Green practices, including sustainability, aren’t only for aircraft. Airports today have an important role to play in mitigating their ecological impacts. To date, many airports have begun undertaking sustainability projects in not only in response to mandatory regulations, but also to conserve energy, reduce operating costs, and be better corporate citizens in their communities.
Airport sustainability practices
According to the Sustainable Aviation Guidance Alliance (SAGA), which has identified a set of well-defined measures and guidelines for airport sustainability, some of the practices airports are implementing include:
- Participating in LEED programs
- Using metrics to assess sustainability
- Implementing recycling programs
- Improving water efficiency and stormwater management
- Using electric vehicles (EV) for ground transportation
- Adhering to sustainable construction practices
- Activating noise reduction programs
- Improving indoor air quality
FAA’s green incentives
The Federal Aviation Administration (FAA) has outlined several programs that are meant to encourage airports to become more sustainable. One of these is the Voluntary Airport Low Emission (VALE) program, which is intended to reduce many types of airport ground emissions. Another is the Airport Improvement Program (AIP), which provides grants to public and private entities for airport infrastructure improvement — including airport sustainability planning.
The FAA recently awarded $10.2 million in VALE grants to six major airports. The airports can use these funds for air-quality improvement and emissions-reduction projects, such as acquiring low-emission vehicles, adding EV recharging stations, and automating gates.
While airport sustainability efforts may be less visible than other green initiatives in the aviation industry, small and large airports across the U.S. are jumping on the green wagon. Incentives, government climate mandates, and greater public support mean we should see more airports adopting sustainability initiatives in the coming months.
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Much as electric vehicles (EVs) once were in the automotive industry, electric planes have long been on the fringe of aviation. But recent developments are drawing new attention to electric aircraft and their potential for mainstream adoption.
Recent electric flights
Electric aviation trailblazers around the world have announced recent successful — and even record-breaking — flights.
- Last spring, an Airbus electric plane called the E-Fan took its first public test flight. The E-Fan is a composite two-seater plane that has two 250-volt lithium-ion polymer batteries in its wings. The batteries deliver 60 kilowatts of power to the plane’s electric motors, giving the plant about 45 minutes of flying time.
- In October, China’s first electric aircraft passed airworthiness tests and flew its initial test flight. The aircraft, a two-seater, is expected to be used in training and sightseeing.
- Last year, in the U.S., Chip Yates set world speed records for his electric aircraft, the Long-ESA, and even surpassed the recorded speeds of the gas-powered Cessna 172 and 182 and Cirrus SR22-G2 (both of which are much more expensive).
Sustainability spurs electric research
Perhaps not surprisingly, environmental concerns are a key driver of electric aircraft research. Airbus’s investment in electric flight, for example, is part of an initiative to meet the EU’s Flightpath 2050 emissions and noise-reduction goals. Electric planes such as the E-Fan are quieter on takeoff and landing and emit no carbon dioxide during flight. They also vibrate far less than standard fossil fuel-powered airplanes.
The E-Fan is only the first in a series of aircraft that Airbus plans to develop. Airbus hopes to begin selling the E-Fan 2.0 in late 2017, targeting the pilot training market. That plane is expected to have a two-hour flight range, two to four seats, and in-flight battery recharging.
While electric aviation pioneers still have a few hurdles to overcome, they are working toward making electric flight mainstream. Just as EVs have gained a degree of consumer and business acceptance, electric planes should be able to find their niche, especially among private owners who are drawn to their cost savings and environmental benefits.
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The drones are coming! The Federal Aviation Administration (FAA) has promised to issue updated rules for unmanned aircraft by the end of the year. The FAA’s Notice of Proposed Rulemaking (NRPM) for small unmanned-aircraft operators within U.S. airspace will come none too soon for business owners in many industries, many of whom have been frustrated by the FAA’s longtime ban on commercial drone use.
