August 2, 2018 - No. 061 In This Issue Delta Air Lines gives $350K grant to nine Aviation Maintenance training programs GMR gets FAA approval for aircraft maintenance, repair services IFS Unveils Latest Version of IFS Maintenix Operator Edition for Airlines and Fleet Operators Aviation program at Northeast State wants to prove its worth IATA, CFM International Sign Pro-Competitive Agreement on Engine Maintenance Inside the Diesel Revolution Local students develop safety-first aircraft Duncan Aviation's Lincoln FBO Facility Receives IS-BAH Stage I Accreditation GE Digital Tools Help Reap Major Gains For AirAsia Group Emirates A380 Continues to Capture the Imagination of Travelers After 10 Years of Operations NASA is naming at least 8 astronauts to fly SpaceX and Boeing's new spaceships Delta Air Lines gives $350K grant to nine Aviation Maintenance training programs The Delta Air Lines Foundation is continuing to prepare and support the future of aviation professionals with grant totaling $350,000 to nine Aviation Maintenance training programs across the U.S. The grants will allow the programs to enhance their curriculum development, projects and material support, increasing students' awareness, knowledge and skills of Avionics/Electrical and Composite Structures. "Delta and The Delta Air Lines Foundation are committed to investing in the future of aviation professionals in the local communities where we live, work and serve," said Tad Hutcheson, Senior Vice President of The Delta Air Lines Foundation. "Knowledge of avionics, electrical systems and composite construction is critical in the aviation industry, and this grant will help better prepare students for their future careers." Five colleges in the Technical College System of Georgia will receive a grant of $50,000, respectively, including: *Augusta Technical College *Central Georgia Technical College *Georgia Northwestern Technical College *Savannah Technical College *South Georgia Technical College The additional schools, which were chosen based on a variety of factors such as student population and promotion of diversity and inclusion, will each receive a $25,000 grant and include: *Pittsburgh Institute of Aeronautics *Aviation High School - New York *San Diego Miramar College *South Seattle College In addition to these nine programs, Delta and The Delta Air Lines Foundation have immersive collegiate partnerships from coast-to-coast including Auburn University, Clark Atlanta University, Emory University, Georgia State University, Georgia Tech, Morehouse College, Morehouse School of Medicine, Spelman College and the University of Georgia to enhance leadership development, higher education and aviation programs and facilities to encourage innovation in the aerospace industry. The Delta Air Lines Foundation is a nonprofit corporation formed in 1968 to enhance Delta's charitable giving. The Foundation is focused on the key areas of education and health and wellness. The Foundation's grants complement Delta's efforts to give back to communities worldwide. As part of its annual giving, Delta is committed to invest one percent of its net income into communities across the globe. Delta's giving is guided by its key pillars of education, global health and wellness, and supporting armed service members and veterans. As part of its commitment to educate future aviation professionals, Delta has partnerships with more than 47 Maintenance Training programs across the U.S. to help identify, mentor and source the next generation of Aircraft Maintenance Technicians or AMTs. Through the partnerships, Delta offers tours, job shadows and career guidance for the schools as well as training opportunities for instructors. Where possible, Delta also donates serviceable parts, engines and airframes to give students even more real-world maintenance experience working with jet aircraft components. These partnerships complement the airline's recruiting structure of working with the U.S. military and regional airlines. In 2017, Delta and The Delta Air Lines Foundation contributed more than $45 million into worldwide communities. https://www.eturbonews.com/229433/delta-air-lines-gives-350k-grant-to-nine-aviation-maintenance-training-programs Back to Top GMR gets FAA approval for aircraft maintenance, repair services Hyderabad: GMR Aero Technic, (GATL), a 100 per cent, a subsidiary of GMR Hyderabad International Airport Ltd (GHIAL) has received the Federal Aviation Administration (FAA) approval on popular Narrow Body Aircraft (B737 and A320), making it an authorised MRO services provider for all C checks for FAA registered B737/A320 aircraft and for NDT (Non Destructive Testing) inspections. Currently, GATL holds the largest share of the market for outsourced airframe Base Maintenance MRO business in India, backed by a wide set of approvals and certifications from across the globe including India (DGCA), Europe (EASA), Malaysia (DCA), UAE (GCAA), Oman (PACA), Bahrain (DCA), Nepal (CAAN), Bangladesh (CAAB), Myanmar (DAC) and Cayman Islands. The addition of FAA certification opens up new opportunities for GATL to perform base maintenance and re-delivery checks for the operators/ lessors looking for an FAA approved MRO. Given the increasing number of leased and aging aircraft in the fleet in India, the MRO industry is expecting a sizable uptick in re-deliveries in the coming years as the older aircraft complete their lease terms with the Indian carriers. As the sole MRO provider in the South Asia region with FAA approval in place, GATL can attract more heavy maintenance checks and cater to sections of the market which are aligned with FAA regulations. Commenting on this development, SGK Kishore, director, GATL & CEO, GHIAL, said, "GATL has been consistently expanding its horizons in the domain of MRO business by offering best-in-class services to its clients in the region. With the addition of FAA certification, GATL is uniquely placed in South Asia and the Middle East region to offer a competitive value proposition in terms of maintenance, repair and overhaul of various types of aircraft. With its strategic business proposition and excellence in service delivery, GATL is well aligned with the Make in India mission of the Government of India." GATL offers MRO services such as base maintenance, line-maintenance, limited shop/component support and cabin interiors. It offers fully equipped workshops and aircraft painting capabilities to handle requirements for B737, A320 (both ceo and neo variants), ATR and Bombardier Q400, which are the most commonly used aircraft types in commercial airline industry in India. GATL is the first third party MRO in the South Asia region to have carried out C-checks on the latest Airbus A320neo variant and GATL is also the only Authorised Service Facility for Bombardier Q400 aircraft in the region. GATL is currently developing capabilities to include MRO capabilities for wide body aircraft and the new B737 MAX variant among others. In addition to the base maintenance services offered at its Hyderabad facility, GATL also provides line maintenance services to international airline operators at various Indian Airports and Kathmandu, Nepal. GATL's other focus areas include Defence MRO, smaller component maintenance and various specialised services along with aircraft livery painting. GATL offers several key strategic advantages, such as being located within Hyderabad Airport, putting it within a maximum of five hours flying distance from key markets and customers