Following the implosion of Jet It during the week of May 22, Honda Aircraft Company has stepped in to offer logistical and management support to those Jet It customers left in the lurch as the fractional operator ceased operations.

As reported exclusively by FLYING, the initial grounding of Jet It’s HondaJet fleet just started the snowball rolling. Soon after, Jet It grounded its entire fleet—including its Embraer Phenoms—and terminated its employees through a letter sent on May 26. The share owners of Jet It aircraft had also been told to find new homes for their assets.

While operators such as Volato and Jet Token have swooped in to court customers—and hopefully find positions for the type-rated pilots and other employees left hanging—the manufacturer of the HA-420 series is also standing ready to assist. 

Honda Aircraft has established a team that will help provide “seamless transitions to alternative aircraft management options for the HondaJet fractional owners who have been released from Jet It,” according to a statement from the company. This includes parking at HACI headquarters in Greensboro, North Carolina, for up to 90 days, including any pilot services needed to move those aircraft into position—free of charge to the customers.

This is no small thing, as several tails had been left in various states of “hangar limbo” following the Jet It shutdown—and some have been parked for nonpayment of maintenance and other outstanding bills.

“We understand the challenges faced by fractional owners who have been impacted by the suspension of their aircraft management after being released from contract by Jet It, and are now seeking alternative arrangements,” said Amod Kelkar, chief commercial officer and vice president of customer service for Honda Aircraft. “Consistent with our dedication to customer satisfaction, we have developed and established this assistance plan for those HondaJet owners in need of additional support during this transition period.”

Owners who think they might be eligible are encouraged to contact Honda Aircraft at hacifieldsupport@haci.honda.com.

The company is collaborating with the HondaJet Owners and Pilots Association and other groups on an upcoming safety standdown to address recent incidents involving runway overruns in the past 12 months. Runway excursions form a hot topic amongst business jet pilots and operators across the industry, as they make up the most common type of accident in business aviation, according to the National Business Aviation Association. Mitigating the risk will be the focus of the standdown.

“The HondaJet remains a reliable and safe aircraft to operate, and we reaffirm our confidence in the aircraft’s safety through our engineering and analysis,” said Kelkar, supporting the model. Honda Aircraft has delivered a total of 227 of the HA-420 series since 2015 through the first quarter of 2023, with approximately 212 of those on FAA registration. Jet It operated 21 tails through its program, encompassing roughly 10 percent of the total fleet.

The post Honda Aircraft Offers Free Logistics Help to Jet It Customers appeared first on FLYING Magazine.

There is strength in numbers. Often aircraft mechanics are on an island, left to their own devices to work, inspect, and return to service aircraft and components. Most prefer it that way, and unless you work for a major airline or maintenance repair and overhaul (MRO) organization, chances are you will perform maintenance-related tasks alone.

Solo work is not so terrible; some mechanics like to work alone. Even so, there comes a time when you need to commune with your own kind. I fondly remember hanging out behind the line shack, late-night cruises through the terminals in the crew truck, and playing baseball with shop rags wrapped in duct tape.

While those activities are essential, there are more formal ways to connect with fellow aviation maintenance types. One of the best ways to facilitate this is to join an organization. While this is not an exhaustive list, it is a good representation of what is out there. I chose the following organizations because I have personally been involved with each in some capacity in my career:

National Business Aviation Association (NBAA)

I first became aware of the NBAA in the early 1990s when I worked for a parts distributor for corporate aircraft. We supported the Beechcraft King Air platform and dealt with Cessna Citation and LearJet components. My first experience was at the NBAA Business Aviation Convention & Exhibition (NBAA-BACE). If you have not attended one, words cannot describe the magnitude. The 2023 event will be in October at the Las Vegas Convention Center. Bring another suitcase to haul away all that swag.

Earlier this year, NBAA hosted a leadership conference in Charlotte, North Carolina. While the lineup was impressive, and the topics relevant for modern corporate aviation, there is another event the NBAA recently conducted that directly benefits aircraft maintenance professionals.

In May, the NBAA’s maintenance conference in Hartford, Connecticut, featured scheduled programs ranging from aircraft maintenance liability to hiring practices and cyber security. Andy Papathanassiou, NASCAR pit crew coach, delivered the keynote speech focused on team building. This conference will be a cannot miss for me in 2024.

Education/Military Alumni

Many airframe and powerplant (A&P) mechanics came up through the military or attended a trade school to obtain their license. I have the benefit of both. Alumni associations are a great way to stay connected and find common ground with others. 

I am an Eagle, and Embry-Riddle Aeronautical University has one of the more robust alumni networks in the nation. Life has been fairly hectic recently, so I am not quite as active as I would like. One arena I do mingle in is the school’s Eagle Authors club.

Aeronautical Repair Station Association (ARSA)

Although technically for MRO businesses, the Aeronautical Repair Station Association is an excellent resource for anyone in the aviation business, maintenance or otherwise. It hosts events, conducts advocacy work, and provides intel on careers, among other things. As with other organizations, it also hosts an annual conference. For 2024, the dates are March 12-15, so start planning now if you wish to attend. 

Most worthy organizations will have membership dues associated with joining. ARSA may seem pricey at first glance, but the benefit outweighs the cost if your maintenance department is a decent size. Its regulatory work alone is enough to validate the need. Trust me, aircraft maintenance could use a strong voice in Washington.

ARSA works to elevate the image of aviation maintenance professionals everywhere, regardless of work function. Its information site describes the industry while discussing careers, safety, and resources for mechanics. Give it a look, and seriously consider signing up you and your crew for a membership.

This is a mere snapshot of the aerospace associates you can align with. Networking is another benefit that does not receive enough attention. According to FinancesOnline.com, “Networking is important because 70 percent of all jobs are not advertised on job sites.” 

Involvement in external organizations can be beneficial even if you are not actively in the job market. The camaraderie of like-minded individuals can help strengthen your job skills, build morale, and give you a sense of belonging and inclusion in today’s challenging career market.

The post 3 Ways to Jump-start Networking in Aircraft Maintenance appeared first on FLYING Magazine.

What powers the latest aircraft? 

Though we’ve answered the question in the pages of FLYING over and over through the years, we’re truly at a crossroads as we begin 2023. While real alternative power sources—such as electric motors enabled by evolving battery solutions or liquid hydrogen—remain firmly in test mode, for the first time since the jet engine debuted, pilots can find new technology in both piston and turbine powerplants in operation on the flight line today.

Under the cowl of light sport aircraft, you’ll find a wide range of economical and lightweight engines, including the Rotax 912 series. The Austrian OEM has moved into heavier aircraft with its 915 series, going faster and higher than previous models. Continental has developed its “Continental Diesel” or CD series of jet-A-powered engines for piston singles, bringing increasing horsepower with each step up the ladder.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

Diamond Aircraft has also led the game, with the Austro series for its singles and twins. Lycoming has taken amore traditional approach with the IO-390 models—but works extensively with innovators such as CubCrafters and other third-party skunkworks to tune its powerplants precisely for backcountry missions.

Pratt & Whitney continues its leadership in efficient, reliable turboprop-driven power with the PT6E line, which debuted in the Pilatus PC-12 and is now delivering a new level of operational data in the Daher TBM 960. Finally, GE Aerospace’s clean-sheet Catalyst is flying on the testbed Beechcraft Denali—and is focused towards certification.

Rotax 915 Series

Producing a maximum of 141 hp and max continuous at 5,500 rpm of 135 hp, the four-cylinder, liquid- and air-cooled 915 series engine from Rotax represents how the company has evolved its offerings for light aircraft over the past decades—though it’s been around since 1920.

With a gear reduction box similar to that on Rotax’s familiar 912 series—and the addition of a turbocharger—the 915iS and 915iSC deliver healthy support for a larger aircraft’s electrical system as well as a service ceiling up to 23,000 feet msl. TBO remains on the low end compared to traditional piston engines—1,200 hours—but redundant fuel injection and ignition offer more peace of mind than others.

Continental CD Series

Continental Aerospace Technologies certificated the first of its series of diesel powerplants in 2006 with the CD 135 for light GA aircraft—but the history of the series goes back further, to the Centurion 1.7, first certified under EASA in 2002. The CD 135 weighs the same as the 1.7 (295.4 pounds), but improves it significantly. The CD 135 (at 135 hp) and its more powerful version, the CD 155 (at 155 hp), hold FAA type certification in the Cessna 172 and the PA-28, while the CD 155 can go into the DA40 TDi model—originally certificated with the CD 135—upon overhaul.

Austro E4 Series

Diamond Aircraft initially delivered its DA42 Twin Star with Theilert diesel powerplants on board when it debuted in 2002—and then had to suspend production when Theilert went out of business. The result? The pivot to the Austro AE 300, manufactured inhouse, and what Diamond now brands the E4 piston engine series, powering the DA42 IV. The four-cylinder, two-liter AE 300 produces 168 hp (123.5 kW) max continuous power, and Diamond began deliveries with it in 2009. The AE330 brings more power to the DA62—180 hp (132kW)—at the same weight (410 pounds). Both use a range of kerosene-based fuels, including jet-A-1, jet-A, and JP-8.

Lycoming 300 and IE2 Series

Lycoming Engines form the backbone of the piston single and twin fleet—but the company has managed to innovate into the 21st century as well. The company debuted the IO-390 line in 2018, which you can now find under the cowling of American Champion aircraft, at 210 hp, or the Cirrus SR20, at 215 hp. Now, the flagship of its offerings for piston singles is the iE2 series, featuring electronic ignition actuated with a single button to start.

Pratt & Whitney PT6E Series

Pratt & Whitney’s PT6 turboprop engines come in just about every flavor you could want for your single- or multiengine mount. But the Canadian OEM keeps pushing the lever forward, and in 2019 debuted the first of its PT6E series in the Pilatus PC-12 NGX. That variant brought the first dual-channel integrated electronic propeller and engine control system (EPECS) to the GA turboprop market. The PT6E-67XP’s thermodynamic rating of 1,845 shp—and 1,200 shp max—provide the lift and capability required for the PC-12’s utility and executive missions.

GE Catalyst

In development in the Czech Republic since the mid-2010s, the GE Aerospace Catalyst (originally the GE93 or Advanced Turboprop) targeted the Beechcraft Denali, a single-engine turboprop announced first by Cessna, and then Textron Aviation. Now deep into its on-aircraft testing phase, the clean-sheet design is producing the predicted 1,300 shp—with a significant reduction in parts and complexity over the PT6 series that it challenges.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post Propelled by a New Power appeared first on FLYING Magazine.

In the wake of a “banner year,” CubCrafters’ price of shares in their Regulation A+ public offering has risen to $5.45, according to the company.

The light sport and Part 23-certificated aircraft manufacturer began accepting investments in November at $5 per share with a minimum $400 investment.

“Since that time, investors have enthusiastically responded and subscribed to the stock offering,” the company reported Thursday.

• READ MORE: CubCrafters Unveils Carbon Cub UL

The past year has been a good one for the company, according to its recent report to investors. Its revenue rose 5 percent in 2022, doubling its net profits over those reported in 2021. CubCrafters broadened its product lineup through the acquisition of Summit Aircraft Skis, and it launched  the Carbon Cub UL, designed to capture a larger share of the European ultralight market. 

“Earnings have returned to near pre-pandemic levels, with EBIDTA (earnings before interest, taxes, depreciation, and amortization) above 9 percent in 2022,” the company said.

Demand for new aircraft has also remained strong, with a nearly two-year backlog in orders.

