Decision-makers at London Heathrow Airport (LHR) are serious about reducing noise. In “Heathrow’s Blueprint for noise reduction,” released Aug. 17, airport planners outlined a number of new efforts to reduce the noise pollution created by incoming and outgoing flights. Among those efforts is a push to upgrade an existing permanent network of air noise monitors in communities surrounding the airport as well as increasing the number of mobile monitors for a total of 50 new monitors to collect additional data.
The installation of these devices is part of an ongoing effort by Heathrow leaders in direct response to concerns from residents of communities surrounding the airport. According to the Blueprint, Heathrow Strategic Noise Advisory Group members have been working to reduce noise pollution since 2014 and are seeing some success with noise reduction measures.
For example, one element of the Blueprint is a collaboration with airline personnel to reduce the number of older, noisier planes flying to LHR and replace them with new models like the Airbus A350 XWB, which has a special wing design that allows the plane to fly quieter. According to the Airliner World article, this has resulted in a 5.5% increase in quieter planes flying into and out of the airport over the past year.
Starting in January 2017, companies whose leaders make the change to quieter aircraft will also benefit from reduced landing fees at Heathrow — the first airport with such a practice. LHR executives’ hope is that — even as they bid to expand Heathrow by adding another runway — the amount of noise pollution the airport generates will continue to decrease.
Another Blueprint tactic is a small change for incoming flights to the timing of when pilots lower their landing gear. Instead of lowering landing gear at a distance of about 8 miles from the airport, Heathrow decision-makers are encouraging pilots to wait until they’re 4.6 miles from landing before lowering the gear. Along with other small changes, the Blueprint seems to be working, according to Heathrow noise management personnel.
The U.S.-Mexico Air Transport Agreement went into effect in January 2016. This agreement removed many of the restrictions that prevented more than a certain number of airlines based in both countries from flying between them. The agreement, which is somewhat different from other Open Skies agreements, eliminates rules that limited service between the countries to just a small number of airlines and routes.
The difference with this treaty is that it removes many of the takeoff and landing appointment regulations, but in some of the busiest Mexican airports, airlines still need to make appointments to land. Because of the congestion in those airports, it’s often difficult to obtain those appointments, making it tough for carriers new to the routes to break into those markets.
Overall, the agreement seems to be good for airlines as well as other industries in both countries. For example, direct flights that became available almost as soon as the restrictions were lifted allow businesspeople and vacationers to travel between most major cities in the U.S. and popular destinations in Mexico, most likely resulting in more jobs and higher revenues for both countries.
Equally enticing as the increase in tourism made possible by this agreement is the increase in trade and trade routes. The agreement allows U.S. cargo flights to move from Mexico to other countries without having to fly back to the U.S. first. This could decrease the cost of cargo transportation, making exported goods more competitive. Furthermore, Mexico has opened some previously unavailable locations for cargo transport, which, according to the Huffington Post article, will open up previously unavailable opportunities.
It took several years for this modern aviation agreement to come together, and it replaces a treaty that, according to the Airways article, was established in 1960. Still, the implications are nothing short of exciting. New routes, new flights, and new opportunities to strengthen ties and allow growth in a global economy have aviation industry insiders and the public alike excited to see what’s coming next.
Aug. 9, 2016, was the beginning of a Delta Airlines nightmare that might not be completely over yet. During the overnight hours, a small fire created a power outage that led to the failure of about 300 of 7,000 Delta servers. Those 300 servers were not connected to backup power.
The results of that failure included over 4,000 canceled flights, and customers continue to grumble about the way Delta handled the cancellations and delays. Eventually, Delta executives offered compensation to customers who were affected, which included $200 travel vouchers for those who wanted to rebook their travel, but even that was a source of frustration as the vouchers went only to “significantly affected” customers.
Outages like the one Delta customers and employees experienced are not isolated events. According to the USA Today article, staff from and travelers on several other airlines have experienced disruptions due to technology failures. Southwest Airlines is the most notable with a failure that resulted in more than 2,300 flight cancellations in July of this year that led to a loss of approximately $54 million. The problem is that the four major U.S. airlines in operation today are working on legacy systems that are complicated to maintain because of their ages and the always-on nature of airlines.
