HondaJet Elite operators will be able to improve performance and upgrade avionics software on their aircraft under a new upgrade package for the light twinjet. Developed by Honda Aircraft’s advanced performance modification group, the upgrade will increase maximum takeoff weight by 200 pounds, enabling operators to fly up to 120 nm farther at a higher payload or with an additional passenger.
Options for the avionics software upgrades include the installation of FAA data comm and aircraft communications addressing and reporting system. They serve to replace voice commands with text-based messaging for greater clarity and efficiency. And the newly introduced advanced steering augmentation system reduces pilot workload and improves crosswind operational capability.
“This upgrade package is another testament to our continued efforts in customer service to provide upgrade options to our ever-growing fleet,” said Amod Kelkar, Honda Aircraft head of commercial business unit and customer service v-p. The upgrade will be available later this year.
The business aviation industry is hailing the adoption of a long-term aspirational goal of net-zero aviation emissions by 2050, announced on Friday by governments gathered at the 41st ICAO Assembly. This community has long been aware of the need to become more environmentally conscious and in 2009 issued the “Business Aviation Commitment on Climate Change," which detailed four key pillars—technology, sustainable aviation fuel (SAF), operational improvements, and market-based measures such as carbon offsets—to achieve emissions-reduction goals.
“The business aviation community has always prioritized measures to enhance the safety and sustainability of flight,” said NBAA president and CEO Ed Bolen. “We welcome this significant step taken by ICAO toward further decarbonization, and we will continue to work with our industry partners toward achieving this ambitious goal.”
The acceptance of the goal by the ICAO member states represents the commitment of the international aviation community to decarbonize.
“This is a significant achievement to have a collective goal across the global civil aviation industry and clear recognition by states of the important role they will play in working to achieve the long-term goal,” said International Business Aviation Council director Kurt Edwards. “The resolution encompasses the four guiding principles that our sector shared before the Assembly, and we are eager to start the real work to achieve this ambitious goal.”
On Friday, one day after the FAA issued a draft policy statement on authorizing use of unleaded avgas for all piston-engine airplanes and helicopters, the Environmental Protection Agency (EPA) published a “proposed determination” that lead emissions from these aircraft using 100LL “cause or contribute to lead air pollution which may reasonably be anticipated to endanger public health and welfare.”
After considering comments on the proposal, the EPA plans to issue any final endangerment finding in 2023. If the EPA makes such a determination, the agency would subsequently propose regulatory standards for lead emissions from aircraft engines.
Said EPA: “Such a final determination would also trigger the FAA’s statutory mandate to prescribe standards for the composition or chemical or physical properties of an aircraft fuel or fuel additive to control or eliminate aircraft lead emissions.”
In September, the FAA granted supplemental type certificates (STC) for the use of Ada, Oklahoma-based General Aviation Modifications Inc. (GAMI) G100UL high-octane unleaded fuel in the piston-powered aircraft fleet. Draft FAA document PS–AIR–20–2000 provides the process for approving the piston aircraft fleet as a whole in lieu of obtaining individual aircraft model STCs. The FAA will continue to support applicants seeking approvals that would allow the use of unleaded fuel formulations via the traditional STC and amended TC process.
Comments on draft PS–AIR–20–2000 are due by December 5.
Airbus Helicopters announced developments in Korea last week including the delivery of the first Light Civil Helicopter (LCH), in partnership with Korea Aerospace Industries (KAI), and a signed memorandum of agreement with Korean Air Lines (KAL) to develop unmanned military reconnaissance helicopters.
The first LCH was delivered to a local operator, Gloria Aviation, following certification in September. Based on the AS365 Dauphin twin, the LCH completed prototype flights at the end of 2019. Other than its first application for emergency medical services, the helicopter will be deployed for helicopter air ambulance, search and rescue, utility, law enforcement, and firefighting missions. Gloria plans to place its helicopter in service in December in Jeju.
Airbus and KAI began their industrial partnership in 2006 with the Korean Utility Helicopter, followed by the LCH and Light Armed Helicopter (LAH) development programs in 2015. The LAH prototype made its first flight in July 2019. Qualification is expected in the coming weeks, followed by joint serial production by Airbus and KAI by the end of 2022 for the Republic of Korea Army.
The memorandum of agreement between Airbus and KAL—which has supplied aircraft parts to Airbus since 1987—will further the development of unmanned military reconnaissance helicopters such as the Airbus VSR700, which has autonomous takeoff and landing capabilities. The helicopter is based on the Guimbal Cabri G2 two-seat trainer.
