July 5, 2018 - No. 053 In This Issue Emirates Aviation University MoU with Lufthansa Technik Women in Aviation Opens 2019 Scholarship Applications Etihad shuffles pack in bid to stem losses 1 Day Aircraft Economic Life Summit 2018 (Dublin, Ireland - November 20, 2018) Torqued: Your Certificate May Be On the Line for What You Don't Record Aviation Week Network Announced Launch of EASA Part 21 Pavilion At MRO Europe, Amsterdam, October 16 India's aviation industry needs a new model Turkish Technic Optimizes Maintenance Card Interval Planning With ICRON's MRO Optimization Solution AMAC Aerospace opens second hangar in Turkey New Air Wisconsin Appleton maintenance base to grow United SpaceX Is Closing the Gap on America's Lost Dominance in Space Emirates Aviation University MoU with Lufthansa Technik Emirates Aviation University signed a Memorandum of Understanding (MoU) with Lufthansa Technik Middle East to collaborate on opportunities in the aviation sector. Under the MoU, Emirates Aviation University and Lufthansa Technik Middle East will spearhead initiatives that provide work experience opportunities within the field of engineering and aircraft maintenance. Lufthansa Technik Middle East will work with Emirates Aviation University's (EAU) School of Engineering to develop cooperative learning objectives, facilitate student learning through guest speaking opportunities and seminars, share industry experience, and support EAU by attending and sponsoring conferences as well as participating in the University's career fairs. The MoU was signed by Dr. Ahmad AL Ali, Vice Chancellor, Emirates Aviation University and Ziad Al - Hazmi, CEO Lufthansa Technik Middle East at the EAU main campus at Dubai Academic City. "This aim of our agreement with Lufthansa Technik is to provide our students unique educational opportunities with strong industry partners. Enhancing our students' exposure to the aviation industry through hands-on learning will help them meet the demands of tomorrow, as well as build strong foundations for their future career. We are confident that the MoU between EAU and Lufthansa Technik Middle East will help develop future aviation professionals who have a passion for engineering and support the development and growth of aspiring specialists in aircraft maintenance and mechanics," said Dr Ahmad. "This new partnership reaffirms Lufthansa Technik Middle East's commitment in the region with education as an integral part of our growth strategy at Dubai South. Teaming up with Emirates Aviation University as a regional market leader in aviation education is a perfect match for Lufthansa Technik Middle East. We are very pleased with the support from EAU and Dubai government at large", said Ziad Al - Hazmi, CEO Lufthansa Technik Middle East. The MoU reflects EAU's continuous investment in developing and strengthening its students' capabilities by partnering with world-class industry players to offer unique educational opportunities for their students. EAU offers stimulating, dynamic, and hands-on courses in aerospace and aeronautical engineering. The programmes provide students with the practical training and commercial acumen that they need to succeed in this high-technology field. EAU engineering programmes prepare students for various jobs and careers in the airline industry on aircraft acquisitions, planning, configuration and maintenance. As one of the main educational establishments in the United Arab Emirates, Emirates Aviation University is considered knowledgeably inspiring for students which helps them tackle the challenges of today and the future. Emirates Aviation University: Established in 1991, Emirates Aviation University is a leading educational institution in the Middle East for aeronautical engineering, aviation management, business management, and aviation safety & security studies. The University is the academic wing of the Emirates Group; a global travel and tourism conglomerate known worldwide for their commitment to the highest standards of quality in every aspect of business. The University is licensed by the UAE Ministry of Education - Higher Education Affairs and the Human Development Authority and offers an extensive range of educational opportunities designed to provide students with the best aviation related specializations. Students can chose from vocational, undergraduate and postgraduate programmes that combine the highest standard of academics with the latest development in the field of aviation. Lufthansa Technik: With some 35 subsidiaries and affiliates, the Lufthansa Technik Group is one of the leading providers of technical aircraft services in the world. Certified internationally as maintenance, production and design organization, the company has a workforce of more than 25,000 employees. Lufthansa Technik's portfolio covers the entire range of services for commercial and VIP/special mission aircraft, engines, components and landing gear in the areas of digital fleet support, maintenance, repair, overhaul, modification, completion and conversion as well as the manufacture of innovative cabin products. https://www.eturbonews.com/227088/emirates-aviation-university-mou-with-lufthansa-technik