in the region. Also, GATL's location within a Special Economic Zone (SEZ) offers added advantages in terms of lower costs and increased ease of doing business for its airline customers. GATL counts among its customers IndiGo, SpiceJet, Jet Airways, Go Air, Vistara and Air Asia India in addition to several airlines and aircraft leasing companies such as Oman Air, Air Asia Malaysia, Gulf Air, Air Arabia, Flynas, GECAS (aircraft leasing), Alpha Star (Saudi), Hello Air (Bangladesh), Jade Global (Dubai), Wataniya (Kuwait), Island Aviation (Maldives) and Rotana Jet (UAE). https://telanganatoday.com/gmr-aero-technic-receives-faa-approval Back to Top IFS Unveils Latest Version of IFS Maintenix Operator Edition for Airlines and Fleet Operators LINKÖPING, Sweden, July 31, 2018 /PRNewswire/ -- IFS, the global enterprise applications company, today announced the latest upgrade to its industry-leading aviation maintenance and engineering system, IFS Maintenix™ Operator Edition. The new release incorporates enhancements across all functional areas of maintenance management, including supply chain, engineering, maintenance execution, security and compliance. Available immediately, the latest iteration of IFS Maintenix Operator Edition features: • Optimized parts management - IFS Maintenix Operator Edition now supports a more streamlined approach to transferring inventory between stores and work locations, enabling a faster and more efficient way of fulfilling parts requests to minimize maintenance delays • Automated follow-on maintenance - New "follow-on" task functionality helps engineering better manage the scheduling and planning of work orders initiated from a fault. Condition-based controls streamline and automate the process of managing complex deferrals and follow-on actions from structural repairs • Stronger work authorization and compliance management - It is now possible to specify skill-level requirements for official sign-off of heavy maintenance job cards, as well as the independent inspection requirements for specific steps. These enhancements help ensure complex maintenance tasks are managed with a greater level of control and compliance • Improved system manageability - IFS has made significant investments in the underlying technology platform to drive greater scalability, stronger security and simplified deployment and ongoing support • Certified technology - In addition to updating its core technology to Java 8, IFS Maintenix Operator Edition has been certified on all currently-supported third-party software, ensuring customers are always running their mission-critical maintenance and engineering operations on latest technology standards "IFS is committed to helping our customers stay ahead in highly-competitive industry conditions. With maintenance continuing to be a major cost area, there is the potential to increase profits by maximizing efficiencies. This is why we continue to update our industry-leading software solutions, embodying customer-driven advancements and arming them with the capabilities they need to stay ahead of their competition," said Jeff Cass, VP, Strategy, Aerospace & Defense Business Unit, IFS. "Our customer base, together with the development team behind IFS Maintenix Operator Edition, have recognized the potential for new efficiencies and the benefits of data-driven decision-making. This latest update offers tangible benefits centered on the business needs of our airline and fleet operator customers." Since its initial release in 1998, IFS Maintenix Operator Edition has evolved into one of the industry's most trusted and proven maintenance and engineering systems in the aerospace and defense market. Today, the system is used to manage more than 20 percent of the world's active commercial and military fleets. Learn more about how IFS Maintenix Operator Edition empowers airlines and fleet operators with the information insights they need to confidently manage their highest-value assets. https://markets.businessinsider.com/news/stocks/ifs-unveils-latest-version-of-ifs-maintenix-operator-edition-for-airlines-and-fleet-operators-1027418131 Back to Top Aviation program at Northeast State wants to prove its worth BLOUNTVILLE, Tenn. - Northeast State Community College employees met with U.S. Rep. Phil Roe and local officials Tuesday to ask for help in proving to funding agencies that the school's aviation technology program will benefit the region by creating jobs. Nikki Morrison, a Northeast State grant researcher and writer, told Roe and representatives of U.S. Sens. Bob Corker and Lamar Alexander that they can help by writing letters of support. She also asked for help in identifying additional funding sources. The current program offers a certificate or associate degree in aviation technology. Students learn the skills of the aviation manufacturing, maintenance and repair industry to prepare them for aviation maintenance and repair jobs. The program will become certified by the Federal Aviation Administration in January 2019, according to Richard Blevins, Northeast State's aviation department head and instructor. He said he believes the certification will draw companies to locate in Tri-Cities Airport's Aerospace Park. The 160-acre park adjacent to the airport in Blountville will be a "build-ready" development designed to attract aviation-related industries and high-paying jobs. The certificate or associate degree students earn through the college's current program allows them to work on aircrafts, but they have to be supervised by an FAA-certified mechanic and don't get paid as much, Blevins said. When the program is FAA-certified, that supervision will be eliminated and there will be more job opportunities. To achieve FAA certification, more than $700,000 is needed for equipment, tools, supplies and faculty pay, Morrison said. Of that amount, $475,000 isn't funded yet. Tri-Cities Airport Executive Director Patrick Wilson said developing the Aerospace Park's land is important, but having a trained workforce for the aerospace industry is even more important for the success of the project. "The fact that we have this program ... available in the region sets us apart from other regions [to aerospace companies]," he said. Wilson added that plans are in the works for a facility to be built at the airport for Northeast State's aviation program. Roe, R-Johnson City, said Northeast State's program is needed to fill open aviation jobs and called it a "fantastic idea." More than 21,000 aviation jobs are open in Alabama, Florida, Georgia, North Carolina, South Carolina, Tennessee and Virginia, according to Blevins. He said the Southeast is becoming the "aviation hub" for jobs in the country, but he believes pay needs to be higher to attract new technicians and retain them. A recent Boeing Global Services report states that 189,000 aviation technicians will be needed to fill open positions in North America by 2037. Since Northeast State's aviation program began in 2015, there have been 16 graduates - 11 with a certificate and five with an associate degree, according to Blevins. The associate degree program began last year. There are 116 students enrolled in the program for the fall semester. Northeast State Interim President James King said the college wants to be a "major player" in developing the aerospace industry in Northeast Tennessee. "It's [aviation program] vital to recruiting new businesses and industries in this area," he said. "Northeast State is committed to this aviation program. ... With