Civil Aviation Authority

Meanwhile, Gulfstream's new G250 super mid-size jet accomplished its first transatlantic crossing en route to the NBAA convention in Atlanta. The aircraft flew 6192 nautical miles squawk-free three legs over 14 hrs and 31 minutes.The large –cabin, mid-range Gulfstream G250 is built in conjunction with partner Israel Aerospace Industries.

After the convention, the aircraft departed for far-field noise testing in Bakersfield, Calif., followed by high-field testing in Colorado and then interior acoustic testing back in Savannah .Following a brief stay in Savannah, the aircraft returned to Tel Aviv.

Cessna Introduces The Citation Ten

In keeping with the large-cabin theme of last years National Business Aviation Association convention, Cessnas major announcement of the show was an extensive upgrade of its flagship bizjet. In fact, Cessna said the makeover of the Citation X was so complete that it considered the new model, called the Citation Ten, to be a new aircraft."The launch of the Citation Ten is an example of our commitment, repeated throughout the recent downturn, to new product development ,and it's a signal that we intend to do what we need to do to maintain a general aviation industry leadership position," CEO Jack Pelton said.

The Ten is about 380 mm longer than the existing X model, has a new cockpit, cabin and engines and is projected to be about 19 knots faster than the X, which may allow Cessna to hang on to its claim to have the "fastest certified business jet" with a maximum cruise of just under 0,92.Cessna officials declined to speculate on the maximum operating speed of the new plane but Pelton has said that the company intends to defend the speed title and the extra 19 knots(at 49000 feet) might be enough to nudge past the Mach 0,925 projected for the Gulfstream G650.

Revamped Rolls-Royce AE3007C2 high-flow fan turbines will provide the push and also provide direct climb to 45000 feet.The Ten is the launch airplane for Garmin's new G5000 systems, which is its first foray into the part 25 market. It features three 14-inch screens with synthetic vision standard. A new cabin management system includes touch –screen controllers at each seat, new galley designs and lavatories and different seating geometry to enhance comfort.

Cessna also announced the selection of Winglet Technology's Elliptical Winglet design for the Citation Ten which will utilize the Elliptical Winglet originally developed and certified by Winglet Technology and Cessna during a collaborative FAA Supplemental Type Certificate (STC) project.

The Elliptical Winglet shape provides superior aerodynamic performance across a broad range of Mach numbers and operating conditions. The Elliptical shape ensures the lift distribution of the wing closely matches optimum lift distribution along the span of the wing, which minimizes the induced drag of the aircraft. The resulting drag reduction enhances the overall operational performance and translates into the several performance improvements which include increased speed at higher altitudes resulting in a further 12 knots at ISA temperatures; up to 20 knots at ISA+ 10 temperatures and improved hot day/ high altitude takeoff performance. Increased range capability is another benefits resulting in, for example, an increase of up to 220 nm for four passengers, NBAA IFR reserves, ISA temperature.

Higher initial flight levels are attainable with the new winglets enabling the Citation Ten to climb at maximum takeoff weight direct t FL 430 at MTOW and ISA+10 temperature direct to FL 450; direct to FL470@ 34400 lbs and ISA temperatures, as well as dramatically reduced time-t-climb figures such as 37 minutes to FL430 instead of 137 minutes at MTOW and ISA+10 temperature and 27 minutes instead of 84 at MTOW and ISA temperatures. Even better, the Ten can now climb to FL470 at a weight of 34000 pounds in 31 minutes instead of 138 minutes.

Even as he was announcing the new Citation Ten, Pelton told the press that "staggeringly low" prices on late model aircraft across the size and type spectrum continued to make for a dismal market for new aircraft. Pelton said Cessna had expected a stronger recovery last year, but now accepts the recovery would not be the V-shaped snapback it had hoped for.

Hawker 200 Unveiled

An updated version of the Beech Premier that Hawker Beech craft says is "worthy of being called a Hawker "was one of several surprise small aircraft announcements at this years NBAA convention in Atlanta.The Hawker 200 will be a littlefaster, have a little more range and fly a little higher than its predecessor, Hawker Beech craft VP of sales, Shawn vick, told a news conference. The aircraft will also have an updated interior.

He said 95% of bizjet flights were shorter than 1000 miles and carried three or fewer passengers, thus the Hawker 200 would fit that niche while offering greater performance and comfort than competitors. The aircraft will sell for $7, 55-million.Certification is scheduled for late 2012 and deliveries will start in 2013.Vick also announced a new short-field King Air model he said would open up 1100 more airports to the venerable turboprop twin.