Back to Top Women in Aviation Opens 2019 Scholarship Applications Women in Aviation International announced that it has opened its application process for scholarships to be awarded at its next annual conference, set for Long Beach on March 14 to 16, 2019. The organization said it would hand out at least 108 scholarships for a total value of $565,000. The number of scholarships, as well as the value, is expected to increase before the end of the application period, which closes on November 12. Some scholarship providers are expected to increase their contributions at the conference. This year, WAI awarded its applicants nearly $700,000 worth of scholarships at its Reno conference. The organization has handed out close to $11.5 million since 1995. There is something for all levels of aviation enthusiasts on the list of WAI's scholarships, whether a budding pilot or working toward a career in aviation, whether flying or not. There are even scholarships targeted toward retired professionals. Applicants can scroll through and choose up to three scholarships on the Women in Aviation International website. Application requirements include a WAI membership, two recommendation letters, a 500-word essay and a resume. Copies of medical certificates and logbook data are required for flight scholarships and some scholarships have other specific requirements. The scholarships are not limited to pilots, but also include aviation business management, aircraft maintenance, aircraft dispatch, engineering and more. "With a WAI scholarship, attaining an aviation career becomes more possible when the financial burden is eased," said WAI's president, Peggy Chabrian. "Our scholarships have literally changed the lives of the hundreds of women who have benefited from the generosity of benefactors ranging from multinational corporations to individuals." https://www.flyingmag.com/women-in-aviation-opens-2019-scholarship-applications Back to Top Etihad shuffles pack in bid to stem losses United Arab Emirates aviation giant Etihad has announced a shake-up of its organization. From Tuesday, the Etihad Aviation Group is to be divided into seven different business divisions, all now reportable to Chief Executive Tony Douglas, who started his role in January. Douglas will also assume responsibility for Etihad Airways, while Peter Baumgartner will step down as the airline's CEO to move into a "strategic advisor role." In a statement Tuesday, Douglas said the changes were necessary even though the firm was "already seeing positive results, even during this early phase of our transformation." The changes come during a drive to turn around performance at Etihad, which last month reported $1.52 billion in losses for 2017. The group has been attempting to stem losses that are in part caused by previous investments in Air Berlin and Alitalia. Under the new structure, the Etihad Aviation Group will be reorganized into seven business divisions - operations, commercial, maintenance, repair and overhaul (MRO), human resources, finance, support services and transformation. https://www.cnbc.com/2018/07/03/etihad-aviation-group-announces-a-new-organizational- structure.html Back to Top 1 Day Aircraft Economic Life Summit 2018 (Dublin, Ireland - November 20, 2018) - ResearchAndMarkets.com DUBLIN--(BUSINESS WIRE)--The "Aircraft Economic Life Summit 2018" conference has been added to ResearchAndMarkets.com's offering. This course will provide the latest findings for both aviation specialists and for new entrants to commercial aviation. Highlights * How have Fleet Dynamics changed in the last 5 years? * Why demand will continue to outstrip supply & uphold useful lives * The retirement cycle-the stats that matter * How is the increase in widebody lease return being managed * How to keep older aircraft flying - what are the issues? * Maintenance costs are becoming more critical in the keep or part out' decision - appraisers explain why * Which engine types are in demand and which are falling out of favour * Are import age restrictions changing? If so, how many aircraft are affected & what does this mean for economic lives and values Agenda 08.00 - Registration & Tea/Coffee 08.45 - Chairman's Remarks - State of the Industry 09.00 - Market Overview - Fleet Dynamics in the last 5 years - how have views on economic life changed? 10.00 - The 'Peak Production' Debate - the impact on economic lives 10.45 - Refreshment Break 11.15 - The Aviation Cycles 12.00 - The Secondary Market - Presentations 12.45 - Luncheon 13.45 - Keeping Older Aircraft Flying - What are the issues & Implications for the Secondary Market? 