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AINsight: V1 Is a Balancing Act on Takeoff

Stuart “Kipp” Lau — April 26, 2024 - 12:00 PM

Takeoff decision speed (V1) defines a pilot’s go/no-go decision during takeoff, and it is a critical part of any discussion on takeoff safety. When compared to its more sedentary cousins—rotation speed (Vr) and takeoff safety speed (V2)—V1 is a bit fickle. Depending on conditions and other factors, its value can move up or down.

As a hypothetical example, at a given takeoff weight, configuration, runway condition (slope and wet or dry), and environment, an ATC-directed runway change to a shorter runway can result in a lower V1. Conversely, a longer runway using the same criteria may yield a higher V1 that may reduce the minimum runway required for takeoff. Likewise, a dry or wet runway condition will move the value of V1 to the right or left, respectively. But why?

For discussion purposes, V1—the decision speed—in the no-go, or stop case, is defined as the maximum speed at which the pilot must decide to reject a takeoff to stop on the remaining runway (or runway and stopway), whereas in the go case it is the minimum speed that a takeoff can be continued on the remaining runway (or runway and clearway) after failure of the most critical engine. (Note: The FAA definition of V1 is included in Advisory Circular AC 120-62 and other sources.)

Inclusion of a stopway or clearway in a takeoff performance calculation is easily forgotten when pilots use automated takeoff performance calculators. These tools provide an output to solve a complex takeoff performance problem without providing the details built into the equation. It’s easy to forget about some of these basic principles that are important when discussing aircraft performance and takeoff safety.

Before we get too deep into the conversation, here is a refresher on some key terms:

Takeoff runway available (TORA) is the runway available for takeoff.

Clearways are an area beyond the TORA free of obstructions (over land or water) used to reach the required “screen height” in the event of an engine failure on takeoff. Clearways are required to be 500 feet wide and must be less than or equal to 50% of the TORA. Not all runways have a clearway.

Screen height is the minimum height to achieve before the end of the takeoff distance available (TODA, equal to TORA + the clearway). For Class B aircraft—turbine-powered with nine seats or more—the screen height is 35 feet (15 feet for wet runways) and the aircraft must attain V2 by this height.

Stopway is an area beyond the TORA that can be used to stop an aircraft during a rejected takeoff. Not all runways have a stopway. A stopway cannot be used for landing purposes.

Accelerate stop distance available (ASDA) is the TORA plus the stopway.

Take off distance required (TODR) cannot exceed the TODA. All engines operating TODR include a 15% safety margin when calculating the minimum required runway length (TODR x 115%). The one-engine inoperative TODR does not include a 15% safety margin. TODR—both all engines operating and one engine inoperative—are the basis for our go case discussions.

Accelerate stop distance required (ASDR) cannot exceed the ASDA. ASDR is the basis for our stop case discussions.

Remember there are three factors that define the minimum required runway distance for takeoff. These include the accelerate stop distance required (ASDR) and the required all-engine and engine-inoperative takeoff distances (TODR). The value of V1 is largely dependent on these performance figures.

Balanced V1

When ASDR is equal to the TODR, the resultant V1 is called a balanced V1. A balanced V1 gives the minimum field length required for a given weight, called the balanced field length. On a runway without a stopway or clearway, the ASDA is equal to the TODA.

In theory, when using a balanced V1, the distance required to stop during a rejected takeoff just before V1 is equal to the distance required to continue the takeoff and attain V2 at the required screen height should the engine failure occur at V1.

One concept to remember is the impact on aircraft performance—at a given weight and conditions—if V1 is increased or decreased.

In the stop case, a lower V1 value allows the aircraft to accelerate to V1 quickly and stop in a shorter distance. A higher V1 value requires a longer distance to accelerate to V1 and requires a longer distance to stop due to a higher energy and a greater braking effort to stop the aircraft. If ASDR is equal to the ASDA, then V1 cannot be increased due to runway length (ASDA) limitations.

Of importance, in the event of an engine failure during a stop case, a pilot must reject the takeoff before reaching V1—afterward, the aircraft may not stop within the ASDA.

In the go case, a lower V1 value increases the one-engine takeoff distance required (TODR) due to slower acceleration after an engine failure to attain Vr and V2, whereas a higher V1 value decreases the engine-inoperative TODR due to a shorter period required to accelerate on one engine to attain Vr and V2.

Unbalanced V1

When ASDR is different than TODR, the resultant V1 is called an unbalanced V1. An unbalanced V1 allows for a higher takeoff weight by taking advantage of any runway, stopway, or clearway that is available in excess of the balanced field length.

An unbalanced V1 affects takeoff performance (TODR) due to a lower engine out acceleration (using a two-engine aircraft as an example). To illustrate this, let’s use a hypothetical base set of V-speeds as V1 of 130, Vr of 140, and V2 of 145 knots. In the case of an engine failure at V1 (130 knots), the aircraft must accelerate on one engine for 10 knots to attain Vr (140 knots) and 15 knots to attain V2 (145 knots).

In subsequent examples, V1 will be adjusted and Vr and V2 will remain constant.

Lowering V1 by 5 knots (125 knots) will increase the engine-inoperative TODR since it will now take longer to accelerate the additional 15 knots to Vr (140 knots) and 20 knots to V2 (145 knots) on one engine.

Increasing V1 by 5 knots (135 knots) will decrease the engine inoperative TODR due to the shorter period required to accelerate 5 knots to Vr (140 knots) and 10 knots to V2 (145 knots) on one engine.

Earlier Examples

In the first hypothetical example, ATC assigned a shorter runway than originally planned, and the only change based on the takeoff performance calculations was a reduction in the V1 speed. This reduction in V1 was the result of the ASDR value becoming the limiting factor on the new shorter runway.

