unveiled earlier this year. NASA has been dependent on Russian Soyuz vehicles to take its astronauts to and from the ISS since 2011, when the agency's space shuttle fleet was retired. (The shuttle flight suits, as you may recall, were orange.) The above-mentioned suits are all designed to help keep astronauts safe in the event of an emergency during flight. The big, bulky spacesuits made specifically for spacewalks - "extravehicular mobility units," in NASA parlance - are already aboard the ISS. https://www.space.com/38132-elon-musk-spacex-spacesuit-crew-dragon-photo.html Back to Top Duncan Adding Major Maintenance, Paint Facilities in Provo Duncan Aviation has broken ground on a new business aircraft maintenance, modifications and paint complex at its Provo, Utah location. To be built on a 45-acre tract at Provo Municipal Airport, the facility will span close to 275,000 sq ft, including a 222,000-sq-ft maintenance and modifications center and a 53,000-sq-ft paint facility. The new complex will accommodate some of the largest business aircraft, and includes large hangar spaces, along with backshop and office space. The paint structure will have the latest downdraft airflow technology, with automatic monitoring and alarms, and will be able to accommodate multiple aircraft at once using a two-zone airflow system. With this design, Duncan Aviation paint teams can perform stripping, sanding, painting and detail work on multiple aircraft simultaneously. "We consistently hear from operators in the western U.S. that they would like to see more investment in a Duncan Aviation location closer to their home base," said Duncan president and CEO Aaron Hilkemann. "The Provo area is the perfect complement to our other full-service facilities in Battle Creek, Michigan, and Lincoln, Nebraska. That is why we initially started our Provo facility. The plan has always been to expand that original footprint and build a new facility from the ground up." The $70 million project, led by Tectonic Management Group, is slated for completion by the end of 2019. "We have started installing Geopiers, which are deep stabilization piers, and will soon begin pouring footings and foundations," said Bill Prochazka, COO at Duncan Aviation's Provo location. "If the early winter weather cooperates with those two items, we could be putting up steel this winter." Duncan Aviation began operations in Provo in 2010 and since has provided major and minor hourly and calendar inspections, line-level engine and avionics support and interior work for business aircraft from across Europe, the Pacific Rim and the Americas. Recently, the facility added non- destructive testing capabilities to its repair certificate. https://www.ainonline.com/aviation-news/business-aviation/2017-09-12/duncan-adding-major- maintenance-paint-facilities-provo Curt Lewis