14.20 - Aircraft Values & Maintenance Costs - Panel Debate 15.10 - The Market for Engines and Spares - Panel Debate 16.00 - Refreshment Break 16.20 - Ageing Aircraft Policies - Presentations 16.50 - The Lessor View - Panel Debate 17.30 - Summary and Conclusion For more information about this conference visit https://www.researchandmarkets.com/research/pvtm6h/1_day_aircraft?w=4 Contacts ResearchAndMarkets.com Laura Wood, Senior Manager press@researchandmarkets.com For E.S.T. Office Hours Call 1-917-300-0470 For U.S./CAN Toll Free Call 1-800-526-8630 For GMT Office Hours Call +353-1-416-8900 https://www.businesswire.com/news/home/20180704005338/en/1-Day-Aircraft-Economic-Life- Summit-2018 Back to Top Torqued: Your Certificate May Be On the Line for What You Don't Record Listen up, my fellow mechanics. How you record maintenance work just got a new focus, thanks to a recent NTSB decision that presents a potential new enforcement danger to your certificate. A May 11, 2018 decision by the NTSB reinstating the FAA's emergency revocation of a Part 145 repair station puts a new emphasis on maintenance record entries; specifically, what maintenance personnel choose to leave out of their descriptions of work performed could land them in very hot water. This decision doesn't affect only repair stations or corporate maintenance providers. It's clearly applicable to A&Ps, as well. The decision makes clear that intentional falsification can rest on information left out of the description of work performed, so-called shortcuts that many mechanics routinely take in recording maintenance. The case is so recent that it may yet be appealed to a federal court, so the final ruling could change. But in the meantime, the decision stands. The AeroBearings case-officially, Daniel K. Elwell Acting Administrator, Federal Aviation Administration v. Kornitsky Group, LLC, d/b/a AeroBearings, LLC-involves the FAA's emergency revocation of the company's Part 145 repair station certificate for-among other things-falsification of records. I have a lot of issues with the case that was brought by the FAA and how it fits into the new "compliance philosophy." It seems that the company was authorized by one set of inspectors to do what it was doing for five years. A new inspector-after receiving two hotline complaints- reviewed the company's authorizations and determined the FAA had been mistaken in granted one of these authorizations. The FAA reinspected the facility and, after 10 months, issued its report and handed the company an emergency revocation on the same day. Something seems unfair about all this and not consistent with the new compliance philosophy. Maybe more went on than is apparent from the initial and final decisions in the case. But it's always disconcerting when the FAA claims a company is unqualified to do work, but lets it operate for such a long time, and then apparently does nothing to correct the work that was performed for years. OMITTED INFORMATION According to the NTSB's decision related to the issue of falsification (there were other regulatory violations cited that were related to the company's authority to perform the work), the case turned on omissions made in FAAForm 8130-3s (Authorized Release Certificates). According to the FAA inspector who testified at the hearing, the "OEM manuals for the bearings in question did not authorize [AeroBearings] to disassemble bearings. He also testified that "[the company's] 8130-3 certifications were false in that they did not fully describe the work that had been performed." On cross-examination, the inspector admitted that the entries on the 8130-3 were not false, but that they were "incomplete in that they omitted some information." The company's witness testified that the final inspection certification was accurate and that work performed before the inspection-though not recorded-was authorized. The administrative law judge determined that the FAA had not met its burden of proving intentional falsification and reversed the sanction of revocation. (The ALJdid, however, find other violations and ordered an indefinite suspension of AeroBearings certificate.) On appeal, the full Board reversed the law judge and reinstituted the emergency revocation. On the issue of falsification, the NTSB first reviewed its long-standing standard for determining intentional falsification: "The [FAA] must prove the respondent (1) made a false representation, (2) in reference to a material fact, and (3) had knowledge of its falsity." The NTSB has previously determined that omissions can constitute the first prong of this test (false representation) and that certain omissions can be determined to be "material"; that is, if they could "affect decisions inspectors, mechanics, or operators make concerning work on the aircraft." INTENT TO FALSIFY Previously, however, the Board has required the credibility of the maintenance personnel making the entry to be determined before concluding that the third prong of the test was met: that the person had knowledge of the falsity. This case makes new law in that regard. After dismissing the administrative law judge's credibility determinations, saying they were arbitrary and capricious (in all my years on the Board, I can't recall a case where a law judge's credibility determinations were found to be arbitrary and capricious), the decision states: "This case provides the Board with an opportunity to expressly expand the Board's 'willful disregard' standard...to mechanic intentional falsification cases." This means that a mechanic can be found to have intentionally falsified a maintenance logbook entry because of omissions he had intentionally made-even if there was no proven intent to