In the past year, the company has increased its number of employees nearly 14 percent to 214. It boosted its productivity nearly 28 percent with the assembly of 65 aircraft, up from 51 produced in 2001. CubCrafters also launched initial testing of a new electric propulsion technology for fixed wing aircraft and integrated robotics into some of its aircraft parts manufacturing process.

“Since our public offering announcement, demand for our shares continued to grow,” Patrick Horgan, CubCrafters’ president and CEO, said in a statement. “The milestone achievements that we announced in 2022, such as the introduction of the new Carbon Cub UL model powered by the multi-fuel Rotax 916iS engine, two rounds of NASA funding of our Electric Lift Augmenting Slats (ELAS) project, and strong 2022 financial performance drove the share price change.” 

• READ MORE: Carbon Cub Pilot Takes STOL to the Extreme with Helipad Landing

The company reported its international profile also rose earlier this year through a collaboration with Red Bull for the incredible short landing on the helipad atop the 56-story Burj Al Arab Hotel in Dubai, United Arab Emirates. Red Bull Air Race pilot and Carbon Cub owner Luke Czepiela flew a modified Carbon Cub onto the 90-foot wide pad towering 695 feet above sea level.

“We are in a unique position to serve our customers through a diverse product line that appeals to every segment of the adventure aircraft market—both domestic and international—which will serve us well to fuel continued growth,” said Brad Damm, CubCrafters’ vice president. 

• READ MORE: Behind the Scenes at CubCrafters: Crafting a Cub

The post CubCrafters Reports ‘Banner’ Year, Stock Price Boost appeared first on FLYING Magazine.

In the years following World War II, the economy was booming, Americans were beginning to travel, and aircraft manufacturers were brimming with experienced teams of engineers. With the demand for military aircraft subsiding, virtually all of these companies began exploring new avenues for product development and innovation. It didn’t take Beechcraft long to identify civil aviation as a burgeoning opportunity.

Fresh off the success of the V-tail Bonanza and the larger, 8-to-10 passenger Model 18, Beechcraft management explored the market and noticed a gap in the industry’s product offerings. Prior to the war, types such as the Ford Trimotor, Boeing 247, and Curtiss taildraggers served as the era’s smaller “regional airliners,” but the war effort paused any further development of that segment. Referring to it as a “Feederliner,” Beechcraft reasoned that a small, modernized civil airliner was just what the industry needed.

Dedicating significant engineering and marketing resources to the project, the team got to work. It aimed to position the aircraft as a solution for passenger as well as cargo transport. It opted for a high-wing configuration, an easily convertible cabin layout, and a cargo door in the forward left fuselage, naming the final product the “Twin Quad.”

With a wingspan of 70 feet, a length of 51 feet, and a height of 19 feet, 4 inches, the Beechcraft 34 Twin Quad was a sizable machine. Ironically, each dimension is nearly identical—within 1 to 4 feet—to the Cessna SkyCourier, the latest offering from Beechcraft’s successor. Even the maximum takeoff weight of 19,500 pounds is within 500 pounds of the modern twin turboprop.

The team decided to incorporate a V-tail into the design, first installing it on an existing AT-10 Wichita twin for testing purposes. This enabled them to evaluate the tail’s effectiveness at providing directional control on a multi-engine aircraft of similar size and weight to the Twin Quad before finalizing and freezing the design.

It’s possible the V-tail was pursued primarily because of the technical advantages it was thought to provide. It’s also possible it offered more value to the marketing department as an instantly identifiable branding feature that visually differentiated it from the competition. Whatever the driving reason, Beechcraft ultimately incorporated the V-tail into the final design.

Though the V-tail was the most notable design feature of the aircraft from a visual standpoint, it paled in comparison to the originality and uniqueness of the engine layout. 

In an effort to harness the maximum power in the smallest, most aerodynamic packaging possible, the team opted to utilize four 375 hp Lycoming GSO-580 flat-8 piston engines and buried them entirely within the wing. The engines were configured in pairs, with each coupled together and driving a single propeller via clutches and a gearbox. The clutches were designed so that engine torque compressed and engaged the clutch discs. 

In the event of an engine failure, the failed engine would automatically disengage from the gearbox, and the remaining engine would continue to drive the propeller. This feature was presented as a safety improvement—although the loss of one engine would result in a power reduction, it would present no corresponding asymmetric control issues.  

The Twin Quad used two massive full-feathering, two-blade propellers for propulsion, and naturally, they were driven through reduction gearing. At 11 feet long, if the engines were to turn them directly at a normal cruise rpm, the propeller tip speeds would have exceeded Mach 1.5. The reduction gearing provided a ratio of 40:21, or roughly 2:1, bringing the propeller rpm range down to a quiet and comfortable 1,500 rpm in cruise flight.

During engine shutdown, the engine clutches would disengage entirely. A note in the operating manual advises that if high-velocity wind rotates the propellers after shutdown, the clutches may be reengaged to lock them into position. Presumably, standard operations would call for the clutches to be engaged regardless, as the sight of rotating propellers on a vacant, parked aircraft would naturally create concern for any observers on the ramp.

Because the Twin Quad was designed for airline operations, it was equipped with full anti-icing capability. Two combustion heaters—one for the wing, and one for the tail—provided heat for the leading edges that was distributed along the insides of the leading-edge skins. The propellers were electrically deiced, and the cabin heater ducted hot air into the space between the two panes of glass that made up each cockpit windscreen.

The Twin Quad made its first flight in autumn 1947. Shortly thereafter, the marketing team stopped using the term “Feederliner” to describe the aircraft, instead switching to “Beechcraft Transport.” This indicated a change in marketing strategy to emphasize non-airline operations, which likely included executive transport. 

Detailed cruise performance wasn’t provided in the preliminary flight manual, but VNE is listed as 270 mph and VNO as 220 mph. Minimum takeoff climb speed is listed as 96 mph, and the bottom of the white arc is 75 mph. 

Given the total horsepower available, the Twin Quad’s engine-out takeoff performance seems fairly decent. In the event of an engine failure after V1 at the maximum weight of 19,500 pounds, the charts indicate it will clear a 50-foot obstacle in just below 3,500 feet at sea level. By comparison, the modern Cessna SkyCourier requires 2,740 feet at roughly the same weight with both engines operating and twice as much power available. Landing distance over a 50-foot obstacle is listed as 2,000 feet at sea level and maximum weight.

The charts optimistically include separate listings showing performance with 40-mph headwinds. It is unclear whether this is a function of an overly optimistic marketing team or simply reflected the reality of everyday weather conditions in Wichita, Kansas. 

Range figures aren’t provided, but endurance can be calculated with the available data. Given the Twin Quad’s total fuel capacity of 536 gallons and the fuel consumption figures of 130 total gallons per hour at maximum continuous power and 80 total gallons per hour at 75 percent power, the resulting endurance would have been 4.1 to 6.7 hours.

Tragedy struck during a certification test flight in Wichita on January 7, 1949. Just after liftoff, an electrical fire occurred. While attempting to extinguish it, a crew member reportedly turned off an “emergency master switch” that resulted in both engines shutting down. The aircraft then stalled and went down, killing one of the pilots.

Following the incident, Beechcraft terminated the program entirely. No specific reason was provided, but it’s possible the decision was driven in part because of a lukewarm response from the market. Ultimately and unfortunately, what remained of the Twin Quad was scrapped.

Today, all that remains is a small handful of photos and scraps of documentation. And while the large Bristol Brabazon airliner flew with a nearly identical engine/propeller arrangement later that year, it would ultimately succumb to the same fate—canceled, scrapped, and relegated to the dusty shelves of aviation history.

The post Beechcraft Twin Quad: A ‘Feederliner’ That Almost Was appeared first on FLYING Magazine.

Over the past few days, we’ve received a number of inquiries from Jet It fractional owner groups about what they should do to navigate the Jet It shutdown. While I am also navigating the same issues—I was a fractional owner—we’ve made some progress toward the end game. 

Hopefully, by now all of the owners have had the chance to meet. We received a list of the individual owners from Jet It, along with contact information. If you’re an owner, you should organize a call with your specific owner group ASAP. You are all on the same team, now is the time to get a game plan together.

Appoint one to two people on the team to keep the process moving forward, regardless of direction. Ideally, someone with experience in aviation, as they will need to understand all of the moving parts.  

Even though Jet It CEO Glenn Gonzales suggested “patience” on owner calls last on May 24—but that isn’t great advice.

• READ MORE: Jet It Tells Owners To Find New Home for Aircraft

You own a very expensive asset that needs to be dealt with. Every day that you own it, the more expenses it will rack up. Hangar fees, maintenance, insurance, etc., all cost money. Nothing like having an expensive toy that you can’t use. 

You need to track down the aircraft. Every owner group I’ve spoken with has figured out where their aircraft is. 

Most importantly, find out what your owner group wants to do with the aircraft. You have a few options: you can sell the aircraft; you can put the aircraft up into a dry-lease with another operator; a single (or group of owners) can buy the airplane.

While Gonzales suggested that owners could contract directly with former Jet It pilots, this strikes me as challenging for larger owner groups that are geographically distributed, not to mention questions about legality of such a process. If you do decide to go this route, I would engage with an aviation attorney to make sure you are protected here.

The worst thing to do here is to let the aircraft sit long without a plan. We are all responsible for the bills on our aircraft from here on out (along with unpaid bills that Jet It racked up) and those bills aren’t going to cheap. 

If you decide to sell the aircraft, find a Honda broker or dealer that can help with this. Brokers will be glad to take you on as a client, but I would recommend doing diligence on the broker. Have they sold HondaJets in the past? Do they have experience with the aircraft? Can they help you navigate all of the maintenance issues you need to contend with?

Honda Aircraft Company has a list of dealers on its website, and you can find a dealer to assist here. I would recommend going with this group over a non-Honda dealer because of their familiarity with the jet and mutual interest in seeing a positive outcome for the Honda ecosystem. 

Keep in mind that the aircraft is not going to be flown much over the next few weeks, so find someone that has experience with the airplane and will agree to keep it in compliance with the maintenance up to date.

• READ MORE: Why Jet It Failed 

I live in Tennessee and our Honda Aircraft dealer is Banyan. They provided us with a turnkey proposal, including hangar access to help us manage the aircraft while we figured out what we wanted to do with it. 

Selling the aircraft is only one option. With nine owners, we felt that selling the aircraft was the best path for our ownership group. That way we could move forward making decisions as to our future missions individually. 

Another option is to put the aircraft into a short-term lease with another operator. 

Volato—Jet It’s biggest competitor among Honda Jet operators—has offered a 90-day lease for ownership groups. It is billed as a dry-lease arrangement, where all expenses are taken care of (except for maintenance labor). At $650 per hour, it’s an interesting proposal to get the airplane in the air and generate some revenue to offset most of the fixed expenses, including insurance, hangar fees, and operational fees. 

Matt Liotta, CEO of Volato told FLYING: 

“We feel for the customers who are facing this difficult situation. The entire team at Volato is here to help as much as we can, and we are prepared to take on any number of planes and customers. We do recommend that anyone consult with a lawyer before deciding on how to move forward.”

As noted earlier, getting a good aviation attorney is critical. This will be a long and drawn-out process, with lots of nuances. Getting someone with experience navigating all of the issues (aviation, corporate, and tax law) is critical.

There is some good news out of all of this. 

Unlike a jet card or membership program, Jet It’s fractional program offered direct ownership of an actual aircraft. This means that fractional owners will recoup a large percentage of their investment in the airplane after some initial headaches. 

If it were a membership program, where the asset is prepurchased time on an airplane from a charter operator, like in Wheels Up’s case (NYSE: UP), the only thing that program members would be guaranteed is a position of being a junior creditor in a bankruptcy. 