With engine induction enhancements, composite winglets and propellers, Vick said the sea-level takeoff distance of the King Air 250 was just 644 metres (over a 15-m object) and it was about 305 m longer at 5000 feet.Meanwhile, HBCs CEO, Bill Boisture, said the company was making up, in part, for the emphasis on its military and government business. He said the attack version of the Texan-11 trainer had performed almost flawlessly in recent tests and the recon and surveillance version of the King Air 350 continued to find new markets.

NBAA 2010 reveals that the tide is turning, new aircrafts, surprise announcements and a general air of optimism made last years convention one of the best for years………

As Gulfstream new flagship, the G650, powered its way through the 700-hour flight test mark en route to FAA certification this year, archrival in the heavy corporate jet field, Bombardier, took the wraps off two new ultra-long range aircraft, the Global 7000 and Global 8000 to kick-start last years National Business Aircraft Associations (NBAA) annual convention and set the industry on what many analysts see as the start of the road to recovery.

And just to prove that the big corporate jets did not have the limelight to themselves, Cessna announced its upgraded citation Ten; HBC unveiled the Hawker 200; Piper announced its revamped Piper Jet complete with a new name, and Hawker Beech craft unveiled its new King Air 250 turboprop as new products, services and systems galore were revealed to the industry on the many stands in packed convention centre.

NBAAs president and CEO, Ed Bolen, said the highly successful show reflected its continuing value, even as the industry continued to confront a turbulent marketplace. "It has been a pretty challenging couple of years for business aviation," Bolen said."By almost any measure, our industry fell 25 to 40 percent over the past year."Bur Bolen had good news, too, citing participation by 1083 exhibitors, a number that topped the exhibitor count for the 2009 show; a sold –out static display of aircraft, with 93 aircraft at Dekalb Peachtree Airport and a waiting list for participation, and an attendee registration at 24206, up more than five percent for attendance at the close of the 2009 Convention.

"This year's convention clearly understood two facts," Bolen continued."First ,in spite of the challenges confronting business aviation in the past two years, people and companies are optimistic and forward-looking.Second,the convention continues to be a key part of that forward-looking vision, serving as the premier venue for bringing the industry together and advancing its interests."

Business aviation should begin its next period of expansion in 2012,according to the 19th annual Business Aviation Outlook issued by Honeywell Aerospace at NBAAs convention .About 11000 new business jets, valued at over $225-billion, will be delivered from this year through to 2020 ,according to the company's analysts."Despite a torpid recovery, there have been relatively few programme cancellations and delays," said Rob Wilson, president of business and general aviation for Honeywell."The pipeline of new high-value models supporting long-term growth remains strong. Our survey indicates that international demand will still remain significant and contribute to longer-term growth."

But in the short term, 2011 will likely be no better than last year, with an estimated 675 to 700 new business jet deliveries, according to Honeywell's survey."This year, operators outside North America have become more cautious about the strength and pace of the recovery," Wilson said."While they are still looking beyond the current economic climate and anticipating a return to improved business conditions, they have tempered near-term expectations and buying decisions, as reflected in the current delivery forecast."

New "Biggies"

But the big news was that of Bombardiers new corporate jets, the Global 7000 and the Global 8000.Bombardiers flagship Global aircraft family now uniquely covers the large, ultra long-range category with four aircraft models, the Global 5000,Global Express XRS, Global 7000 and Global 8000 jets."Bombardier commitment to innovation, ongoing investment in product development strategy and strength as the industry leader are key contributors to our overall success," said Steve Ridolfi, president of Bombardier Business Aircraft."These new aircraft are solid examples of Bombardiers foresight and visionary thinking. The Global 7000 and Global 8000jets will give our customers the ability to reach more destinations non-stop that ever before, delivering unprecedented levels of performance, flexibility, and comfort," continued Ridolfi.

The Global 7000 aircraft features a spacious four-zone cabin, the manufacturer claiming that this aircraft sets the benchmark for a new category of large business jets. With a volume of 74, 67 cu.m, passengers will have 20% more living space than the cabin of the current industry leader. The aircraft will have a high-speed cruise of Mach 0, 90 and arrange of 7300 nm at Mach 0, 85. It will fly London-Singapore, New York-Dubai or Beijing –Washington non-stop with 10 passengers. Entry into service is scheduled for 2016.

The Global 8000 aircraft, according to Bombardier, will be able to fly further than any other business jet. It will feature a three-zone 63,32-cu.m cabin and a range of 7900 nm at Mach 0,85.It will connect Sydney-Los Angeles, Hong Kong –New York and Mumbai-New York non-stop with eight passengers. The Global 8000will reach a high-speed cruise of Mach 0, 90. Entry into service is scheduled for 2017.