falsify. In that regard, the decision states: "When a repair shop does maintenance work...it must be scrupulously accurate in its records. This [repair station], by admittingly picking and choosing what to include in its records and leaving it up to the FAA and end user to guess as to whether the records contained the full and complete record of maintenance done on the aircraft, exhibited a willful disregard for the FARs, which were established to promote aviation safety." What is most concerning is this statement from the decision: "No evidence suggests that the [repair station] was required to omit information. Whether the [repair station's] motivation was simply a desire to save time or part of a larger scheme to intentionally misinform is irrelevant. Knowledge, not motivation, is the question before this Board." I'll give you a moment to reread those last two paragraphs. Yes, the Board is saying that mechanics can lose their licenses if they fail to enter work they did, even if there was no intent to falsify. Say, for example, you're troubleshooting a flight control that is stiff or binding. You check the flight controls but can't feel anything so you start disconnecting them one at a time. On the left side, you disconnect them and put them back together, finding no problem. You turn to the right side and you find a bad bearing. In the signoff, you write that you replaced the bearing on the right control rod. You do not mention disassembling the left side in your troubleshooting. I don't know a mechanic who hasn't signed off a maintenance action like this. I know I have. I certainly had no intent to falsify by my omission. And, yes, accurate maintenance records are critical. And the best policy would be to write up all the maintenance actions. But should this be grounds for a charge of falsification of records-a charge that would result in an emergency revocation-without giving you, the mechanic, a chance to prove that the omissions were not done with the intent to falsify? This is a very disturbing decision and one that could have tremendous ramifications for mechanics and maintenance personnel throughout the industry, at repair stations, airlines, and any maintenance facility. I agree with the dissenting opinion of the NTSB chairman, Robert Sumwalt, who wrote: "The majority would apparently find that any failure to be 'scrupulously accurate' in a mechanic's logbook would foreclose the ability of a [mechanic] to subsequently argue that he or she did not knowingly make a false entry." He further wrote, "I do not share the majority's enthusiasm for such expansion of this jurisprudence." Until this case is overturned, mechanics remain vulnerable to having their certificates yanked without a fair opportunity to defend themselves. https://www.ainonline.com/aviation-news/blogs/torqued-your-certificate-may-be-line-what-you- dont-record Back to Top Aviation Week Network Announced Launch of EASA Part 21 Pavilion At MRO Europe, Amsterdam, October 16-18 NEW YORK, July 03, 2018 (GLOBE NEWSWIRE) -- Aviation Week Network announced plans to showcase companies offering EASA Part 21 Subpart G manufacturing and Part 21 Subpart J design services at MRO Europe, happening October 16-18 at the RAI Amsterdam. EASA Part 21 regulates the approval of aircraft design and production organizations and the certification of aircraft products, parts and appliances. The EASA Part 21 Design and Manufacture Pavilion will serve as a designated area where MROs, airlines and lessors requiring Part 21J/G services can meet companies that hold these approvals. The Pavilion will feature a central, shared meeting space and companies in the Pavilion have the opportunity to make a presentation in the Go Live Theatre and provide a demonstration of their products and services before a captive audience of buyers. Companies confirmed are ABC International, Assystem Germany, Atkins Global, CAE Parc Aviation, Medavia Technics, and Paustian Airtex. "We have introduced the Part 21 Pavilion as an added value for any company attending MRO Europe that needs these services," said Lydia Janow, Managing Director/Events & Tradeshows, Aviation Week Network. "The Pavilion is an ideal opportunity for specialist Part 21 SMEs that are new to the MRO Europe show to meet with technical/engineering managers from airlines and aircraft leasing companies." Remaining exhibition space for MRO Europe (#MROE) is sold out based on the tremendous success of MRO Europe 2017, which took place in London. Focused on commercial aviation maintenance, repair, and overhaul (MRO), the event is the industry's largest in Europe featuring speakers from airlines, OEMs, regulators, suppliers, lessors, and service providers. MRO Europe is sponsored by CFM, Chromalloy,HEICO, Pratt & Whitney, Satair Group, StandardAero and UTC Aerospace Systems at the Platinum Level. Attendance MRO Europe is expected to surpass the 8,000 registered attendees for last year's conference and exhibition, with more than 600 attendees representing airlines. Each year, approximately two-third of attendees serve at the vice president, director or manager level with more than half representing a "buy/approve" influence. More