The post What’s Next for Jet It Fractional Owners appeared first on FLYING Magazine.

Buying a fractional share of an airplane is supposed to make personal jet aviation effortless, but for Jet It clients it has become a nightmare. On Monday, May 22, Jet It fractional owners were told that their airplanes were being grounded because of safety concerns about the HondaJet. 

At the time of the grounding, Jet It claimed that it was taking the action out of an abundance of caution in light of an incident with a HondaJet. The airplane ran off the end of a runway in South Carolina. Jet It CEO Glenn Gonzales told owners that he was concerned about the safety of the aircraft and wanted to understand the reason that HondaJets were more susceptible to runway excursions than similar aircraft. 

Coming from the largest operator of HondaJets in the U.S., it was a shocking statement. The problem was that Jet It also grounded its other aircraft in the fleet, not just the HondaJets, leaving many owners questioning whether this was a “negotiating tactic” to allow the company to exercise the force majeure clauses in fractional contracts, enabling the company to cancel the programs and agreements altogether. 

After all, if Jet It could stand behind the story that the HondaJet was an unsafe aircraft, it would shield the company from liability stemming from potential owner lawsuits and damages caused by an abrupt shutdown and service disruption. 

The problem is that the safety issue doesn’t appear to be the cause of Jet It’s sudden service disruption—but cash does. 

On Friday, May 26, Jet It informed employees in a letter that their jobs were permanently terminated, and the company was closing down. There was not a mention of a bankruptcy, but that is likely not far behind. 

Sources tell FLYING that at least two employees—aircraft sales executives for the company—are both owed more than $200,000. 

• READ MORE: Jet It Tells Owners To Find New Home for Aircraft

Meanwhile, Jet It aircraft have been grounded all over the country. They sit at FBOs and maintenance shops, where the owners will have to cover all unpaid expenses that have accumulated on their aircraft tail. This includes any unpaid fuel, maintenance, and storage bills that the aircraft may have accrued.

Over half of the fleet is in maintenance, with tens to hundreds of thousands of dollars owed by Jet It that will have to be paid by the fractional aircraft owners of the various tail numbers.

Owners are scrambling to find new homes for their aircraft, but they are on the hook for any expenses that have been incurred before they can be moved. 

The primary hangar for Jet It, where all of the aircraft logbooks were kept, is in Greensboro, North Carolina. The entity at KGSO hasn’t been paid in recent months, so the hangar owners permanently locked Jet It out of the hangar.  

• READ MORE: What’s Next for Jet It Fractional Owners

For vendors that have worked with the company for a few years, this was not a surprise. 

Many of the companies that Jet It has done business with have struggled to get paid in a timely manner, if at all. 

Jet It would string vendors along for months—especially maintenance providers. 

Of the 21 HondaJets that Jet It managed, at least 10 are currently in a maintenance shop. Three of the airplanes in the fleet currently have maintenance liens for unpaid bills.  

A representative for one maintenance shop said it has had one of the jets in the shop for months and wouldn’t release it because Jet It would not pay its $24,000 bill. 

Jet It gained a reputation among HondaJet service centers for being slow or delinquent on payment, so the shops often requested payment up-front. This would often delay the time it took for the HondaJets to be serviced and severely impacted the company’s operations. 

Honda Aircraft Company, Jet It’s most important vendor, also wasn’t paid on time. Sources told FLYING that Jet It owes Honda Aircraft more than $1.6 million in its service contracts under a program known as “Flight Ready” and the engine maintenance program “EMC2.” 

Honda Aircraft intends to work with fractional owners, helping them navigate the mess that Jet It has left behind.

Too Good To Be True 

According to sources familiar with the company’s business model, Jet It’s ability to scale was largely a result of how attractive the Jet It program was to prospective customers. In fact, the program may have been too attractive, driving robust growth and feeding a business model with core flaws. 

Jet It generated revenue through several major sources: fractional-owner hourly fees; monthly maintenance fees; up-front selling of aircraft fractional positions; and off-network charter flights. 

Jet It priced its hourly charter rates for clients at incredibly attractive rates. At just $1,600 per hour, the Jet It program was a dream for prospective jet owners. By comparison, Volato, Jet It’s biggest competitor in the HondaJet market, charges $3,450 per hour, plus fuel pass-through.

Initially, Jet It’s per-hour rate included the cost of fuel, but in the wake of the Ukraine conflict, Jet It implemented a fuel surcharge program at $250 per-hour.

Jet It’s contracts also did not require the fractional owner to pay for deadhead to reposition the jet. The owners only paid for the time they were in the aircraft.

A source familiar with Jet It’s revenue model suggested that the operating cost per hour for owners, including deadhead time, was likely around $2,700 per hour. This means that although most flights were a screaming deal for fractional owners on an hourly basis, they incurred a loss for the company.  

The original proforma for Jet It assumed that fractional owners would have access to their airplanes for 250 days per year, with the balance available for Jet It to sell for network charter operations at a substantial premium over the owner rate. 

This may have worked, but Jet It’s aircraft were often unavailable because they were out of service for maintenance. Earlier this year, Jet It told fractional owners that nearly 75 percent of the fleet was out of commission because they were in the shop for maintenance. Some of the aircraft were in the shop for routine maintenance, others were being held for lack of payment. 

The Major Flaw in Jet It’s Model 

Jet It prided itself on offering exceptional customer service and contractually guaranteeing fractional owners aircraft availability, as long as the aircraft was booked 72 hours in advance. If an in-network aircraft was not available, Jet It was required to go into the charter market and purchase aircraft time at the charter market’s clearing rate—often at rates that were five times the rate that the fractional owner was paying Jet It for the same service.

In a letter sent to fractional jet owners in November 2022, Gonzales stated that Jet It had to “absorb in excess of $20 million in off-fleet expenses,” just to fulfill fractional owner flight demand. In the same letter, Gonzales blamed Honda for its service woes. 

The monthly maintenance expense provided some level of recurring revenue for the company, but not enough to cover the cost of the company’s extensive back-office and operational systems. 

The company always made money selling fractional aircraft positions, and this was a key driver of cash flow for the company, yielding more than $500,000 per aircraft the company was able to place into its owner network. In the early days of COVID, as interest around personal aviation exploded, so did cash flow opportunities for Jet It. In fact, it is likely that the company relied too heavily on this source of cash to fund its operations. 

But like many businesses in 2021 to 2022, supply chain issues began to impact Honda Aircraft Company, and Jet It could not source as many airplanes to sell to members. This led to the cash flow coming from new fractional sales drying up. That was a major blow to the company’s business model. 

In 2022, the company raised $16 million in structured finance from Loeb.nyc, the private equity firm of former Time Warner executive Michael Loeb and Blue Equity, LLC, another private equity firm. This provided a lifeline to the company as it dealt with supply chain challenges. 

Then the demand for fractional ownership slowed, as the COVID crisis died down. This also coincided with the easing of some of Honda Aircraft’s supply chain issues. 

On October 6, 2022, Jet It was allocated three HondaJets for its network. With the imminent delivery of new aircraft and an operating deficit that had built over the past couple of years, Jet It found an opportunity.   

Gonzales was a former Honda Aircraft salesman who understood the cash flow opportunity in flipping an aircraft. He did it very well. With the waiting time for a new HondaJet measured in years, buyers were willing to pay a vast premium over the wholesale price that Jet It had negotiated. 

Under Jet It’s contract with Honda Aircraft, it was allocated aircraft only for charter or fractional ownership. It was not permitted to sell new HondaJets to owners, unless it was for their own network use. However, Jet It sold at least one airplane to a buyer for exclusive use, a clear violation of the agreement with HondaJet. Therefore, Honda Aircraft Company sued Jet It. 

The lawsuit was later settled, but not until after Gonzales had gone public about his frustrations with Honda Aircraft, calling into question the service, safety, and maintenance record of the HondaJet. He suggested that the reason that he sold the airplane was that he had decided to move away from HondaJets and into Embraer Phenoms as the aircraft of choice for Jet It. 

Meanwhile, because of the purchase of the HondaJet and its subsequent sale to a sole owner, Gonzales received a quick cash lifeline for the company, which enabled him to fight another day. 

Erratic Customer Service During a Cash Crunch

But Jet It’s cash flow woes continued. The operating model was starting to break down, and customers noticed a deterioration in service. Flights that had been booked weeks or months before were suddenly canceled owing to the lack of aircraft availability. Jet It stopped offering off-network charter flights, which was in violation of its fractional customer agreements (even for maintenance issues). 

In an effort to deflect blame for service, operational, and financial issues, Jet It has tried to push the blame for these issues onto its primary business partner, Honda Aircraft Company. 

The poor service reputation that Gonzales attempted to pin on Honda Aircraft was likely a result of Jet It’s inability to pay its vendors, and not the HondaJet’s lack of quality. This was explained to FLYING by one vendor in the HondaJet service ecosystem.

Jet It’s poor service reputation also exacerbated the company’s problems. 

With aircraft stuck in maintenance and bills continuing to pile up, Jet It had fewer aircraft for its fractional network and almost no lift available for the much more lucrative charter network. Over time, more aircraft went into maintenance, taking more of Jet It’s network down. 

On May 24, 2023, it all ended.

Gonzales called fractional owners and told them that their aircraft would need to be moved out of the Jet It network and that those airplanes would “not fly with Jet It” any longer. 

The fractional owners that thought they were getting a great deal on a HondaJet learned that it was a deal too good to be true. 

Do you have a news tip to share? Send me a message @freightalley on Twitter. Your name will not be used without your permission.

The post Why Jet It Failed  appeared first on FLYING Magazine.

The mid-1950s were an interesting time for Cessna. The taildragger era was drawing to a close, tricycle gear was taking over, and the marketing team was hard at work identifying and addressing gaps in their product offerings. The small trainer role was evolving from the 120 and 140 to the 150, and the light four-place role was evolving from the 170 to the 172 and 182. This left the question of what to do for the larger, higher-performance single-engine market.

After Cessna discontinued production of the big radial-powered 190 and 195 taildraggers in 1954, the company was left with the 180 and 185 to fill that category and saw there would be a market for large, capable piston singles with tricycle gear. Their solution? The retractable-gear 210, introduced in 1960, and the fixed-gear 206, introduced as the 205 in 1962, and in earnest as the 206 in 1964.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

Over the course of their production runs, both the 206 and the 210 went through several evolutions. The 206 primarily saw minor changes, whereas the 210 saw significant revamps during its run. Production of both types was suspended in 1986, and only the 206 would be resurrected in more recent years. Today, the pre-1986 family of 206 and 210 series of aircraft provides a compelling blend of capability, comfort, and familiar, predictable flight characteristics.

As with any types of the vintage, each comes with a smattering of pitfalls and ownership challenges. As Cessna added features like turbocharging and pressurization, the airplanes became more challenging to own and maintain. Here, we explore the legacy 206 and the 210 and evaluate the capability of each while considering their respective pros and cons.

Design and Evolution

The earliest models of the 206 and 210 had significant overlap, visually and in terms of their capabilities. The two types diverged over time, but they share several fundamental similarities. Both used Cessna’s familiar high-wing, all-metal airframe design from the beginning. Both also offered similar dimensions and load-carrying capabilities, and both utilized six-cylinder Continental engines, with a “T” prefix indicating the presence of a turbocharger on models like the T206 and T210. The two types differed primarily in their landing gear, wings, and doors.

The 210 was introduced first as a 1960 model. The 1960 and 1961 models had four seats and were essentially 182s with retractable gear and 30 additional horsepower. 1962 brought rear windows and a 4 inches wider cabin. The 1962 to 1966 210s are essentially retractable-gear 206s with less available space in the back because of the main gear wells in the aft cabin. 

