Civil Aviation Authority

Aviation Safety Inspectors specialize in operations inspections. These inspectors perform the evaluation of commercial and other aviation operations. Besides, they certify pilots, flight instructors, and other airmen. Furthermore, these Aviation Safety Inspectors evaluate flight training programs along with their equipment and facilities. Aviation Safety Inspectors work for the Federal Aviation Administration (FAA). This is a division of the U.S. Department of Transportation.

Some Aviation Safety Inspectors perform maintenance inspections. They evaluate aircraft mechanics and repair facilities as well as training programs for mechanics. In addition, these Aviation

Aviation Safety Inspectors specialize in is manufacturing inspections. They evaluate any manufacturing facility that makes or modifies aircraft, aircraft equipment, and avionics equipment. In addition, they inspect any originally built or modified aircraft, aircraft parts, and avionics equipment. They also issue FAA certificates for all civil aircraft, such as imports, amateur built planes, and modified planes.

Aviation Safety Inspectors who perform air carrier, aviation avionics, maintenance, and operations inspections work out of Flight Standards division and district offices throughout the United States and Puerto Rico. Those performing manufacturing inspections work out of FAA Manufacturing Inspection division and district offices.

It's good to note that competition for Aviation Safety Inspector jobs is high these days. Most job opportunities become available when inspectors retire, resign, or are promoted to higher positions. The creation of additional positions depends on the agency's needs, as long as funding is available.
Requirements

Every applicant must possess a valid driver's license. Applicants seeking maintenance inspector positions must have the FAA mechanic certificate with an airframe and powerplant (A&P) rating.

Individuals seeking operations inspector positions must hold appropriate FAA pilot certificates and rankings as well as the first class FAA medical certificate. Furthermore, applicants may not have more than 2 FAA violations within the 5 years prior to their application.

Most employers prefer applicants to have a bachelor's degree in aviation. Occupational health and safety programs include coursework in hazardous materials, accident and injury prevention and accident investigation. Some programs also include internships that can provide firsthand experience taking measurements, handling chemicals and assessing work place conditions.

A master's degree can help a safety inspector specialize in an area such as industrial hygiene or environmental management. Many employers value an advanced degree in occupational health and safety when hiring for management or supervisory positions. Government safety inspectors are sometimes required to seek advanced degrees in order to be promoted. Such degrees can include advanced coursework in risk management and safety legislation and also require a research component.

Certification is not required. However, many employers prefer it. Certification options and requirements vary. They depend on the organization offering the certification and the area of expertise.

Indian Civil Aviation is completing 100 glorious years on 18th February, 2011. The year 2011-12 will be declared as the Civil Aviation Centenary Year, starting from the 18th February, 2011 and ending on the same date in 2012. On this date in 1911, the first commercial plane flew in India between Allahabad and Naini. Since then the aviation in India has grown from strength to strength. Today India is the 9th largest civil aviation market in t he world and this forward march is likely to culminate in India becoming one of the three largest markets in the world by 2020. Let us look back and review the glorious history of the Indian Civil Aviation and also see what it has in store for the future.

In 1929 JRD Tata got the first pilot license issued in India, and became known as the Father of Indian Civil Aviation. He founded India's first commercial airlines, Tata Airlines in 1932 which in 1946 became Air India. After the Second World War as many as eleven private domestic airlines operated in India. The supply-demand was not in balance as the Indian aviation market was still in a fledgling state. Many of these airlines were making heavy losses as a result of which the government decided to nationalize the airlines by forming one domestic carrier and one international carrier. In 1953 Air-India International became a public sector corporation along with the Indian Airlines Corporation (catering to domestic routes) enjoying a monopoly in the domestic market.

Eight erstwhile private airlines were merged to form the Indian airlines Corporation, namely Deccan Airways, Airways India, Bharat Airways, Himalayan Aviation, Air India, Kalinga Airlines, Indian National Airways and Air Services of India. The consequence of this liberalization was that by March 1995, 35.65% of the market was being catered by private carriers. The number of passengers carried by private air carriers had increased from 15,000 in 1990 to 3.6 million in 1994. In the early nineties, soon after deregulation, many of the new established airlines went bust, including Gujarat Airways, East West, UBAir and VIF. Passenger service had improved. Less than adequate airports and traffic control infrastructure, which was the main obstacle to future growth, needed to be improved and expanded for the industry to sustain long term growth. Increasing fare rates appeared to have a negative impact on growth as rock bottom fares were no longer sustainable to run a profitable airline. Aviation fuel in India was much higher compared to comparable costs elsewhere.