In the subsequent example, a longer runway was available, thus a higher V1 was used to reduce the engine-inoperative TODR and allow for a higher takeoff weight based on excess runway length.

In the last example, a wet runway reduced the V1 speed. This is due to a longer ASDR based on reduced braking capabilities on a wet runway. The wet runway may also reduce the maximum allowable takeoff weight for that departure. The reduced V1 speed may increase the TODR due to an increased amount of time required to accelerate to Vr and V2.

Reasonability Check

Runway excursions during takeoff continue to occur at an uneasy rate. Often, these events involve an aircraft rotating late and either departing the paved surface of the runway or climbing through runway approach lighting or instrument landing aid structures and causing significant damage to the aircraft.

Alarmingly, these events usually involve an aircraft that did not have any significant airframe or engine malfunctions. Best practices require flight crews to independently verify and then cross-check the takeoff performance data.

The next time you review auto-generated takeoff performance data, take a moment to analyze what you’re looking for and determine if the results seem reasonable. Some general observations include tightly grouped V-speeds on very long runways; a larger spread between V1 and Vr on shorter runways; and a reduced V1 on wet or contaminated runways.

The opinions expressed in this column are those of the author and are not necessarily endorsed by AIN Media Group.

ZeroAvia Offers Hydrogen-electric Component Manufacturing

Charles Alcock — April 26, 2024 - 12:00 PM

Hydrogen-electric propulsion systems developer ZeroAvia is offering to produce components for other companies working to decarbonize aviation. At the opening event for its new manufacturing facility at Paine Field in Everett, Washington, on April 24, the company said it is looking to market its expertise in making electric motors, silicon carbide inverters, low- and high-temperature proton exchange membranes (PEMs) for fuel cells, and compressors.

According to ZeroAvia, certification work for its 600-kilowatt ZA600 powertrain is now progressing as it prepares to convert 20-seat regional aircraft. At the same time, it is advancing the development of the 2-megawatt ZA2000 engine that will power 90-seaters.

The company said it is in active discussions to support a number of companies working on their own plans for electric- and hydrogen-powered aircraft. “We intend to secure as much market share for commercial aviation propulsion systems as possible as this will enhance our shareholder value and ensure we deliver in tackling climate impact in the sector,” said ZeroAvia founder and CEO Val Miftakhov. “While the market for our powertrains is thousands of engines across commercial aircraft, there will be other applications that are not strategically aligned with our full engine offering, but where our technologies can play a major role in the supply chain for other OEMs.”

In addition to its 136,000-square-foot production line at Everett, in the Seattle area, ZeroAvia is also planning to build a Hydrogen Center of Excellence. The company is now exploring site locations for that facility.

For third-party clients, ZeroAvia is offering to provide a 600-kW direct-drive motor capable of speeds of up to 2,200 rpm, and its HyperCore 900-kW modular motor that can achieve speeds of up to 20,000 rpm. Its inverters will be available in single (225-kW peak/200-kW continuous) or dual (450-kW peak/400-kW). The company said its PEMs can be customized for multiple fixed-wing and vertical-lift fuel cell applications.

German Politicians Stall eVTOL Loan Guarantee Approvals

Charles Alcock — April 26, 2024 - 12:00 PM

German state politicians are frustrating the efforts of eVTOL start-ups Volocopter and Lilium to secure new sources of funding. Decisions confirmed this week by officials in Bavaria have prevented the approval of loan guarantees at both state and federal levels, leaving the companies seeking other options.

Privately-funded Volocopter confirmed on Friday that Bavarian officials have not agreed to a package that would also have unlocked federal funding for its efforts to bring the two-seat VoloCity aircraft to market. The company had turned to Bavaria for support after its home state of Baden-Württemberg turned down a request last year.

A spokeswoman for Volocopter told AIN that the company’s work to certify the Volocopter this year will not be interrupted by the funding complications. The company aims to be ready to conduct public demonstration flights during this summer’s Olympic Games in Paris.

However, the German Süddeutsche Zeitung newspaper on Thursday quoted Volocopter CEO Dirk Hoke saying that Bavaria’s block on loan guarantees could mean the company has to consider insolvency options “in the foreseeable future.” Volocopter was reportedly seeking €50 million ($52 million) in loan guarantees from the state.

Speaking to German financial newspaper Handelsblatt, Lilium CEO Klaus Roewe expressed frustration about apparent political obstacles to confirming the guarantees, accusing Bavaria and the federal government of “playing ping-pong.” In recent years, Bavaria has been an important supporter of new aviation technology, with a strong emphasis on encouraging efforts to decarbonize flights. Lilium is based in Bavaria, close to Munich.

On April 24, Honeywell reported that it is developing new lightweight sensor technology for Lilium's six-passenger eVTOL aircraft. According to the company, the sensors, which it referred to as "resolvers," will sense the position of the Lilium Jet's 30 tilting electric ducted fan engines to ensure that they are safely positioned for takeoff.

Bell Helicopter Shipments Lag in 1Q2024

Jessica Reed — April 26, 2024 - 12:00 PM

Bell delivered 18 commercial helicopters in the first quarter, down from 22 in the same period last year. The breakdown included twelve 505s, four 407s, one 429, and one 412. This represents a slight shift from the first three months of last year, when four 429 helicopters were handed over to customers.

On the defense side, Bell shipped two H-1 helicopters in the quarter but did no V-22 tiltrotors. This contrasts with two V-22s and no H-1s in the same period a year ago.

The rotorcraft manufacturer reported revenue and profit growth thanks largely to its military contracts, particularly the future long-range assault aircraft (FLRAA) program. Despite a slight decline in some commercial and military programs, Bell had revenues of $727 million in the quarter, a $106 million year-over-year increase.