your [elected officials] help, we can go a long way." King pointed out that the college's financial struggles that came to light last year have been reconciled and the "institution is financially sound" to move forward with building the aviation program and continuing with other projects. https://www.heraldcourier.com/news/aviation-program-at-northeast-state-wants-to-prove-its-worth/article_649f94d8-9537-11e8-a044-bb433509c31c.html Back to Top IATA, CFM International Sign Pro-Competitive Agreement on Engine Maintenance Geneva - The International Air Transport Association (IATA) announced that it has entered into an agreement with CFM International (CFM) that will lead to increased competition in the market for maintenance, repair and overhaul services (MRO) on engines manufactured by CFM, a 50/50 partnership between GE and Safran Aircraft Engines. "Airlines spend a tremendous amount of money on the maintenance and repair of aircraft and engines to ensure we are always operating to the highest levels of safety and reliability. This milestone agreement with CFM will lead to increased competition among the providers of parts and services related to the servicing of CFM engines. We expect increased competition will reduce airline operating costs and help to keep flying affordable. And we hope that this agreement will be an example for other manufacturers to follow," said Alexandre de Juniac, IATA's Director General and CEO. Under the agreement, CFM has adopted a set of "Conduct Policies" that will enhance the opportunities available to third-party providers of engine parts and MRO services on the CFM56 and the new LEAP series engines. Among the many elements of the agreement, CFM has agreed to: • License its Engine Shop Manual to an MRO facility even if it uses non-CFM parts • Permit the use of non-CFM parts or repairs by any licensee of the CFM Engine Shop Manual • Honor warranty coverage of the CFM components and repairs on a CFM engine even when the engine contains non-CFM parts or repairs • Grant airlines and third-party overhaul facilities the right to use the CFM Engine Shop Manual for without a fee • Sell CFM parts and perform all parts repairs even when non-CFM parts or repairs are present in the engine The agreement includes specific provisions ensuring the implementation of CFM's commitments with regard to CFM56 series engines which power some 13,400 single-aisle aircraft flying today. CFM has, however, committed to apply the agreement to all commercial engines produced by the company, including engines in its new LEAP Series. GE, moreover, has agreed to apply the Conduct Policies to other commercial aircraft engines that it produces in its own right. Beneficiaries of the agreement include IATA, CFM's airline customers, aircraft lessors, third-party MRO facilities and parts manufacturers. Based on the agreement, IATA has withdrawn a formal complaint it filed with the Competition Directorate of the European Commission in March 2016. http://www.aviationpros.com/press_release/12422876/iata-cfm-international-sign-pro-competitive-agreement-on-engine-maintenance Back to Top Inside the Diesel Revolution Spend even a few minutes comparing the operation of an avgas-powered engine to a diesel - also known as a compression-ignition engine or a jet-A power plant - and a number of diesel benefits jump right out. Diesel engines don't have spark plugs, and demand no magnetos. Jet-A-burning piston engines are water-cooled too, meaning they're less susceptible to overheating on the ground or during climb-out. Better efficiency translates into 30 to 35 percent better fuel economy with a jet-A power plant. Avgas availability isn't much of an issue here in the United States, but we live in a fuel bubble because 100LL isn't all that easy to come by in other parts of the world. In a Flying story five years ago, Editor-in-Chief Stephen Pope summed up the jet-A power debate: "They're more efficient, run on cheaper fuel and the EPA isn't threatening to regulate them out of existence. With so much going for them, are jet-fuel-burning diesels ready to take over?" Whether a jet-A-powered piston engine actually makes good sense depends quite a bit upon who you ask. It also hinges on the specific problems a jet-A power plant is being asked to solve: save on fuel costs, increase range, reduce maintenance expenses or some combination of all three. What we can say for certain is that today, the options to install jet-A piston engines in an avgas airplane are closer to becoming a reality than five years ago, although the movement is certainly not a groundswell ... at least not yet. The Marketplace Piper Aircraft delivered its first jet-A-powered Archer DX in June 2015. Following considerable testing and evaluation, the company chose Continental's CD-155 power plant. The switch from the original 180 hp Lycoming gasoline engine to the Continental diesel brought a number of changes, many of which are common when leaving the world of avgas-burning engines. The power quadrant in the cockpit incorporates just a single power lever linked directly to a single- or dual-channel full-authority digital engine control (fadec) that actually adjusts engine power. The fadec also controls a constant-speed propeller, with power now measured in percent rather than revolutions per minute. Continental's CD engines also add a gear box and a coolant-temperature gauge. Piper says the looming pilot shortage has of late fueled significant interest in its jet-A-powered trainers. Because a cooler-running diesel is more efficient than an avgas engine, Piper says the range on the DX jumps to 848 nm from 522 nm in the avgas Archer. The DX will cruise at 114 ktas while sipping less than six gallons of jet-A per hour. So positive were Piper's results with the DX that the company in April unveiled a new version of the popular Piper Seminole multi¬engine trainer powered by a pair of Continental CD-170s. Piper claims orders for 15 Archer DX aircraft to be delivered this year and a large number of fleet orders that might be switched from avgas to the jet-A power plants before delivery. Diamond Aircraft has been selling the DA62 powered by two turbocharged Austro Engine AE330s for years, as well as the diesel-powered DA42 twin and the DA40 NG powered by a single Austro. While Textron's Cessna Aircraft division in June 2017 announced a jet-A version of the 172 powered by a Continental CD-155 jet-A engine installed in-house, Textron quietly bowed out of that market in May 2018 to focus resources on more important projects, as it also did for a diesel 182 that never made a dent in the market. Continental will still handle jet-A conversions of Skyhawks for interested customers. Before sidelining the in-house conversions, Textron said jet-A power would add about $60,000 to the price of a new 172, while Piper said the Archer DX costs about $58,000 more than the avgas model. So Why Not Jet-A Power Plants? Jet-A engines might sound too good to be true, even to some GA pilots known to fly half an hour from home in search of cheap fuel. That skepticism on the part of many U.S. pilots is being fueled by the availability of relatively inexpensive 100LL here in the States. U.S. pilots need only to look across the Atlantic, where European aviators have already learned their lessons about avgas. In that region, diesel engines on GA aircraft have become a normal part of flying life, partially because avgas is difficult to find. More important, the price of avgas in Europe is often