In 2003, Captain Gopinath, pioneer of the concept of Low Cost Carriers (LCCs) in India, started Air Deccan; which became the turning point of the scene of Civil Aviation of India. This was soon followed by a number of operators like Spicejet, IndiGo, Go Air, Kingfisher Airlines, Paramout Airways and MDLR Airlines. Subsequently, the Indian Civil Aviation Witnessed three major mergers: Jet Airways and Sahara (Jetlite), Air India and Indian Airlines; and Kingfisher and Deccan (Kingfisher Red). The rapid growth of aviation market, however, was arrested by the economic recession and got revived only after the recession got over.

The Indian Civil Aviation industry has witnessed 20 to 30 per cent growth rates during the last few years. Growth has now slowed down considerably due to ever increasing cost of the ATF (especially in India where ATF is heavily taxed). A slew in low-cost airlines now competes with the more established operators. Aviation infrastructure has not kept pace with the increased traffic and passenger volumes. India's main airports are currently facing capacity constrains but are in the process of being modernized and expanded with additional capacity. Privatization of the two major airports at Mumbai and Delhi has been completed. Two new greenfield airports have opened at Banglore and Hyderabad. Another major change as a result of deregulation of commercial aviation sector in India has been the option for private airlines to fly overseas after completing five years of operations in the domestic market. Jet Airways and Kingfisher Airlines already enjoy substantial international traffic.

Airbus, a leading aircraft maker in the world, predicted that India will be the fastest growing country for air travel for the next ten years with the domestic traffic increasing by an average of 12.2 percent per year. Traffic growth will also be amongst the world's highest, averaging 7.3 percent over the next 20 years compared to the world average of 4.7 percent. By 2028, Indian passenger fleet will increase four-fold to 1,163 aircrafts. Airbus said that by 2028, 14 of the top 20 airports in the world will be the Asia-Pacific region and they will include Mumbai and Delhi. With 10 percent growth, domestic India will be the second biggest growth market after domestic Turkey.

There is strength and resilience in India's commercial aviation sector both in the near and long term. If we take a realistic and a broad look at the Indian market, what resonates is that the future growth of air travel is among the greatest in the world. Let us hope while all operators are gearing up for increasing their fleet size (for example, the world record order of 180 more A-320 aircraft by LCC IndiGo), the infrastructure and manpower keeps pace with the expected growth. If it does, the benefits will surely accrue to the air traveler, around whom the whole business is built.

Many pilots with complexes about their flying were neglected in the infancy stages of training. The roots of poor flying performance can often be traced to misconceptions about Exercises Seven and Eight, or Lesson Four dealing with climbing and descending. Test candidates and underperformers may conceal such handicaps behind charades or resignation. The rather sincere explanations may vary: "I realize I should fly more regularly,", or: "I can't believe I've botched the landing (or forced landing) again." Or worse: "My instructor never taught me." Especially the last expression, often heard after bumpy landings, poor performance in competitions or even a botched forced landing, sadly sometimes rings true.

Poor performers at times show inventive ways to "work around" carried handicaps and "inherited" shortcomings."Work-around techniques" may involve minute tough rapid and incessant aircraft nose attitude or power changes during the climb, cruise or the approach to land. Some have to work hard unnecessarily during the approach to land to carry out consistently safe landings. Some even resort to cross-controls, though this may be subtle. Trimming and balance is crucially important and can make hundreds of fleet difference in terms of both distance and height.

During corrective training an instructor invariably revisits the principles and graphs on climbing and descending. The flip-side of the coin is that pilots doing well in, for example, a flying rally or gliding championships, invariably grasp the differences between flying for range or endurance, gliding angles and speeds, etc, to effectively use these to their advantage. The lesson on climbing and descending naturally flows from the preceding lesson on straight and level flying. Similar fundamentals apply.

This series is not intended to rewrite or substitute the basic lessons. The objective is rather to focus on common mistakes and perhaps add value. A proven technique in critical-analytical flying instruction to find and eliminate inherent shortcomings is to, after a botched exercise, bite ones lip while patiently allowing a student or test candidate to first reveal his or her depth of understanding upon retracing an exercise with the aid of sketches or graphs. The overall idea is to add value, proficiency and safety.