In 1964, a third row of seats became available as an option. These initial seats were diminutive affairs with backrests that unfolded out of the raised baggage area floor. Most owners consider these to be most suitable for small adults and children. Performance-wise, Cessna upgraded the engine from the 260 hp IO-470 to the 285 hp IO-520, and the horizontal stabilizer was increased in span by 8 inches, improving pitch authority when landing with a forward CG.

The 210 lost its wing struts in 1967 when the strutless cantilever wing made its first appearance. Three years later, a switch to more compact tubular steel landing gear provided more space in the aft cabin, enabling full-sized seats to be used in the third row.

The most significant change during the cantilever-wing era was the addition of the P210, with “P” denoting cabin pressurization. Easily the most complex version of the 210, the pressurization provided comfort and capability during longer trips. With a relatively low 3.35 psi differential, however, the cabin altitude can easily exceed 10,000 feet, so many owners still utilize oxygen. Nevertheless, the pressurization provides a notably quieter, more comfortable cabin.

The Cessna 205, produced during the 1963 and 1964 model years, is essentially a fixed-gear 210. Because there was no need for bays to house the retracted main gear, the aft floor was flat and sported full-sized seats in the third row. The bulge in the cowl remains, however, making the 205 difficult to distinguish from a 210 visually.

With fixed landing gear, the 206 is simpler to operate, insure, and maintain than the 210. It was introduced in 1964 and took over the fixed-gear duties from the 205. As it was optimized for transporting people and cargo, cruise speed took a backseat to basic economy and reliability. Floats, skis, and belly pods for additional cargo capacity were available options. Legacy 206s are available in two versions: passenger, indicated by a “P” prefix, and utility, indicated by a “U” prefix.

The passenger-biased P206 models provide three separate entry points to the cabin. Each front seat has its own door, and a third smaller door provides access to the left-side back seat. Opinions vary based on spryness and flexibility, but one P206 owner with whom we spoke describes this rear door as somewhat more difficult to utilize than that of a Cessna 150. The door lacks a footrest to assist ingress and egress, and the door opening is relatively small. For many, it’s a feature best utilized for children and baggage. 

For owners interested in hauling larger cargo or simply desiring easier access to the aft half of the cabin, the U206 provides large double “clamshell” doors on the right side of the fuselage. So massive are these doors that passengers can easily board both the second and third row of seats.

The ease of entry and egress of the U206’s double doors strongly appeals to owners who regularly transport elderly or disabled passengers, and thanks to the low sill height, outsized cargo is easily loaded and unloaded. A supplemental type certificate (STC)available from Wipaire allows for the installation of a right-side front door.

Compared to the 210, the 206 line saw far fewer changes during its production, the design remaining relatively consistent from year to year. One notable change came in 1968 when the horizontal stabilizer was increased in span for additional pitch authority at forward CGs. The P206 was discontinued in 1971,leaving the U206 as the sole version in production.

Market Snapshot

A recent survey of 206 and 210 variants listed for sale on six of the most popular online classified sites at the time of this writing provides some interesting takeaways.

Most notable is the scarcity of 205s and 206s on the market. This supports the chatter among owners that charter operators—particularly those in Alaska—snatch up many examples for their fleets. With only 14 listed for sale at the time of this writing, the fixed-gear variants appear to be in far higher demand than the 210s.

Additionally, the median number of airframe hours among the 206s represented is notably higher than the 210s, further bolstering the claims that the type sees heavy use in commercial operations. While regular use can be a good thing for the health of an airplane and especially an engine, owners advise using caution when considering a 206 that has been used commercially. The life of a cargo airplane can be harsh. Many have led hard lives and have been kept outdoors for decades, whereas their privately-owned counterparts are more likely to have been babied by doting owners and kept in climate-controlled hangars.

The higher median price of the 206 also suggests an overall preference in the market for fixed landing gear. The cost to maintain the retractable gear of the 210 family is not inconsequential. Neither is the amount of time and effort required to develop a thorough understanding of the components involved and closely monitor the entire system’s health. Add increased insurance premiums to the list of retractable gear concerns, and for most, it would take a significant pay-off to absorb the costs involved.

Fortunately, there are indeed some payoffs at play.From the very beginning, cruise speed has been one of them. At the same power setting, an earlier 210 with wing struts cruises approximately 25 mph faster than an equivalent fixed-gear 206. Alternatively, one can select a lower power setting and enjoy lower fuel burn due to decreased drag.

However, reduced drag isn’t enough to make up for the aforementioned higher cost of ownership, and this is evident in pricing. With asking prices of normally-aspirated 210s hovering at less than half the price of comparable 206s, buyers in the current market seem to place higher value on the simplicity, reliability, and lower operational cost of the 206 versus the speed and performance of the 210. For potential buyers regularly hauling people and cargo, the improved cabin access likely plays a part, as well.

With fewer than 600 examples built, Cessna 205s are relatively scarce and can go unnoticed. Like the Cessna 175, fewer people know what they are, so fewer people think to search for them on classified sites. For this reason, it’s not uncommon to find a 205 lurking deep in the listings that others have yet to discover. Presently, only 172 examples remain active on the FAA registry, and only two were listed among the major aircraft classified sites surveyed at the time of this writing.

Flight Characteristics

Speak with 206 and 210 owners, and their most noteworthy takeaway is just how unnoteworthy they found their transitions into the types. With relatively consistent operation and handling qualities across the Cessna model line, owners reported virtually no red flags or concerns involved in the transition.

One owner progressed from a 172 to a 182 modified with a 285 horsepower upgrade, and finally into his turbo 206. He felt that the transition from the 172 to the 182 was far more demanding than the transition from the 182 to the 206. Other owners echo this sentiment, describing the 206 as nothing more than a slightly larger 182.

Both the 206 and 210 provide excellent IFR platforms. The overall stability requires little effort on the part of the pilot to maintain headings and altitudes, and eases approaches as well. Handling and stability remain relatively consistent, whether light or heavy. A light, unloaded example can be something of a hot rod when it comes to acceleration and climb performance. But even loaded to maximum takeoff weight, the books indicate a 210B requires only 1,210 feet to clear a 50-foot obstacle on takeoff, and a P206E requires only 1,800 feet.

In cruise, 206 owners report cruise speeds of around140 to 150 mph while burning around 13 to 14 gallons per hour. The 210s vary based on the wing and presence of main landing gear doors, which can be removed to simplify maintenance, but a strutted 210 will cruise in the neighborhood of 180 mph, with turbocharged versions capable of more. 

When it comes to approaches and landings, a 206 or 210 owner will again invariably describe their airplane as “a big 182.’’ Those we surveyed reported final approach speeds of 85 to 90 mph and honestlanding characteristics, with only one caveat—elevator authority at light weights. With only one or two individuals on board, especially with full flaps, it can be difficult to flare. Using trim can alleviate the need for back pressure on the yoke, but one must be prepared to retrim quickly in the event of a go-around.

While this is generally just a nuisance for most 206s and 210s, it’s a more serious concern with models that came from the factory with smaller horizontal stabilizers—pre-1964 for the 210, and pre-1968 for the 206. Owners of these models will commonly keep weight in the aft baggage area to alleviate the issue and prevent running out of elevator authority in the flare.

Overall, owners cherish the predictable, familiar flight characteristics of both models. They enjoy the rock-solid stability in cruise, particularly for instrument work. With the exception of the forward CG when light, they report no red flags or items of concern,describing the airplanes as honest and straightforward.

“When the Super Skywagon Debuted…

In the December 1964 issue of FLYING, we compared the new Cessna Super Skywagon 206 to the then- current Cessna Centurion 210B, noting what the company had leveraged to make the new sibling a real change from its older sister.

“This new Super Skywagon shares its wing with the Model 210D Centurion, but is approved for an allowable gross weight of 3,300 pounds, fully 200 pounds more than its faster sister, and as a floatplane it goes to a whopping 3,500-pound gross. It is a new wing, more gull-shaped in its planform. The flaps extend a full 18.9 feet, and are electrically operated Fowler type and contribute to a marked increase to lift when extended. Shortening the ailerons was made necessary by the broad span of the flaps, but this has been offset by increasing their chord. They are Frise type with hinges at one -third chord position for reduced control forces. The wings are manufactured to accept Cessna Nav-O-Matic autopilots.

“The tail group, similar to that used on the 210D, is of adequate size to control the forces created by the oversized flaps. At no time during our flight was a lack of elevator control evidenced…”

Ownership

As the legacy 206 and 210 fleet consists of aircraft now at least 37 and up to 63 years old, the primary concern of ownership is the age of the airframe and its components. Corrosion is a concern with most aircraft of this age, and it pays to do some digging to determine where it has spent its life. An airplane that has spent decades on the coast will likely present more airframe issues than one that has lived in the Arizona desert.

Beyond airframe corrosion, much of the discussion around owning and maintaining a 206 or a 210 will revolve around the retractable landing gear of the 210. While it isn’t something to be scared of, and while there are many very happy 210 owners, the system and its components demand respect. To ensure the gear will operate reliably, an owner must become something of a landing gear enthusiast, eagerly learning the intricacies and only permitting mechanics who are intimately familiar with 210 gear to work on it.

In general, the newer the 210, the more reliable the landing gear and easier to maintain. The first examples in 1960 and 1961 incorporated a complex hydraulic system with components that, should they fail, maybe impossible to source for significant lengths of time.Additionally, these early models are subject to an airworthiness directive (AD) that can require an owner to seek out equally scarce replacement parts. 

Subsequent generations of the 210 incorporated better landing gear designs, such as the simplified 1970 model year and the 1972 model year that tran-sitioned to a far superior electro-hydraulic system. Best of all is the 1979 and newer gear design, which has proven remarkably reliable and trouble-free.

More than one owner has cautioned that the turbo engines have a habit of heating the engine compartment enough to significantly reduce the lifespan of cylinders and engine accessories, even when carefully monitoring the engine and using recommended power settings. While they appreciate the capability of the turbo, they question whether it’s worth the headache.

Some of the most significant concerns of the 210 are wing spar ADs that affect cantilever-winged (i.e.strutless) wings. These are one-time ADs that require an inspection of the spars and carry-through assembly. Should these components require replacement, the cost is steep at $20,000 or more for the necessary parts, excluding labor. But whether the components pass inspection or are ultimately replaced, you can forget these ADs once completed and documented.

Except for the spar ADs, both the 206 and 210 are generally unburdened with recurring ADs that plague other types, and maintenance comes down to routine annuals and the replacement of parts that wearout. The 206 owners with whom we spoke plan for a baseline figure of $2,000 to $3,000 for a typical, uneventful annual inspection with no surprises. Predictably, 210 owners report a higher baseline of around $3,000 to $5,000 for a similar annual. 

The Cessna Pilot ’s Association is the go-to owner’s group for the 206 and 210, offering systems and procedures courses both online and in-person to educate owners. Those who have taken these courses rave about them, particularly one taught by Paul New at Tennessee Aircraft Services in Jackson, Tennessee, a de facto 210 expert. For around $1,000, owners are brought up to speed on the most recent issues encountered by others around the country.

Insurance expense can be a significant concern for the owner of any six-place airplane. For a few points of reference, a P206 owner with 146 hours total time and a hull value of $150,000 reported annual premiums of $3,800. On the other end of the spectrum, a P210 owner with thousands of hours of tactical fighter experience and a hull value of $327,000 reported an annual premium of $4,600 per year. Some owners have found a creative way to reduce their premiums. By removing the aft two seats, they can insure their airplanes asfour-place aircraft. By doing so, some saw reductions in insurance premiums as high as 30 to 40 percent.