three times higher per gallon than similar fuel in the United States. Emmanuel Davidson, global marketing and communications director for Continental Motors Group, says there are "regions of the world where you can't even find 100LL at any price." Using European Union member Greece as an example, he says, "That country probably has 60 to 70 airports. You'd be lucky to find 100LL at 10 of them." In Europe, jet-A, however, is available everywhere, and at a fraction of the price of avgas. Davidson says Continental, a company that built its first aircraft engine in 1906, has already delivered more than 5,750 jet-A-powered engines around the world since 2002, mostly outside the United States, where he says the market is becoming quite strong. While his perspective might appear a bit biased, he adds that a diesel engine "is beginning to make sense to some operators in North America." Candidates for jet-A-powered aircraft here in the States are not likely to be individual owners with an engine in need of overhaul, however, due to the economics surrounding the cost of an engine retrofit, upward of $70,000. With a fleet of 32 training aircraft based at Hollywood, Florida's North Perry Airport (HWO) and Miami-Opa Locka (OPF), however, Wayman Luy, of Wayman Aviation, reviewed the numbers and says he is already beginning to exit the avgas market where it makes sense. Having recently earned a Part 145 repair station certificate for its shop, Wayman Aviation flies its Part 141 aircraft about 2,000 hours each month, keeping 34 flight instructors busy. In order to dip its toe in the jet-A marketplace, the company recently purchased a pair of diesel-converted Cessna 172s. When asked about the payback on jet-A engine conversions, Luy explains the capital cost for an engine replacement is not his first concern. "At OPF, our FBO has just one avgas truck. We waste a lot of time just waiting for that truck to refuel our aircraft," he says, time during which no one is making any money. With a more efficient jet-A power plant, Luy's aircraft fly much longer without refueling, an important benefit with so many cross-country flying hours each week. Because jet-A power plants are water-cooled, rather than air-cooled, pilots need not worry about aircraft climb speeds, which pretty much eliminates the chance a new pilot might cook the cylinder under the scorching Florida sun as they often do on an avgas engine. "A single power lever and lack of a mixture control also means we're not burning valves because pilots don't understand how to lean properly," he says, adding that single- lever control makes teaching pilots about engine operations simpler too. Luy sees other benefits to the upgraded 172s, such as spending less time in the shop compared to a 100LL-fueled airplane. "Without lead in the fuel, we no longer need a 50-hour inspection to clean the spark plugs or change the oil. Now we only inspect at the 100-hour mark." That's a significant savings since Wayman Aviation currently consumes a 55-gallon barrel of oil each week for the fleet. The company expects to soon be ready for its own mechanics to begin complete engine conversions in house. Despite Luy's enthusiasm, acquisition cost of a GA aircraft with a diesel engine is no small hurdle for many fleet operators. Geoff Brown, president of Leading Edge Aircraft Co. in Calgary, Alberta, Canada, says he thinks leasing offers another option. While his company has been primarily focused in Canada, "the time is right to begin reaching out to U.S. operators," he says. Brown is currently in negotiations with Wayman Aviation about potential aircraft acquisitions. "Until now, a flight school either purchased an old Cessna 172 for $50,000 or spent $250,000 to completely retrofit an old airplane with a new avgas engine, avionics and interior," Brown says. "We offer a third choice. For perhaps $15,000 down, customers receive a newly converted jet-A-powered aircraft like a 172 that's been refurbished with state-of-the-art avionics and a new interior. Operators guarantee us 50 hours each month at a dry-lease rate of about $75 an hour. These aircraft will arrive with full warranties, and of course, this new aircraft will burn four and a half to five gallons of jet-A per hour versus closer to eight in an avgas machine." Diesel Engine Options Even five years ago, customers worried about diesel reliability whether on a conversion or a complete engine replacement. Those worries haven't disappeared altogether, but as more engine companies point to the road ahead, a path with little or no avgas, entrepreneurial ventures are readying power plants to meet what they see as the coming jet-A revolution. Continental Motors is one of the largest suppliers of jet-A engine conversions and replacement motors, offering three models in its CD line, the 100, 200 and 300 series, with power outputs of up to 300 hp, all while the propeller spins at no more than 2,300 rpm. That means the loudest part of a Continental diesel might well be the propeller. Continental recently confirmed its commitment to jet-A engines by announcing a new 250,000-square-foot manufacturing facility near its current Mobile, Alabama, campus that Davidson says will significantly improve Continental's manufacturing processes and "help the company keep its pricing stable." In the Midwest, two separate companies are planning new diesel engines. One, EPS in New Richmond, Wisconsin, is closing in on certification of its V43 turbocharged jet-A power plant. The privately held company has been actively designing various iterations of the engine since 2010. A functional prototype was completed and flight-tested by famed aviator Dick Rutan early in the program, using a borrowed Cirrus SR22. EPS vice president and chief technology officer Steven Weinzierl speaks of the industry's tardiness to the jet-A party. Because diesel engines operate under higher compression ratios than avgas power plants, they tend to be heavier by as much as 50 pounds. "Until recently, no company has been able to create a diesel engine that was weight-competitive, often because these motors were created from old automobile engine blocks." The EPS engine is a clean-sheet design. "Many of the early engines were also not propeller-friendly," he says, a problem since most jet-A conversions demand a constant-speed propeller. Many other companies are using composite propellers with their jet-A engines, but Weinzierl says, "EPS's engine will run any propeller." EPS, funded by dozens of angel investors who have already sunk more than $20 million into the engine, hopes to certify the V43 by the end of this year. Weinzierl says the complete "STC process will add another 18 to 24 months." In Racine, Wisconsin, DeltaHawk is also creating a clean-sheet diesel engine. While the DeltaHawk engine has for years been a work in progress, Dennis Webb, the company's director of marketing and certification, says, "We recently got seriously funded and expanded our workforce to 35 people." DeltaHawk is working toward certification of a 180 hp jet-A power plant by year's end. Webb says the recent spate of downtime at the company didn't go to waste. "We've now gone to a different bolt-on head structure, added glow plugs and improved the liquid cooling system." In a world filled with fadec-controlled power plants, DeltaHawk chose a mechanical fuel injection system. The company continues testing the DeltaHawk on a Velocity V-Twin and is working on an STC to convert Cessna 172s when the engine is certified. Other