The exercises on climbing and descending on face value appear to be mundane. Sometimes these are incorrectly merely incorporated as part of ab initio flying training along with other exercises .But the exercises need to be consolidated and, if necessary, repeated at the earliest possible stages, lest the cracks show up sooner rather than later. Many pilots do not associate or correlate aircraft nose attitude with a range of speeds, or their particular relevance and importance to a specific flight regime. A common misconception, for instance, manifests itself during forced landing exercises when the glide is futilely attempted to the ‘stretched.'

In Mechanics of flight (pitman: 1972; pp.188-195) A.C Kermode explains how, during a powerless glide, the lift and drag vectors set up a total reaction to balance weight. Lift acts perpendiculars to the flight path. The total reaction acts perpendicular to the earth's true horizontal plane. This angle during a glide corresponds to the angle between the respective total reaction and the lift vectors. The actual gliding angle would correspond to the angle between the aircrafts flight path and the earth's true horizontal.

Gliding efficiency in terms of range is dependent on the gliding angle which, in turn, depends on the value of the lift/drag relationship. Therefore, if the aircraft is to optimally extend gliding range, the value of lift/drag must be a maximum .As it is virtually impossible during a glide to judge the angle of attack or to visualize the optimum lift/drag relationship, which will achieve the "flattest" possible gliding angle for best range, the pilots only resort is to know the best average speed from the aircrafts flight manual.

But, the best gliding speed (especially in heavier aircraft) may vary with centre of gravity and weight changes. The explanation is by no means redundant. Trying to "flatten" the glide to gain range simply does not work for the aforesaid reasons.

The total drag graph holds the key to better in-depth understanding .If the nose attitude is flattened, the speed reduces into the low speed drag range .Induced drag, or lift dependent drag (according to different schools of thought) comes into play. Conversely, if the nose is lowered the gliding range is similarly reduced as profile drag increases, despite the extra speed.

Lift will now increase as speed increases, although the total amount of drag may be the same as at lo speed .(Remember the gliding range depends on lift/drag value).But ,during a transitional phase ,as angle of attack is decreased, the value of lift/drag is increased.

The objective of a powerless glide as applied to a forced landing is mostly to land at the lowest possible ground speed, reducing kinetic energy. Many pilots and even instructors tend to dig up the sketches for gliding with and into wind to explain gliding angle to distinguish between real and apparent gliding range.

This is not incorrect or inapplicable, but the gliding angle discussed above pertains to effective aerodynamic forces and should not be confused.

When considering groundspeeds (gliding against and into wind) a simple sectional trigonometry construction of the velocity vector triangle should show an increase on the slanted or hypotenuse side will correspond to both increases in the vertical and horizontal sides. To reach a specific touchdown point, any advantage gained on the horizontal will have an associated increase in the vertical, or descent ate.

In a power-assisted descent a useful rule of thumb based on the "one in sixty rule" on a three degree slope is to multiply ground speed by five to find required rate of descent, or to multiply height in thousands of feet by three to find the range or distance out in nautical miles- that is, if established on a stabilized approach on the glide slope at the proper approach speed.

The application are marvelous to observe in practice .The various options and varying results are extensive and put the "art" back into flying when practiced .It even gives one the edge in competitions. So, please do not indulge in expressions of deviant, dangerously low or extreme flying when cut loose into the wild blue yonder.

Rather become involved in rally or competition flying, or if just going for a flip, perhaps practice a few forced landings. Not only will it make one more proficient, but safer.

Equally amazing is how the forces of physics always attempt to achieve a balance, in the pure glide or power assisted descend the lift and gravity (weight) vectors set up a resultant vector supplying ‘weight apparent thrust' along the glide path. Truly amazing!

Editorial space restrictions always apply in series like these. Much, much more can be said about descending and powerless glides. I will suffice to state that if skimming over these exercises initially, one is being deprived and the discrepancies will show up later.

Pertaining to climbing, a common misconception is that an aircraft climbs once the lift vector is greater than weight. Once again in powered flight the total drag curve and power required graphs apply.

Optimum performance would depend on the maximum difference between power required and that available .At first glance this may be axiomatic, but with respective engine and propeller efficiency ranges, the effective overall performance parameters vary.

Flying initially in a little trainer, it may be hard to imagine life and death decisions may later depend on understanding these basics. Especially a heavily loaded twin aircraft will one day either clear an obstacle or not, depending on understanding these efficiencies and where the best rate of climb on either both or a single engine would lie on the graph.

The relative drag forfeiture and proportional overall performance gained may one day make the difference between safe or insufficient fuel reserves.