Bombardiers new Global aircraft will feature an all-new high-speed transonic wing, designed to significantly optimize aerodynamic efficiency and emissions advantages, including reduced NOx emissions -50% below, the International Civil Aviation Organizations upcoming Civil Aircraft Emissions Protocol (CAEP-6) regulations-and an eight percent better overall fuel-efficiency target when compared to the Global Express XRS aircraft. Featuring a high-speed cruise of Mach0, 90, these aircraft are designed to outperform all others through a combination of range, fuel efficiency and balanced field length.

Cabin features common to both new aircraft include: maximum natural light through new enlarged windows, that provide approximately 80% more surface per window than on current Global aircraft; a generous baggage suite that is accessible during flight; a crew rest area equipped with "berth able" seating; a galley with optimized meal preparation and storage possibilities ; an innovative approach to cabin zones, giving customers more flexibility and choice when defining their floor plan and innovative design options that bring the comforts of home to the aircraft environment.

Both aircraft will also feature the most up-to-date version of the Global Vision flight deck and the advanced connectivity capability of a leading-edge cabin management system which Bombardier says will ensure the highest levels of convenience, comfort and control ever presented in a business jet.

After a year beset with problems, predominately with the all-new 787 Dream liner, Boeing has started the New Year on a high note having resumed flight test activities on the 787 immediately before Christmas; having announced a boost to 777 production and having achieved significant progress with issues which occurred during last year with the 747-8 and thus being able to accelerate the types flight test programme.

As far as the Dream liner is concerned, Boeing has installed an interim version of updated power distribution system software and conducted a rigorous set of reviews to confirm the flight readiness of ZA004, the first of the six flight test airplanes which returned to flight on December 23. Flight testing of the 787 was suspended in November following an in-flight electrical incident on a test flight in Laredo, Texas.

"Initially, we will resume a series of tests that remain to be completed in the flight test programme. That testing will be followed later by a resumption of certification testing," said Scott Fancher, vice president and general manager of the 787 programme when he announced the resumption of the testing.

The first items involved after the resumption of testing included an intentional deployment of the ram air turbine, which is a small turbine that is deployed when back-up power is required. Boeing and Hamilton Sundstrand completed testing of the interim software updates a few days before hand. Verification of the system included laboratory testing of stand-alone components, integration testing with other systems, flight simulator testing and ground-based testing on flight test aircraft.

While the fleet was grounded, the company continued ground testing as part of the certification programme. Additional ground testing will be done on the production version of the aircraft to further verify performance of the changes being made. "As we return to flight test and determine the pace of that activity, we remain focused on developing a new programme schedule," Fancher added. At the time Boeing expected to complete assessment of the programme schedule in January.

777 Production Rate

Meanwhile, Boeing has announced its production rate for the 777 programme will increase to 8,3 aircraft per month by the first quarter of 2013. This is the second production increase announced for the programme since March last year, the first one being that production would be increased from five to seven aircraft per month beginning in mid-2011. The 777 has a large operator base, and a track record of proven performance including, at the time of writing, 1163 orders, 907 deliveries and a backlog of more than 250aircraft.

747-8 Freighter

After the cumulative effect of design changes added six-months to the first delivery of the first 747-8 freighter, Boeing appears to have found a steady pace with the acceleration of its flight testing. As it entered the New Year, the company was nearing 1500 hours of flight testing on the fleet of four, which began testing in February last year this year. Boeing announced in September it would slide first delivery to Cargolux to the middle of 2011, following required design changes to the aircrafts inboard aileron actuators, main landing gear doors ,nose landing gear wheel well and flight control laws to dampen out an oscillation.

"We made significant progress in resolving the issues we found during the flight test programme," said Michael Teal, 747-8 chief project engineer."We have implemented fixes on the airplane and we're now driving toward all of the fundamental testing we have to complete to certify and deliver the airplane." In August, Boeing undertook additional stall testing, continuing stability and control evaluations of the aircrafts low-speed handling characteristics .In October ,the 747-8F completed ground effects testing to collect data on thelow altitude performance of the aircraft close to the runway to better refine the aircrafts autoland system.

In November, RC501, the lead freighter test aircraft completed velocity minimum unstuck testing to determine the edge of the takeoff performance envelope by dragging the aircrafts tail on the runway during its takeoff roll. Additionally, Boeing bested its own maximum take off weight record of 455860 kilograms (1005000 lbs) from June by loading the 747-8F to takeoff weight of 458128 kilograms, 15875 kilograms higher than 442252 kilograms MTOW.