Our Take

When it comes to six-place piston singles without a new-aircraft price tag, there are only a handful of alternatives to the 206 and 210. The most direct competitors, both in terms of cost and capability, would be Piper Cherokee Six, Saratoga, and Lance. The Beechcraft Bonanza A36 is a well-loved option that comes with a premium price. And if useful load is less of a concern, certain Beechcraft Musketeers and Sierras are equipped with a third row of small seats primarily suitable for children.

Overall, the 206 and 210 offer a balanced set of strengths, including payload, speed, and range. Less quantifiable but perhaps equally important are the familiar handling and ease when transitioning from 172s and 182s. One of the more interesting aspects of the two types is the flexibility to shift the expense from acquisition to operation or vice-versa. The 206 commands a higher purchase price but costs less to maintain, while 210s can be had at a relative bargain provided the maintenance budget is increased. 

Whichever model is selected, a buyer will undoubtedly appreciate the strengths of the type, and will enjoy a level of real-world capability matched by few other aircraft on the market.

This article was originally published in the February 2023 Issue 934 of FLYING.

The post <i>FLYING’s</i> Air Compare: Cessna 206 vs. Cessna 210 appeared first on FLYING Magazine.

The General Aviation Manufacturers Association released its first quarter 2023 shipments and billings report for GA manufacturers. With shipments in piston and turboprops up slightly as compared to the first quarter of 2022—10.1 percent and 6.4 percent, respectively—and jets off by less than a percentage point, total billings softened slightly from $3.8 billion in Q1 2022 to $3.7 billion this year for the same period. Rotorcraft deliveries registered a stronger increase, with deliveries up nearly 50 percent in quarter-over-quarter figures.

While the numbers indicate the market is holding steady, there are signs of concern. Bottlenecks in certification and supply chain, and a minor downtick in business jet operations—depending on whom you speak with—continue to produce drag on an industry seeking to innovate sustainable and efficient solutions in the face of outside attacks on the use of private aviation.

GAMA president and CEO Pete Bunce was blunt about the success of the industry in spite of that friction. 

“The continued health of the general aviation manufacturing industry is encouraging, particularly in light of persistent supply chain, workforce, and North American regulatory process challenges,” said Bunce in a statement from GAMA with the report. “Our manufacturers are focused on meeting this thriving product demand with new aircraft which incorporate advanced technologies that further enhance safety and fuel performance. During this transformative time in aerospace, our manufacturers continually demonstrate that our sector is the technology incubator for safety and sustainability.” 

Outside Pressure Creating Friction

The events of the past week drew Bunce’s comments to a specific point. “This message is being emphasized this week at [the European Business Aviation Conference and Expo] in Geneva and will also be a focus at the Paris Air Show as we counter the shortsighted, irrational attacks directed upon business aviation in Europe. 

“In stark contrast, emphasis on our demonstrated record of environmental sustainability leadership was very well received on Capitol Hill in early May when GAMA member company leaders participated in more than 125 meetings with U.S. legislators. Other issues discussed with senators and representatives across the political spectrum included the immediate need for a confirmed FAA administrator, improved training for the young FAA workforce, strengthened bilateral engagement, and timely passage of an FAA reauthorization bill to provide clear, multiyear direction for the agency.” 

The full downloadable report can be found here.

First Quarter 2023 Shipments and Billings

The post General Aviation Shipments Stay on Steady Course appeared first on FLYING Magazine.

I’m still trying to figure out how they pulled it off, fielding an ideal complement of single-engine turboprops into the market during a calendar year. But that’s just the shiny part on the surface that we see—the mountainous iceberg of effort that went into bringing the TBM 960 and now the Kodiak 900 to certification in 2022 began years before, in both cases.

In the case of the 900, it started within Quest—and a desire to meet a clear need for a larger cabin and faster cruise speed. But underlying that project was another, greater challenge—to bring together two teams that not only differed on engineering mission but also in culture. The cranberry color of the airplane caused me to recall the Thanksgiving holiday I spent solo in Paris several years ago. I set out to recreate a handful of favorite dishes to mark the occasion. Finding a turkey leg to roast was easy—but for the life of me I could not find fresh cranberries with which to make sauce. But my dinner was far from ruined—I roasted chestnuts and had a tarte tatin for dessert, combining the best of my new locale and the heritage I brought with me.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

That kind of solution feels fundamental to the successful marriage of two distinct—and strong-willed—traditions. A good result brings out the best of both, harmonizing the differences. And that helps us under-stand what had to come together to create the 900.

On a Mission

A collaboration of humanitarian organizations originally ponied up the money to launch Quest Aircraft in 2001, after founders Tom Hamilton and Dave Voetmann dreamed up the perfect turbine-powered mount to serve the mission community. Hamilton came from Stoddard-Hamilton Aircraft, building the Glasair and Glastar experimental/amateur-built singles, while Voetman hailed from missionary aviation—specifically Mission Aviation Fellowship. Voetman left Quest in 2010, but remained with the MAF, from which he recently retired after 62 years of service, both flying and volunteering.

• READ MORE: We Fly: Daher Kodiak 900

A town of less than 10,000 tucked into the pines at the top of Lake Pend Oreille in northern Idaho, Sandpoint might seem like an unusual place for aerospace development—it’s a resort town complete with restaurants, inns, wineries, taprooms, and a small sandy beach on the lakefront: quiet, remote, away from it all.

But it became home to that aerospace company called Quest, which purchased its original plant at Sandpoint’s municipal airport (KSZT), a 27,000-square-foot facility that would eventually expand to 84,000 square feet by the time the company was ready to ramp up production. The original Kodiak’s first flight took place in October 2004, and type certification on the utility starcame on May 31, 2007.

It took almost six years for Quest to go from delivering its first production unit in January 2008 to ticking over serial number 100 by the end of 2013. That slow ramp up served the company well. Since Sandpoint is not on any main thoroughfare, any buildup in personnel needed to take place incrementally.

EASA type certification came in April 2017,  just after Quest secured the ability to operate the Kodiak at night in IMC—critical for consistent commercial operations with the airplane. The original Kodiak 100 is certificated in more than 60 countries. The 900 gained FAA type certification in July, but as of press time was still waiting on the EASA sign-off.

Beginning in 2019, joining Daher and Quest, leadership has been critical to the process. Collaboration was already part of Daher’s way of doing business, as evidenced by the transoceanic cooperation between the OEM and suppliers such as Pratt & Whitney. Chabbert joined Nicholas Kanellias, vice president of general aviation for Pratt & Whitney, as they opened up the cowl to show off the PT6E-66XT at Sun ‘n Fun Aerospace Expo last year, and it was the same at the unveiling of the new PT6A-140A at Oshkosh. The pair demonstrated the symbiotic relationship between airframe OEM and engine manufacturer, working through design, supply chain constraints, and other challenges together.

The Next Kodiak

Back in 2014, when FLYING flew the Quest Kodiak around south Florida, there was little indication the company was interested in fielding a larger model, other than the fact it made total sense. But it turns out that there was definitely something in the works.

Brown recalls the initial conversations at Quest,which began in 2015, “brainstorming, drawing on napkins if you will.” In 2016, the project was funded and started moving forward in earnest. “At that time it was not what you see today,” said Brown. “It was all about ‘how can we make the Kodiak faster?’” The company had had the original Kodiak and its incremental evolutions on the market for nine years when the project started. “We always felt like there was room in the market for a new airplane,” said Brown. “There was a hole in the market… [and the need for] a bit more room—but the big thing was speed.” The target? A 200-kt-plus true airspeed,

The Kodiak 100’s primary competition—the Cessna Grand Caravan and the Pilatus PC-12—boast of more room but also higher price tags. True to its roots as a cost-conscious problem-solver for utility and humanitarian markets, Quest sought to keep the airplane in the $3 million range, yet retain its excellent off-airport capabilities. Plus, it needed to hold 3,300 to 3,500 pounds of cargo and people. “That was the blue space that we were after in the market,” said Brown.

• We Fly the Daher Kodiak 900, Ready for Grand Adventures

“We needed to break into what we considered to be special missions and commercial operators,” such as fleet-type sales used in Part 135 operations. “We thought we knew the answer” to the model differentiation, but no one in the market really knew about the 900 until the big reveal at Oshkosh, and at the show, there were some good surprises.

As Chabbert noted in our interview, “people were so excited to see an aircraft in this class, to cross the 200-knot [line], that they just came with their checkbooks and said ‘we want to order it.’” Indeed: The company sold out of its 2023 production slots by the end of the show.

Bringing Plans to Fruition

Translating the new model into production and first deliveries—slated for the first half of 2023—isn’t like flipping a switch. When I walk a production line at a general aviation manufacturer, I’m always struck by the hundreds of small elements that must come into the process at just the right point. In a smaller company, producing only a couple dozen units each year, it may feel like there’s more room for variation in when each component comes together, but anyone who has built even one airplane in their garage knows there are certain things that must happen in sequence.

It’s a highly intricate puzzle to solve—and it’s compounded if a manufacturer chooses to build more than one model on the same line. Daher has done this successfully for many years with the TBM series, and now the company works toward the same integration of the 900 within the 100 line as much as makes sense. The plan optimizes efficiency from the commonality of parts, including the wing, empennage, much of the fuselage, and the flight deck. “We knew we wanted to keep a lot of Kodiak 100 parts,” said Brown. The parts commonality is anticipated to drive efficiencies in production, as well as for fleet operators using both models.

But the integration involves a few points of differentiation that happen at the joining of the fuselage itself, the fuselage to the gear, and the engine hang and cowling stations. Two plugs in the fuselage stretch the 100 into the 900, and add a little more than four feet in exterior length, boosting cabin length by three and a half feet. “We knew that a commercial airline or special missions operator, that cost of operation would be very important to them. The Kodiak was already known for that, so we didn’t want to make this more complicated. And we were actually able to redesign quite a bit to make it less complicated, more maintainable.”

Initial production units are coming together on the same line as the 100, but will eventually command their own line, if production reaches a certain volume, according to Brown. And that’s a goal that feels very achievable, given the model’s success right off of the line.

A Green Future… Now

Throughout the 2022 promotion of its new turboprop models, Daher has focused on the efficiency and economy of the series updates—building on an already solid foundation. 

The company reported at NBAA-BACE that it was working to provide sustainable aviation fuel (SAF) to all aircraft operating from the plant—building the infrastructure now so that aircraft flying out of the Tarbes base will be fueled with SAF as of late October, using a blend of SAF and jet-A as was available from partner World Fuel Services. “The path is quite clear for us,” said Didier Kayat, CEO of Daher, during a press conference at NBAA-BACE. But to have a wider use of SAF, Daher would need to have more visibility about SAF policy by fuel suppliers in terms of blending, pricing, and availability. The sourcing of SAF isn’t a straight forward problem, as supplies globally remain limited—in 2021, only 1/1000th of the total volume needed was actually produced. According to a report by the International Air Transportation Association (IATA) in early December, roughly 300 million liters of SAF were produced in 2022, with a path for the industry to produce 5 billion liters by 2025, and 30 billion liters by 2030.

That may sound like a lot of fuel sloshing around in the tanks, but, IATA said, “Airlines are committed to achieve net zero CO2 emissions by 2050 and see SAF as a key contributor. Current estimates expect SAF to account for 65 percent of the mitigation needed for this, requiring a production capacity of 450 billion liters annually in 2050.”

Airlines in the European Union are operating towards the requirement that they uplift 5 percent SAF at every European airport by 2030.