Bell's earnings in the first three months was up $20 million from a year ago, to $80 million. This rise was primarily due to a favorable impact from performance improvements, including a $13 million reduction in research and development costs.

During an earnings on Thursday, parent company Textron chairman and CEO Scott Donnelly provided further insights into the rotorcraft division's financial dynamics. He highlighted an expansion in Bell's margins, crediting a blend of cost management initiatives and the resolution of a lawsuit that temporarily boosted profits.

Despite these gains, Donnelly maintained that Bell's annual profitability is expected to stabilize. “We're continuing to focus very much on cost to deal with the mix issues,” he said.

Addressing questions about the supply chain and the forthcoming 525 helicopter certification, Donnelly conveyed confidence in overcoming current challenges. The Bell 525 is on track for certification by year-end, progressing through critical flight tests and nearing the completion of required durability and reliability evaluations, he explained.

“We should wrap up flight testing as we get to mid-year,” Donnelly said. He expects deliveries of the 525 to start in late 2025. This program is particularly significant because the 525 targets the oil and gas sector, where Bell anticipates strong market demand.

Furthermore, Donnelly addressed concerns regarding supply chain impact on Bell's commercial helicopter production, particularly in the first quarter that typically sees lighter activity. He reassured stakeholders that supply-chain issues are being managed effectively and said, “I don't think there's anything new or surprising that would in any way affect our guide as we think about Bell commercial volumes through the course of the year.”

Wheels Up Consolidates Maintenance Facilities

Sarah Rose — April 26, 2024 - 12:00 PM

Wheels Up is opening a new maintenance facility at Palm Beach International Airport (KPBI) later this year and is immediately ceasing operations at its maintenance facilities in Cincinnati and Broomfield, Colorado. Similar operations in Fort Lauderdale will be relocated following the opening of the Palm Beach location.

Additionally, the company is relocating its mobile service operations in Sacramento, Las Vegas, Salt Lake City, and certain service units in Burbank, California, to the eastern U.S. This follows Wheels Up's decision late last year to focus more on providing air charter services east of the Mississippi.

“We at Wheels Up are continuously evaluating and acting upon opportunities that will drive efficiencies and control costs, all in service of strengthening our business model and improving our member experience," said Wheels Up CEO George Mattson. "The opening of our maintenance facility at PBI is a key strategic step, leveraging our resources and locating our facilities in areas of high flight frequency. As a result of these measures, we are improving reliability and efficiency while reducing costs."

Wheels Up announced the purchase of Mountain Aviation in January 2021, which included the company's seven maintenance hangars at Broomfield and a managed fleet of 59 aircraft. The company has coordinated with MRO providers FEAM Aero and Alex Aviation in Cincinnati and Broomfield, respectively, to provide placement opportunities for affected staff.

Wright Steps Up Ground Testing for 2.5MW Electric Motor

Charles Alcock — April 26, 2024 - 12:00 PM

Wright Electric has started ground-testing the electric propulsion system it is developing for aircraft in the 100-seat class. The company announced on April 25 that engineers have begun development work with its Wright Electric Aircraft Engine Test Cell (WEAETC) at its headquarters in Albany, New York.

The new test cell will evaluate the 2-megawatt Wright 1A motor with both a Lycoming LF507-F turbofan and a propeller from a C-130 military aircraft. In a second phase of ground testing, the company will start work on the 2.5MW WM2500 motor, featuring an integrated custom drive, that is being developed with backing from the U.S. government’s ARPA-E Ascend program.

Wright’s founder and CEO Jeffrey Engler told AIN that his team is focusing on the LF507 engine because this is the powerplant for the existing BAe 146 family of regional airliners that the company sees as suitable for conversion to electric propulsion. It also sees potential to electrify the widely-used C-130 military logistics aircraft.

Ground tests with the WEAETC unit are intended to evaluate the electrical output from the 1A and WM2500 motors and establish their ability to convert torque into thrust. This testing could continue for a year or more as preparations for taxi and flight tests with an aircraft are made. The WEAETC will have further applications as Wright advances future iterations of its propulsion system and new battery technology.

“Using a proven fan module significantly reduces the risk of the test campaign and lets us directly compare the acoustic profile and thermal signature of the electric propulsion unit and its classical turbofan version,” said Peter Kurowski, Wright’s propulsion lead. “The successful ground test campaign will open the door to a flight test.”

Wright recently tested its electric motor to over 1MW and is now preparing to conduct altitude testing using the NASA Electric Aircraft Testbed. The company is aiming to support zero-carbon commercial operations with increasingly large single-aisle airliners for sectors of up to 800 miles, while also delivering improved operating costs and lower noise.

The company is now in discussions with prospective partners to confirm arrangements for flight testing. In addition to ARPA-E, its partners already include aircraft maintenance, repair, and overhaul providers CFS Aero, Avalon Aero, and Executive Jet.

UK Launches Clearing House To Assist in SAF Certification

Curt Epstein — April 25, 2024 - 12:00 PM

The UK today launched its Sustainable Aviation Fuels Clearing House, a major step in its ambition to establish a thriving sustainable aviation fuel (SAF) production industry and establish it as one of the worldwide leaders in use of the greener jet fuel.

Any new aviation fuel requires extensive testing to meet the strict requirements for qualification, making it a complicated and expensive proposition. Led by the Energy Institute at the University of Sheffield and supported by environmental engineering consultancy Ricardo, the clearing house will advise and assist potential fuel producers in the development, testing, qualification, and production of SAF.

“It is great to see there is now a lot of activity in the development of SAF; however, the increase in a diverse range of raw materials and processes means a major shift in the industry, which is both an opportunity to reduce aviation emissions and presents a challenge to get these increasingly diverse SAF products to market,” explained clearing house director and Sheffield University professor Chris Lewis.