So, next time you adhere to the acronymic attitude (lower) ,speed (increase) ,power (reduce to cruising power) and trim (ASPT) leveling off technique, consider how the aircraft is traversing through and along adverse to optimum points on the total drag and power required graphs.

Conversely, the sequence for commencing a climb from level flight or PAST, that is: power (increase), attitude (raise nose), speed (adjust for best rate or maximum angle) and trim for attitude, power setting and balance will always apply throughout a flying career.

Explore these climbing regimes and you may, for example, find how the rate of climb on a Piper Arrow 111 is virtually the same at 80 knots and 103 knots, or how a light twin on one engine descends at ten or more knots below blue line (best single engine rate of climb speed) and actually climbs with a lower nose attitude at blue line speed.

This may be very hard to believe at low level with on engine feathered and power lines straight ahead .But, do make sure you understand these principles thoroughly and hopefully one day live to tell how it made the difference between life and death!

The South Africa Civil Aviation Authority (SACAA) has announced the introduction of a new centralized Safety Reporting System that is aimed at improving aviation safety by reducing aircraft accidents.

The new system provides a platform for the public and those that are involved in aviation operations such as pilots, air traffic controllers, flight attendants, engineers, airport and ground personnel , to report unsafe activities, omissions and "situations" that could lead to an aircraft accident. The new system, however, does not replace the reporting of an accident or serious incident which should still be reported to the Accident and Incident Investigation Division of the SACAA.

The SACAAs Director of Civil Aviation, Colin Jordaan, said:"The Central Safety Management Reporting Facility was introduced in order to meet the requirements stated in the Standards and Recommended Practices of the International Civil Aviation Organization (ICAO) around safety management.

"Most importantly, the new system is a proactive procedure which enables anyone to report aviation safety risks, on the ground or in the air, whether perceived or real, that could prevent an aircraft accident".

The announcement of the new system comes a few weeks after aviation experts gathered at a seminar convened by the SACAA to discuss safety concerns and whether the relatively new concept of the Safety Management System (SMS) is the ultimate solution to aviation safety.

The centralized Safety Reporting System, which forms part of the broader Safety Management System, accommodates three types of reporting, namely: voluntary, mandatory and confidential. The reporting system also affords "Whistle-blowers" confidentiality.

"Ensuring aviation safety is a daunting task, especially when the general public and role players in the aviation industry are not proactive taking part in reporting unsafe behavior and events that could lead to an accident. With the introduction of the Centralized Safety Reporting System, the process of alerting the SACAA to risky acts, omissions and events has been made easier.

"Through this system and with everyone's involvement ,we are optimistic that hazards can be identified well in advance, thereby providing those involved with an opportunity to prevent any potential loss of life, injury or damage to property," explained Ms Louise Stols,general manager : risk and compliance at the SACAA.

According to MS Stols, reports sent to the SACAA through the Centralized Reporting System are held in strict confidence."For instamnce, reporters may, but are not required to, submit their names and contact information. Moreover, when among analyzing or disseminating the report among relevant departments for follow-up, all identifying information about the submitter is removed."

She added: "Once a report is received, it is logged and where necessary de-identified and then distributed to the relevant SACAA technical department for further investigation."

On a quarterly basis, the reports are analysed and statistical data or information in terms of identified trends is then shared with the aviation community to ensure that lessons are learnt and where necessary steps are taken to rectify mistakes.

"The safety reporting system is a non-punitive system, meaning that reports are investigated with the objective of preventing reoccurrence and not to apportion blame or legal liability. However, in cases where reports indicate serious safety deficiencies that are blatantly and deliberately disregarding applicable regulations, even after the SACAA has alerted the responsible individuals or entities, applicable regulatory or judicial actions will be instituted against such perpetrators;" said Ms Stols.

"While we acknowledge that risk is inherent to the aviation industry, we also believe that most of the aircraft accidents we have encountered thus far could have been prevented had someone taken the initiative to report the risky behavioral trends, events and omissions encountered or observed that compromised safety," concluded Captain Jordaan.

Beyond Safety Management Systems Theory

The recent annual national safety seminar hosted by the South African Civil Aviation Authority (SACAA) once again drove home the importance of safety and decision-making and the fact that the country's aviation safety oversight system was now exceeding minimum global standards. Delegates were told that the last ICAO audit had revealed the high level of SA compliance with international standards. A subsequent FAA assessment confirmed SA as a Category 1 country.