than 400 service providers will be in attendance. https://globenewswire.com/news-release/2018/07/03/1533043/0/en/Aviation-Week-Network- Announced-Launch-of-EASA-Part-21-Pavilion-At-MRO-Europe-Amsterdam-October-16-18.html Back to Top India's aviation industry needs a new model Indias aviation industry traces its roots to December 1940, when industrialist Walchand Hirachand established Hindustan Aircraft Limited (HAL) in Bangalore (now Bengaluru), with American technical assistance and capital and land provided by the Mysore government. Soon after the outbreak of WW II, the Indian government, realising the strategic significance of this enterprise, bought a one- third stake in HAL. HAL had barely started licensed production when it was nationalised, in 1943, and handed over to the US Army Air Forces (USAAF). Functioning as an Aircraft Maintenance Depot, HAL repaired and serviced hundreds of flying boats, fighters, bombers and transport aircraft for the USAAF during the war. Bangalore, thus, became the hub of aviation industrial support to Allied forces deployed in the SE Asia Command, and produced thousands of aeronautical technicians. Soon after independence, HAL's Chief Designer, eminent aeronautical engineer Dr V.M. Ghatage, boldly embarked on three aircraft design projects: Each of them attaining a substantial degree of success. Over the next decade, HAL manufactured more than 400 Ghatage-designed aircraft: The HT-2 basic trainer for the IAF; the Krishak observation aircraft for the Army; and the Pushpak light- aircraft for the civilian sector. Ghatage's last outstanding achievement was the design of the HJT-16 jet trainer, Kiran, of which 190 were built and are still serving the IAF after nearly three decades. HAL's crowning glory, however, came in June 1961 with the flight of the HF-24, Marut, the first jet fighter-bomber designed and built in Asia. The government, in a rare flash of inspiration, had acquired the services of WW II German designer Dr Kurt Tank, in 1956, to help HAL design a jet fighter. An aerodynamically elegant design, the Marut had huge potential as a supersonic fighter, but powered by two, small British Orpheus turbo-jets its performance remained sub-sonic and sub- par. It is disheartening that having initiated a far-sighted project, both the government and HAL failed to display the zeal necessary to salvage this national endeavour of strategic importance. The IAF, too, remained a mute spectator, as HAL shut the Marut line after delivering just 147 aircraft. Apart from the Marut, HAL has, since the 1950s, undertaken production of (an estimated) 3,000 aircraft, including the Vampire, MiG-21, MiG-27, Jaguar, Sukhoi-30 and Hawk. The company has also built a few thousand aero-engines. These statistics, however, refer only to "kit-assembly" or "licenced production" and, disappointingly, the HAL management failed to acquire, for its personnel, any aircraft/engine design and production skills. So, when the time came for modernising 125 "HAL-built" MiG-21s, India had to approach Russia and Israel. This brings us to the well-known saga of the Tejas Light Combat Aircraft (LCA), designed by the Defence Research and Development Organisation's (DRDO) Aeronautical Development Agency (ADA), and now under production in HAL. A CAG report of 2015 reads: "LCA was required to be inducted into IAF by 1994... the programme was riddled with delays right from the sanction of 1983, and even after three decades, it is yet to be inducted into IAF." Further, it says: "Though ADA claimed achievement of 70 per cent indigenisation; half of these sub-systems are developed with imported electronic components and accessories." The Tejas was notionally inducted into service in 2016, but no lessons had been learnt from the aborted Marut project. Again, all agencies involved - the government, DRDO and HAL - showed a lackadaisical approach, by failing to resolutely address hurdles that cropped up and the prestigious LCA programme languished. As for the IAF, this 2015 CAG comment describes its indifference: "User involvement right from inception is essential for effective and efficient completion of any project. However, active Air HQ participation in the LCA Programme started only in 2006 (23 years after inception)." A project, complementary to the LCA, taken up by the DRDO, was the development of a turbo-jet engine. Initiated in 1986, irresolute project-management and sporadic development have seen the prototype, named Kaveri, yet to qualify for production 32 years later. This is clearly a combination of absent political vision and direction, combined with insipid project management that has thwarted most of our aeronautical programmes. We must introspect how, starting from a similar base in the 1950s, the aeronautical industries of China, Brazil, South Korea and Turkey have left India miles behind. More importantly, should we persevere with the same unsuccessful model forever? Not if we take a leaf out of the Indian Navy's (IN) book. The navy's leadership, having persuaded the government in 1960 to embark on indigenous warship building, insisted on taking full "ownership" of naval ship design and