To that end, the clearing house is now accepting applications for technical support and funding from SAF producers.

“The UK SAF Clearing House will reduce the bottleneck in testing, ensuring a greater availability of SAF from a diverse range of feedstocks, which will enable the UK to achieve its target of 10% SAF by 2030 and will also help with creation of new jobs and skills in this innovative green sector,” said Natasha Robinson, deputy director of low carbon fuels at the UK’s Department for Transport, adding that it will accelerate the testing of fuels by streamlining the process to help companies obtain their qualification for use.

U.S. Navy Assesses Electra eSTOL Aircraft for Ship-based Operations

Charles Alcock — April 25, 2024 - 12:00 PM

The U.S. Navy has tasked Electra with exploring how its in-development eSTOL aircraft might be operated from ships for logistics missions in conflict zones. On April 24, the Virginia-based company was awarded a contract from the Naval Air Systems Command one week after the U.S. Army commissioned it to investigate further military applications for the blown-wing design.

Electra will work with the Navy to define specific “contested logistics” use cases and to conduct a conceptual design study to evaluate how the hybrid-electric aircraft could be operated from the decks of ships. The aircraft, which is intended to carry up to nine passengers or 2,500 pounds of cargo, is expected to be able to operate with ground rolls as short as 150 feet.

Contested logistics involve the movement of military personnel and supplies to and from areas that are challenging to reach or support. Increasingly, the Pentagon is considering new options for equipping U.S. forces with the capability to respond to new threats and challenges, while also looking to reduce carbon output from flight operations.

“Electra’s eSTOL has all the right technology-enabled capabilities to help the Navy address next-generation aviation logistics challenges,” said Ben Marchionna, the company’s director of technology and innovation. “With our differentiated combination of hybrid-electric propulsion and a blown fixed wing, we can offer Pacific theater-relevant payloads and ranges, and the ability to operate from rough soccer field-sized spaces as well as many naval vessels and adjacent assets, all from day one.”

According to Marchionna, the aircraft could become a key asset in the U.S. military’s Joint All-Domain Command and Control program. The U.S. Air Force is also evaluating Electra’s eSTOL design.

Electra aims to bring the aircraft to market in 2028 after achieving type certification under FAA’s Part 23 rules. It is now flight testing a two-seat technology demonstrator aircraft as it prepares to start flying a full-scale prototype in 2026.

Sensors and AI Combine To Deal with Foreign Object Debris

Arie Egozi — April 25, 2024 - 12:00 PM

An Israeli company has introduced a novel approach to addressing the safety and financial risks posed by foreign object debris (FOD) at airports. Xsight’s FODetect system uses remote surface detection sensors and artificial intelligence to identify debris on paved surfaces such as loose hardware, broken pavement, building supplies, boulders, sand, luggage fragments, catering equipment, and wildlife.

In addition to runways, run-up pads, taxiways, cargo aprons, and terminal gates are among the locations where debris can be found. According to recent industry estimates, FOD-related damage at U.S. airports alone costs around $25 million per year. Globally, the direct and indirect costs of damage caused to aircraft and service interruptions are estimated to be about $23 billion annually.

"Xsight's multi-layered sensors continuously monitor the runway surface, automatically distinguish between FOD and wildlife, issue a recommended Runway Condition Code (RCC) in line with the ICAO GRF/FAA TALPA requirements, and provide live video of runway activities in all weather conditions, day and night," explained Xsight CEO Amir Leybov. He said the technology allows airports to maximize runway throughputs while ensuring safety.

According to Xsight, FODetect monitors runways continuously and can detect and classify FOD and assist in its rapid removal. The system is a part of RunWize, which is Xsight's automated runway operations solution. It is based on surface detection sensors installed along the runway.

“FODetect software and algorithms combine image processing technology with radar sensors to detect any change along the runway," Leybov explained. Each sensor scans its predetermined sector between airplane movements within 60 seconds, allowing the entire runway to be scanned during that time.

The FODetect surface detection units are spaced along both sides of the runway at intervals of around 200 feet to allow overlapping full coverage. This, Leybov told AIN, achieves full redundancy, ensuring comprehensive coverage even in the case of an individual sensor failure. Continuous automated monitoring of the runway ensures that FOD, such as stones, bolts, and burst tires, will not pose a risk to aircraft operations.

The FAA requires that an FOD detection system can identify objects as small as 25 mm. “I can say that our system identifies objects that are much smaller," he stated, adding that the technology combines inputs from radar and optical sensors to avoid false alerts.

According to Leybov, 45% of debris found on runways comes from aircraft taking off and landing. FODetect is connected to the airport’s operational systems via datalinks to be able to identify the debris and the specific aircraft from which it originated.

Early use cases for the technology include Seattle-Tacoma International Airport, as well as airports in Thailand, Qatar, and China (Beijing).

Bombardier Deliveries Dip but Orders Soar

Kerry Lynch — April 25, 2024 - 12:00 PM

Bombardier’s revenues dipped by 12%, to $1.3 billion, as it handed over two fewer aircraft in the first quarter, the Montreal-headquartered manufacturer reported today. But at the same time it racked up 60% more in orders in the quarter year-over-year, helping to push up backlog by $700 million, to $14.9 billion, and resulting in a book-to-bill of 1.6:1. Additionally, the company's aftermarket revenues grew by 13%, to $477 million, following its upward trend as it has significantly grown its footprint globally.

In all, Bombardier president and CEO Éric Martel cited the “great performance demonstrated by our team” and added that the company “came flying out of the gates in 2024.” The deliveries “follow our plan for the year,” as the company adjusted its shipment profile to meet supply-chain challenges. “Our focus during the first half of the year is to build our inventory to deliver high volumes of aircraft in the second half,” he said.