diesel power-plant manufacturers include Austro Engine, which powers Diamond's DA62, DA42 VI and DA40 NG airplanes, and owns STCs to install its power plants in more than a dozen countries; and French builder Safran, with its SMA engines, which in 2012 announced a partnership with Cessna to power the Turbo Skylane NXT with an SMA SR305-230E. Cessna had "too many issues" with the SMA engine, however, and the diesel 182 never entered production. The last update on SMA's website about its engine was a July 24, 2012, release announcing the deal with Cessna. Diesels When? Despite a host of advantages, many pilots still have nagging diesel doubts. "But these engines are inherently more reliable than gas engines," EPS's Weinzierl says. "That's why they're used everywhere in the world on trucks. While I think the rest of the world recognizes the value of a diesel, some of the halfhearted efforts of other engine builders haven't helped the cause here in the United States. Many people still think all diesels are the same and that they just won't work." Experts believe that even with the price of oil still rising from a record-low $30 a barrel a few years ago to $94 a barrel in May, there still isn't enough motivation for people to change. Whether an alternative fuel can be created before the Environmental Protection Agency takes action is anyone's guess, but the recent halt to testing of the 100LL alternatives could be signaling the beginning of a significant industry change. Continental's Davidson says he believes it's time for smart industry people like those who already understand the value of a diesel to begin convincing others that jet-A piston engines for GA are here to stay. "There are many people who continue making the same decisions [about diesels] because what they've been doing has all worked, until now," he says. The reduction in maintenance expenses alone creates "more billable hours to fly a working jet-A-powered aircraft." Realistically, Americans love a good crisis. That means the move to diesels will likely continue moving at a glacial pace until some outside event steps in to alter Americans' cozy relationship with avgas, perhaps the EPA finally deciding on a sunset date for leaded fuel. The chances of that happening, of course, depend upon the current EPA administration and its willingness or ability to make such a move. Should such a change to fuel policy begin, it's unlikely the feds would simply drop a single deadline on the industry. The more likely scenario would be a phasing out of 100LL over a period of years, a move that would likely spark shortages and price spikes for avgas like those that exist in other parts of the world. https://www.flyingmag.com/inside-aviation-diesel-revolution Back to Top Local students develop safety-first aircraft Students at local ICT-focused learning institute, Belgium Campus, have built an aircraft that uses software that aims to address the need for pilot safety. Named Velocity, the aircraft is part of the faculty's Aeronautics Research Project. With the guidance of industry leaders, such as pilots, aeronautical engineers, aircraft maintenance organisations and lecturers, students at the tertiary institution began working on their own aircraft model in August 2017. According to Jan Rombouts, executive chairman of Belgium Campus and project lead, after identifying that the two most common causes of death in general aviation are loss of aircraft control and lack of oxygen due to high altitudes, the students were motivated to deal with this issue. "For example, between 10,000 and 12,000 feet, there are limitations on flight time before you require oxygen. Above 12,000 feet you will require oxygen and/or a pressurised cabin." While in theory, this is the norm, the reality is that there are private pilots who have lung conditions like asthma or they have severe lung damage from smoking, and something as minor as flying at 8,000 feet can have devastating consequences. According to aviation statistics, every year there are more than 1,000 accidents globally due to pilots passing out from a lack of oxygen. "There is no way of knowing as it happens so quickly and in seconds the plane no longer has a pilot in control. So, with the students, we thought, there has to be a solution to this as most private pilots don't have a co-pilot with them." Once a solution was found, Rombouts notes, the students developed an aircraft with software that addresses the need for pilot safety. "Our Velocity is programmed and designed by a team here, including aeronautics engineers, ensuring the safety of the build." The solution is based on a driver monitoring system (DMS) that uses a series of small cameras inside and outside the aircraft. The system can detect a distracted, drowsy or non-responsive pilot by accurately measuring eye and head position. When there is no response from the pilot within a few seconds, an alarm is sounded and the pilot is given a few more seconds to respond. Should he be busy with a map for instance, he will switch it off, and in the event he has lost consciousness, a sequence of activities begins. First, the auto-pilot will engage and try bringing the plane to a lower altitude to help the pilot regain consciousness, taking the terrain below into consideration. At the same time, with the GPS tracking of local towers and radios, a series of distress messages will be sent out on the radio waves, so that neighbouring pilots and air traffic control are aware of the situation. "This technology has been around for a long time and is used by commercial airliners," he explains. "Troubling though, for the general aviation market, is it is not affordable. It was then that we decided to do research the night vision systems utilised by top automobile brands around the world and found that AutoLiv was the manufacturer of these systems. They sent us a sample of the system and we are currently developing software for aircraft night vision." Rombouts also stresses that while night vision is extremely important, what they will additionally be adding to the system is obstacle recognition for the runway, taking the centre line into consideration. Belgium Campus is also developing a small radar that from 40 meters above the ground, can measure precisely to 1cm of an aircraft's position, improving the accuracy of GPS. This is an important safety addition for landing in bad weather or at night, as the radar will pinpoint exactly where the plane is in relation to the ground. Rombouts explains that these are systems already in existence for commercial aviation, but due to the exorbitant costs of attaining them, very few aircraft in the general aviation sector have them. "We have now made it affordable and accessible and you're looking at a lifesaving piece of equipment that will cost private pilots around $500," he adds. Another innovative technology being developed is the automated pre-flight checklist, using a mobile app. The app has additional benefits when it comes to fuel mismanagement, one of the top four causes of aircraft engine failures. Most aircraft carry fuel in their wings, with valves to switch off flow of fuel in each wing to balance the plane. Theoretically, you have to switch your fuel flow from left to right or right to left, every twenty minutes. If the pilot is distracted by bad weather or simply forgets to switch between the two, the typical aircraft provides minimal warning of impending fuel exhaustion and it only takes a moment for the engine to stall when one