It was also pointed out that it was an indisputable fact that aviation was at the centre of the global economy. It was also a fact that safety was an inherent risk for this mode of transport.Moreover; reports of aircraft accidents were frequent.With close to 12000 aircraft registered in the country, South Africa is undoubtedly a powerhouse in terms aviation on the continent. Inevitably the growth of the industry also translates into an increase in the number of aircraft accidents. On the other hand, Africa's combined aviation safety leaves much to be desired.

Mindful of all the above, the SA Civil Aviation Authority hosted a seminar that discussed a relatively new concept-Safety Management System (SMS) –that is believed to be the ultimate solution to aviation safety. The seminar was attended by delegates from various sectors including airlines, aircraft maintenance organizations, aircraft accident investigation, aviation training organizations, etc.Among the critical questions was whether the new SMS can indeed help reduce the accident rate. In addition, experts detailed case studies that pinpointed challenges in addressing safety issues in the various sectors, be it maintenance organizations, airport or airlines.

All International Civil Aviation Organization (ICAO) member states and all aviation service providers within those states had to implement a safety management system in 2009 which identified safety hazards; ensured the implementation of remedial action necessary to maintain agreed safety performance; provided continuous monitoring and regular assessment of the safety performance and sought continuous improvement in the overall performance of safety management.

Going back to the question, can SMS indeed reduce the accident rate? The short answer to this is :"Yes it can," said Rennie Van Zyl, executive manager of the SACAAs accidents and incidents investigation department, in addressing the conference. He said that it was possible to reduce the accident rate and stressed the point that there were no new causes of accidents merely that the same causes kept recurring, the only significant fact was that there were more helicopters around today than there were 30 years ago.

Van Zyl said that the key was not only to look at trends, but at how a state managed risk in its aviation system. According to the latest statistics, South African-reported accidents were on the decline .In the period 1980 to 2010 there had been a significant reduction since 2008.Delegates were told that crew resource management programmes, quality assurance programmes, line operations safety audit and approach and landing accident reduction briefing notes had been factors that had resulted in this reduction.

"The problem that is rearing its head at the moment is the fact that the accident rate has flattened out and the industry needs to do something else, such as implementing SMS and ensuring that all industry players implement infrastructure to enhance aviation safety. After all, aviation safety is a shared responsibility," said Van Zyl.He also stressed that industry needed to continuously remain pro-active and look at ways in which to improve oversight."To reduce accidents, industry needs to identify hazards and implement mitigation to eliminate the causes, to block the holes.SMS can achieve all of this.SMS is recognized as the cornerstone of the next generation of safety practices to reduce the rate of occurrences," Van Zyl said.

New Training Centre

Claimed to, among the most modern in the world, Airbus Military has opened a new training centre in Seville, Spain, which will be equipped with up to six full-flight simulators and a range of other computer –based training devices.It will house Airbus Military's training provision for the A400M as well as its family of light and medium aircraft and military derivatives of commercial models.Two full-flight simulators, one for the C295 and the other for the CN 235 have already been installed.

An A400M simulator will be installed prior to the planned entry into service of the aircraft in 2012.A range of other devices for training on specific aircraft systems, including the fully integrated tactical system (FITS) at the heart of Airbus Military's surveillance aircraft , and in the classroom or over an intranet are also provided.Historic Aircraft Fly past Marks Opening Of 43 Air Schools "Wright Place".Two of South Africa's privately owned historic war birds ,a North American P-51 Mustang owned by Menno Parsons, and Stu Davidson's Hawker Sea Furry, were involved in a never-to-be –forgotten fly past recently when they swooped information low over 43 Air School ,Port Alfred, to ark the official opening of the institutions new entertainment centre-cum-aviation museum.

This fly past was followed later by a performance of the SAAFs Silver Falcons aerobatic team. All the aircraft were later to take part in the Port Elizabeth air show.Called the "Wright Place" in honour of the Wright Brothers who effectively launched aviation, the centre is seen by those at 43 Air School as being symbolic in many ways as it has had many students starting their flying careers there.Attie Niemann, 43 Air Schools CEO, said in his address to the opening ceremony: "43 Air School has always been at the forefront of flying training and more so now with the new entertainment centre enhancing the overall campus experience for students and staff. The Wright Place enables us to exceed our customer's expectations and sets 43 even further ahead as the leader in the aviation training arena.'

Niemann revealed that the school had thus far this year logged 56000 flying hours, over 3000 students had been successfully trained; its 63 "superbly maintained " aircraft had collectively spent the equivalent of 22 years in the air and the school had 230 highly motivate staff. Of these 76 were instructors, over 50 of them being Grade 11 or higher .The school also had ten simulators but, according to Niemann, only "one goal-Excellence in Aviation Training."