Further, the company anticipates deliveries to lean more on Challengers this year, with Globals remaining stable before increasing in 2025. Martel added that Bombardier remains on track to meet its guidance of 150 to 155 aircraft for the year. “We continue to stand with a multi-year and well-diversified backlog,” he said. “We have a clear, clear line of sight on the up on the upcoming year and as well as where we need to be for 2025.”

As for first-quarter deliveries, the softened revenues also reflect a change in the mix, with eight ultra-long-range Globals and 12 super-midsize Challengers shipped. This compares with 14 Globals and eight Challengers a year earlier. This shift also took a toll on net profit, which was down almost two-thirds from $302 million a year ago to $110 million in the quarter.

On the services front, the company is on track with its plans to expand its aftermarket revenues into a $2 billion business by 2025, “and it won’t stop there,” Martel said. As the company increased its service center footprint by 1 million sq ft over the past several years, he maintained those facilities are busy, drawing in more of the existing fleet every month. In addition, Bombardier’s Smart Link Plus health monitoring unit also has a “high capture rate,” which Martel said is key to its organic growth in the aftermarket.

Bombardier further is encouraged about the outlook of the market going forward particularly since aircraft utilization continues to increase. “In fact, Bombardier aircraft have recorded a 7% growth in flight hours in March 2024 compared to the same month last year,” he said. “It's a good sign that people have stuck with business aviation post pandemic.”

Activity in the Middle East, Asia, and America remains strong, while Bombardier has seen signs of an uptick in Europe, he said. Last year closed with a strong Challenger 3500 order activity, but this first quarter was “marked by strong activity on the large-cabin side of the business. As anticipated, we are seeing a lot of activity around the Global family, a trend which is expected to continue in 2024.”

Bombardier continues to deleverage its debt load in a “steady and methodical way,” Martel added, ahead of where the company planned with the ability to retire $100 million in debt through the use of excess cash. He also noted margin growth.

He also touched on the next member of the Global family, saying the 8000 remains on track for delivery in the second half of 2025. Meanwhile, its predecessor—the Global 7500, which has been in service for five years—“is performing on all fronts, on the bottom line and in the air. We see a lot of operators using [the aircraft] on long legs very routinely.” The model has already begun to draw repeat customs, Martel noted.

Asked about the new competitor in service, with deliveries just starting for the Gulfstream G700, Martel said, “Of course, we’re always closely monitoring what our competitors are doing, but what I can tell you is we see strong success right now on the Global 7500 and 8000. We've seen clearly a movement towards our platform in the last couple of months.”

Textron Aviation: Jet Shipments Steady, Turboprops Decline

Jessica Reed — April 25, 2024 - 12:00 PM

Textron Aviation’s first-quarter aircraft delivery performance painted a mixed picture, with steady jet shipments but declining turboprops. The Wichita-based aircraft manufacturer today said it handed over 36 Citations, one more than the same three months a year ago.

These 36 twinjets included four M2 Gen2s, six CJ3+s, six CJ4 Gen2s, two XLS+s, 13 Latitudes, and five Longitudes. The big year-over-year change was a shift in more Latitude deliveries (from seven to 13) and fewer XLS+s (from five to two).

Turboprops, however, saw a marked decrease over the same period: 20 versus 34 shipments. Notably, deliveries of the Caravan turboprop single declined to 12 from 19, and twin-turboprop King Airs fell to seven from 12 in the previous year. The company also handed over one SkyCourier twin, down from three in first-quarter 2023.

Textron Aviation reported first-quarter revenues of $1.2 billion, an increase of $39 million from the same period last year. This growth was primarily driven by higher pricing strategies, which added $48 million, though partially offset by a slight decrease in volume and mix amounting to $9 million.

“Segment profit was $143 million in the first quarter, up $18 million from a year ago, reflecting a favorable impact from pricing net of inflation of $14 million,” said Frank Connor, CFO of parent Textron Inc.

“We certainly expect to see a nice growth on a year-over-year basis,” Scott Donnelly, Textron president and CEO, commented in response to a question about the outlook for 2024 compared with the 168 aircraft delivered in 2023. “The supply chain does continue to improve the number of hours that we're able to get in the factory. We feel pretty good about how things progressed through the [first] quarter. But we always have a few aircraft that we would like to have gotten delivered.

“What's important to us is to maintain the spread of net pricing over inflation. That's really most of the work as we go through the course of the year—managing the inflation numbers around supply base and things like that. I would expect to see positive price over inflation through the course of the year.”

Donnelly remarked that supply-chain issues, inflation, and internal operating performance are likely to continue to affect Textron Aviation in the second quarter.

Textron Aviation’s backlog grew to $7.3 billion, marking an increase of $177 million.

On the other hand, Textron’s eAviation segment reported revenues of $7 million. However, the segment recorded a loss of $18 million, doubling its loss from first-quarter 2023. This was largely attributed to heightened research and development expenses aimed at advancing Textron’s position in the burgeoning electric aviation market.

Donnelly touched on the eAviation segment’s performance and outlook, noting that the Pipistrel business is doing well, with an increase in the number of deliveries in the quarter. “We did get an FAA exemption on the ability to do flight training on the Velis Electro, which is fundamentally a training aircraft. I think that will help us pick up volume as we can now sell those and use those for training in the U.S. domestic market.”

Research and development are the main drivers of the eAviation segment’s financials, according to Donnelly. He noted that the Nexus eVTOL program is progressing well. “We're doing the full integration and testing of the first craft,” he said. “We'll probably see flight tests later on this year.”

He mentioned that the level of investment being made into eAviation programs will likely level off. Spending for these programs had increased significantly from 2022 to 2023, but this is expected to stabilize in the next few years.