construction, as well as management of all shipyards. This has seen a hugely successful programme, delivering warships, ranging from patrol-boats, frigates and destroyers to submarines and aircraft-carriers, to the IN. The success of the DRDO-funded nuclear submarine project, too, is attributable to the fact that it is staffed by IN personnel and headed by a Vice Admiral, granted powers of Secretary to the government. Two excellent lessons emerge from the navy's rewarding shipbuilding experience, for application to India's aeronautical industry. First, the government must mandate intimate involvement of user Service(s) in every project - from the concept/design stage onwards. It is significant that a few years ago, Army, Navy and Air Force members on the HAL Board of Directors were ejected to make place for Defence Ministry bureaucrats. In the recommended model, the user must commit funds as well as personnel, to the project. Decisions related to project-management, including design and other changes would be taken, expeditiously, in a collegiate fashion by users and designers. Second, repeated heartbreaks have demonstrated that rapid decision-making and imaginative project-management are not the forte of scientists or bureaucrats. The government must, therefore, bring about a paradigm shift and utilise the huge pool of technical experience and leadership talent available in the armed forces to place suitably qualified officers in the driving seat of projects considered critical for national security. http://www.freepressjournal.in/india/indias-aviation-industry-needs-a-new-model/1309876 Back to Top Turkish Technic Optimizes Maintenance Card Interval Planning With ICRON's MRO Optimization Solution Istanbul, 3 July 2018 - ICRON, a leading provider of Optimized Decision Making and Supply Chain Optimization software solutions, today announced the successful go-live of ICRON's Maintenance Cards Interval Optimization solution at Turkish Technic, a Turkish Airlines affiliate that is one of the world's leading maintenance, repair, and overhaul (MRO) services providers. The implementation of the ICRON solution at Turkish Technic, which was carried out with ICRON's implementation partner Deloitte and was completed in only five months, gives the MRO provider the capability to optimize its long-term maintenance plans, taking into account the individual characteristics of each aircraft such as age, type, and utilization as well as maintenance card constraints. With ICRON, Turkish Technic is able to automatically generate optimal block and equalized maintenance plans - with a time horizon of up to 30 years - for individual aircraft or groups of aircraft that optimize the assignment of maintenance cards and minimize aircraft ground time and maintenance frequency, duration, and setup times. ICRON also gives Turkish Technic's planners full visibility over the maintenance planning process, the capability to dynamically revise their plans due to changing circumstances, and the ability to conduct "what-if" analysis and compare different scenarios based on their impact on the company's KPIs. Yasin Birinci, Turkish Technic's Production Planning and Control Director, commented: "After a fast and smooth implementation, ICRON's MRO optimization solution is now live at Turkish Technic. With ICRON, we have a robust, integrated planning and decision support system that enables us to rapidly create optimal block and equalized maintenance plans for each aircraft and also empowers us to make the best decisions to maximize aircraft flight time and avoid the early application of maintenance cards. Although the solution was just recently deployed, we are already starting to see noticeable improvements to resource utilization, productivity, and costs." Z. Caner Task?n, ICRON's Chief Technology Officer, remarked: "We are proud to announce that ICRON's Interval Optimization of Maintenance Cards solution - a part of our comprehensive MRO Planning and Optimization solution - is now live at Turkish Technic, one the global leaders in MRO services. With ICRON, Turkish Technic's planners are able to optimize their long-term maintenance cards interval planning and decision making processes, cope with the immense complexity and numerous constraints in their operational environment, and achieve increased efficiency and cost reductions." Özgür Yalta, Strategy and Operations Consulting Services Partner at Deloitte Turkey, commented: "It was a pleasure working with ICRON on the roll out of the Maintenance Cards Interval Optimization solution at Turkish Technic. The short timeframe of the implementation and the success of the deployment are a testament to the power and flexibility of the ICRON solution and the strength and effectiveness of our partnership." http://www.aviationpros.com/press_release/12419188/turkish-technic-optimizes-maintenance- cards-interval-planning-with-icrons-mro-optimization-solution Back to Top AMAC Aerospace opens second hangar in Turkey Swiss-basedaircraft maintenance and modification giant, AMAC Aerospace has opened its second Turkey-based hangar in the southwestern province of Mu?la. The 6,600-square meter hangar at the Milas-Bodrum