Flightdecks

Starting in 2010, the Pilatus PC12 NG cockpit will feature a cursor control device (CCD) as standard equipment. Mounted on the pedestal between the crew seats, the new CCD system features an ergonomic palm rest, trackball, scroll wheel and buttons for making selections on the PC12 NG’s 2 large MFDs. The CCD provides a further option for cursor control in addition to the current joystick mounted on the MFD controller in the lower center of the instrument panel. With its Primus Apex avionics system and interactive navigation (INAV) interface, the CCD enables pilots to control their flightplan, moving map, weather, traffic and aircraft systems using simple point-and-click actions.

Powerplants

Pratt & Whitney Canada has received Transport Canada type certification for its new PW535E engine, selected to power the Embraer Phenom 300 light business jet. Chosen by Embraer in May 2005, the engine blends advanced technologies into a FADEC equipped engine rated at 3360 lbs maximum takeoff thrust, and incorporating turbine and compressor developments that result in increased thrust and improved fuel consumption.

Training

FlightSafety Intl (FSI) has a new on­line international procedures recurrent course. Internet-based and “self-paced,” the course uses a variety of scenarios to help prepare for international flights and the associated regulatory requirements. The 3 flight scenarios are TEB (Teterboro NJ)–CPH (Kastrup, Copenhagen, Denmark), CPH–ALA (Almaty, Kazakhstan) and PEK (Beijing, China)–TEB. This course meets all FAA training objectives for MNPS, RVSM, RNP-4, RNP-10, B-RNAV and P-RNAV special use airspace. Customers who enroll in the program will have access to the course for 1 year, allowing them to log into the system at any time to refresh and update their knowledge. They will also have access to a library of additional resources including information on new or future requirements such as ETOPS, CPDLC, ADS and SMS.

Gulfstream and FSI have expanded their training services agreement to include the new G650 and G250. Both firms are working to develop comprehensive training programs, flight simulators and other advanced training devices. Training will coincide with aircraft entry into service and the initial program will include a Level D qualified flight simulator for each aircraft, which will be expanded according to customer requirements.

Maintenance

LBAS, the Berlin, Germany-based joint venture of Lufthansa Technik, Bombardier and ExecuJet, has carried out the first Global Express major overhaul—an 8C check—for a Spanish customer. Due after 10 years of flight operations, the 8C check is the biggest regular maintenance event required for Bombardier’s flagship. It is comparable to the D check for large commercial aircraft. Work includes the dismantling of the complete VIP cabin, major overhaul of the landing gear and extensive structure and system inspections, as well as modifications.

BBA Aviation engine repair and overhaul (ERO) company Dallas Airmotive has introduced an AOG mobile repair vehicle to southern California to provide engine services. The vehicle is equipped to perform onsite engine diagnosis and repair, including hot section inspections of Honeywell APUs and module exchange for Rolls-Royce 250 series engines. The vehicle will be positioned at Signature VNY, ready for dispatch on demand. The new unit is the third such vehicle in use by Dallas Airmotive. Other vehicles serve the northeast US out of TEB and the southeast US out of PBI. All provide OEM-authorized service.

New year, new regulation—what pilots need to know about the European Union ETS

While not a traditional New Year’s resolution, monitoring your aircraft’s CO2 emissions should be at the top of the list for all operators who travel into, out of and between European Union (EU) member states.

What is EU ETS?
Ever since last spring, when the EU announced its plans to extend its Emissions Trading Scheme (ETS) to the aviation industry, there has been much confusion.

Quite simply, EU ETS is a mandatory regulation that, beginning on Jan 1, 2012, will require all Part 91 operators that fly aircraft over 5700 kg (12,566 lbs) into, out of and between EU member nations to monitor their CO2 emissions. Under EU ETS, operators must return a quantity of emission allowances, equivalent to their total CO2 emissions in a given reporting year, to their member state government.

If compliance isn’t required until 2012, why should we monitor emissions now?
Although compliance with EU ETS is not mandatory until 2012, operators have an opportunity to participate in a monitoring and benchmarking program starting Jan 1, 2010.

It is strongly recommended that operators participate in this program, as it will allow free allocations beginning in 2012 and ending in 2020. Savings for operators who participate could be significant.

How do operators participate in the monitoring and benchmarking plan?
If your flight department has not yet done anything in regard to EU ETS, your first step is to identify your designated EU member state.

The regulatory agency of your assigned member state is where you will report emissions on a recurring basis. To identify your member state, visit ec.europa.eu/ environment/climat/aviation/operators_en.htm. If you’ve already identified your member state, contact its regulatory agency and work with it to find out details about its specific monitoring plans submission process.

If you cannot identify your aircraft on any member state list, you must submit a fleet list form to the European Commission in order to be assigned to a member state. You can do this by visiting ec.europa.eu/environment/climat/aviation/pdf/Fleet List Form.doc. You should then submit the form to env-eu-ets-aircraft-operator-list@ec. europa.eu.

Although the plan submission due dates for most member states have passed, it is still possible in many cases to submit a plan. Extensions have been granted because many operators were listed incorrectly under the name of their service provider rather than their corporation’s name.

If we haven’t yet been assigned a member state, should we still begin monitoring emissions?
Yes! Even if you have not yet identified your assigned member state, you can still begin monitoring tonne kilometer benchmarking. This will allow you to have the data available when you do submit your plan.

Where to turn for questions
It is recommended that you consult directly with your service provider and with the regulatory agency of your member state.

Ample free information and tracking tools are available for operators to help them navigate through this process.

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