tank has run empty. This is a typical accident because by the time the pilot switches tanks after the stall, and gets the motor back up and running, the plane cannot recover at a low altitude and crashes. On the app and software developed by Rombout's students, you can place sequences inside to remind the pilot through the audio panel of something as simple as switching fuel tanks. Another innovation is a digital throttle, avoiding the problem of physical cables snapping, jamming or breaking. The chairman explains that in aviation, most of the systems, besides the glass cockpit, have remained the same when compared to those used up to the 1960s. This, he says, is due to the over-regulated and unfeasible financial certification process. Although most of the components and technology used in the project already exists in the technological market, the students redefined the technology so that it meets the required functions, notes Rombouts. Core components required to build Velocity were sourced both locally and abroad. The aircraft prop is from New Zealand, the engine comes from Belgium, the fuselage and wings are from the US and the radio and transponder are also from the US. The aircraft has a canard pusher layout, which gives it an inherent safety advantage since they are insusceptible to loss of control from stalls and spins. The glass cockpit is a proudly South African component designed and manufactured in Stellenbosch by MGL Avionics. The management and academic team believe that through empowering their students to innovate and revolutionise their worlds, many more astonishing solutions flow through the campus that will greatly benefit every type of industry and sector. One such undertaking is their Aeronautics Project where students are given access to the field of Aeronautics and have a full-scale airport hangar at their disposal. "They've explored everything from missile-lock technology on fighter jets to seatbelt light activations on Boeing 737s," Rombouts proudly states. "I've been at Belgium Campus for almost twenty years now and we all truly believe that bright minds thrive best when offered the space in which to create. That's why we've constructed physical innovation spaces called 'Learning Factories'. Here, our students are given the space and tools to take their ideas from prototype to marketplace, and this is a key focus for us in 2018." Rombouts states work on Velocity is an ongoing process. "This project has no end-date scheduled; this aircraft is due for innovation and upgrades no matter how small. The projects always revolve around the safety of pilots and to decrease the overall workload for the pilot, allowing it to be a safe and fun experience." The Velocity aircraft has already been moved to Wonderboom Airport, its headquarter facility. The decision to move the aircraft to Wonderboom Airport is so that it undergoes the required test flights, which should be in the next month or two, says the project leader. Nothing has been set in stone about deploying Velocity commercially yet, but things may change at a later stage. "This is the first of its kind so placing it commercially would come with a certain risk. The aviation industry classifies our Velocity project as 'experimental' as the technology built in has never been used in commercial aircraft at a small scale. "So for research purposes, allowing our students to push boundaries and the complete aviation sector, this aircraft will remain experimental and for research purposes only. It will be data-driven... learning from each and every single flight. Wind adjustments and altitude measurements will provide insight to improve safety in aviation. "The aircraft we are building is purely experimental, as general aviation regulations prohibit modifications to certified aircraft. Within two years, the aircraft will take off and land on its own, but due to its size, legislation in South Africa insists a pilot needs to be inside the cockpit," Rombouts explains. He continues that one of the biggest hurdles to innovation in this sector are regulations. "In truth, there are some technological hurdles to overcome before this vision of next-generation aviation comes to realisation, but regulations and extremely expensive certification processes can set innovation and reform back years, especially for start-ups and SMEs." http://www.defenceweb.co.za/index.php?option=com_content&task=view&id=52609&catid=114&Itemid=247 Back to Top Duncan Aviation's Lincoln FBO Facility Receives IS-BAH Stage I Accreditation LINCOLN, NEB - Duncan Aviation is pleased to announce that its Lincoln, Nebraska, FBO facility has gained the International Standard for Business Aircraft Handling (IS-BAH) Stage I accreditation. IS-BAH, developed by the International Business Aviation Council (IBAC) and the National Air Transportation Association (NATA), is a set of global industry best practices for business aviation ground handlers that features at its core a safety management system (SMS). Well known for its full-service support services including airframe and engine maintenance, exterior paint, interior refurbishment, avionics installations, component repair and parts services, Duncan Aviation also provides aircraft fueling, ground handling, and storage. "Duncan Aviation is the first large MRO to achieve this accreditation," says Troy Hyberger, Duncan Aviation's FBO Services Manager. "Duncan Aviation has always been serious about safety and customer care in all aspects of its aircraft service. The rigorous standards established through the IS-BAH program set a high bar for the industry. With more than 60 years of experience, Duncan Aviation was already meeting the majority of those standards. To earn the accreditation, we took all of our tribal knowledge and turned it into official, written policies that can be tracked and measured. Customers who look for the IS-BAH rating will also know what to expect when they utilize our services." Duncan Aviation's line service amenities include office space, conference rooms, pilot lounge, advanced weather planning, and café service. Customers can also receive De-ice/Pre-heat, GPU starts with fuel, baggage handling, on-site rental cars/courtesy cars, on-site fitness facilities, corporate hotel rates, Quick Turn service, and NATA Safety 1st Certified Representatives. "As a large MRO provider, attaining IS-BAH certification is a little different for us," explains Hyberger. "For example, we often tow aircraft in atypical configurations, like with the tail removed or no interior in place. Best practice policies for all of the variants are documented, tracked and consistently applied." To help with the accreditation process, Hyberger asked FBO Team Leader/FBO Safety Officer Bob Cornett and Line Service Rep Sean Jensen to lead the effort. They leaned on Duncan Aviation team members throughout the facility, including experts in the areas of quality, flight, safety, environmental, security, and many others. Cornett also attended a Safety Leader Training course at WYVERN Ltd., the world's first business aviation audit company. Duncan Aviation also offers line services at its facilities in Battle Creek and Kalamazoo, Michigan. IS-BAH accreditation at those locations has begun and is expected by the end of the year. In addition, as Duncan Aviation's Provo, Utah, location is expanded, the facility will begin offering line services. The line team there will use the same processes and procedures as the rest of the enterprise and is expected to receive