“Our spending here is relatively modest. I think we're taking advantage of a lot of cost structure, talent, and capability that we already have in the company. If the market proves to be what third parties would say the market will prove to be, it's going to be a massive return on investment.”

Abu Dhabi Backs eVTOL Air Taxi Services With Archer and Joby

Charles Alcock — April 25, 2024 - 12:00 PM

Abu Dhabi’s government is backing both Archer and Joby in advancing plans to launch eVTOL air taxi services in the emirate under a pair of framework agreements signed on Thursday. The rival U.S. aircraft manufacturers sealed their respective deals during the DRIFTx mobility event held at the Yas Marina Circuit.

The agreement with Archer calls for the Abu Dhabi Investment Office (ADIO) to commit several hundred million dollars to lay the groundwork for operations the company said could start in 2025. In addition to investing in vertiports, the ADIO will also support the manufacturing of its four-passenger Midnight eVTOL vehicle in the UAE, as well as training initiatives for the advanced air mobility sector across the Gulf region. Archer, which is establishing its international headquarters in Abu Dhabi, will join Abu Dhabi officials in implementing a recruitment and training program for local Emirati citizens.

Joby signed a memorandum of understanding with Abu Dhabi's Department of Municipalities and Transport to launch air taxi operations in the emirate and other, as yet unspecified, locations. The agreement was also backed by the emirate's Department of Economic Development and Department of Culture and Tourism.

Abu Dhabi and Dubai Seek Pole Position

Archer's framework agreement does not appear to grant Archer exclusivity in accessing the eVTOL air taxi market in Abu Dhabi, where the company expects to operate flights of 10 to 20 minutes to replace car journeys of up to 90 minutes. By contrast, Joby recently struck a deal with Dubai's government that gives it exclusive rights to operate air taxi flights within that emirate. Joby said its new agreement with Abu Dhabi clears the way to operating flights between Dubai and Abu Dhabi, which are just over 80 miles apart.

Both Archer and Joby are involved in Abu Dhabi's Smart and Autonomous Vehicle Industry cluster. Over the past 12 months, officials in the UAE have been stepping up efforts for the Gulf state to be one of the first locations in the world to establish commercial eVTOL operations.

"Today's agreement demonstrates the incredible momentum behind the adoption of clean flight across the UAE," said Joby's founder and CEO JoeBen Bevirt. "We're looking forward to delivering a fantastic experience for our future customers in Abu Dhabi and we're excited to unlocking the potential for zero-emissions between Abu Dhabi and Dubai. We're grateful for the support and collaboration of our governmental partners and the entire ecosystem in Abu Dhabi and we remain deeply impressed by their commitment to building out a world-class aviation ecosystem in the emirate."

This week’s agreement builds on a 2023 memorandum of understanding signed by Archer and ADIO, which is also a direct investor in the company. The UAE’s Mubadala sovereign wealth fund is providing support.

“This substantial agreement with Abu Dhabi is a pivotal moment for Archer’s commercialization efforts across the Emirates, as it provides the catalyst to accelerate the launch of our electric air taxi service in the UAE as soon as late 2025,” commented Archer’s CEO Adam Goldstein. “The agreement underscores Abu Dhabi’s strong commitment to Archer's conviction to become a global hub for urban air mobility.”

Archer said it will develop early air taxi services in partnership with local business aircraft operators Falcon Aviation and Air Chateau. Local aviation service group Global Aerospace Logistics—Advanced Military Maintenance, Repair, and Overhaul Center is committed to providing support for Midnight aircraft operating in the region.

WWII-vintage Martin Mars Flying Boat To Return to U.S.

Curt Epstein — April 25, 2024 - 12:00 PM

A Martin JRM Mars, the largest flying boat ever produced for the U.S. Navy, will be returning to the U.S. as a museum piece later this year. The massive, four-engine “Philippine Mars”—one of only five JRMs produced—was acquired from its operator Coulson Aviation and will go on display at the Pima Air and Space Museum in Arizona, which is home to one of the world’s largest collections of historic aircraft.

The Mars entered service at the tail end of World War II and were used to ferry cargo to distant U.S. bases in the Pacific. During the Korean War, they served as medical transports, flying between Hawaii and California carrying dozens of wounded soldiers on each flight. One was lost in 1950 when an engine fire consumed the airplane near Hawaii after the crew successfully evacuated to life rafts.

Decommissioned in 1956, Philippine Mars and her three surviving sisters were to be sold for scrap, but in 1958 a consortium of Canadian timber companies purchased them and their spare parts inventory and converted them into fire bombers based in British Columbia. They were capable of dumping more than 7,000 gallons of water and fire retardant on a blaze at a time. Skimming the surface of the water, the Mars could refill its tanks with 30 tons of water in just 22 seconds through retractable scoops in the hull.

One of the “Big Four” crashed in 1961 during firefighting operations, while another was wrecked the following year by a Pacific typhoon that severely damaged its fuselage. In 2007, the remaining two were bought by Coulson Aviation, which operated them for years as contract fire bombers, but by the mid-2010s the cost of their operation and upkeep began to mount and the company withdrew them from service.

Last month, it was announced that Hawaii Mars would be donated to the British Columbia Aviation Museum in recognition of its decades of firefighting duty and fulfilling a clause in its 2007 purchase calling for it to remain in the province after its retirement.

“This has been an exciting month for both Martin Mars waterbombers,” said Coulson Group CEO Wayne Coulson. “As a fitting tribute to their years of service and years of hard work by many people in BC and the U.S., we are pleased to see both Mars aircraft landing to rest at world-class institutions in 2024.”