During December RC501 was "in layup" preparing for its flight loads survey which was due to have been held last month. The aircraft had pressure taps and strain gauges installed throughout the airframe to compare computer assumptions against observed performance.

Aviation under Increasing Pressure to "Go Green"

Going Green has become one of the biggest global challenges to date and many aviation companies could find themselves non-compliant when it comes to new legislation. As many aviation companies are still not 100% sure exactly what is required,Worl Air news approached Angela Hobbs, an analyst with Camco, a Woodmead, Johanessburg –based global developer of emission reduction and clean energy projects, for and explanation. The following are her views on the subject.

If your aviation activities include flights to and from European Union (EU) aerodromes, as well as flights to or from Norway, Iceland and Liechtenstein, you may appear on the European Commissions list of aircraft operators that fall under the legally binding emissions reporting scheme known as the European Unions Emissions Trading Scheme (EU ETS).

This is the world's largest emissions trading scheme and forms part of the EUs strategy to reducing its greenhouse gas (GHG) emissions and is a major milestone in the global effort in the climate change challenge. The EU ETS is an emissions cap and trade scheme that covers the carbon dioxide emissions that are emitted as a result of specific industrial activities by installations (mobile and stationary). These activities are indicated in Annex 1 OF THE Directive.

Each member state or country participating in the EU ETS will set an overall cap or limit on the amount of carbon dioxide that can be emitted by all sectors covered by the system. This cap is further divided and allocated to the various installations that fall under the scheme.

For example, the aviation sector will only be allowed to emit a certain amount of carbon dioxide within the cap. A number of emission "allowances ," which together add up to the overall cap, will be given out free of charge to each of the installations involved should the apply for this free allocation.

An allowance is a tradable commodity and is defined as equaling one tone of carbon dioxide. Aviation operators who fail to apply for free allowances can purchase emissions credits through project-based instruments under the Kyoto protocol, namely Clean Development Mechanism (CDM) and Joint Implementation projects.

Every year, each installation that falls under the EU ETS must measure its carbon dioxide emissions for that particular period. It will then need to surrender allowances that equal the number of tones of carbon dioxide emitted in that particular year.

In the context of aviation, if an aviation operator were to emit carbon dioxide in excess of the number of allowances received, the operator would need to purchase additional allowances on the open carbon market to balance this out. However, if the amount of carbon dioxide emissions emitted were fewer than the number of allowances received ,these spare allowances could be sold or banked.

In the event that operators fail to surrender sufficient allowances, financial penalties will prevail. The first date for operators to surrender allowances will be April 30, 2013, in respect to 2012 emissions.

Confirming Status

The first step for an operator is to confirm its status in terms of the new legislation by checking if it appears on the list. This list will be reviewed and published by the European Commission on an annual basis to account for new operators or those that are no longer in existence or have rescinded their operating license. Operators that appear on the list will need to develop a quick understanding of this new legislation as well as its requirements so as to avoid unnecessary delays and possible financial and civil penalties. Alternatively, service providers who are familiar with the legislation can carry out the procedures on behalf of the operator.

There are cases where operators are exempt from the legislation ,such as search and rescue and state flights transporting Heads of State to mention a few. A thorough understanding of the Directive is needed before further action is taken. There are two types of monitoring plans and reports that operators must submit, one of which is a mandatory plan that should have been submitted by operators towards the end of 2009. This plan describes the methodologies and responsibilities of operators when monitoring their emissions.

The EA plan, following submission to the Competent Authority, was approved in January 2010. Following approval of this plan, aircraft operators are required to put it into practice for the EU ETS reporting period which runs from January 1 to December 31 each year. For the calendar years starting from 2010, annual emissions must be monitored according to the approved plan in order to develop the AE report. Only accredited verifiers will be accepted by Competent Authorities. Verifiers must be accredited in the members state to which the operator reports.

The independent verifier will produce a verification opinion statement, which must then be sent along with the verified authority annual emissions report to the competent authority by March 31 the following year. Emissions will need to be monitored from 2010 and continues for as long as operators are part of the EU ETS. The Tonne Kilometre Monitoring (TKM) plan, also known as a benchmarking plan, is avoluntary plan that is required for the free allocation of emission allowances. Without this plan, operators will need to apply to its regulator by March 31, 2011, for free allowances.

Certain non-commercial operators are considered as small emitters. This applies to those operators that carry out less than 243 flights per year, or emit less than 10000 ones of carbo dioxides per annum. In this case small emitters are able to simplify their plans by calculating their emissions using the simplified emission calculation tool that was developed by EURO CONTROL. Angela Hobbs concluded:"The Aviation Directive is upon us and future roll-out of similar schemes is expected in locations outside of the EU."