On October 4, exactly one month after a fatal crash of a de Havilland DHC-3 Turbine Otter, the FAA issued an emergency airworthiness directive (AD) requiring immediate visual inspections of the entire left-hand elevator auxiliary spar for cracks, corrosion, and previous repairs. According to the FAA, “This emergency AD was prompted by multiple recent reports of cracks in the left-hand elevator auxiliary spar on DHC-3 airplanes.”
Transport Canada addressed this issue more than four years ago. On Jan. 19, 2018, that agency published an AD requiring inspections of DHC-3 elevator assemblies for corrosion. In response, the FAA didn't issue a proposed AD to require such inspections until Feb. 8, 2022, and said it is currently addressing comments. In the proposed AD, the FAA wrote: “Corrosion and cracking, if not addressed, could lead to structural failure with consequent loss of control of the airplane."
As an interim action, the FAA issued the emergency AD to mandate an inspection of the left-hand elevator auxiliary spar and replacement if necessary. All model DHC-3 airplanes, all serial numbers, certificated in any category are covered in the AD.
The emergency AD did not specifically refer to the September 4 accident in which a float-equipped single-engine DHC-3T Turbine Otter plunged into Puget Sound, Washington, during a Part 135 sightseeing flight. The pilot and all nine passengers died in that crash.
ExecuJet’s two Australian FBO locations are the latest to achieve Stage 3 registration under the International Business Aviation Council’s (IBAC) International Standard for Business Aircraft Handling (IS-BAH). The Luxaviation subsidiary’s facilities in Sydney and Melbourne are not only the company’s first to achieve Stage 3—the highest level under the voluntary safety management-based standard of industry best practices—but the first in the Oceania region.
“IS-BAH reviews cover about 350 protocols across 12 areas of the business and each protocol contains a standard to be met and confirmed by an auditor,” said Michel Tohane, president of Luxaviation’s group FBO services. “It’s taken our ExecuJet Australia team about four years of dedicated effort to secure this new accreditation.”
The company operates a facility at Sydney Kingsford Smith Airport, which has been a top-ranked location in AIN’s annual FBO Survey for the past several years, while in Melbourne its FBO is located at Essendon General Aviation Airport. Both locations have also received FlySkills Hygiene Certification.
“Aircraft operators and flight departments in Australia, New Zealand, the Asia-Pacific region, and indeed the world can now have greater confidence in ExecuJet than ever before, knowing we will take the best possible care of their aircraft,” Tohane said. “It’s been proven again that we promote a work culture centered around a robust safety management system.”
Alliance Aviation Group and its companies—Wing Aviation Group, Wing Maintenance, Encore Plane Parts, and NXT Jet—will all operate under the Fly Alliance brand, the Orlando, Florida-based aircraft management, sales, charter, and maintenance company announced on Friday.
The Part 135 and 145 company said that by bringing its operations under a single name, it will look to continue expanding while also making it easier for customers to search and select Fly Alliance. Fly Alliance’s core capabilities will remain with the name change.
“As we continue to grow as a company, we felt it was the appropriate time to bring all of our operations and services under one brand,” said Fly Alliance CEO Kevin Wargo. “Our focus on personalized customer service, responsiveness, and communication will not change.” In addition to its Orlando base, Fly Alliance operates offices in Stuart, Palm Beach, and Miami, Florida, as well as Providence, Rhode Island.
Aviation Safety Question of the Week
Provided by
Which of the following defines takeoff distance available (TODA) at FAR Part 139 airports?
A. The length of the takeoff run available plus the length of the clearway, where provided.
B. The runway length declared available and suitable for the ground run of an airplane taking off.
C. The runway plus stopway length declared available and suitable for the acceleration and deceleration of an airplane.
Commercial air transport operators flying under Australia's Civil Aviation Safety Authority (CASA) Part 119, which includes nonscheduled air charter, are required to submit their plans for implementing safety management systems (SMS) by December 2. Under new regulations, Part 119 operators have until June 3, 2024, to submit full SMS documentation. Operations are required to start using their approved SMS program on Dec. 1, 2024. CASA will be scheduling webinars to answer questions about how to prepare an SMS implementation plan.
The agency acknowledged there is no one-size SMS that caters to all organizations. Therefore, CASA said the resources applied to an SMS can be “scaled to suit the size, nature, and complexity of the operation to ensure the hazards and associated risks are effectively managed. Where an organization either solely or as part of a group has several approvals, an overarching SMS between the group and the subsidiary companies may be developed, provided there is clear accountability detailed in the corporate structure for the ownership of the SMS.”
While most Part 119 operations will have some elements of an SMS in place already and some operators may even have an established system, albeit without a regulatory basis, “there is a need to plan and monitor the transition during the establishment of a regulatory compliant system,” said CASA.
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