Airbus Celebrates First Flight of Racer Compound Helo

Matt Thurber — April 25, 2024 - 12:00 PM

The Airbus Helicopters Racer high-speed compound helicopter made its first flight today in Marignane, France, flying for about 30 minutes and signaling the launch of a two-year test campaign.

Powered by two Safran Aneto-1X turboshaft engines, Racer is designed to fly at more than 215 knots while burning about 20% less fuel compared with current-generation helicopters. Racer is part of the European Clean Sky 2 research program and involves 40 partners in 13 countries.

The rotorcraft features a double-wing design with lateral pusher rotors on each wingtip. In cruise flight, Safran’s Eco-Mode hybrid-electric system allows one of the two engines to be switched to standby mode, according to Airbus, “generating further fuel savings of up to 30%.”

Airbus validated the aerodynamic configuration of Racer with research on its X3 technology demonstrator, which combined fixed wings with lateral rotors and a main rotor system. In 2013, the demonstrator broke the helicopter speed record when it flew at 255 knots.

“With its 90 patents, Racer is the perfect example of the level of innovation that can be achieved when European partners come together,” said Airbus Helicopters CEO Bruno Even. “I look forward to watching this demonstrator pioneer high-speed capabilities and develop the eco-mode system that will contribute to reducing fuel consumption.”

Aero F Show Shines Spotlight on SAF Need, Roadblocks

Julie Boatman — April 25, 2024 - 12:00 PM

While sustainable aviation fuel (SAF) remains the critical bridge, particularly for turbine-powered business aviation in the near- and mid-term, general aviation industry officials attending Aero Friedrichshafen last week in Germany see roadblocks to getting there.

Kyle Martin, v-p of European affairs for GAMA, called attention to recent legislation passed that draws the problem to a head in terms of the availability of SAF. “We face some challenges getting access to that fuel,” he said. “Europe has passed the Refuel EU Aviation Regulation, which mandates SAF at large airports. That’s all fine for the airlines. But roughly 2,000 airfields are used daily by business aviation.”

Airlines have commanded the bulk of the fuel available on the continent to reach their milestones of SAF implementation, squeezing supply for charter and private aircraft operators.

With the centralized sourcing and uptake in volume, prices could foreseeably come down closer to U.S. levels from the current going rates for SAF in Europe—between 300% and 600% higher than jet-A, according to operators at Aero Friedrichshafen.

To ease the strain on the system, the European Commission could adopt a book-and-claim model similar to that used in the U.S. But the political will to make this happen is failing to materialize. According to GAMA president and CEO Pete Bunce, “We cannot convince the commission that this is the smartest way to go.”

JetSupport Launches Rapid Dispatch Support across Europe

Gregory Polek — April 24, 2024 - 12:00 PM

Amsterdam Schiphol Airport-based JetSupport has partnered with business aircraft charter operator Jet View on a project to offer rapid dispatch of mechanics, parts, and tools to all major business aviation airports within Europe “at a moment’s notice.” Called “JetSupport: On the Fly,” the service tackles challenges associated with technician positioning to AOG locations and the response time to new resource requirements during AOG rectification.

Fielding a team of certified technicians for all major OEMs, JetSupport said the project addresses industry challenges including limited commercial airline connections, the logistical complexities of parts availability in OEM warehouses scattered throughout Europe, and the costs, time, and effort associated with parts supply to AOG locations.

Benefits include streamlining operations and minimizing downtime for aircraft maintenance logistics. JetSupport now avails the program to business and special-mission aircraft operators across Europe. Offering its support programs since its establishment in October 2001, JetSupport services include airframe, engine, and component technical support, complemented by hangarage, modifications, interior, cleaning, and on-board services.

JetSupport’s EASA, FAA, and TCCA Part 145 approved facilities operate near Amsterdam, Munich, Paris, and Nice, while line and base maintenance capabilities cover almost all “relevant” business jets in the world, including Bombardier Globals and Challenges; Cessna Citations; Dassault Falcons; and Embraer Phenoms.

Japanese Charter Service Signs Deal with Eve for 50 eVTOL Aircraft

Hanneke Weitering — April 24, 2024 - 12:00 PM

Eve Air Mobility has signed a provisional sales agreement with Japanese helicopter flight booking platform AirX for up to 50 of Eve’s four-passenger eVTOL aircraft, which the company plans to use for sightseeing tours and commercial air taxi operations in the Tokyo metropolitan area. In a letter of intent signed April 17, AirX committed to ordering 10 aircraft with options for another 40.

In addition to Eve’s eVTOL air taxi, AirX has also signed up for Eve’s Urban ATM (air traffic management) system, which will provide scalable urban air mobility services for fleet operators, vertiports, and air navigation service providers. The Urban ATM system is designed “to enable the safe, efficient, and predictable ecosystem to support eVTOL operations alongside many other airspace users,” according to Eve.

“We are deeply impressed not only by Eve’s technological capabilities, but also by their commitment to building an ecosystem,” AirX CEO Kiwamu Tezuka said in a statement. “Our aim is to revolutionize the current industry, making transport services useful and affordable for everyone. By integrating our knowledge, experiences, and existing business platform with Eve’s comprehensive solutions, we hope to overcome transportation limitations by advancing eVTOL operations in Japan.”

Founded in 2015, Tokyo-based AirX offers charter flights in aircraft operated by other companies, using its database and software to identify available aircraft and provide instant pricing. It intends to add eVTOL air taxis to its Airos network, although it has not yet indicated who will operate the vehicles.

AirX also plans to include up to 50 of EHang’s two-seat EH216 autonomous aerial vehicles in its charter network, the company announced in 2022. EHang, which is based in China, recently became the world’s first eVTOL developer to obtain a type certificate for commercial air taxi operations, but the company has not yet said when it expects to get approval from Japan’s air safety regulators.