Answering the recent eruptions of climate change protests in France and around Europe, the trio of Daher, Dassault, and Airbus appears to be working together both on real efforts to innovate in sustainable directions and getting that message out to the general public.

Daher has integrated environmental concerns into its Me and My TBM application to assist its pilot-owners with operating in the most efficient manner. The scores generated by pilots include an “eco-ranking,” “because we do consider that we need to goto a decarbonization for oursector,” said Kayat, and the company is fully committed to achieving the net-zero carbon emissions standard by 2050.

EcoPulse Progress

The partnership with Safran and Airbus to develop the EcoPulse demonstrator—taking a TBM airframe and seeking to power it electrically—continues on track. Kayat reported that high-voltage testing was underway with the EcoPulse at Daher’s facilities. “We are learning a lot,” said Kayat. “We feel we need this first step of having a demonstrator before we can have a roadmap on products.”

The post Quest to Daher appeared first on FLYING Magazine.

What do you do when you have a serious backcountry turboprop single that does its job so well—and is so well loved by the folks who fly it around the world? In the case of the Kodiak 100, you stretch it and speed it up—while at the same time managing to make it more efficient—and quieter too. 

Join FLYING editor-in-chief Julie Boatman as she gets an introduction to the Daher Kodiak 900 upgraded utility turboprop both on the ground and in the air.

• READ MORE: We Fly: Daher Kodiak 900

The post We Fly the Daher Kodiak 900, Ready for Grand Adventures appeared first on FLYING Magazine.

What compels us to fly, to load up an airplane and strike out for adventure? It’s not just the call of the places we long to fly to, but also the confidence inspired by having a machine matched to the task. One that takes us—and our closest companions and their gear—further and faster and into those special places.

There’s a visual pleasure to an airplane that’s wellmade, too. The effective translation of function into form makes a considerable impression when you approach a well-designed aircraft on the ramp, for one. There’s also the exterior design, enhanced by the choice of paint scheme—and the paint itself.

Looking at the Daher Kodiak 900 as I prepared for my demo flight, I couldn’t help but think “frosted cranberries,” though the trade name for the Sherwin-Williams paint color is the more prosaic Red Pearl.

This Article First Appeared in FLYING Magazine

If you’re not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats.

Subscribe Now

Featured

Maybe it was the lead-up to the Halloween and Thanksgiving holidays that gave me that sensation when I walked up to it on the ramp at Hagerstown Municipal Airport (KHGR).

We’d assembled to shoot the cover of this issue, with the maples and beeches throwing an embroidered coverlet of russets, golds, and greens over the hillsides, still shivering off their leaves for the season in western Maryland. 

The rich, blazing red glazed over an executive gray dash and set off against that backdrop in a herald. But there was so much more to the monster turboprop than just the 900’s significant ramp presence. The exterior hinted at a lot more, inside and out.

A. The Garmin G1000 NXi incorporates envelope protection, along with data from the GTS 800 TAS and WX 500 Stormscope in the executive package.

B. The integrated GFC 700 autopilot uses a relocated control panel to the top center of the flight deck.

C. Upgrades to flooring combat issues stemming from trapped condensation in the 100.

D. The oxygen system facilitates high-country operations as well as long-distance cruise so that the pilot can optimize speed at altitudes that stretch the turboprop’s range even farther.

E. The power quadrant and central pedestal remains virtually the same as the 100, easing the transition between the models.

First Impression

It is a big baby. The top of the tail sits nearly 17 inches taller than the 100’s, though both the forward and aft door sills are roughly the same height off the ground. The 900’s door handle solves a minor yet common nag from pilots—you have to reset the lever flush on the outside of the door on the 100 in order for it to close properly from the inside. No longer is that the case on the 900—the handle resets itself. Redesigned steps in the rear cargo door make entry more like the TBM, too.

As Mark Brown, Daher’s chief demo pilot for the Kodiak, taxied into the wide ramp at Hagerstown for our day’s festivities, we stood a bit transfixed by its approach. Though I’d visited the airplane on display at shows twice, you don’t feel the 900’s true size until you see it in the wild—and taxiing towards you.

We conducted a detailed walkaround, in which Brown outlined all of the key points of difference between the models, as well as those critical elements that remained the same—the wing, the tail, and the cargo pod now smoothed into the massive cowling.

The preflight revealed all of the mods that have translated into 25-plus knots of additional speed for this model over its sibling—the wing flap track fairings, the integrated cowl faired into the belly of the fuselage, and the wheel pants spring to mind first. The cowl shrouds a critical part of the equation, as the obvious streamlining you see from the outside only tells part of the story.

Firewall forward, the 900 is completely new. The increased speed results from a few different areas, with the Pratt & Whitney PT6A-140A at 900 hp continuous—from which the model draws its name—on take-off and in cruise, connected to the Hartzell five-bladed composite prop, it wrests more power throughout the phases of flight while making gains in other areas. “Noise was also a big component,” and a reason to upgrade to the new prop, said Brown. “Specifically being owned by Daher in Europe—noise is a much bigger deal, although we wanted to be good neighbors everywhere.”

Other factors in the 900’s increased speed lie in the inlet and outlet design. “What a lot of people underestimate is how much drag is produced by airflow as it goes into the engine and as it goes through coolers, and when it exits,” said Brown, adding that, on exit, you want that airflow to be smooth. If it’s turbulent, that creates drag.

Customer feedback—from 15 years in the field—drove several standard features, such as single-point refueling (an option on the 100) and an improved TKS ice protection system. The reservoir location under the cockpit, accessed through the forward section of the cargo pod on the 100, created a pain point from both a pilot’s and ops’ perspective. The new location makes it easy to inspect fluid levels and service the reservoir.

Once on board, the sense of presence couples with the same practical ruggedness reproduced from the100’s flight deck. The power quadrant carries over from the original model, as does the circuit breaker panel placement. The avionics and aux bus switches have been updated from rockers to toggle switches as well.

Up front, the Garmin G1000 NXi provides the interface for all aircraft control, navigation, and engine management in three displays. This is coupled with a G5 electronic flight instrument with an internal battery backup. The NXi suite provides familiar grounds for transitioning pilots, whether they are moving from the 100, across the Daher fleet from a TBM, or from a glass-equipped piston single or twin. The GFC 700 autoflight system’s mode controller moved from below the central MFD to above it, for slightly better access.

Climb Power

Power management changes subtly as the 900 drives through the air behind the new PT6A-140A—the largest PT6 variant yet. Daher elected to flat rate the -140A as it has the PT6As in the TBM line—and the PT6E-66XT in the 960—restraining the horses to 900 shp. The benefit? You still command a 150-hp increase over the -34in the 100, and you have access to that same hp over the entire operational range, up to 99 degrees Fahrenheit ambient temperature. The powerplant carries a 4,000-hour TBO and on-condition hot section requirement.

Our engine start generally follows the same sequence as in the 100, with a couple of tweaks. The starter switch no longer has Lo/Motor and Hi positions for start-up, and the igniters come on automatically when the start switch is moved to the On position and the aux fuel pump is On, moving to Standby after a successful light off. The pilot monitors Ng (the rotation speed of the compressor section of the engine) as it comes up quickly through 12 percent before introducing fuel to low idle. Then they monitor fuel flow and ITT (staying below 1,090 degrees) until Ng climbs past 62 percent, when the starter can be released. After bringing the generator and alternator online and making electrical system checks, the prop lever comes out of feather to max rpm.

As we watch everything stabilize, we call for a taxi clearance and head out to Runway 7. This wide expanse of pavement really isn’t necessary—except for its ability to accommodate my roll-in of right rudder as I push up the PT6A to full bore, gauging its strength.

Slow Flight, Short-Field Ops

We climbed to 10,500 feet to test climb and cruise. Because the 900 is unpressurized—like the 100—you may pick an altitude that keeps you out of the oxygen masks. The fastest speeds are to be found up higher—without the wing-mounted radar pod—but we consistently saw speeds above 205 ktas after we’d leveled off.

Good low-speed handling characteristics turn the dark edge of the envelope into a playground—and that’s exactly where the Kodiak needs to bring its best game. In the backcountry environment, the margin of safety this provides becomes critical—not just at STOL strips in the Idaho wilderness but remote places scattered around the globe where a minor screw-up can send you into a starring role in a Lord of the Flies tale.

The 900 carries over the multi-phased wing, with a series of primary airfoil and leading edge cuffs that drive stall propagation inboard to retain aileron effectiveness. Brown demonstrated this directly with our stall series. I set up for a standard power-off stall, no flaps, and watched it break cleanly. Then he said, “check this out,” and proceeded to take the 900 deep into stall territory like we were in a 1,500-pound Cessna 150 as opposed to an 8,000-pound utility hauler.

The safety benefit produced by advanced aerodynamics, like those in the original Kodiak’s wing, carry over into the 900. The natural low-airspeed protection of the wing offered a buffer against the variances introduced by pilots and micro conditions on final approach. Again, this is invaluable in the true backcountry where you do not have the support of a planned airfield and normal TERPS and airport design criteria. Also, the tail cone on the 900 is virtually identical to the 100, including the empennage—more commonality that is intended to help the model fit well on the production line with its sibling.

The new design also allowed engineers to move the landing gear out of the belly of the airplane. That change resulted in reducing complexity in the flight control system too—a lot of pulleys that had to route cables up and around the forward cabin were eliminated to a good extent, according to Brown. To preserve a similar control feel between the 100 and 900 models, Daher for the most part kept control surfaces the same, with minor adjustments made at the higher end of the speed spectrum, for consistency in the transition from low to high speeds. According to Brown, this was accomplished with a few extra springs and similar components.

Halfway through the demo flight, we landed at Bedford County Airport (KHMZ). Though not a short strip by any measure, it provided a more immediate feeling of the airplane’s capabilities. We set up for a short-field takeoff and were easily off in the first quarter of the 5,006-foot-long runway on the mild afternoon (21 degrees C/+8 degrees C ISA).

In cruise, the 900 achieves the desired speed while reigning in fuel burn—thus far it has proven a 9 percent reduction in specific fuel consumption at 205-knot-plus cruise speeds, according to both Brown and Nicolas Chabbert, CEO of Daher Aircraft USA. “I flew from Sandpoint, [Idaho], to take the aircraft to Oshkosh,” said Chabbert in an interview in October. “I actually had nine people on board, and we were nicely truing at 205 knots.” It took them a little less than five hours to cover the roughly 1,200 nm distance.”

Daher Kodiak 900

• Price (executive package): $3.487 million
• Engine: Pratt & Whitney PT6A-140A, 900 hp
• TBO: 4,000 hours
• Propeller: Hartzell Raptor 5-blade composite, 97 in.
• Seats: 2+8 
• Wingspan: 45 ft.
• Wing area: 240 sq. ft.
• Wing loading: 33.3 lbs./sq. Ft.
• Power loading: 8.89 lb./shp
• Length: 37.7 ft.
• Height: 16.1 ft.
• Cabin height: 4 ft. 9 in.
• Cabin width: 4 ft. 6 in.
• Cargo compartment volume (external): 65 cu. Ft.
• Cargo compartment capacity (external): 680 lb.
• Standard empty weight: 4,470 lb.
• Max takeoff weight: 8,000 lb.
• Max landing weight: 7,800 lb.
• Standard useful load: 3,630 lb.
• Full fuel payload: 1,546 lb.
• Fuel: 311 gal. usable
• Max rate of climb, sea level: 1,724 fpm
• Certified ceiling: 25,000 ft.
• Stall speed (flaps extended): 65 kcas
• Max cruise speed: 210 ktas, at 12,000 ft.
• Max cruise range/endurance: 969 nm. 4.3 hours at 58 gph
• Takeoff distance, sea level (ground roll): 1,015 ft.
• Takeoff distance, sea level (ground roll, no reverse): 1,460 ft

More on the Inside

A  black leather interior says “utility” but also “let’s do this in style.” The aim to create an environment like the inside of a Range Rover, yet to keep much of the field serviceability for which the Kodiak is rightfully famous, is apparent.