It’s become such a concern that, according to The Dallas Morning News article, U.S. Senators Richard Blumenthal and Edward Markey have expressed concerns about IT systems to the leaders of 13 major airlines. They worry about the effects that more disruptions could have not only on travel but also on the global economy.
How will it all work out?
No one is certain just yet.
Delta decision-makers are investing $150 million in upgrades and infrastructure this year. Will that be enough to prevent another outage like the one in August? It’s hard to say, but because upgrading from legacy systems is a multiyear process, commercial travelers should likely expect more problems like this from all of the major airlines over the next few years.
One thing is crystal clear: It’s definitely time to start flying private.
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At the Unmanned Aircraft Systems (UAS) Symposium in Florida, the first hosted by the Federal Aviation Administration, administrators Michael Huerta and Michael Whitaker explained where the agency is headed with regard to UAS. FAA decision-makers asserted their agency’s commitment to the safe, timely, and efficient integration of unmanned technology. Huerta and others also said that the FAA is taking the conversation of necessary and extraneous regulation very seriously.
As eager innovators conceive new uses for unmanned aircraft — including search and rescue, farm monitoring, surveying, infrastructure inspection, and more — the skies could become increasingly crowded with personal and commercial unmanned aircraft. This could pose more safety concerns as pilot reports of encounters with unmanned aircraft reported to the FAA have risen dramatically in just the past year.
Drones and other unmanned aircraft help as well as hinder. Highly publicized problems —such as firefighters forced to halt desperate firefighting operations due to a drone entering their airspace, for example — have the FAA pressing onward for clearly defined standards and regulations.
At the symposium, Huerta discussed the FAA’s UAS partnership with NASA to test various systems, including the administration’s UAS Traffic Management program focused on geofencing, altitude rules, and trajectory scheduling. These types of UAS integrations are critical developments and strong indicators of the engagement with and acceptance of UAS into the U.S. airspace system.
More than one autopilot solution is being developed. The University of Minnesota College of Science and Engineering and Sentera LLC have developed an autopilot toolkit under a broad open-source license.
“We’ve also created a product that is valuable not just to our business but also to the broader community working to develop the next generation of capabilities for unmanned systems,” said Sentera CEO Eric Taipale in a statement for UAS Vision.
Unmanned aircraft systems represent the future for the industry and have energized an entirely new generation’s interest in aviation. It remains to be seen what effects legislative efforts will have on the rising interest and investment in public sector UAS projects.
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Bombardier started delivering the Challenger 604 in 1996, according to an AOPA article. The company’s aerospace engineers created a fleet of over 350 aircraft over the next decade, according to a Business Jet Traveler article. True to the comfort and luxury inherent in the 600 series, the Challenger 604 is respected for its big cabin, considered the wide body of business jets, and for bringing a new level of spaciousness to the market.
The Challenger 604 boasts ample interior volume and generous stand-up height. According to the AOPA article, this model is ideal for long flights due to its opulent interior, which includes:
- Extra-wide, reclining executive seats
- Entertainment systems
- Oversized galley
- Deluxe lavatory
- Low interior noise levels
The cabin comfortably seats 10-12 passengers and has a maximum capacity of 19. The interior space can be configured as a double club or forward club/half club and divan arrangement for the ultimate in flexibility. Altering the seating styles with couches and other furniture changes is relatively simple, which allows for extraordinary refurbishment options.
The Challenger 604 has two General Electric CF34-3B engines, each rated at 8,729 pounds of thrust, according to AOPA. The jet is capable of long legs with few stops; specifically, with eight passengers, it can fly 3,850 miles at Mach 0.74.
The aircraft holds 20,000 pounds of fuel and can comfortably transport passengers across the continental U.S. or on transatlantic crossings. It sleeps up to eight people very comfortably.
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.
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Royal Australian Air Force (RAAF) decision-makers have decided to convert corporate jets — Gulfstream G550 business jets, in fact — into modified surveillance, reconnaissance, and electronic warfare aircraft in support of defense operations. In an article for ABC News, reporter Andrew Greene says the modified jets are popular alternatives to the larger, specialized military aircraft because RAAF personnel can monitor and patrol large areas of airspace faster and at a lower cost. G550s also require fewer crew members to operate. Green explains that G550s are luxury corporate jets that can fly over 12,000 kilometers and 12 hours nonstop. They can be operated out of short-runway and high-altitude airports, which means they can be used as spy planes in remote and difficult locations.