Last month, AirX and EHang opened an urban air mobility center in Tsukuba City, Ibaraki Prefecture, where AirX aims to offer sightseeing tours using eVTOL aircraft such as the EH216 and Eve’s air taxi, which is expected to enter service in 2026.

Eve is currently assembling its first full-scale prototype in a factory at Taubaté in Brazil's São Paulo state—close to Embraer, Eve’s parent company—and intends to begin flight testing later this year.

The company has announced several supplier selections in recent months. On April 14, it announced that Korea Aerospace Industries will supply its eVTOL pylons, the part of the airframe that supports the electric power units and eight vertical lift propellers. In February, Eve revealed that Aciturri will supply wing skins and spars, and Crouzet will supply the inceptor, commonly known as the pilot’s control stick.

Following the deal with AirX, Eve said it now holds letters of intent for nearly 3,000 eVTOL aircraft, although the company did not specify how many of those “pre-orders” came with cash deposits.

Bombardier Continues Evolution with New Brand Identity

Kerry Lynch — April 24, 2024 - 12:00 PM

Three years after Bombardier emerged as a pure-play company in the business aviation sector, the Montreal-headquartered airframer is rolling out a new brand identity that it says is designed to reinforce its drive toward an “ambitious future” in that market while making a nod to its past.

The logo involves a symbol of what the company calls “Bombardier Mach,” with a silhouette of an aircraft breaking the sound barrier and strokes of wind over wing to reference the company’s past—and in particular honoring its workers who have served the company.

“Today is a historic moment for more than 18,000 incredibly talented and passionate Bombardier team members. Our iconic company is looking forward with confidence and an innovative spirit, two notions captured elegantly in our new logo and brand evolution,” said Bombardier president and CEO Éric Martel. “Our clients worldwide are leaders who shape the world and who expect us to deliver a truly memorable experience. When asking them what sets Bombardier apart, the notion of ‘like family’ comes back time and again as a true differentiator.”

Martel also credited its people for Bombardier’s successes. “They are true masters of their craft, bridging some of the world’s most complex technology with a highly personal and passionate approach to aircraft interior artistry, defense modifications, 24-7 services, and much more. Our new company brand honors these highest standards our people themselves have set for our industry.”

Bombardier added that the new logo also celebrates the company’s successful shift to a pure-play manufacturer. The logo uses a typeface that is modern and refined with subtle serifs, which the company said symbolizes its “passion for precision” that is forward-looking and -thinking.

Bombardier cited its Global 8000 as an example of this. Set to enter service in 2025, it will be one of the fastest business jets on the market with a top certified speed of Mach 0.94 and a range of 8,000 nm. It also pointed to the EcoJet research project that involves a blended-wing-body configuration to reduce emissions by up to 50%.

Gulfstream Deliveries Set To Take Off in 2024

Chad Trautvetter — April 24, 2024 - 12:00 PM

Gulfstream deliveries edged up slightly in the first quarter but did not nearly double from a year ago as planned, since FAA certification came too late to start handing over G700s before April, Phebe Novakovic, chair and CEO of parent company General Dynamics, said this morning during an investor call. The Savannah, Georgia aircraft manufacturer shipped 24 jets (21 large-cabins and three super-midsize G280s) in the quarter, up from 21 (17 large-cabins and four G280s) in the first three months of 2023.

According to Novakovic, Gulfstream had planned to deliver 15 to 17 G700s in the first quarter but will still meet its target of handing over 50 to 52 of the ultra-long-range jets by year-end. What she called Lot 1—the first 20 G700s—needed unspecified post-certification modifications but are now ready for delivery to customers, with another seven to eight of the twinjets ready by June. Novakovic said G700 shipments will be evenly paced throughout the year, meaning around 17 per quarter. Gulfstream expects to deliver about 160 aircraft in total this year, up from 111 in 2023.

Meanwhile, General Dynamics’ aerospace division, which includes Gulfstream and Jet Aviation, reported revenues of $2.084 billion and operating earnings of $255 million in the quarter, both up by more than 10 percent from a year ago. Novakovic termed the sales pipeline at the division “robust,” with strong demand for new-production Gulfstreams and aircraft maintenance services. Book-to-bill was 1.2:1 in the first three months at the aerospace division, with backlog up slightly quarter-over-quarter, to $20.454 billion.

Supply-chain issues continue to weigh on Gulfstream—with parts shortages still occurring on the production lines—but are “getting better,” Novakovic said.

Gulfstream Delivers First Two G700s to Customers

Chad Trautvetter — April 24, 2024 - 12:00 PM

Gulfstream Aerospace has delivered the first two $75 million G700s to customers, the Savannah, Georgia-based aircraft manufacturer said yesterday afternoon. Both are now in service with undisclosed customers in the U.S. The company’s 7,750-nm flagship aircraft received FAA approval on March 29, followed by production certification and cabin interior approval on April 8.

“Beginning G700 customer deliveries less than one month after achieving FAA type certification marks an incredible milestone in Gulfstream’s history of raising the bar for the business aviation industry,” said Gulfstream president Mark Burns. “We look forward to continuing these deliveries in the weeks ahead.”

Gulfstream had hoped for certification by the end of last year and anticipated delivering as many as 15 before 2023 ended, but the prolonged approval process has shifted those deliveries into this year. As a result, Gulfstream anticipates a 44 percent bump in deliveries this year to 160 jets, including 50 to 52 G700s and fewer G280s due to the conflict in Gaza (G280s are manufactured for Gulfstream by IAI in Tel Aviv).

Meanwhile, FlightSafety International has two level-D simulators and three flight training devices for the G700 online at its Savannah training center, with two more G700 sims under construction. EASA and UK CAA conducted their final evaluations of these devices two weeks ago. G700 pilot training started on March 21, according to FlightSafety.