Many questions surround the FAA’s upcoming rules for drones — also called (among other names) unmanned aircraft systems (UAS). These rules are part of a multi-phased plan to integrate UAS into the U.S. National Airspace System (NAS) and are likely to bring a range of new challenges, opportunities, and concerns for business aviation.
First wave of commercial UAS
The FAA recently exempted six film industry operators from its commercial UAS ban. These exemptions give a ray of hope to would-be commercial UAS operators who want to use unmanned aircraft for applications such as these:
- security — for example, police uses such as crowd monitoring and surveillance;
- search and rescue;
- monitoring — for example, forestry and pollution control; and
- agriculture management — applications such as crop dusting and grow-area monitoring.
Expected challenges
A major concern with UAS operations is that it will create hazards for pilots and the public. Both military and commercial drones have crashed on the ground and in the water; collided with buildings, people, and vehicles; and even hit or nearly missed a few piloted aircraft.
Before UAS can be integrated into the NAS; the FAA, pilots, and UAS vendors and operators will have to collaborate to develop and implement protocols and technologies that enable safe UAS operations. One proposed solution is to equip drones with sense-and-avoid technology that enables them to avoid collisions. Another is to add technology that allows air traffic control to detect UAS. However, such technologies are still in the research and development stages and likely would not be available for certification until 2016 at earliest, says National Defense magazine.
Currently, UAS operators are not required to receive safety training. The growing numbers of untrained drone operators will increase the odds of accidents unless operators receive some standardized level of education and training.
Expected opportunities
Drones represent a huge opportunity for many industries, including aviation. The National Business Aviation Association (NBAA) reports that the UAS technology industry is expected to grow from its current $13 billion by more than tenfold in the next decade. Companies can expect to expand their service offerings by providing UAS to do jobs that are too difficult or too dangerous for piloted flights, or for work that is more easily done at lower altitudes. Such activities include crop dusting, remote-area search and rescue, aerial photography and videography, power line and pipeline inspection, oil and gas flare stack inspection, and many others.
Although it may be some time before U.S. airspace is fully ready to accommodate UAS, commercial drones are on their way. For the business aviation industry, it’s time to learn about this opportunity, study the FAA rulings, and get ready.
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Maybe you knew your company is ready for a private jet, but you’re not sure if the budget is ready. Your reluctance could vanish after you take a look at today’s used jet market. It’s an exceptional time for first-time buyers to own a jet, with more affordable options than ever before.
Prices are falling for many models
As cited in the recent Robb Report (October 2014), prices of pre-owned aircraft plunged during the recession (starting in 2008), triggered largely by a glut of planes from owners who could no longer afford them or justify their cost. Jetnet reports the average asking price for a pre-owned aircraft only 15 years old or newer was $8.7 million in 2013 — 20% less than it was in 2009.
While used aircraft values continue to trend downward, prices are falling less drastically than they were during the worst part of the recent recession, reports aviation website Globalair.com. The continuing low prices make the pre-owned market especially welcoming for first-time buyers as well as bizjet and private jet owners who want to trade up. Buyers looking to acquire larger aircraft may also add to the used-jet supply by selling their current jets as the market achieves some equilibrium and as the stigma of owning a business jet wears off.
Best aircraft values
A large selection of reasonably priced models is available — especially older, pre-2000 aircraft. Prices have fallen considerably for some late-model midsize jets, too, such as the Bombardier Challenger 300, Challenger 605, and Gulfstream G150. The entry of the Gulfstream G650 means that prices for older Gulfstream models — the G550, G450, GV, and GIV — have all been pushed down. For example, the average price for a G550 over the last six months (based on 10 transactions) is $36.1 million used, and a GIV can be as low as $3 million.
As more buyers enter the used jet market and soak up the available supply, reduced inventory levels could drive up prices and create a seller’s market. For the foreseeable future, however, the pre-owned aircraft market is ripe for the picking.
Contact L & L International if you need assistance in purchasing or selling a private jet.
You can reach our sales specialists today at sales@L-Lint.com, call us any time at +1.305.754.3313, or visit us online.
