EFVS’s Advantages Coming Into Focus for Bizjet Ops

Low-visibility procedures have become increasing available in Europe over several years since the introduction of enhanced flight vision systems (EFVS) for credit and the one-third runway visual range (RVR) reduction. EFVS approaches are currently implemented across European airspace when landing at CAT I runways, using EFVS to 30-meter (100-foot) decision height.

EASA is currently working on the implementation of EVS-to-land that uses EFVS to touchdown and rollout. The related “CS AWO EFVS-Landing” certification specifications are set to publish later this year.

EFVS implementation has so far been limited because the operators need to perform airport investigations to ensure safety margins. But Dror Yahav, CEO of Universal Avionics, said, “As EFVS is expected to continue and become more common, EASA and the EU are working to establish more streamlined processes where the airport certification for EFVS will be done by the airport itself, lifting some burden from the operators.”

The Single European Sky ATM Research Joint Undertaking has carried out extensive testing and demonstrations of an EFVS solution, which was delivered by the program in 2019. “We are delighted to see the equipage of aircraft with this SESAR solution and implementation of EFVS operations starting in Europe,” said SESAR JU executive director Florian Guillermet.

Connected Aircraft Transforming Industry, Leaders Say

Airborne connectivity has continued to expand, with more applications reaching a wider range of business aircraft. This is bringing new capabilities and “transforming” the way organizations are operating, industry leaders said yesterday during an EBACE Connect session about how connected aircraft can enhance operations.

According to David Stanley, v-p of business development for Collins Aerospace Information Management Services, “The connected ecosystem on a business aircraft has obviously become more of a reality. We see that continued growth and that need for connectivity, but it's not just about passenger utilization…It's really expanded into data and data integration.”

Just a few years ago, he added, the industry had far fewer options with slow data speeds, high costs, and limits on the aircraft. But more players have jumped into the fray, spurring competition and resulting in higher data speeds and lower costs. Options for hardware are increasing and spurring a range of applications.

Vista Global COO Nick van der Meer said his company began by trying to find improved technology and realized “exactly what we could do with this…and it's been quite an eye-opener.” He called these changes of the new connected capabilities “transformational.”

Meanwhile, from a manufacturer’s standpoint, the advancements have expanded the ability to better service and maintain products, said Bjorn Stickling, director of digital engine services for Pratt & Whitney Canada.

Aircraft Brokers Finding Prosperity in Africa

Preowned aircraft brokerages in Africa have performed well overall in the year since the pandemic broke out. Danie Joubert, Jetcraft's v-p sales for Africa, said most OEMs were represented on the continent, with Bombardier and Dassault Falcon being the most prevalent business jet types there, with Embraer also faring well.

“Before Covid-19, interest in preowned private jets sales was focused on particular areas, but now this has spread across the continent,” he said. “We’re now seeing serious widespread activity, with interaction between buyers in Angola, Nigeria, South Africa, Ghana, Uganda, Congo-Brazzaville, Kenya, and Namibia, among others.”

After a lull, Joubert saw an uptick in activity toward the fourth quarter in the region. “At Jetcraft, in the last 12 months we’ve seen roughly double the number of first-time buyers of preowned aircraft than in previous years, which is a tremendously positive indicator of the future growth of our industry,” he said.

Covid-19 also triggered a fresh wave of interest from new market entrants. The downturn in airline activity and the demise of many airlines, or route reductions, led to a major increase in interest in aircraft acquisitions. “In particular, we’ve seen inquiries from those who had previously been happy to rely on the airlines for business travel but now want to explore the flexibility, control, and security that flying privately provides,” Joubert said.

Climate Expert Tells Aviation To Back Carbon Capture

In debates over the best steps to achieving zero-carbon goals for aviation, some see sustainable aviation fuels (SAF) as a somewhat limited stopgap measure to be superseded by longer-term advances in propulsion technology, such as electric- and hydrogen-powered aircraft. However, according to Anthony Patt, professor of climate policy at Swiss university ETH Zurich, even those solutions won’t be sufficient for aviation to play its part in achieving the Paris Agreement’s goal of a net-zero world in 2050.

In an EBACE Connect session on net-zero carbon emissions yesterday, Patt made the case for aviation to get behind what he portrayed as more progressive initiatives such as direct air capture of carbon dioxide emitted by aircraft. This process can either involve storing the emissions underground or using what gets captured to make synthetic fuels from hydrocarbons.

The trouble is that, for now, these solutions don’t come cheap. The CarbFix Project to store emissions underground in Iceland is resulting in costs that amount to around $1.80 per liter of fossil fuel burned, but should drop to about 35 cents per liter by 2040. Using direct air capture to make synthetic fuels involves an easier process and, according to Patt, has unlimited potential to scale up. However, the cost currently amounts to around $3 per liter, although it should drop to about $1 by 2030.

Automation Helpful in Flight Ops but Needs Improvement

Digital automation has proven to be an effective tool in business aviation flight operations but there is still a way to go to make it an even more efficient system for operators, according to panelists at an EBACE Connect session yesterday on this topic.

Bernhard Fragner, CEO and founder of European charter operator GlobeAir, noted that automated systems are largely focused at the operator level—connecting sales, dispatch, and flight crews, but no one outside a given organization such as ATC, airports, FBOs, fuelers, caterers, maintenance providers, and regulators. They are an integral part of a flight operation, he said, yet unlike the operator and customer they are not a part of the digital automation process.

“We need the data and automation within the entire ecosystem,” Fragner said. “I think this is a key element—how we can share data. The amount of double work, manual double work, our industry does is insane.” That includes sharing passenger data between charter providers.

“We need to have a much more collaborative approach,” agreed Robert Fisch, Luxaviation president of aviation services. Transferring a client’s data between two operators—such as passport information, food allergies, and other preferences—requires additional manual inputs on the part of the receiving operator, he added.