"Add to all this ," he continued ,"Our impeccable safety record and it becomes clear why 43 Air School remains the aviation training organization of choice, not only for clients from Africa, but also from much further afield."43 Air School was started by Britain's Royal Air Force which commissioned it as a training base in 1941 to train airmen for World War 11 operations."We cannot let this history merely be forgotten and the Museum will endeavor to preserve and build on this in collecting and researching more on the history of that period at 43. We encourage the general public and anyone who can contribute to help us achieve this goal," said Niemann.

Piper went back to the drawing board with its single-engine Piper jet and the result is the Altair. The new aircraft differs substantially from the proof-of-concept Piper jet and includes a redesigned fuselage that is substantially larger than the stretched Meridian body that served the original.The tail-mounted engine stays but the longer nacelle and reworked tail give the aircraft a sleeker appearance. Company executive vice president, Andy Groom, said the new aircraft was aimed at both the business and owner-pilot market and suggested larger versions of the aircraft were possible in the future. He declined to say whether future designs would have more engines.

Groom said the company learned a lot from the proof-of-concept aircraft and there would be some direct transfers, such as the Garmin G3000 flight deck. However, a traditional dual yoke replaces the side stick controllers that were in the prototype. Groom also expected the 160 position holders on the old design to transfer their commitment to the new design.The new aircraft will be ready for customers in 2014 and will be priced at $2, 5-million.

Big Order for Embraer

Any doubts that Embraer will be a major player in the business aircraft market have evaporated as Net jets announced its intention to buy 125 phenom 300 light business jets from the Brazilian plane maker.Net jets placed a firm order for 50 phenoms and optioned 75."We expect to buy all the aircraft," Net Jets' CEO, David Sokol, told a jammed news conference at NBAAs press day. Sokol said the choice of the phenom 300 was based on input from customers and the features and performance they wanted

Sokol said the billion dollar deal would be a fundamental part of its fleet refreshment plan and older Citations and Hawker Beech craft aircraft would be retired as the phenoms came on line starting in2012. The Net jets phenom 300s will be unique and the feature package in the so-called platinum Edition will not be available to other customers.

Speed Records

During the show, Hawker Beech craft Corporation (HBC) received recognition for setting six world speed records in its flagship Hawker 4000 business jet between October 2009 and April 2010.For the second year in a row, National Aeronautic Association (NAA) president, Jonathan Gaffney, presented the official certificates for the marks, which are sanctioned by both the NAA and the Federation Aeronautique International (FAI), to HBC chairman and CEO, Bill Boisture, and executive vice president Shawn Vick at the NBAA convention."These records are a testament to the performance and technology of the Hawker 400," said Shawn Vick.

Surprise Announcement

In perhaps the most surprising announcement of NBAA 2010, Sikorsky confirmed it intended to invest in Eclipse Aerospace, prompting speculation that the sometimes bizarre story of the original very light jet might have a happier than expected outcome."This agreement in principle affords us an opportunity to invest in a great product and to further leverage our strong aftermarket and product support capabilities for fixed-wing application," Sikorsky VP, Mark Cherry, said in a statement.

Eclipse owner, Mason Holland, is understandably thrilled about the recent events. "We are elated about this potential new venture with Sikorsky Aircraft and the phenomenal reach we can extend to Eclipse Jet owners by access to the global service, support and supply chain network of Sikorsky,"Holland said."With the closing of this agreement we would have it all-a phenomenal fuel efficient twin-engine jet, an enthusiastic customer base and a fantastic support staf, all coupled with the depth and strength of a sound and experienced partner, Sikorsky Aircraft," he added.

Electric –Powered Cessna 172

An electric-powered Cessna 172 proof-of-concept aircraft will be ready to fly by April this year, Bye Energy and Cessna said at NBAAs convention. The two companies are collaborating on the project, which was announced earlier last year at EAA Air Venture.George Bye, CEO of Bye Energy, said the project was making steady progress."This is an ambitious effort, but we are continuing to uncover additional efficiencies with electric powered flight," he said.

Cessna CEO, Jack Pelton, said progress toward first flight of the electric 172 demonstrator was "encouraging news for the future of mainstream general aviation."When the project was introduced in July, Pelton said the electric power plant offered significant benefits, but there were significant challenges to get there. He believed Bye Energy had "gotten off to a good start in understanding those challenges and how to overcome them."

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.