Airport has the simultaneous maintenance capacity for 20 private jets. It will also be able to accommodate one wide-body aircraft, for example, a Boeing B777-200 or Airbus A330/A340; or two narrow-body aircraft, like Boeing B737 or Airbus A320, wing tip to wing tip. Built at a cost of $15 million, the hangar will serve private jets of individuals who mainly prefer Bodrum and the surrounding region for summer vacation. In the winter months, on the other hand, it will provide maintenance and technical service for airline companies' mid-size as well as wide- body aircraft. The company's other base is at Istanbul's Atatürk International Airport. CEO of AMAC Aerospace Group Kadri Muhiddin said that Turkey's fast-growing economy has led to positive developments in the private aviation sector. "The volume created by private jet owners who prefer Turkey for vacation from neighboring countries, as well as the demand that will occur after the expected four-fold increase is the biggest indicator of Bodrum's potential," he added. Muhiddin noted that over 2,000 private jets arrive in Bodrum each summer, suggesting that this figure will increase even further in the coming years. "Thanks to AMAC Aerospace Turkey, private jet owners in the Middle East will not have to go to Europe for the maintenance of their jets. We will be able to carry out the maintenance for all aircraft - from wide-body to private jets. We want Turkey and Mu?la to become a regional hub for aircraft maintenance," he added. He said that AMAC Aerospace wants to carry out the maintenance of business jets in summer and commercial airlines in the winter at Milas-Bodrum Airport. "Especially the commissioning of Istanbul New Airport is of great importance. There are more than one airport in major cities like London, New York, Moscow and Paris. As Turkey continues to evolve in the aviation industry, we will support it with further investments." https://www.dailysabah.com/business/2018/07/04/amac-aerospace-opens-second-hangar-in- turkey Back to Top New Air Wisconsin Appleton maintenance base to grow United Air Wisconsin Airlines is setting up a maintenance facility at Appleton International Airport (ATW) to support the carrier's expanding schedule in the US eastern Wisconsin city. The United Airlines regional feeder plans to build a 30,000-sq-fit. hangar and 7,000 sq. ft. of office and support space on the northwest side of ATW. The $8 million project is slated for completion before the upcoming winter season. The new hangar will accommodate up to four Bombardier CRJ200 regional jets-double what Air Wisconsin can currently put inside the ATW facility it uses. The expansion is needed in part to ensure the airline has adequate hangar space for overnight maintenance come winter, as its flight schedule to ATW has been expanding. The carrier, which saw its contract with Dallas/Fort Worth-based American Airlines expire earlier this year, signed a new deal with Chicago-based United and returned to ATW last October after an 11-year absence-and has ramped up from a single round-trip to United's Chicago O'Hare hub to as many as five daily frequencies. Earlier this month, it added a daily round-trip to United's Denver hub. The ATW routes are part of United's aggressive growth strategy to drive more traffic through its mid-continent hubs. For ATW, it has contributed to a growth trend, as the airport now has nine nonstop destinations. Traffic at ATW was up 18% year-over-year (YOY) through May (handling 58,000 total passengers, the best May in its history). The airport, which is also served by Las Vegas-based ULCC Allegiant Air, American Airlines and Atlanta-based Delta Air Lines, has posted 13 consecutive months of YOY growth. The new hangar will add about 80 jobs and is part of a broader effort to grow Air Wisconsin's maintenance operation. The airline recently expanded its Dayton, Ohio, and Milwaukee maintenance operations, and is advertising sign-on bonuses of up to $14,500 for certified mechanics at both locations. Air Wisconsin operates a fleet of 62 Bombardier CRJ200s with an average age of about 16 years, Aviation Week Fleet Discovery data show. http://atwonline.com/airports-routes/new-air-wisconsin-appleton-maintenance-base-grow-united Back to Top SpaceX Is Closing the Gap on America's Lost Dominance in Space "Wheels stop." Those two words, uttered on July 21, 2011, not only signaled the end of the last shuttle flight, but also the end of the U.S.' ability to send humans into space. Going on seven years now, America has been forced to rely on Russia to deliver American astronauts safely to the space station-a crazy notion given the two countries' history. Despite being a world leader in space, America has fallen behind when it comes to actually putting people in orbit. Fortunately, that will change this year. An international space race was born more than 60 years ago when the Soviet Union launched a small, silvery satellite dubbed Sputnik 1 in 1957. When its first beeps were heard in orbit, governments scrambled to get their own satellites up, and the U.S. has since poured billions of dollars into the aerospace industry, trying to stay ahead of the