The U.S. Department of Defense confirms the contract in a December 2015 statement. According to the statement, the Australian Government awarded L-3 Communications Mission Integration in Greenville, Texas, $93,632,287 for G550 aircraft procurement and maintenance in a 100% foreign-military sale agreement. While the exact modifications to be undertaken are unknown, according to The Manufacturer, the newly modified aircraft will likely be built around an active electronically scanned array (AESA) radar and put to use as early warning and patrol aircraft over Australia’s skies.
The use of the modern AESA radar allows for operation in a smaller business jet airframe. The technological advancements have further lowered costs and enabled more use of the AESA radars in retrofitted business jets. The completion of the project is set for the end of November 2017.
According to The Manufacturer article, the maritime surveillance aircraft previously used by the RAAF were Lockheed’s Orion four-engine turboprops, some of which may have had electronic intelligence capabilities that will be replaced by the G550s. These aging Orion aircraft will eventually be replaced by newer Boeing P-8A Poseidons, which are slated to begin arriving in Australia in 2017, as well as up to seven Northrop Grumman MQ-4C unmanned aircraft, according to an AINOnline article.
This isn’t the first time such aircraft have been put to military use. Aviation Week reports that modified G550 jets have already been in use by air forces in Singapore, Israel, Italy, and several other countries. Lockheed Martin is working with Bombardier on a proposal based on the Canadian company’s Global 6000 business jets as well.
Contact L & L International if you need assistance in purchasing or selling a private jet.
You can reach our sales specialists today at
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visit us online.
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Jet Aviation Vienna, a wholly owned subsidiary of General Dynamics aircraft maintenance company based in Basel, Switzerland, received authorization from the European Aviation Safety Agency (EASA) to deliver maintenance services to the Gulfstream GV-SP series aircraft, including the G550, according to a Jet Aviation news release.
The news release says that Jet Aviation “also provides line and base maintenance and AOG [aircraft on ground] services to the Cessna Citation series and Bombardier Challenger 300 aircraft, as well as line maintenance services to Bombardier Learjet and Global 5000 aircraft.”
A long history
Founded nearly 50 years ago, pioneering company Jet Aviation was started by the late Carl W. Hirschmann, according to Jet Aviation’s “About Us” page. During the 1970s, the company opened facilities in Germany and Saudi Arabia. In the 1980s, it expanded further into Europe and the Middle East. It successfully entered the U.S. market and opened its first facility in Singapore in 1995.
Now, with eight locations in the U.S., one in the Caribbean, nine in Europe, five in the Middle East, and three in Asia, according to the company’s “Locations” page, Jet Aviation is poised to be a very useful name to know when you need jet maintenance or service. An AviationPros press release says that Jet Aviation Vienna was founded in 2014 when it entered agreements with Gate V and FAME, former service providers at the Vienna International Airport. It’s newly constructed 4,000-square-meter hangar facility provides scheduled and emergency maintenance as well as off-site services.
With nearly 5,000 employees, according to the press release, Jet Aviation appears to be in the sweet spot for delivering aircraft maintenance, but it also manages flight services, charter services, aircraft sales, and staffing solutions for those situations when you need additional support.
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.
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During the Clinton administration’s reign, a proposal was released recommending provisions to restructure the U.S. air traffic control (ATC) system and make it a private business, according to an article in the Journal of Aviation/Aerospace Education & Research. It called for an air traffic corporation that is efficient, financially safe, and technologically equipped to maintain, operate, and grow the currently inefficient system. In 1994, the study was important, but, over the years, it continued to be buried and revived multiple times through endless bureaucracy and political debate.
What’s wrong with the current ATC system?
- Out-of-date technology
- Unable to handle weather issues
- Inefficient and expensive
The current system is not unsafe, but airplanes have unnecessarily long routings and padded schedules to accommodate potential delays. Simply put, the system is inefficient, poorly managed, and less than modern. The problem has been exacerbated by three decades of failed programs, missed deadlines, and canceled solutions. But, if done well, the new system would mean leaving all the bedraggled Federal Aviation Administration (FAA) baggage behind.
The fight isn’t over yet, and it has pitted commercial and private aviation groups against the U.S. government.