The interior can be configured in a multiplicity of ways, up to two seats up front and eight in the back.Only the left front seat—the pilot’s perch—is required for flight. Though you need to comply with the seat pitch limits outlined in the POH’s section six, weight and balance, there’s a lot of flexibility baked into the way you can lay out the cabin for your particular operations—or any given mission. Like its predeces-sor, the 900 can hold all the seats on board in the vast belly-slung cargo compartment that is now a seamless part of the fuselage.

Other considerations carry over from the earlier Kodiak design, such as nose-gear tow points that are functionally the same as those on a Cessna 182 or 206 for commonality on the FBO ramp—or for getting it into your own hangar.

As a whole, the 900 looks like it has hit that bluespace in the sky—as our next section reveals—that first Quest and now Daher have targeted so precisely

This article was originally published in the February 2023 Issue 934 of FLYING.

The post We Fly: Daher Kodiak 900 appeared first on FLYING Magazine.

Riding on the success of its recent deal with NetJets—in which it signed an agreement to reserve up to 250 Praetor 500 options, valued in excess of $5 billion—Embraer continues its upward trajectory in 2023.

Importantly, Embraer has set broad enterprise goals for sustainability and achieving net-zero emissions with its global enterprise. It seeks to achieve carbon neutrality in its operations by 2040, net-zero emissions in its aviation operations by 2050, and use of 100 percent renewable energy sources by 2030. 

This week at the European Business Aviation Conference and Expo in Geneva, Embraer Executive Jets reported progress with the carbon offsetting program it launched at last year’s EBACE with 4AIR, a hub for industrywide sustainability efforts, among other key milestones.

• READ MORE: The ‘Last Mile’ for SAF Presents an Achievable Challenge

In a setting in which the company displayed three of its business jet offerings—including the Praetor 500 and Praetor 600, and the Phenom 300E—the commitment hummed in the background. According to the company, “Once arriving in Geneva, the aircraft will be fueled with sustainable aviation fuel (SAF) for departure from the show. The company has continued to increase its use of SAF, including at its headquarters in Melbourne, Florida, while investing in the development of low-to-zero emission alternative propulsion technologies, such as electrification, hybrid electric, and hydrogen.”

4AIR Carbon Offsets

Embraer also announced it had enrolled customers in its Embraer Executive Care Program. Upon enrollment, participants receive 25 complimentary carbon-neutral flight hours via 4AIR to offset their operations during the first year. 

4AIR delivers the offsets through a series of projects it funds, including renewable energy programs, the enhancement of carbon-absorbing forests, and the support of local projects that reduce deforestation, generating social and economic benefits. As of this week, more than 30 certificates have been issued through the program, according to Embraer.

The post Embraer Executive Jets Follows Up on Sustainability Targets appeared first on FLYING Magazine.

The year was 2004, and what began as an enjoyable stroll across a quiet ramp at a small rural airport had become somewhat heated. My friend Matt and I stopped by on a whim to check the place out. Neither of us was an airplane owner at the time, and we enjoyed daydreaming as we learned about all the various types of general aviation aircraft in the hopes of owning one someday.

We were met with example after example of depressing neglect. Over here, a Tri-Pacer with ratty fabric and visible rust on cylinders. Over there, a Luscombe with flat, cracked tires and yellowed windows. Next to the Luscombe, a Cherokee 140 covered in bird droppings and ravaged by harsh Michigan winters.

From the perspective of two private pilots without the means to purchase their own airplanes, it was inconceivable that an owner could simply let their machine rot in such a manner. In our minds’ eyes, we envisioned airplane ownership to involve substantial amounts of time cleaning, polishing, and doting. Pride of ownership mattered, and we felt insulted by the utter neglect standing before us on flat tires. These owners had evidently tossed their once-airworthy machines aside, letting them deteriorate without a care. And it made us angry.

It was shameful, and as we continued our walk, we devised a plan. 

One day, when we both had enough money to purchase politicians and enact legislation to our liking, we’d form our own company. This company would be modeled after Child Protective Services. It would work hand-in-hand with the authorities to identify and confiscate aircraft that have been neglected by their owners. 

More importantly, the company would work with local pilot groups to identify loving homes to which each aircraft could be donated. A robust screening process would ensure the new owners would fit into a specific financial segment—sufficient funds on hand to fly and maintain a small airplane but not enough to purchase one. Through these efforts, airplanes would be saved from ruin, the dreams of countless private pilots would be fulfilled, and GA would be revitalized. 

Sadly, the company never came to fruition. While I could now possibly afford to purchase a local village alderperson, meaningful change through crooked legislation remains out of financial reach. But the dream is still alive in the form of rehoming efforts that I continue to this day, as I take special note of derelict aircraft and keep an eye out for private pilots who could potentially save them from total deterioration. 

My most recent mission came, as most do, by word of mouth. While chatting with my friend Dan about interesting places to fly, I mentioned in passing how I’d like to go visit a private grass strip where I spotted a Cessna 170 that has apparently been put out to pasture. I’ve got a friend in Michigan who is after a 170 and happens to possess sufficient mechanical ability to perform a light restoration, and she would be a great candidate to save the airplane.

Dan perked up. He knew of a similar 170 not too far away, and he was looking for an excuse to fly his 182. A few days later, we were on our way to check it out. But upon arrival, we discovered it was in pretty bad shape. 

It was a shame. The original 1950s-era paint was beautifully weathered to a rat rod-like patina. The panel, although dirty and in need of updating, was in shockingly nice shape. And it happened to be a desirable B model. But the exterior had been exposed to decades of Wisconsin winters, and both rust and corrosion were apparent throughout the airframe.

The airplane rescue mission was, therefore, a bust. Most of them are. But as I visit new airports and encounter unused aircraft, I continue to play matchmaker for friends and acquaintances, attempting to connect the poor airplanes with wishful aircraft owners. This, I think, is something we all should be doing. 

While total restorations are beyond the capability of most first-time owners, light restoration work can be a simple matter of paying a bill. Presented with the opportunity to obtain an old Cessna or Piper for well below market price and then spend several thousand dollars to get it up to speed, a prospective owner just might discover the math checks out. 

The key is to catch these ignored airplanes before they’ve deteriorated beyond the point of no return. If we can collectively intervene and convince the neglectful owners to pass on their machines to people committed to maintaining them, we all benefit. The affordable aircraft population will experience less of a decline, prices will become more stable, and as more people do more flying, GA will become healthier and more popular.

Those of us who own our own aircraft should occasionally be reminded to avoid letting our beloved machines sit idle and deteriorate beyond intervention. If medical issues, financial challenges, or life in general begins to result in cobwebs on our airplanes, we need to proactively get creative and find ways to keep them flying and healthy. Maybe we invite trusted friends to fly them once a month for us. Maybe in exchange for an annual inspection, we allow our A&P to fly the airplane a certain amount of hours per month.

Alternatively, we could sell one or more fractions of it and begin a partnership. This would result in instant cash flow. It would keep the airplane flying, and it would build up a nice emergency maintenance reserve, ensuring it is well cared for. These days, there’s no shortage of wishful pilots who would love to become an owner in such a manner.

With any luck, efforts like this will slow the decline and deterioration of affordable aircraft. Best of all, Matt and I will no longer have to form Airplane Protective Services to confiscate and save them. After all, we’d rather be flying.

The post Pride of Ownership and the Insult of Neglect appeared first on FLYING Magazine.

At the European Business Aviation Conference and Expo, in Geneva, CAE announced it has expanded its business aviation training center network to Vienna. The addition places a Bombardier Global 7500 full flight simulator in central Europe—the first to be deployed on the continent.

“Vienna is the ideal location for CAE’s new business aviation training center in central Europe,” said Nick Leontidis, CAE’s group president, civil aviation. “This new center will be a game-changer for business aviation training in the region, offering programs on the region’s most sought-after aircraft platforms in an immersive learning environment. CAE Vienna is another example of the significant investments we are making to bring business aviation training closer to where our customers operate their aircraft.”

In addition to the Global 7500 and Global 6000 full flight simulators, four other FFSs will be installed, their types yet to be determined. The 8,000-square-foot center will have the ability to flex up to accommodate nine FFSs total in the space.

The center is planned to open in the second half of 2024.

Other expansion plans were completed in 2022, with CAE Singapore launched in November with a Gulfstream G650 FFS. And in April, CAE opened its first center on the West Coast of the U.S.  in Las Vegas. Others set to open in 2023 include Lake Nona, Florida, and Savannah, Georgia.

The training and simulation company joins others in the industry in sharing its plan to reach net-zero emissions and sustainable aviation goals. Read CAE’s FY22 Annual Activity and Corporate Social Responsibility Report here.

The post CAE Expands Training Center Network to Austria appeared first on FLYING Magazine.

With all of its paperwork on file, the latest member of Dassault Aviation’s Falcon family is ready for its official blessing.

Dassault CEO Éric Trappier announced on Monday at the European Business Aviation Conference and Expo that the Falcon 6X program is entering its final phase. “The Falcon 6X has successfully completed its flight test campaign,” said Trappier. “We have submitted all documentation to certification authorities and expect a type certificate to be granted by EASA (European Union Aviation Safety Agency) in the coming weeks, paving the way for entry into service.”

Along with the test program, the first 6X full flight simulator is ready to train its initial pilot type rating class, and Paris-headquartered Dassault’s maintenance, repair and overhaul (MRO) network stands ready to support the model’s entry into service with parts and customer teams in place.

Falcon 10X Progress

Dassault’s largest model, the 10X, continues its development pace. “Testing of systems has begun, employing multiple test benches—in Istres, Merignac and Saint Cloud (in France),” said Trappier, inviting those attending EBACE to visit the full-scale, modular 10X mockup on display at the show.

• READ MORE: Dassault Aviation Rolls Out SAF Program At Little Rock Plant

The powerplant for the new large-cabin model—the Rolls-Royce Pearl 10X—also proceeds in development. “Test results from the aircraft’s Rolls-Royce Pearl 10X engine have also been extremely positive,” said Trappier. “We should have a powerplant installed on a flying test bench later this year. This engine is designed to be 100 percent SAF-capable.”

Trappier also mentioned updates available for the Falcon Xs already flying: “The latest generation of our EASy flight deck, EASy IV, is now available as an upgrade on the Falcon 7X and 8X fleet. And it comes standard with new 8X and 6X aircraft.”

Acknowledging Service Woes

Dassault’s move to upgrade its customer support network stumbled last year as it “struggled” to integrate new ESP software designed to improve spares management. “We committed to having this issue resolved by the first quarter of this year—and I am happy to report that this goal has been achieved,” said Trappier. 

But supply chain constraints have continued to hit this sector of its business as well. “Now, however, we find ourselves in the reverse situation: the software is working well, but spares are more difficult to obtain. Admittedly, the impact on our customers is the same, but I can assure you that we are working hard to find a solution for each case—doing whatever it takes.”

New service facilities will open soon in Dubai (this month), Malaysia (2024), and Melbourne, Florida (early 2025)—bringing coverage to 40 factory service centers and 21 authorized facilities.

SAF Update, FalconWays

The implementation of sustainable aviation fuel (SAF) remains one of the best ways for the industry to combat the “business jet bashing” so prevalent in the general media. In the near term, Dassault is focused on this strategy. 