Russians. For roughly the next decade, Russia lead the great space race, and Russian astronaut Yuri Gagarin became the first person in space in 1961. But that all changed with the rise of the U.S.' Apollo program. What started in failure, as three brave astronauts died during a test flight, turned into the nation's shining achievement: men walking on the moon. To this day, America remains the only country to have put boots on the lunar surface, but many different space agencies across the globe are currently eyeing the moon as a stepping stone to Mars and beyond. Following the glory days of Apollo, NASA upped its space game with the debut of the first reusable space taxi: the space shuttle. A magnificent machine capable of flying multiple times, NASA's shuttles flew for three decades. During this time, the International Space Station was built, and many important satellites were launched, including the Hubble Space Telescope. But like most good things, the shuttle's time eventually came to an end. In 2011, the powers that be ended America's 30-year shuttle program and instead opted to rely on private companies to make the space taxis of the future. This left NASA (and others) dependent upon Russia for access to space. Until a new fleet of commercial vehicles is up and running, there is no other ship capable of carrying people into space besides Soyuz-the pride of Russia's space program. But two American companies-SpaceX and Boeing-are striving toward the daunting task of safely launching astronauts from U.S. soil. If the current schedule holds, they could start flying crews as early as this year. The promise of a thriving commercial space industry is just what the nation needed to rejuvenate public interest in launches. People all around the world celebrated as SpaceX's Falcon Heavy-which is essentially three Falcon 9 rockets strapped together-took flight in February of this year. That flight was about more than launching a cherry red Tesla roadster with a Starman pilot into space; it dazzled onlookers with its carefully choreographed aerial ballet as two of the three boosters landed in sync. (SpaceX is the first and only company that has successfully launched and landed an orbital class rocket.) With the uptick in SpaceX launches, the U.S. achieved something it hasn't been able to since 2003- be the world's leader in launches. Last year, the U.S. logged 29 successful flights (18 of them from SpaceX alone). This year, the company plans to launch 26 times, including its commercial crew endeavors. In August of this year, the aerospace company plans to demo its new Crew Dragon, the ship that will soon ferry astronauts to and from the International Space Station. During the mission, dubbed Demo-1, the unoccupied Dragon will launch from Florida to the ISS, where it will dock with the station and remain on orbit for a few weeks to test how it performs before a second launch-this time with people on board-in December. Elon Musk, CEO of SpaceX, is a serial disruptor and constantly pushes his team to innovate. On June 29th, the company launched its last moderately reusable Falcon 9 rocket, block 4. This version of the company's flagship rocket was designed to fly two or three times at most. Musk hopes its successor, dubbed the block 5, will be more like a commercial airliner than in that it will be able to carry people and launch, land, and relaunch within a single day. According to SpaceX, each Block 5 will eventually be capable of flying 10 times or more before it needs light refurbishments, and up to 100 times before the booster is retired. This is possible thanks to a set of design changes, which include improved engines, a more durable interstage, titanium grid fins, and a new thermal protection system. These tweaks help the booster hold up better to the stresses of launch. Thanks to Musk's prowess, rocket companies across the globe have had to up their game. Newcomer Blue Origin boasts that its rocket (currently in development) will be capable of flying 25 times before refurbishments are needed. China has even taken some notes from Musk's playbook and is working on developing reusable rockets that will one day be able to compete with SpaceX's. But some rocket providers have faulted under the pressure. Russia's Proton rocket has fallen on hard times and after 53 years in service, the rocket is running out of customers. This is in part due to failures that have plagued the vehicle over the years. For nearly half of its life, the Proton was the go-to rocket for commercial satellite operators. Now, the Proton is being replaced by more reliable launch vehicles, like the Falcon 9. With only one or two flights scheduled for 2018, this could be the end of an era for part of the Russian fleet. Privates companies like SpaceX have always shined when it comes to innovation. The feats they are able to accomplish-like proving rockets can be reusable-are what drives the future. The advancements made by entities like SpaceX will not only enable astronauts to return to space, but to do so on the backs of American rockets. http://observer.com/2018/07/spacex-crewed-missions-international-space-station-show-us- dominant/ Curt Lewis