accreditation within its first year of operation. According to IS-BAH, 57 US FBOs are Stage I accredited. Globally, there are 138 at the Stage I level. About Duncan Aviation Duncan Aviation is an aircraft service provider supporting the aviation needs of government and business operators and other service providers. Services include major and minor airframe inspections, engine maintenance, major retrofits for cabin and cockpit systems, full paint and interior services and preowned aircraft sales and acquisitions. Duncan Aviation also has international aircraft components solutions experts available 24/7/365 at +1 402.475.4125 who can handle any aircraft system problem with immediate exchanges, rotables, loaners or avionics/instrument/accessory repairs and overhauls. Complete service facilities are located in Lincoln, Neb., and Battle Creek, Mich. Additional locations include Provo, Utah, and more than 20 other facilities strategically located throughout the United States to provide customers with local support and the quickest response to avionics, engine and airframe Aircraft On Ground (AOG) situations. For more information about any of Duncan Aviation's services, call +1 402.475.2611 or visit www.DuncanAviation.aero. http://www.aviationpros.com/press_release/12423170/duncan-aviations-lincoln-fbo-facility-receives-is-bah-stage-i-accreditation Back to Top GE Digital Tools Help Reap Major Gains For AirAsia Group Over the past five years, the AirAsia Group reduced costs by $11 million from collaboration with GE Aviation Digital on improving operating and fuel efficiency, according to Flight Operations Manager Jonathan Sanjay. These gains came from a variety of small changes in operations, generally in line with recommendations from IATA for saving fuel in a high-price environment. But GE's help was crucial in gathering, managing and analyzing data, in obtaining regulatory approvals, and in training pilots and other airline staff to implement the changes. AirAsia recently signed up for another four years of collaboration with GE for ensuring safety and increasing efficiency. Sanjay says the biggest single saving came from single-engine taxiing. "Our Airbus A320s taxi out with single engine power, then start up the second engine about three to five minutes before takeoff." He credits GE's experience with this technique in the U.S. as a major aid in getting regulatory approvals and in training pilots. "Otherwise, it would have been difficult to implement." GE also had its own technical pilots, formerly with major North American airlines, to advise on implementation. Even with help, it took six months of working with regulators to get approvals, after identifying risks such as engine fires and methods of mitigating these risks. Training pilots in all six of the Group's airlines also took about six months of working in CAE simulators. For all the operating changes, GE also helped ease massive data analytics burdens. Each A320 generates 700 parameters per second of flight data. Previously, AirAsia had to integrate aircraft data, pilot reports, flight plans, fuel data, weight and balances and more in Excel spreadsheets, severely limiting the analyses that could be done. GE took over collection, management and analysis of all this data. At AirAsia, only Sanjay and his chief pilot had to dedicate substantial time to the improvement effort. Andrew Jones, global leader for customer success at GE Aviation Digital, worked closely with Sanjay. He says improving AirAsia's efficiency was particularly challenging because the carrier already was one of the most efficient in the world, with very low seat-mile cost and break-even load factor. GE combined data from the flight data recorder, from pushback to application of brakes at the destination gate, with flight plans to look for all the fuel-saving opportunities. The goal was "change management driven by data," Jones explains. Jones says there were in all 25 to 30 efficiency projects, many small in individual impact but cumulatively large in impact on an airline group with more than 300 aircraft. These projects involved all phases of flight, from pre-planning to optimized headings, descents and approaches. Initially, GE's analytical tool was its event management system, or EMS, which resided in GE's Aviation Data Center. During work with AirAsia, EMS migrated to GE's Predix platform for data storage, management and analysis. In February, AirAsia signed a four-year agreement with GE to use its electronic Flight Operations Quality Assurance (eFOQA) to manage 355 A320s and A330s and FlightPulse mobile applications for 4,000 pilots. eFOQA uses flight data from aircraft to improve efficiency and fleet management, while FlightPulse helps pilots fly more efficiently. https://www.mro-network.com/big-data/ge-digital-tools-help-reap-major-gains-airasia-group Back to Top Emirates A380 Continues to Capture the Imagination of Travelers After 10 Years of Operations DUBAI UAE, August 1, 2018 - Today, Emirates is celebrating 10 years of A380 operations. Since its first flight to New York from Dubai on August 1, 2008, the Emirates A380 has carried more than 105 million passengers worldwide, of which 9.8 million were from our U.S. gateways. To date, the airline has clocked in more than 930 million mileson 115,000 flights, equivalent to 39,000 trips around the globe. The first service to New York's John F. Kennedy International Airport also marked the first-ever A380 commercial service in United States history and now, currently services five U.S. gateways, including Washington D.C., San Francisco, Houston, Los Angeles, and New York. Emirates is the world's largest operator of the A380 aircraft, with 104 double-decker aircraft flying to 49 cities on six continents and more than 80 daily departures from Dubai, the airline's hub. In addition to its 104-strong fleet, the airline has a further 58 A380s on order. Today, Emirates also operates the world's shortest A380 route from Dubai to Kuwait and the world's longest A380 non-stop route from Dubai to Auckland. The airline has also grown its scheduled services to major airports and has successfully grown demand at regional airports such as Manchester, Brisbane, Kuala Lumpur, Houston, Prague, Kuwait, Mauritius, Johannesburg and Sao Paulo. "It's been 10 extraordinary years since the first Emirates A380 flight took to the skies, and today it has become one of the most recognizable and admired aircraft in the world," said Sir Tim Clark, President, Emirates Airline. "Passengers love to fly it because of its spaciousness, which provides more comfort across all classes and its iconic products like the Onboard Lounge, Shower Spa and First Class suites have redefined air travel. We remain committed to providing the best experience for our customers aboard our flagship aircraft, and introducing new innovations that will continue to 'wow' them every time they fly with us." "The Emirates A380 has also had a significant impact on the aerospace industry and its high-value supply chains, fuelling hundreds of thousands of jobs for skilled workers, and creating significant economic benefits in countries which have A380 production facilities," adds Sir Tim Clark. "The aircraft continues to boost tourism and trade wherever it flies by stimulating further traffic and demand, and we hope that it continues to play a key role in the economies and societies that it serves in the years to come." Aviation history making moments The Emirates A380 has been at the center of a