Overcoming red tape
According to an article from Aviation International News, the Department of Transportation inspector general recently delivered a report on the FAA’s shortcomings and failed attempts to deliver a modernized ATC system. While business aviation groups are stepping up their opposition to a proposal to create an independent organization to run the U.S. ATC system, the article also says House Transportation and Infrastructure Committee Chairman Bill Shuster, R-Pa., has stated the desire to make such a proposal the centerpiece of a comprehensive FAA reauthorization bill expected to be released early in 2016.
While no one disagrees that the current system needs to be overhauled, it is far from clear whether the end solution will be an independent organization or a revamped governmental one.
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.
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Noise near and around airports is a significant problem as suburbs continue to expand outward, and the Federal Aviation Administration (FAA) has placed noise standards on airplanes to ease this common complaint. While aircraft noise issues are highly technical in nature, identifying steps to reduce the impact is important for aural safety. Each stage of the noise standards is intended to ensure that the latest aircraft designs are quieter. As noise-reduction technology continues to develop, the FAA continues to update the standards.
Adapting regulation to technology
Currently, noise pollution is regulated by a four-stage system. Larger jet aircraft are typically regulated up to Stage 4, while helicopters are held at Stage 2. In 2012, the U.S. Congress set standards to prohibit jet airplanes weighing less than 75,000 pounds from operating within the contiguous states after Dec. 31, 2015 — unless the aircraft met Stage 3 noise requirements.
The movement to the next generation of quiet involves maturing fuel technologies as well as technological developments to reduce noise. These incremental improvements have already resulted in a 90% noise level reduction between 1975 and 2000.
Better design, stronger standards
All new aircraft designs have to get approval from the FAA in the form of a certificate that demonstrates that the aircraft complies with noise regulations and airworthiness standards. As new noise-reduction technology improves, the FAA continues to impose ever more stringent standards on jet aircraft in an effort to further reduce noise levels.
Proposed Stage 5 standards will apply to applications made on or after Dec. 31, 2017. While these updated requirements have not yet been approved, the race is on to get aircraft designs that may not meet the noise requirements through the certification process quickly. As a result, you can expect to see more than a few aircraft barreling toward certification in the next two years. It’s an exciting time for the aviation market.
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.
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Super Bowl 50 was held on Feb. 7, 2016, at Levi’s Stadium in Santa Clara, California, located between San Jose and San Francisco. As the largest American sports attraction of the year, experts estimated up to 1,200 private jets descended on the area as fans lined up for the annual showdown. With wine country and top golf courses nearby, many people expected private jet travelers to extend their trips into Northern California.
As fans across the nation prepared their ultimate game plans, JetSuite got in on the action by offering empty-leg flights for Super Bowl travelers with next-day travel plans on Friday, Feb. 5, and Saturday, Feb. 6. These super deals ($50 for a flight!) were also available for return legs on Saturday and Sunday. JetSuite offered this special for the entire aircraft. With between four and six seats open on their Phenom or Citation CJ3 aircraft, fliers could register with the company online and receive a text message or email when a SuiteDeal became available from the desired airport location.
With as many as five airport options to fly into, logistics were a bit more challenging, but plenty of private jet operators came up with unique solutions to cater to the Super Bowl crowd — including last-minute opportunities and private parties.
- XOJet, based in the Bay Area, sells jet cards and offers on-demand charters. It served Super Bowl-style wings and seven-layer dip to passengers. On the ground, it had dedicated staff and concierge services to ensure clients got to parties by ESPN, Rolling Stone, and DirectTV and could secure game tickets if needed.
- VistaJet offered its customers who booked and flew to the game VIP credentials to the Bleacher Ball, where the Zac Brown Band performed.
- Berkshire Hathaway-owned NetJets had Maroon 5 playing at its private Saturday afternoon concert in Nob Hill, an event only open to NetJet customers and their guests.
The catering companies were also prepared. AirCulinaire, a network of gourmet kitchens catering in-flight meals to private jet travelers, recently opened a large facility in San Francisco. On Super Bowl weekend, it offered customers departing the Bay Area football-themed local specialties. See their Big Game 2016 In-flight Catering Menu to see the fresh delectables they offered for the ultimate, customizable tailgate party.
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.
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