“Dassault now offers SAF at our flagship FBO at Le Bourget and at our completion and service center in Little Rock, Arkansas,” said Trappier. “All our flights are performed with a blend of 30 percent SAF, which exceeds by far the requirements of the European Union ReFuel initiative. Our customers are also using SAF, where it’s available.”

The company is also doubling down on its reputation for efficient platforms with a new digital flight management tool, named FalconWays.

“FalconWays uses a worldwide database of wind patterns to identify routes that optimize fuel consumption,” said Trappier. “The farther the mission, the more savings possible. In real-world testing, we have found we could reduce emissions by a significant percentage.” 

Trappier closed the press conference with his position on the best path for decarbonization of the industry, in the face of movement within the EU to define which industries are “green” and worthy of supporting.

“Currently, the taxonomy process being discussed by the European Commission is attempting to determine which industries are green and can be considered sustainable investments,” he said. “Additional taxonomy incentives could help serve as a basis for decarbonizing the whole aviation industry. Unfortunately, at this stage, business aviation has been excluded from the process. My personal opinion is that this is patently unfair, politicized, and simply unsupported by the facts. 

“Business aviation renders immense services to the global economy and is leading the way in adopting green strategies, like the use of SAF. Excluding business aviation sends the wrong message and may exclude it from decarbonization in Europe, with significant impacts on operators, MROs, and airports alike. 

“I can’t overstress the seriousness of the environmental issue and encourage everyone in our industry to show solidarity and work towards making every initiative available part of the overall solution.”

The post Dassault’s Falcon 6X Completes Flight Test appeared first on FLYING Magazine.

With six Cessna SkyCouriers delivered in 2022, flying for launch customer FedEx, the model has yet to enter passenger service—but that’s about to change.

Textron Aviation has delivered the first of its twin turboprop SkyCouriers to Western Air—doing business as Lana’i Air in Hawaii—which plans to operate the model on its interisland routes connecting Oahu to resorts on Lana’i.

• READ MORE: Cessna SkyCourier Expands Capability With Gravel Kit Option

“The Cessna SkyCourier is well on its way to becoming a legendary aircraft for our company,” said Lannie O’Bannion, senior vice president of global sales and flight operations for Textron Aviation. “It’s highly versatile, with cabin flexibility, payload capability, performance, and low operating costs, and has already proven to be popular around the world.”

The passenger configuration swaps out the rear cargo door and open area to fit three LD3 shipping containers for an up to 19 passenger-seat installation—with large windows suitable for viewing the incredible scenery between Honolulu and Lana’i. With a 900-nm range and 200 kts cruise speed, the SkyCourier targets the short-haul mission well. 

While the SkyCourier was delivered in the passenger configuration, the cabin design makes exchanging the seating for a cargo-only profile relatively easy.

• READ MORE: Textron Delivers First Cessna SkyCourier to FedEx Express

The SkyCourier is powered by two Pratt & Whitney PT6A-65SC turboprop engines, paired with McCauley C779 full-feathering, 110-inch, four-blade props. Up front, the flight deck features the Garmin G1000 NXi integrated avionics suite.

The post Textron Aviation Delivers 1st Passenger Cessna SkyCourier appeared first on FLYING Magazine.

With competing stories coming out of fractional charter operator Jet It, stakeholders are seeking clarity—and the news doesn’t look good.

According to several sources that reached out to FLYING, Jet It has begun a significant round of furloughs, capping a rough weekend for the company in which it has also voluntarily grounded its fleet and paused operations.

In its recent series of decisions made following a runway overrun accident of a HondaJet last week in South Carolina, Jet It moved first to a “safety stand down,” according to an email sent by CEO Glenn Gonzales to company stakeholders on Monday.

• READ MORE:  Jet It Grounds Fleet of Honda Aircraft

“After careful consideration of this and other recent similar events, we have made the difficult decision to implement a safety stand down as of May 18, and ground this aircraft type in our fleet effective immediately,” said Gonzales. “Jet It has taken this precautionary measure to ensure the safety and well-being of our passengers, pilots, and the integrity of our operations. The stand down will be focused on reviewing policies and procedures for the safe operation of the HondaJet aircraft and gathering more information.”

HondaJet Owners and Pilots Association Responds

In its separate response to a series of 8 accidents that have taken place involving HondaJets over the past year, the HondaJet Owners and Pilots Association had already called for its own safety analysis, and subsequent informational sessions and training for operators to address those concerns at a future date—with no current pause in operations. In a video to its members, HJOPA executive director Julie Hughes framed the association’s position.

“All of you are experienced pilots, and while you have your own ideas involving each of these events, it’s critical that we do not jump to conclusions  or make unfounded assumptions,” said Hughes. “Instead, we are allowing the data to inform us about this concerning trend within our platform. This data-driven approach will guide us in taking appropriate actions to enhance the safety of each of our operations.” HJOPA is working in concert with Honda Aircraft Co., FlightSafety International, and its board and membership.

The “organized break in aviation activities” planned by HJOPA stands in contrast to the emergency-style “stand down” in progress at Jet It.

The Jet It Model

Jet It has positioned itself uniquely in the market, offering share owners use of the fractional fleet at a relatively low rate of $1,600 per hour. When the company is able to serve its customers utilizing its fleet, it typically makes a modest amount per hour on the transaction. But if the fractional has to fulfill a customer request for service with an aircraft outside of its fleet, that margin erodes sharply. 

In the midst of a dispute regarding service from Honda Aircraft Co., Jet It announced it would pivot its fleet away from the HA-420 and to Embraer’s Phenom 300. Part of the reason Gonzales gave for the change was in the “more than $20 million” in off-fleet expenses since 2020 that Jet It had to absorb—which it blamed on the poor service record for the HondaJet.

Honda Aircraft Co. (HACI) responded with a breach-of-contract lawsuit filed against Jet It, saying it had violated certain agreement terms and defamed the OEM with its disparaging statements. HACI dropped the lawsuit in a confidential settlement in April, and it confirmed that it considered Jet It a customer it would continue to provide service for as agreed upon.

However, Jet It’s own customers have reported significant fall off in service levels since the beginning of 2023, to the point of unreliability. Combined with the word from two former executive-level employees (speaking on condition of anonymity) that Jet It has begun furloughing personnel at all levels of the enterprise supports speculation that the business is in serious condition.

FLYING will be updating this story as more information becomes available.

The post Jet It Moves into Furloughs as Pause in Operations Continues appeared first on FLYING Magazine.

Recently I was quietly celebrating my rapid accumulation of flight hours so far this year. Annie, our Commander 114B, and I have done a lot of traveling. I might even score my first 100-hour year, I thought. I realized it was also time for an oil change.

The maintenance manual says every 50 hours, but most of my pilot friends say that interval is too long. As a result, conversation in the hangar community revolves around how often you change yours and what that number says about you as a pilot—or so it seems.

• Cessna 172 Offers Opportunity for Intro to Aircraft Maintenance

A careful check of the logbook showed I was just short of 40 hours since the last oil change during the pre-buy and annual inspection late last year. That was more than I expected. I’ll try to hold it to 35 next time.

The oil change itself was a bit daunting. While I have completed the procedure dozens of times with cars and motorcycles, it feels more significant with the airplane. Indeed, there is more at stake. No one is checking the logs on my ancient Suzuki, and if it starts leaking because I failed to tighten the oil filter properly, I can coast to the curb and take corrective action. You get the picture. During the next long flight with my wife, I spent too much time watching and listening for hints of trouble and sniffing for the scent of oil dripping on a hot exhaust pipe.

• READ MORE: Finding Your Ideal Aircraft That’s An Aluminum-Clad Time Machine

All was well, though. We had a lovely trip. I had followed the instructions and triple-checked my work. I also knew the FAA trusted me to do the job, or at least implied this through 14 CFR Part 43 Appendix A Subpart C. This is the part of the regulations that covers preventive maintenance tasks that certificated private pilots can perform on their own aircraft. Like the annual NOTAMs for EAA AirVenture, it is a must-read that packs more information than you might expect.

Sure, you can change light bulbs and batteries, but you also can adjust air and oil pressure or replace elastic shock absorber cords on landing gear, change tires, service wheel bearings, and patch fabric covering as long as there is no rib stitching or removal of structural parts involved. Balloon pilots can make certain patch repairs to their envelopes and refinish baskets.

Small projects like these bring pilots closer to their aircraft, making them more familiar with their workings and less tentative about taking a wrench to them. With each new maintenance job, you are likely to become more confident and comfortable around your airplane. Those of us who consider ourselves handy should be careful about going too far, though. Stick to the FAA’s list and don’t forget to make logbook entries for everything you do. If you want to get into more serious work, ask your mechanic about owner-assisted annual inspections.

I like to think my mechanic will be pleased that I am willing and able to work on my own airplane, and that I have yet to call on him to fix something I have broken in the process. I’m also sure he will say my safety-wiring technique needs work.

The post Maintaining Your Ideal Aircraft: What Can a Pilot Do? appeared first on FLYING Magazine.

Gulfstream’s new contenders on the ultralong-range stage—the G700 and G800—have reached significant milestones along the path to certification for the sister models. The two jets will be on display at the European Business Aviation Conference and Expo (EBACE) at Palexpo/Geneva International Airport (LSGG) in Switzerland this week.

G700 Flight Test, Speed Record

The G700—set to enter service this year—has finished several more key steps in its flight testing program, including performance trials at Cecil Airport (KVQQ) in Jacksonville, Florida, and water ingestion testing at NASA’s Wallops Flight Facility (KWAL) in Wallops Island, Virginia. Those tests include touchdown and taxi maneuvering at speeds between 60 to 120 knots. Flyover noise testing has also proven the airplane registers less than the maximum permitted by FAA regulations.

• READ MORE: Textron Aviation Unveils Citation Ascend at EBACE

“The G700 continues to exceed our expectations throughout all facets of the flight test program,” said Mark Burns, president of Gulfstream, in a news release. “At the same time, even more customers around the globe are seeing the real-world performance features and benefits the aircraft provides in terms of efficiency, speed, and safety, while experiencing the immense comfort of the cabin firsthand.” 

On its way to the static display at EBACE, a test article G700 set a city-pair record from Mumbai, India, to Geneva with an elapsed time en route of 8 hours and 34 minutes, averaging Mach 0.90. This brings the total number of speed records set by the G700—and recognized by the National Aeronautic Association—to more than 40.

The G700 is also performing some of its flight test operations on sustainable aviation fuel (SAF), using a variety of blends. One notable record recently set came on a flight from the company’s headquarters in Savannah, Georgia, to Tokyo, clocking in at 13 hours and Mach 0.89. Gulfstream has committed to use of SAF as well as other initiatives to bring it toward net-zero targets in 2030 and beyond, being the first business aircraft manufacturer to sign the World Economic Forum’s Clean Skies for Tomorrow Ambition Statement—signaling its intent to “accelerate the supply and use of SAF technologies to reach 10 percent of the global jet aviation fuel supply by 2030,” according to the company.

• READ MORE: A Look Ahead at EBACE 2023

The G800 Arrives on the Continent

While the G800 has crossed the pond before, EBACE 2023 marks the first time that the model has gone on display in continental Europe. With a SAF blend on board—like all of the G800 test flights originating from Savannah—the G800 flew from KSAV to LSGG.

With four living areas and seating for up to 19 passengers, the G800 is scheduled to enter service later this year. According to Gulfstream, the G800 can range out to 8,000 nm at Mach 0.85 and 7,000 nm at Mach 0.90. 

The post Gulfstream’s G700, G800 Reach Milestones appeared first on FLYING Magazine.