number of aviation firsts over the last decade, including the unprecedented formation flight in 2015 with the Jetman Dubai duo. The stunning formations were conducted over the Dubai skyline and the Palm Jumeirah, showcasing how far aviation has come. That same year, Emirates introduced the world's first two-class A380, with capacity for 615 passengers. In 2017, the A380 took to the skies again at the Dubai Airshow with a special fly-past accompanied by the Boeing 777-300ER, closely followed by the UAE's air display team, Al Fursan. The Emirates A380 has also touched down in 73 airports for one-off and scheduled services, special commemorative flights, chartered flights, test flights and other operational deployments, causing it to become a key part in maximizing efficiencies at slot constrained airports. Inspiring a better customer experience From First Class to Economy Class, the Emirates A380 has been an industry step-change for passengers to experience new standards of in-flight comfort. Emirates revolutionized the A380's cabin space design when it introduced its bespoke version of the aircraft in 2008. The new design incorporated higher ceilings and mood-lighting, as well as signature, industry-first elements like its Onboard Lounge, a social area at 40,000 feet where jet-setters could meet in an ambient setting. In 2017, Emirates introduced the next generation of the Onboard Lounge featuring a sleeker design, new color palette, social seating arrangement and surround sound, among other touches. The popular Shower Spa has become a defining feature of the premium experience on the Emirates A380's three-class configured aircraft, and over 80% of long-haul First Class customers have utilised it. Emirates' First Class experience on its A380 provides passengers with an unprecedented level of privacy and thoughtful touches of luxury with more than 1,400 A380 First Class suites flying today. Across all classes, over 120 million meals have been served on the A380 since 2008. First Class customers have consumed 2.7 million tins of caviar, and more than 3.5 million fresh flowers have been loaded on A380 flights. Emirates multi-award winning in-flight entrainment system, ice, offers unparalleled choice and quality when it comes to entertainment, with more than 3,500 channels. The Emirates A380 Economy Class seats feature among the widest individual in-seat screens in the industry, measuring in at 13.3 inches. Emirates also has 1,500 Flight Deck Crew and over 20,000 Cabin Crew specially trained to operate its A380 fleet. Positive impact on societies and economies The Emirates A380 program supports jobs across the global aircraft manufacturing supply chain, with Airbus estimating 41,000 direct, indirect and induced jobs in Europe alone as a result of Emirates' recent A380 order. The estimated Europe-wide impact of Emirates' A380 investment contributes US$3.98 billion to the GDP of the region.** In January 2018, Emirates ordered a further 36 A380s worth US$16 billion, taking the airline's commitment for the aircraft to 178 units, and further generating catalytic benefits for European economies with the airline's impending deliveries beyond 2020. Since 2008, the Emirates A380 has also conducted humanitarian ferry flights in partnership with the Airbus Foundation, transporting over 120 tons of food and vital emergency equipment to those in need. Dubai - a global center for A380 maintenance and operations As the largest operator of the Airbus A380, Emirates' engineering division based in Dubai has become a global leader in A380 maintenance. The airline operates modern, extensive facilities that include seven heavy maintenance hangars and four light maintenance hangars that accommodate the A380. Emirates Engineering has also amassed the experience, know-how and infrastructure to provide the most comprehensive Maintenance, Repair and Overhaul (MRO) facilities and services in the world, with 157 A380 C-Checks conducted to date. In addition to all A380 aircraft displaying the Expo 2020 nose decals, more than 25 A380 aircraft have been repainted and 16 large aircraft decals are currently emblazoned on Emirates' A380s. All aircraft repainting and decal applications are completed at the airline's Aircraft Appearance Centre in Dubai. In 2013, the world's largest A380 hub welcomed the opening of Concourse A, a first of its kind purpose-built Concourse dedicated to A380 operations. The US$3.3 billion facility offers travelers unprecedented convenience with direct boarding to the A380 aircraft from First and Business Class lounges, as well as other world-class amenities. * According to Frontier Economics analysis carried out in 2015 **Catering figures taken from Emirates' A380s departing Dubai only. This does not include meals loaded overseas. http://www.aviationpros.com/press_release/12423204/emirates-a380-continues-to-capture-the-imagination-of-travelers-after-10-years-of-operations Back to Top NASA is naming at least 8 astronauts to fly SpaceX and Boeing's new spaceships NASA is about to name the first astronauts ever to fly commercial spaceships. On Friday, the space agency plans to announce crews for the first flights of SpaceX's Crew Dragon and Boeing's CST-100 Starliner. NASA will broadcast video of the announcement, and you can watch live starting around 11 a.m. EDT via the embed at the end of this post. The announcement is a big deal because the last American crew-carrying spacecraft - NASA's fleet of four space shuttle orbiters - retired in July 2011. Since then, NASA has been forced to rely solely on Russia's increasingly expensive Soyuz spaceships to get to theInternational Space Station (ISS), in which the US government has invested about $100 billion. SpaceX and Boeing's new spacecraft are shaping up to be two solutions to that problem. They're both the result of NASA's Commercial Crew Program: a nearly 10-year-long, $8-billion effort to maintain access to orbit for US astronauts. However, both companies still have to prove that their vehicles can fly to the ISS and return safely to Earth. To certify that the Crew Dragon and CST-100 Starliner are ready to become NASA's new go-to space taxis, SpaceX and Boeing are each planning three test missions. Flights without any people are expected before the end of 2018, followed by two crewed missions sometime in 2019. (The first test flights were originally slated to launch in 2017, but the program didn't meet that deadline.) Four of a minimum of eight astronauts will almost certainly be Bob Behnken, Eric Boe, Doug Hurley, and Sunita "Suni" Williams . Sometimes called the "Commercial Crew Cadre," those astronauts are seasoned veterans who've worked closely with Boeing and SpaceX on their new spacecraft and systems over the past three years. The other four-plus astronauts that NASA has selected, however, aren't yet publicly known. (However, Boeing also plans to launch a third person on its first crewed mission: Chris Ferguson, a company employee and retired NASA astronaut, according to the Washington Post .) NASA plans to announce its final decision on the crews - at least two astronauts for each of the four crewed test flights - on Friday morning. You can watch NASA's Commercial Crew Program mission selection event live via NASA TV, which is streaming video from Johnson Space Center in Texas. Around 11 a.m. EDT on Friday, August 3, return to this page and click the player below. https://www.businessinsider.com/nasa-astronauts-for-spacex-boeing-launches-live-video-2018-8 Curt Lewis